Temperature adjusting device

Abstract

This temperature control device is applied to a vehicle provided with: an electric drive unit (23) that outputs power for travel; a battery (24) that supplies power to the electric drive unit; and a vehicle air conditioning device including a refrigeration cycle (10) in which a refrigerant circulates, the temperature control device being provided with: a heat medium circuit (21) in which a heat medium that exchanges heat with the electric drive unit and the battery circulates; a heat exchange unit (16) that is provided in the heat medium circuit and that exchanges heat between the heat medium and the refrigerant, the heat medium having been heat-exchanged in the electric drive unit and the battery; and a circuit switching unit (40) which is connected to the electric drive unit, the battery, and the heat exchange unit, is provided in the heat medium circuit, and switches the heat medium circuit. The circuit switching unit switches the heat medium circuit to form a first circuit for guiding the heat medium subjected to heat exchange in the electric drive unit to the battery, and a second circuit for guiding the heat medium subjected to heat exchange in the electric drive unit to the heat exchange unit. And a third circuit that returns the heat medium subjected to heat exchange in the battery to the battery by bypassing the electric drive unit and the heat exchange unit.

Description

Cross-reference of related applications

[0001] This application is based on Japanese Patent Application No. 2023-168643, filed on September 28, 2023, the contents of which are incorporated herein by reference. Technical Field

[0002] This disclosure relates to temperature control devices. Background Technology

[0003] A temperature control device is known to include: a heat medium circuit for the flow of a heating medium; a motor; a battery for supplying power to the motor; a cooler for removing heat from the heat medium; a radiator for cooling the heat medium; and multiple switching units for switching the heat medium circuit (see, for example, Patent Document 1). This heat medium circuit has: a first loop through the motor and cooler; a second loop through the battery; and a third loop through the motor, cooler, and battery. Furthermore, the heat medium circuit has a bypass path that bypasses the cooler and a bypass path that bypasses the radiator. The temperature control device described in Patent Document 1 switches the heat medium circuit for the flow of the heating medium in the first, second, and third loops using multiple valves. Additionally, the temperature control device uses multiple valves to switch whether the heat medium passes through the cooler and radiator.

[0004] For example, the temperature control device switches between a first switching section (one of the multiple switching sections) and a second mode (where the heat medium flows independently in the first and second loops, respectively) via a first switching section. Furthermore, in the second mode, the temperature control device opens and closes the bypass flow path that bypasses the cooler using an adjusting valve (one of the multiple switching sections). Moreover, the temperature control device uses a third switching section (also one of the multiple switching sections) to switch whether the heat medium passes through the radiator in both the first and second modes.

[0005] Thus, the temperature control device described in Patent Document 1 is configured to switch the heat medium circuit and guide the heat medium to various constituent devices through a circuit switching unit having three switching heat medium circuits.

[0006] Existing technical documents Patent documents Patent Document 1: International Publication No. 2022 / 185561 Summary of the Invention

[0007] However, in temperature control devices, the more circuit switching units there are, the more complex the heat medium circuit becomes. This increased complexity leads to larger device housings and increased heat loss during heat medium flow within the circuit.

[0008] The purpose of this disclosure is to provide a temperature control device that can reduce the number of circuit switching sections.

[0009] According to one aspect of this disclosure, a temperature regulating device is applied to a vehicle, the vehicle having an electric drive unit that outputs power for driving, a battery that supplies power to the electric drive unit, and a vehicle air conditioning system including a refrigeration cycle for supplying refrigerant. The temperature regulating device comprises: The heat medium circuit circulates the heat medium that supplies heat exchange between the electric drive unit and the battery; A heat exchange section, disposed in the heat medium circuit, allows the heat medium that has undergone heat exchange in the electric drive section and the battery to exchange heat with the refrigerant; and A circuit switching unit, which is connected to the electric drive unit, battery, and heat exchange unit and is disposed in the heat medium circuit, switches the heat medium circuit. The circuit switching unit switches the heat medium circuit to form a first circuit that guides the heat medium that has undergone heat exchange in the electric drive unit to the battery, a second circuit that guides the heat medium that has undergone heat exchange in the electric drive unit to the heat exchange unit, and a third circuit that allows the heat medium that has undergone heat exchange in the battery to bypass the electric drive unit and the heat exchange unit and return to the battery.

[0010] In this way, by switching the heat medium circuit to the first, second, and third circuits through a single circuit switching unit, the number of circuit switching units in the temperature control device can be reduced. Therefore, the structure of the heat medium circuit for heat supply medium circulation can be simplified.

[0011] Furthermore, the bracketed reference numerals used to indicate each constituent element, etc., represent an example of the correspondence between that constituent element, etc., and the specific constituent elements, etc., described in the embodiments described later. Attached Figure Description

[0012] Figure 1 This is an overall structural diagram of the temperature control device according to the first embodiment.

[0013] Figure 2 This is a block diagram showing the control device of the temperature control device in the first embodiment.

[0014] Figure 3 This is a diagram showing the flow of refrigerant and cooling water when the temperature control device of the first embodiment is operating in the first mode.

[0015] Figure 4 This is a diagram showing the flow of refrigerant and cooling water when the temperature control device of the first embodiment is operating in the second mode.

[0016] Figure 5 This is a diagram showing the flow of refrigerant and cooling water when the temperature control device of the first embodiment is operating in the third mode.

[0017] Figure 6 This is a flowchart illustrating the control processing performed by the control device of the temperature control device in the first embodiment.

[0018] Figure 7 This diagram illustrates the method of heat movement and heat utilization when the temperature control device of the first embodiment performs the first mode, the second mode, and the third mode.

[0019] Figure 8 This is a structural diagram of the temperature control device.

[0020] Figure 9 This diagram illustrates the heat movement and utilization methods when the temperature control device operates in the first and third modes.

[0021] Figure 10 This is a diagram used to illustrate the temperature control device of the first embodiment and to compare the differences in energy consumption between the temperature control devices.

[0022] Figure 11 This is an overall structural diagram of the temperature control device according to the second embodiment.

[0023] Figure 12 This is a diagram showing the flow of refrigerant and cooling water when the temperature control device of the second embodiment is operating in the second mode.

[0024] Figure 13 This is an overall structural diagram of the temperature control device in the third embodiment.

[0025] Figure 14 This is a diagram showing the flow of refrigerant and cooling water when the temperature control device of the third embodiment is operating in the second mode.

[0026] Figure 15 This is an overall structural diagram of the temperature control device according to the fourth embodiment.

[0027] Figure 16 This is a diagram showing the flow of refrigerant and cooling water when the temperature control device of the fourth embodiment is operating in the first mode.

[0028] Figure 17 This is a diagram showing the flow of refrigerant and cooling water when the temperature control device of the fourth embodiment is operating in the second mode.

[0029] Figure 18 This is a diagram showing the flow of refrigerant and cooling water when the temperature control device of the fourth embodiment is operating in the third mode. Detailed Implementation

[0030] Hereinafter, embodiments of the present disclosure will be described with reference to the accompanying drawings. Furthermore, in the following embodiments, the same reference numerals are sometimes used for parts that are the same as or equivalent to those described in prior embodiments, and their descriptions are omitted. Additionally, in embodiments where only a portion of the constituent elements is described, the constituent elements described in previous embodiments can be applied to other portions of the constituent elements. The following embodiments can be partially combined with each other, even without explicit explicit description, as long as the combination does not particularly hinder it.

[0031] (First Implementation) Reference Figures 1-10 The temperature control device 1 of this embodiment will be described. In this embodiment, an example of the temperature control device 1 being applied to an electric vehicle will be described. Figure 1 As shown, the temperature control device 1 includes a refrigeration cycle 10 that circulates the refrigerant as a heat transfer medium, and a fluid loop system 20 that circulates a fluid as a heat transfer medium. The temperature control device 1 is a device that distributes heat generated by the refrigeration cycle 10 and heat generated by the heat-generating equipment in the fluid loop system 20 to various constituent devices requiring heat via the refrigerant circulating in the refrigeration cycle 10 and the fluid circulating in the fluid loop system 20. The temperature control device 1 is used to appropriately adjust the temperature of the refrigerant and the fluid when distributing heat to the various constituent devices. The temperature control device 1 switches the flow of the refrigerant circulating in the refrigeration cycle 10 and the fluid circulating in the fluid loop system 20 according to the operating mode described later.

[0032] In refrigeration cycle 10, an HFO-based refrigerant, specifically R1234yf, is used as the refrigerant, forming a vapor compression subcritical refrigeration cycle in which the pressure of the discharged refrigerant from compressor 12 does not exceed the critical pressure of the refrigerant. Alternatively, an HFC-based refrigerant, such as R134a, or a natural refrigerant, such as carbon dioxide, can be used as the refrigerant.

[0033] Furthermore, in the fluid loop system 20, cooling water can be used as the fluid, for example. Specifically, the cooling water can be a solution containing ethylene glycol, dimethylpolysiloxane, or nanofluids, or antifreeze. However, the cooling water can also be a water-containing liquid other than antifreeze.

[0034] First, the refrigeration cycle 10 will be described. The refrigeration cycle 10 is used in a vehicle air conditioning unit (not shown) installed in an electric vehicle. The vehicle air conditioning unit blows cooled and heated air into the vehicle interior for air conditioning. The refrigeration cycle 10 has the function of circulating refrigerant to cool the air blown by the vehicle air conditioning unit and heating the cooling water circulating in the fluid circuit system 20.

[0035] like Figure 1 As shown, the refrigeration cycle 10 has a refrigerant circulation path 11 for circulating the refrigerant. Furthermore, the refrigerant circulation path 11 is provided with a compressor 12 for compressing the refrigerant, an indoor condenser 13 for exchanging heat between the refrigerant and the supply air, and a water-cooled condenser 14 for exchanging heat between the refrigerant and the cooling water circulating in the fluid loop system 20. Additionally, the refrigerant circulation path 11 is provided with an evaporator 15 for cooling the supply air, a cooler 16 for exchanging heat between the refrigerant and the cooling water circulating in the fluid loop system 20, and a first expansion valve 17a and a second expansion valve 17b for depressurizing the refrigerant.

[0036] Compressor 12 is a compressor that draws in, compresses, and discharges refrigerant in the refrigeration cycle 10. Compressor 12 is, for example, an electric compressor that uses an electric motor to drive a fixed-capacity type compressor with a fixed discharge capacity. Compressor 12 is electrically connected to battery 24 (described later), and the electric motor is driven to rotate by the power supplied from battery 24. Furthermore, compressor 12 is electrically connected to control device 60 (described later), and the rotational speed, i.e., the refrigerant discharge capacity, is controlled by a control signal output from control device 60. An indoor condenser 13 and a water-cooled condenser 14 are connected to the compressor's discharge port, and the discharged high-temperature, high-pressure refrigerant is output to the indoor condenser 13 and the water-cooled condenser 14. Furthermore, in Figure 1 In the diagram, a dashed line represents the flow of electricity supplied from battery 24.

[0037] The indoor condenser 13 is a heat exchanger used to heat the supply air by exchanging heat between the high-temperature, high-pressure refrigerant discharged from the compressor 12 and the supply air cooled and dehumidified by the evaporator 15. The indoor condenser 13 is housed within an air conditioning housing (not shown) of the vehicle's air conditioning unit. Furthermore, in Figure 1 In the diagram, a double-dotted line represents the flow of air blowing into the vehicle interior.

[0038] A first valve 18a is provided on the inlet side of the indoor condenser 13 to prevent refrigerant from flowing into the indoor condenser 13. The inlet of the indoor condenser 13 is controlled by the first valve 18a. The first valve 18a is electrically connected to the control device 60 and is controlled to open and close by a control signal output from the control device 60.

[0039] The water-cooled condenser 14 is a water-refrigerant heat exchanger that cools or heats the cooling water by exchanging heat between the high-temperature, high-pressure refrigerant discharged from the compressor 12 and the cooling water circulating in the fluid loop system 20. The water-cooled condenser 14 has a refrigerant passage for the refrigerant discharged from the compressor 12 and a water passage for the cooling water circulating in the fluid loop system 20. The refrigerant passage of the water-cooled condenser 14 is connected to the refrigeration cycle 10, and the water passage is connected to the fluid loop system 20.

[0040] A second valve 18b is provided on the inlet side of the water-cooled condenser 14 to prevent refrigerant from flowing into the water-cooled condenser 14. The water-cooled condenser 14 controls the flow of refrigerant through the second valve 18b. The second valve 18b is electrically connected to the control device 60 and is controlled to open and close by a control signal output from the control device 60.

[0041] Additionally, an evaporator 15 is connected to the outlet side of the indoor condenser 13 and the water-cooled condenser 14 via a first expansion valve 17a, and a cooler 16 is connected via a second expansion valve 17b.

[0042] The first expansion valve 17a and the second expansion valve 17b are pressure-reducing sections that reduce the pressure of the high-pressure refrigerant flowing out of the indoor condenser 13 and the water-cooled condenser 14 and adjust the flow rate, i.e., the mass flow rate, of the refrigerant flowing downstream. The first expansion valve 17a and the second expansion valve 17b can, for example, be an electrically operated variable throttling mechanism configured with a valve core capable of changing the throttling opening and an electric actuator that changes the opening of the valve core.

[0043] The first expansion valve 17a and the second expansion valve 17b are configured such that by changing the valve opening degree within the range from fully closed to fully open, the flow rate of refrigerant flowing downstream of each of the first expansion valve 17a and the second expansion valve 17b in the refrigerant circulation path 11 can be adjusted. The first expansion valve 17a and the second expansion valve 17b are electrically connected to the control device 60, and the valve opening degree is controlled by a control signal output from the control device 60. An evaporator 15 is connected to the outlet side of the first expansion valve 17a. A cooler 16 is connected to the outlet side of the second expansion valve 17b.

[0044] The evaporator 15 is an evaporator that evaporates low-pressure refrigerant (after depressurization in the first expansion valve 17a) by exchanging heat with the supply air blown into the vehicle interior, thereby cooling the supply air by allowing the low-pressure refrigerant to absorb heat. The evaporator 15 is disposed within an air conditioning housing (not shown) of the vehicle air conditioning unit, upstream of the indoor condenser 13 in the airflow path. Furthermore, the outlet side of the evaporator 15 is connected to the suction side of the compressor 12.

[0045] In addition, an air mixing door (not shown) is provided inside the air conditioning housing. This air mixing door adjusts the airflow ratio between the supply air passing through the evaporator 15 and the supply air passing through the indoor condenser 13, and the supply air bypassing the indoor condenser 13. This air mixing door adjusts the temperature of the air conditioning air flowing within the air conditioning housing and blowing into the vehicle interior.

[0046] The cooler 16 is configured to allow the low-pressure refrigerant, after being depressurized in the second expansion valve 17b, to exchange heat with the cooling water circulating in the fluid circuit system 20, thereby causing the low-pressure refrigerant to evaporate. It functions as an evaporator section that absorbs heat from the refrigerant. Additionally, the cooler 16 is also configured to function as a heater that heats the low-pressure refrigerant by exchanging heat between the low-pressure refrigerant passing through the second expansion valve 17b and the cooling water circulating in the fluid circuit system 20. The cooler 16 cools or heats the cooling water according to the operating mode of the temperature control device 1. The cooler 16 has a refrigerant passage through which the low-pressure refrigerant flowing out of the second expansion valve 17b passes, and a water passage through which the cooling water circulating in the fluid circuit system 20 passes. The suction port of the compressor 12 is connected to the outlet side of the refrigerant passage of the cooler 16.

[0047] Next, the fluid loop system 20 will be described. For example... Figure 1 As shown, the fluid circuit system 20 has a cooling water circulation path 21, which serves as a heat medium circuit for circulating cooling water. The cooling water circulation path 21 is formed by piping for circulating cooling water. Furthermore, the cooling water circulation path 21 is equipped with the aforementioned water-cooled condenser 14 and cooler 16, a radiator 22 for exchanging heat between the cooling water circulating in the fluid circuit system 20 and the outside air, and an electric drive unit 23 that outputs driving force to propel the electric vehicle. Additionally, the cooling water circulation path 21 is equipped with a battery 24 that supplies power to the electric drive unit 23, a first pump 25a, a second pump 25b, and a third pump 25c for circulating cooling water, and a three-way valve 30 and an eight-way valve 40 for switching the cooling water circulation path 21.

[0048] As described above, the water-cooled condenser 14 is a water-refrigerant heat exchanger that uses high-temperature, high-pressure refrigerant discharged from the compressor 12 of the refrigeration cycle 10 to cool or heat the cooling water circulating in the fluid loop system 20. The water-cooled condenser 14 is connected to a three-way valve 30 at the inlet side of the water passage and an eight-way valve 40 at the outlet side.

[0049] As described above, the cooler 16 is configured to function as an evaporator for cooling the cooling water circulating in the fluid loop system 20 using a low-pressure refrigerant depressurized in the second expansion valve 17b, and also as a heater for heating the cooling water. The cooler 16 functions as a heat exchanger for exchanging heat between the cooling water (which has undergone heat exchange in the electric drive unit 23 and the battery 24) and the refrigerant. The cooler 16 has eight-way valves 40 connected to both the inlet and outlet sides of the water passage.

[0050] Radiator 22 is a water-to-air heat exchanger that allows cooling water heated or cooled in cooler 16 to exchange heat with outside air blown by an outside air fan (not shown). Radiator 22 is, for example, positioned in front of the drive unit of a vehicle. Eight-way valves 40 are connected to both the inlet and outlet sides of radiator 22.

[0051] Battery 24 is a secondary battery capable of supplying power to the inverter 23b of the electric drive unit 23 (described later) and the compressor 12 of the refrigeration cycle 10, and storing power through charging. Battery 24 is, for example, a so-called battery pack formed by electrically connecting multiple battery cells in series or parallel. For example, battery 24 can be a lithium-ion battery.

[0052] The battery 24 generates heat when supplying charged electricity to the outside. Furthermore, as a secondary battery, the output of the battery 24 tends to decrease at low temperatures and deteriorates easily at high temperatures. Therefore, the temperature of the battery 24 needs to be maintained at a level that ensures the vehicle can operate at the required output even in low-temperature environments where the outside air temperature is relatively low, and that prevents deterioration.

[0053] Therefore, the battery 24 is housed in a battery casing, and a water passage is formed inside the battery casing to allow the flow of cooling water, the heat medium circulating in the fluid circuit system 20, to pass through. The water passage is configured to uniformly adjust the temperature of all battery cells. Furthermore, the water passage is configured to allow heat exchange between the cooling water flowing in the water passage and the battery 24, which has accumulated heat, to be output to the cooling water.

[0054] When the outside air temperature is low, and shortly after the power supply to the inverter 23b and compressor 12 begins, the internal temperature of battery 24 is relatively low. In this situation, when cooling water, which is warmer than battery 24, flows into the water passage, battery 24 absorbs heat from the cooling water and is heated. Eight-way valves 40 are connected to the inlet and outlet sides of the water passage for battery 24.

[0055] Furthermore, after a period of time has passed since the power supply to the inverter 23b and compressor 12 began, the internal temperature of battery 24 rises due to its own self-heating. In this situation, when cooling water with a temperature lower than that of battery 24 flows into the water passage, battery 24 dissipates heat to the cooling water and is cooled.

[0056] The electric drive unit 23 is an electrical component that outputs driving force to propel the electric vehicle. The electric drive unit 23 includes a DC-DC converter 23a and an inverter 23b that regulate the voltage supplied from the battery 24, an electric generator 23c that outputs driving force, and an MG oil cooler 23d that cools the electric generator 23c. The DC-DC converter 23a, inverter 23b, and electric generator 23c in the electric drive unit 23 are heat-generating devices that generate heat during operation.

[0057] DC-DC converter 23a is a step-down converter that reduces the high voltage supplied from battery 24 to a low voltage. DC-DC converter 23a converts the high voltage supplied from battery 24 into a low voltage (e.g., 12V) for driving an auxiliary motor 50 mounted on an electric vehicle, and outputs it to the auxiliary motor 50. Inside DC-DC converter 23a, a water passage is formed for the flow of the heat transfer medium, i.e., cooling water, circulating in the fluid loop system 20. An eight-way valve 40 is connected to the inlet side of the water passage, and the water passage of inverter 23b (described later) is connected to the outlet side of the water passage.

[0058] Inverter 23b converts the DC voltage supplied from battery 24 into AC voltage. Inverter 23b converts the DC voltage supplied from battery 24 into AC voltage and outputs it to the drive motor of electric generator 23c. Inside inverter 23b, a water passage is formed for the flow of the heat medium, i.e., cooling water, circulating in the fluid loop system 20. Inverter 23b is connected to the water passage of DC-DC converter 23a at the inlet side of the water passage, and to the water passage of MG oil cooler 23d (described later) at the outlet side of the water passage.

[0059] The electric generator 23c functions as a driving electric motor that outputs driving force for driving by power supplied from the inverter 23b, and also functions as a power generation device that generates regenerative power during vehicle deceleration and downhill driving. The electric generator 23c is connected to the MG oil cooler 23d via an oil passage 23e that ensures smooth oil circulation for driving the electric motor.

[0060] The MG oil cooler 23d cools the oil by exchanging heat between the cooling water circulating in the fluid loop system 20 and the oil of the electric motor that smoothly drives the electric generator 23c. The MG oil cooler 23d indirectly cools the electric generator 23c by supplying cooled oil to the electric generator 23c, thereby using the cooling water circulating in the fluid loop system 20. Inside the MG oil cooler 23d, a water passage is formed for the flow of the heat medium, i.e., the cooling water, circulating in the fluid loop system 20. The water passage of the inverter 23b is connected to the inlet side of the water passage, and a three-way valve 30 is connected to the outlet side of the water passage.

[0061] The first pump 25a, the second pump 25b, and the third pump 25c generate a flow that causes cooling water to flow in the cooling water circulation path 21.

[0062] Specifically, the first pump 25a, the second pump 25b, and the third pump 25c are electric pumps that pressurize the cooling water flowing in the cooling water circulation path 21 downstream. The first pump 25a, the second pump 25b, and the third pump 25c are electrically connected to the control device 60, and their speed, i.e., their pressurization capacity, is controlled by the control signal output from the control device 60.

[0063] A first pump 25a is disposed between the cooler 16 and the eight-way valve 40. Specifically, the first pump 25a is disposed in the portion of the cooling water circulation path 21 that connects the inlet side of the water passage of the cooler 16 to the eight-way valve 40. The first pump 25a generates a flow that causes cooling water to flow from the eight-way valve 40 toward the cooler 16.

[0064] The second pump 25b is disposed between the battery 24 and the eight-way valve 40. Specifically, the second pump 25b is disposed in the portion of the cooling water circulation path 21 that connects the inlet side of the water passage of the battery 24 to the eight-way valve 40. The second pump 25b generates a flow that causes cooling water to flow from the eight-way valve 40 toward the battery 24.

[0065] The third pump 25c is disposed between the DC-DC converter 23a and the eight-way valve 40. Specifically, the third pump 25c is disposed in the part of the cooling water circulation path 21 that connects the inlet side of the water passage of the DC-DC converter 23a to the eight-way valve 40. The third pump 25c generates a flow for causing cooling water to flow from the eight-way valve 40 toward the DC-DC converter 23a. The first pump 25a, the second pump 25b, and the third pump 25c function as a pressure delivery unit that pressurizes cooling water in the cooling water circulation path 21.

[0066] The three-way valve 30 has one inlet and two outlets, and is a valve that guides cooling water flowing in from one inlet to the outlets corresponding to the operating modes of the temperature control device 1. The three-way valve 30 is disposed between the MG oil cooler 23d and the water-cooled condenser 14. The three-way valve 30 has a three-way inlet 30a connected to the outlet side of the water passage of the MG oil cooler 23d. In addition, the three-way valve 30 has a three-way first outlet 30b connected to the inlet side of the water-cooled condenser 14 and a three-way second outlet 30c connected to the inlet side of the bypass flow path 21a that bypasses the water-cooled condenser 14 in the cooling water circulation flow path 21.

[0067] The bypass flow path 21a is a passage that guides the cooling water flowing from the outlet side of the water passage of the MG oil cooler 23d to the eight-way valve 40. The outlet side of the bypass flow path 21a is connected between the outlet side of the water-cooled condenser 14 in the cooling water circulation flow path 21 and the eight-way valve 40.

[0068] The three-way valve 30 is an electrically operated valve device comprising a valve core configured to change its rotational position and an electric actuator for changing the rotational position of the valve core. The three-way valve 30 changes the outlet of the three-way first outlet 30b and the three-way second outlet 30c that communicates with the three-way inlet 30a by adjusting the rotational position of the valve core. The three-way valve 30 is electrically connected to a control device 60, and the rotational position of the valve core is controlled by a control signal output from the control device 60.

[0069] The eight-way valve 40 has four inlets and four outlets, and is a loop switching unit that guides cooling water flowing in from the four inlets to the outlets corresponding to the respective operating modes of the temperature control device 1. The eight-way valve 40 has an eight-way first inlet 40a connected to the outlet side of the radiator 22 and an eight-way second inlet 40b connected to the outlet side of the water passage of the cooler 16. Furthermore, the eight-way valve 40 has an eight-way third inlet 40c connected to the outlet side of the water passage of the battery 24 and an eight-way fourth inlet 40d connected to the outlet side of the water passage of the water-cooled condenser 14.

[0070] In addition, the eight-way valve 40 has an eight-way first outlet 40e connected to the inlet side of the radiator 22 and an eight-way second outlet 40f connected to the inlet side of the water passage of the cooler 16. Furthermore, the eight-way valve 40 has an eight-way third outlet 40g connected to the inlet side of the water passage of the battery 24 and an eight-way fourth outlet 40h connected to the inlet side of the water passage of the DC-DC converter 23a.

[0071] The eight-way valve 40 is an electrically operated valve device comprising a valve core configured to change its rotational position and an electric actuator that changes the opening degree of the valve core. The eight-way valve 40 changes the outlets of the eight-way first inlet 40a, eight-way second inlet 40b, eight-way third inlet 40c, and eight-way fourth inlet 40d that are connected to the eight-way first outlet 40e, eight-way second outlet 40f, eight-way third outlet 40g, and eight-way fourth outlet 40h by adjusting the rotational position of the valve core.

[0072] For example, by adjusting the rotational position of the valve core, the first inlet 40a of the eight-way valve 40 can be connected to the second outlet 40f. Furthermore, by adjusting the rotational position of the valve core, the second inlet 40b of the eight-way valve 40 can be connected to one of the first outlet 40e, the third outlet 40g, or the fourth outlet 40h. Moreover, by adjusting the rotational position of the valve core, the third inlet 40c of the eight-way valve 40 can be connected to one of the third outlet 40g or the fourth outlet 40h. Additionally, by adjusting the rotational position of the valve core, the fourth inlet 40d of the eight-way valve 40 can be connected to one of the second outlet 40f or the third outlet 40g. The eight-way valve 40 is electrically connected to the control device 60, and the rotational position of the valve core is controlled by a control signal output from the control device 60.

[0073] Next, use Figure 2 The control device 60 of this embodiment will be described in general. The control device 60 is composed of a microcomputer including a CPU, ROM, and RAM, and its peripheral circuitry. Furthermore, the control device 60 performs various calculations and processes based on a control program stored in the ROM, controlling the operation of various controllable devices connected to its output side. In addition, the ROM and RAM of the control device 60 are composed of non-transitional physical storage media. For example, the control device 60 can employ an air conditioning ECU that controls the operation of various constituent devices of a vehicle air conditioning system. ECU is an abbreviation for Electronic Control Unit.

[0074] like Figure 2 As shown, a sensor group 70 is connected to the input side of the control device 60 to obtain information for controlling the operation of the temperature regulating device 1. The sensor group 70 includes a battery temperature detection unit 71 that detects the temperature of the battery 24, i.e., the battery temperature Tb. The battery temperature detection unit 71 is a temperature sensor that detects the battery temperature Tb.

[0075] In addition, the sensor group 70 may also include a voltage sensor for detecting the voltage of the battery 24, an outside air temperature sensor for detecting the outside temperature of the vehicle, an inside air temperature sensor for detecting the inside temperature of the vehicle, and a solar radiation sensor for detecting the amount of sunlight shining into the vehicle. Various detection signals corresponding to the information detected by the sensor group 70 are input to the control device 60.

[0076] The battery temperature detection unit 71, for example, has multiple temperature sensors to detect the temperature of each of the multiple battery cells in the battery 24, and uses the average value of the detection values ​​of the multiple temperature sensors as the battery temperature Tb.

[0077] In addition, such as Figure 2 As shown, the compressor 12 of the refrigeration cycle 10, the first expansion valve 17a, the second expansion valve 17b, the first valve 18a, and the second valve 18b of the refrigeration cycle 10 are connected to the output side of the control device 60. Additionally, the DC-DC converter 23a, the inverter 23b, the electric generator 23c, the first pump 25a, the second pump 25b, the third pump 25c, the three-way valve 30, and the eight-way valve 40 of the fluid circuit system 20 are connected to the output side of the control device 60. In this embodiment, the control device 60 controls the operation of various controlled devices connected to the output side based on various detection signals input from the sensor group 70. For example, the control device 60 changes the rotation position of the valve cores of the three-way valve 30 and the eight-way valve 40 based on the battery temperature Tb detected by the battery temperature detection unit 71, thereby making the three-way valve 30 and the eight-way valve 40 correspond to different operating modes of the temperature control device 1.

[0078] Next, the operating modes of the temperature control device 1 in this embodiment will be described. The temperature control device 1 in this embodiment can switch the heat source used by the vehicle air conditioning system to heat the vehicle interior by switching operating modes. For example, in the case of a vehicle air conditioning system suitable for electric vehicles, when it is difficult to obtain heat from various heat-generating devices after the vehicle has just started moving, the system uses the heat contained in the air to heat the vehicle interior. Alternatively, after a period of time has passed since the vehicle started moving, when sufficient heat can be obtained from various heat-generating devices, the system uses the heat generated by the operation of these devices to heat the vehicle interior.

[0079] The temperature control device 1 switches operating modes to control the operation of the three-way valve 30 and the eight-way valve 40 when the vehicle air conditioning unit heats the vehicle interior by utilizing the heat contained in the air and when it heats the vehicle interior by utilizing the heat generated by the operation of the heating equipment.

[0080] The following is for reference Figures 3-5The flow of refrigerant and cooling water in three representative operating modes of the temperature control device 1 of this embodiment, which can be performed, will be described. Furthermore, in Figures 3-5 In the diagram, the arrow representing the refrigerant circulation path 11 is thicker than the arrow representing the refrigerant circulation path 11, indicating the flow of refrigerant circulating in the refrigeration cycle 10, and the arrow representing the cooling water circulation path 21 is thicker than the arrow representing the cooling water circulation path 21, indicating the flow of cooling water circulating in the fluid loop system 20.

[0081] Furthermore, in the following description of the three operating modes, the operating mode in which the vehicle air conditioning unit heats the vehicle interior is described. However, the temperature control device 1 of this embodiment can also be used with a vehicle air conditioning unit capable of cooling the vehicle interior. In addition, in the following description of the three operating modes, the operating mode in which the battery 24 is heated is shown. However, the temperature control device 1 of this embodiment can also perform an operating mode in which the battery 24 is cooled by switching the flow of refrigerant and cooling water.

[0082] (1) First mode The first mode is an operation mode that uses the heat contained in the air to heat the vehicle interior. For example... Figure 3 As shown, in the first mode, the control device 60 opens the first valve 18a, closes the second valve 18b, and closes the first expansion valve 17a while opening the second expansion valve 17b.

[0083] In addition, in the first mode, the control device 60 rotates the valve core of the three-way valve 30, connecting the three-way inlet 30a with the three-way second outlet 30c. Furthermore, in the first mode, the control device 60 rotates the valve core of the eight-way valve 40, connecting the eight-way first inlet 40a with the eight-way second outlet 40f, and connecting the eight-way second inlet 40b with the eight-way first outlet 40e. Moreover, in the first mode, the control device 60 rotates the valve core of the eight-way valve 40, connecting the eight-way third inlet 40c with the eight-way fourth outlet 40h, and connecting the eight-way fourth inlet 40d with the eight-way third outlet 40g.

[0084] Therefore, in the first mode, in the refrigeration cycle 10, the refrigerant circulates in the order of compressor 12, first valve 18a, indoor condenser 13, second expansion valve 17b, and refrigerant passage of cooler 16. Additionally, in the first mode, in the fluid loop system 20, cooling water flows in the order of first pump 25a, water passage of cooler 16, eight-way valve 40, and radiator 22, circulating between cooler 16 and radiator 22. Furthermore, in the first mode, in the fluid loop system 20, cooling water flows in the order of third pump 25c, water passage of DC-DC converter 23a, water passage of inverter 23b, water passage of MG oil cooler 23d, three-way valve 30, bypass flow path 21a, second pump 25b, water passage of battery 24, and eight-way valve 40. That is, cooling water circulates between DC-DC converter 23a, inverter 23b, MG oil cooler 23d, and battery 24.

[0085] In the first mode of refrigerant and cooling water circulation, the cooling water in radiator 22 absorbs heat from the outside air and is heated. Furthermore, by exchanging heat between the heated cooling water and the refrigerant in condenser 16, the heat from the outside air can be used for heating the vehicle interior. Additionally, the vehicle air conditioning system heats the supply air by exchanging heat between the high-temperature, high-pressure refrigerant discharged from compressor 12 and the supply air passing through interior condenser 13.

[0086] Furthermore, in the first mode, the cooling water of these heat-generating devices is heated by the self-heating generated by the operation of the DC-DC converter 23a, inverter 23b, electric generator 23c, and battery 24. Moreover, by circulating the heated cooling water in the cooling water circulation path 21, the self-heating of the DC-DC converter 23a, inverter 23b, electric generator 23c, and battery 24 can be used to heat the battery 24. That is, in the first mode, the temperature control device 1 recovers unwanted waste heat generated by the operation of the DC-DC converter 23a, inverter 23b, and electric generator 23c and heats the battery 24, and the battery 24 is heated by its own heat generation.

[0087] In this way, the eight-way valve 40 switches the cooling water circulation path 21 in the first mode, forming a first loop that guides the cooling water that has undergone heat exchange in the electric drive unit 23 to the battery 24. The first loop includes the eight-way valve 40, the second pump 25b, the third pump 25c, and the piping that forms the cooling water circulation path 21.

[0088] (2) Second mode The second mode utilizes the self-heating of the DC-DC converter 23a, inverter 23b, and electric generator 23c to heat the vehicle interior, and also utilizes the self-heating of the battery 24 to heat the battery itself. For example... Figure 4 As shown, in the second mode, similar to the first mode, the control device 60 opens the first valve 18a, closes the second valve 18b, and closes the first expansion valve 17a while opening the second expansion valve 17b.

[0089] In the second mode, the control device 60 rotates the valve core of the three-way valve 30 in the same way as in the first mode, connecting the three-way inlet 30a to the three-way second outlet 30c. However, in the second mode, the control device 60 rotates the valve core of the eight-way valve 40, connecting the eight-way second inlet 40b to the eight-way fourth outlet 40h, and connecting the eight-way third inlet 40c to the eight-way third outlet 40g. Furthermore, in the second mode, the control device 60 rotates the valve core of the eight-way valve 40, connecting the eight-way fourth inlet 40d to the eight-way second outlet 40f.

[0090] Therefore, in the second mode, in the refrigeration cycle 10, the refrigerant circulates in the order of the refrigerant passage of the compressor 12, the first valve 18a, the indoor condenser 13, the second expansion valve 17b, and the cooler 16. Additionally, in the second mode, in the fluid loop system 20, cooling water flows sequentially through the first pump 25a, the water passage of the cooler 16, the eight-way valve 40, the third pump 25c, the water passage of the DC-DC converter 23a, the water passage of the inverter 23b, the water passage of the MG oil cooler 23d, the three-way valve 30, the bypass flow path 21a, and the eight-way valve 40. That is, the cooling water circulates between the cooler 16, the DC-DC converter 23a, the inverter 23b, and the MG oil cooler 23d. Furthermore, in the second mode, in the fluid loop system 20, the cooling water flows in the order of the second pump 25b, the water passage of the battery 24, and the eight-way valve 40. That is, the cooling water bypasses the cooler 16 and the electric drive unit 23 and circulates between the battery 24 and the eight-way valve 40.

[0091] In the second mode of refrigerant and cooling water circulation, the cooling water is heated by the self-heating generated by the operation of the DC-DC converter 23a, inverter 23b, and electric generator 23c. Furthermore, by exchanging heat between the heated cooling water and the refrigerant in the cooler 16, the self-heating of the DC-DC converter 23a, inverter 23b, and electric generator 23c can be used for heating the vehicle interior. That is, in the second mode, the temperature control device 1 recovers unwanted waste heat generated by the operation of the DC-DC converter 23a, inverter 23b, and electric generator 23c, and uses the recovered waste heat to heat the vehicle interior.

[0092] In the second mode, the cooling water passing through the battery 24 is heated by the self-heating generated by the operation of the battery 24. Then, the heated cooling water is returned to the battery 24 in the cooling water circulation path 21 without passing through the cooler 16 and the electric drive unit 23, thereby using the heat generated by the battery 24 itself to heat the battery 24 and keep the temperature of the battery 24 constant.

[0093] In this way, in the second mode, the eight-way valve 40 switches the cooling water circulation path 21, forming a second loop that guides the cooling water that has undergone heat exchange in the electric drive unit 23 to the cooler 16. The second loop includes the eight-way valve 40, the first pump 25a, the third pump 25c, and the piping that forms the cooling water circulation path 21.

[0094] Furthermore, in the second mode, the eight-way valve 40 switches the cooling water circulation path 21, forming a third loop that allows the cooling water, after heat exchange in the battery 24, to bypass the electric drive unit 23 and the cooler 16 and return to the battery 24. The third loop includes the eight-way valve 40, the second pump 25b, and the piping that forms the cooling water circulation path 21. The eight-way valve 40 forms the third loop simultaneously with the second loop.

[0095] (3) Third mode The third mode is an operation mode that utilizes the heat generated by the DC-DC converter 23a, inverter 23b, electric generator 23c, and battery 24 to heat the vehicle interior. For example... Figure 5 As shown, in the third mode, similar to the first and second modes, the control device 60 opens the first valve 18a, closes the second valve 18b, and closes the first expansion valve 17a while opening the second expansion valve 17b.

[0096] In the third mode, the control device 60 rotates the valve core of the three-way valve 30 in the same way as in the first and second modes, connecting the three-way inlet 30a to the three-way second outlet 30c. However, in the third mode, the control device 60 rotates the valve core of the eight-way valve 40, connecting the eight-way second inlet 40b to the eight-way third outlet 40g, and connecting the eight-way third inlet 40c to the eight-way fourth outlet 40h. Furthermore, in the third mode, the control device 60 rotates the valve core of the eight-way valve 40, connecting the eight-way fourth inlet 40d to the eight-way second outlet 40f.

[0097] Therefore, in the third mode, in the refrigeration cycle 10, the refrigerant circulates in the order of the refrigerant passage of compressor 12, first valve 18a, indoor condenser 13, second expansion valve 17b, and cooler 16. Additionally, in the third mode, in the fluid loop system 20, cooling water flows sequentially through the water passage of first pump 25a, cooler 16, eight-way valve 40, second pump 25b, battery 24, eight-way valve 40, third pump 25c, DC-DC converter 23a, inverter 23b, MG oil cooler 23d, three-way valve 30, bypass flow path 21a, and eight-way valve 40. That is, cooling water circulates between cooler 16, battery 24, DC-DC converter 23a, inverter 23b, and MG oil cooler 23d.

[0098] In the third mode, where refrigerant and cooling water circulate, the cooling water is heated by the self-heating generated by the operation of the DC-DC converter 23a, inverter 23b, electric generator 23c, and battery 24. Furthermore, the refrigerant is heated by exchanging heat between the heated cooling water and the refrigerant in the cooler 16, allowing the self-heating of the DC-DC converter 23a, inverter 23b, electric generator 23c, and battery 24 to be used for heating the vehicle interior. In other words, in the third mode, the temperature control device 1 recovers unwanted waste heat generated by the operation of the DC-DC converter 23a, inverter 23b, electric generator 23c, and battery 24, and uses this recovered waste heat to heat the vehicle interior.

[0099] In the third mode, the eight-way valve 40 switches the cooling water circulation path 21 to form a fourth loop that guides the cooling water that has undergone heat exchange in the electric drive unit 23 and the battery 24 to the cooler 16. The fourth loop includes the eight-way valve 40, the first pump 25a, the second pump 25b, the third pump 25c, and the piping that forms the cooling water circulation path 21.

[0100] These operating modes are switched by the control device 60 of the temperature control device 1 when the vehicle's air conditioning system is heating the interior. The operation is performed according to the control device 60. Figure 6 The control flow shown illustrates the operation of the temperature control device 1 in this embodiment.

[0101] When the vehicle's air conditioning system is in heating mode, firstly, in step S10, the control device 60 reads the detection signal input from the battery temperature detection unit 71 and obtains information about the battery temperature Tb. Then, in step S20, the controller 60 determines whether the battery temperature Tb is lower than a first determination temperature Tc1.

[0102] The first determination temperature Tc1 is a temperature pre-stored in the control device 60. In a low-temperature environment where the outside air temperature is relatively low, it is set to be an appropriate temperature of the battery 24 for obtaining the output required to drive the driving motor from the battery 24. For example, the first determination temperature Tc1 is set to a specified temperature within the range of 0°C to 10°C (e.g., 5°C). However, the first determination temperature Tc1 is not limited to 5°C. It can be set to a temperature lower than 5°C or a temperature higher than 5°C, as long as the output required to drive the driving motor can be obtained from the battery 24.

[0103] If the battery temperature Tb is not determined to be lower than the first determination temperature Tc1, the control device 60 skips the processing of steps S30 and S40 and proceeds to the processing of step S50.

[0104] Conversely, if the battery temperature Tb is determined to be lower than the first determined temperature Tc1, in step S30, the control device 60 sets the operating mode to the first mode. Specifically, the control device 60 opens the first valve 18a, closes the second valve 18b, closes the first expansion valve 17a, and opens the second expansion valve 17b. Additionally, the control device 60 connects the three-way inlet 30a of the three-way valve 30 to the three-way second outlet 30c. Furthermore, the control device 60 connects the eight-way first inlet 40a of the eight-way valve 40 to the eight-way second outlet 40f, and connects the eight-way second inlet 40b to the eight-way first outlet 40e. Moreover, the control device 60 connects the eight-way third inlet 40c of the eight-way valve 40 to the eight-way fourth outlet 40h, and connects the eight-way fourth inlet 40d to the eight-way third outlet 40g.

[0105] Therefore, as Figure 7 As shown, in the first mode, the vehicle's air conditioning system uses the heat from the outside air to heat the vehicle interior. Additionally, the temperature control device 1 recovers waste heat from the DC-DC converter 23a, inverter 23b, and electric generator 23c of the electric drive unit 23 to heat the battery 24, and also heats the battery 24 itself through its own heat generation.

[0106] Then, in step S40, the control device 60 determines whether the battery temperature Tb is above the first determination temperature Tc1. The control device 60 maintains the operation mode in the first mode until the battery temperature Tb becomes above the first determination temperature Tc1. If the control device 60 determines that the battery temperature Tb is above the first determination temperature Tc1, it executes the processing in step S50.

[0107] In step S50, the control device 60 determines whether the battery temperature Tb is lower than the second determination temperature Tc2 described later.

[0108] If the battery temperature Tb is not determined to be lower than the second determination temperature Tc2, the control device 60 skips the processing of steps S60 and S70 and proceeds to the processing of step S80.

[0109] Conversely, if the battery temperature Tb is determined to be lower than the second determination temperature Tc2, in step S60, the control device 60 sets the operating mode to the second mode. Specifically, the control device 60 opens the first valve 18a, closes the second valve 18b, closes the first expansion valve 17a, and opens the second expansion valve 17b. Additionally, the control device 60 connects the three-way inlet 30a of the three-way valve 30 to the three-way second outlet 30c. Furthermore, the control device 60 connects the eight-way second inlet 40b of the eight-way valve 40 to the eight-way fourth outlet 40h, and connects the eight-way third inlet 40c to the eight-way third outlet 40g. Moreover, the control device 60 connects the eight-way fourth inlet 40d of the eight-way valve 40 to the eight-way second outlet 40f.

[0110] Therefore, as Figure 7 As shown, in the second mode, the vehicle air conditioning system uses the waste heat from the DC-DC converter 23a, inverter 23b, and electric generator 23c of the electric drive unit 23 to heat the vehicle interior. Additionally, the temperature control device 1 heats the battery 24 using its own heat generation to maintain a constant temperature.

[0111] Then, in step S70, the control device 60 determines whether the battery temperature Tb is above the second determination temperature Tc2. The control device 60 maintains the operation mode in the second mode until the battery temperature Tb becomes above the second determination temperature Tc2. If the control device 60 determines that the battery temperature Tb is above the second determination temperature Tc2, it executes the processing in step S80.

[0112] The second determination temperature Tc2 is a temperature pre-stored in the control device 60, set to a temperature at which the battery 24 can output the necessary power to drive the driving motor even when the battery 24's own heat is used for heating the vehicle interior. The second determination temperature Tc2 is set to a temperature higher than the first determination temperature Tc1. For example, the second determination temperature Tc2 is set to a specified temperature within the range of 10°C to 20°C (e.g., 15°C). However, the second determination temperature Tc2 is not limited to 15°C; it can be set to a temperature lower than 15°C or higher than 15°C, as long as the necessary power to drive the driving motor can be obtained from the battery 24.

[0113] If, in step S70, the battery temperature Tb is determined to be above the second determination temperature Tc2, in step S80, the control device 60 sets the operating mode to the third mode. Specifically, the control device 60 opens the first valve 18a, closes the second valve 18b, closes the first expansion valve 17a, and opens the second expansion valve 17b. Furthermore, the control device 60 connects the three-way inlet 30a of the three-way valve 30 to the three-way second outlet 30c. Also, the control device 60 connects the eight-way second inlet 40b of the eight-way valve 40 to the eight-way third outlet 40g, and connects the eight-way third inlet 40c to the eight-way fourth outlet 40h. Moreover, the control device 60 connects the eight-way fourth inlet 40d of the eight-way valve 40 to the eight-way second outlet 40f.

[0114] Therefore, as Figure 7 As shown, in the third mode, the vehicle air conditioning unit uses the waste heat from the DC-DC converter 23a, inverter 23b, electric generator 23c, and battery 24 of the electric drive unit 23 to heat the vehicle interior.

[0115] Thus, the temperature control device 1 of this embodiment changes its operating mode in the order of first mode, second mode, and third mode according to the battery temperature Tb of the battery 24, switching the refrigerant circulation path 11 and the cooling water circulation path 21 through the three-way valve 30 and the eight-way valve 40. Regarding the reason for changing the operating mode of the vehicle air conditioning system to three modes when heating, [the following is provided]. Figure 8 The comparative temperature control device 100 shown in the comparative example will be described. Compared to temperature control device 1, the comparative temperature control device 100 cannot execute the second mode; consequently, as... Figure 8 As shown, the second pump 25b was discarded.

[0116] like Figure 9 As shown, when the temperature control device 100 is operating in the first mode, it recovers the waste heat from the DC-DC converter 23a, inverter 23b, and electric generator 23c to heat the battery 24, and heats the battery 24 by means of the heat generated by the battery 24. In this case, in the first mode, the vehicle's air conditioning system uses the heat from the outside air to heat the vehicle interior.

[0117] Furthermore, when the battery temperature Tb reaches or exceeds the first determination temperature Tc1, the temperature control device 100 sets the operating mode to the third mode. In this third mode, the vehicle air conditioning system uses the waste heat from the DC-DC converter 23a, the inverter 23b, the electric generator 23c, and the battery 24 to heat the vehicle interior.

[0118] Thus, referring to Figure 10The differences in energy consumption of the batteries 24 of the temperature control device 1 and the comparison temperature control device 100 when the second mode is executed and when the second mode is not executed are explained. Figure 10 In the example, under the condition that the outside air temperature is -10°C, which is a relatively low temperature environment, the energy consumption caused by the driving motor, the energy consumption caused by the operation of the vehicle air conditioning unit, and the energy consumption caused by warm-up operation are shown respectively.

[0119] like Figure 10 As shown, in the temperature control device 1 that executes the second mode, compared with the comparison temperature control device 100 that does not execute the second mode, the energy consumption caused by the operation of the vehicle air conditioning unit can be reduced by about 25%. Furthermore, as a result, in the temperature control device 1, compared with the comparison temperature control device 100, the overall energy consumption relative to the battery 24 can be reduced by about 7%.

[0120] The reason why this temperature control device 1 can reduce the energy consumption of battery 24 compared with the comparative temperature control device 100 will be explained.

[0121] In the second mode, the battery 24 is heated by its own self-heating. Furthermore, in the second mode, the temperature control device 1 utilizes all the waste heat from the electric drive unit 23 for heating the vehicle interior. Therefore, in the second mode, compared to the first mode which uses the waste heat of the electric drive unit 23 to heat the battery 24 and uses the heat of the outside air to heat the vehicle interior, energy consumption during vehicle air conditioning operation is reduced. Therefore, compared to the comparative temperature control device 100 which does not execute the second mode, the temperature control device 1 executing the second mode can reduce energy consumption caused by the operation of the vehicle air conditioning system, resulting in reduced energy consumption of the battery 24.

[0122] As described above, in the temperature control device 1 of this embodiment, the eight-way valve 40 switches the cooling water circulation path 21 to form a first loop that guides the cooling water after heat exchange in the electric drive unit 23 to the battery 24. Furthermore, the eight-way valve 40 switches the cooling water circulation path 21 to form a second loop that guides the cooling water after heat exchange in the electric drive unit 23 to the cooler 16, and a third loop that allows the cooling water after heat exchange in the battery 24 to bypass the electric drive unit 23 and the cooler 16 and return to the battery 24.

[0123] Thus, by using a single eight-way valve 40 to switch the cooling water circulation path 21 to the first, second, and third loops, the number of components in the temperature control device 1 can be reduced compared to a structure with multiple loop switching units for switching the cooling water circulation path 21. Therefore, the structure of the cooling water circulation path 21, which circulates the cooling water as the heat medium, can be simplified.

[0124] Furthermore, the following effects can be obtained according to the above embodiments.

[0125] (1) In the above embodiment, the eight-way valve 40 switches the cooling water circulation path 21 to form a fourth circuit that guides the cooling water that has undergone heat exchange in the electric drive unit 23 and the battery 24 to the cooler 16.

[0126] Therefore, the temperature control device 1 can use a single eight-way valve 40 to switch the cooling water circulation path 21 to a fourth circuit in addition to the first, second, and third circuits. Therefore, compared with the structure that switches the cooling water circulation path 21 to the first, second, third, and fourth circuits through multiple circuit switching parts, the number of components of the temperature control device 1 can be reduced.

[0127] (2) In the above embodiment, the first circuit consists of an eight-way valve 40, a second pump 25b, a third pump 25c and piping that forms the cooling water circulation path 21.

[0128] Therefore, compared to the case where the first circuit consists of equipment other than the eight-way valve 40, the second pump 25b, the third pump 25c, and the piping that forms the cooling water circulation path 21, the structure of the cooling water circulation path 21 can be simplified.

[0129] (3) In the above embodiment, the second circuit consists of an eight-way valve 40, a first pump 25a, a third pump 25c and piping that forms the cooling water circulation path 21.

[0130] Therefore, compared to the case where the second circuit is a structure consisting of equipment other than the eight-way valve 40, the first pump 25a, the third pump 25c, and the piping that forms the cooling water circulation path 21, the structure of the cooling water circulation path 21 can be simplified.

[0131] (4) In the above embodiment, the eight-way valve 40 forms a third circuit when forming a second circuit.

[0132] Thus, a second mode can be achieved by a single eight-way valve 40, in which cooling water heated by the self-heating of the electric drive unit 23 exchanges heat with the refrigerant in the cooler 16, and the battery 24 is heated by its own heat generation.

[0133] (Second Implementation) Next, refer to Figure 11 as well as Figure 12The second embodiment will be described. In this embodiment, the eight-way valve 40 and the second pump 25b are located inside the battery 24, which differs from the first embodiment. Otherwise, it is the same as the first embodiment. Therefore, in this embodiment, the parts that differ from the first embodiment will be mainly described, and the parts that are the same as the first embodiment will sometimes be omitted from the description.

[0134] like Figure 11 As shown, the eight-way valve 40 and the second pump 25b of this embodiment are disposed inside the battery 24. The battery 24 of this embodiment includes a battery pack 24a composed of multiple battery cells, a heat exchanger 24b for cooling water to flow through the battery pack 24a, and flow paths 24c and 24d for guiding the cooling water to the heat exchanger 24b.

[0135] The battery pack 24a is connected to a heat exchanger 24b and configured to exchange heat with cooling water flowing in the heat exchanger 24b. The heat exchanger 24b enables the battery pack 24a to exchange heat with the cooling water.

[0136] Flow paths 24c and 24d are disposed between the eight-way valve 40 and the heat exchanger 24b. Specifically, flow paths 24c and 24d include a first flow path 24c connecting the inlet side of the heat exchanger 24b to the third outlet 40g of the eight-way valve, and a second flow path 24d connecting the outlet side of the heat exchanger 24b to the third inlet 40c of the eight-way valve.

[0137] The first flow path 24c is a flow path forming section that guides the cooling water flowing from the eight-way valve 40 to the heat exchanger 24b. The second flow path 24d is a flow path forming section that guides the cooling water flowing from the heat exchanger 24b to the eight-way valve 40.

[0138] The second pump 25b is disposed in the first flow path 24c of the flow paths 24c and 24d within the battery 24. Flow paths 24c and 24d correspond to the water passages of the battery 24 in the first embodiment. Alternatively, the second pump 25b may also be disposed in the second flow path 24d.

[0139] In the temperature control device 1 of this embodiment, configured in this way, in the second mode, the eight-way valve 40 switches the cooling water circulation path 21, forming a third loop that allows the cooling water that has undergone heat exchange in the battery 24 to bypass the electric drive unit 23 and the cooler 16 and return to the battery 24. Moreover, in this embodiment, the third loop is formed inside the battery 24.

[0140] Additionally, when the cooling water is circulated in the fluid loop system 20 by executing the second mode through the temperature control device 1, such as Figure 12As shown, cooling water circulates within the battery 24 between the heat exchanger 24b and the eight-way valve 40. That is, when the temperature control device 1 of this embodiment operates in the second mode and heats the battery 24 by its own heat generation to keep the temperature of the battery 24 constant, cooling water circulates within the battery 24.

[0141] Therefore, when the second mode is executed and the battery 24 is heated by its own heat, it is less likely to release heat from the cooling water heated by the battery 24 compared to the case where the cooling water is circulated externally through the battery 24. Thus, energy consumption caused by the operation of the vehicle's air conditioning system when the second mode is executed can be reduced.

[0142] (Third Implementation) Next, refer to Figure 13 as well as Figure 14 The third embodiment will be described. In this embodiment, the eight-way valve 40 is located outside the battery 24, and a battery bypass flow path 24e bypassing the eight-way valve 40 is present inside the battery 24, which differs from the second embodiment. Otherwise, it is the same as the second embodiment. Therefore, in this embodiment, the parts that differ from the second embodiment will be mainly described, and the parts that are the same as the second embodiment will sometimes be omitted from the description.

[0143] like Figure 13 As shown, a battery bypass flow path 24e is provided between the first flow path 24c and the second flow path 24d. The battery bypass flow path 24e is a flow path forming section for guiding cooling water flowing from the heat exchanger 24b of the battery 24 and flowing in the second flow path 24d back to the first flow path 24c, bypassing the eight-way valve 40, and returning to the heat exchanger 24b again. One side of the battery bypass flow path 24e is connected to the upstream side of the location where the second pump 25b is disposed in the first flow path 24c, and the other side is connected to the second flow path 24d. Furthermore, a check valve 24f is provided in the battery bypass flow path 24e.

[0144] The check valve 24f allows fluid to flow from one side to the other, while preventing fluid from flowing from the other side to one side. In this embodiment, the check valve 24f allows cooling water to flow from the second flow path 24d side to the first flow path 24c side via the battery bypass flow path 24e. Furthermore, the check valve 24f prevents cooling water from flowing from the first flow path 24c side to the second flow path 24d side via the battery bypass flow path 24e.

[0145] In the temperature control device 1 of this embodiment, configured as described above, in the second mode, the eight-way valve 40 prevents cooling water from flowing in from the eight-way third inlet 40c. Furthermore, the second flow path 24d, the battery bypass flow path 24e, and the first flow path 24c form a third loop that allows cooling water that has undergone heat exchange in the battery 24 to bypass the electric drive unit 23 and the cooler 16 and return to the battery 24. Moreover, in this embodiment, the third loop is formed inside the battery 24.

[0146] Additionally, when the cooling water is circulated in the fluid loop system 20 by executing the second mode through the temperature control device 1, such as Figure 14 As shown, the cooling water does not flow to the eight-way valve 40 within the battery 24 but circulates within the battery 24. Specifically, the cooling water flowing out of the heat exchanger 24b flows back to the heat exchanger 24b in the order of the second flow path 24d, the battery bypass flow path 24e, and the first flow path 24c. Therefore, in this embodiment, the temperature control device 1 heats the battery 24 by its own heat generation to keep the temperature of the battery 24 constant, while the cooling water circulates within the battery 24.

[0147] Therefore, when the second mode is executed and the battery 24 is heated by its own heat, it is less likely to release heat from the cooling water heated by the battery 24 compared to the case where the cooling water is circulated externally through the battery 24. Thus, energy consumption caused by the operation of the vehicle's air conditioning system when the second mode is executed can be reduced.

[0148] In addition, compared with the second embodiment, it is not necessary to house the eight-way valve 40 inside the battery 24, so the housing of the battery 24 can be reduced and the structure of the battery 24 can be simplified.

[0149] (Fourth Implementation) Next, refer to Figures 15-18 The fourth embodiment will be described. In this embodiment, the three-way valve 30 and the eight-way valve 40 are replaced with a ten-way valve 80, which differs from the first embodiment. Consequently, a portion of the cooling water circulation path 21 differs from the first embodiment. Otherwise, it is the same as the first embodiment. Therefore, in this embodiment, the parts that differ from the first embodiment will be mainly described, and the parts that are the same as the first embodiment will sometimes be omitted from the description.

[0150] like Figure 15 As shown, in this embodiment, the cooling water circulation path 21 is provided with a ten-way valve 80 for switching the cooling water circulation path 21.

[0151] The ten-way valve 80 has five inlets and five outlets, and is a loop switching unit that guides cooling water flowing in from the five inlets to the outlets corresponding to the operating modes of the temperature control device 1. The ten-way valve 80 has a ten-way first inlet 80a connected to the outlet side of the radiator 22 and a ten-way second inlet 80b connected to the outlet side of the water passage of the cooler 16. Furthermore, the ten-way valve 80 has a ten-way third inlet 80c connected to the outlet side of the water passage of the battery 24, a ten-way fourth inlet 80d connected to the outlet side of the water passage of the water-cooled condenser 14, and a ten-way fifth inlet 80e connected to the outlet side of the water passage of the MG oil cooler 23d.

[0152] Furthermore, the ten-way valve 80 has a ten-way first outlet 80f connected to the inlet side of the radiator 22 and a ten-way second outlet 80g connected to the inlet side of the water passage of the cooler 16. Additionally, the ten-way valve 80 has a ten-way third outlet 80h connected to the inlet side of the water passage of the battery 24, a ten-way fourth outlet 80i connected to the inlet side of the water passage of the water-cooled condenser 14, and a ten-way fifth outlet 80j connected to the inlet side of the water passage of the DC-DC converter 23a.

[0153] The ten-way valve 80 is an electrically operated valve device comprising a valve core configured to change its rotational position and an electric actuator that changes the opening degree of the valve core. By adjusting the rotational position of the valve core, the ten-way valve 80 changes the outlets of the ten-way first inlet 80a, ten-way second inlet 80b, ten-way third inlet 80c, ten-way fourth inlet 80d, and ten-way fifth inlet 80e that are connected to the ten-way first outlet 80f, ten-way second outlet 80g, ten-way third outlet 80h, ten-way fourth outlet 80i, and ten-way fifth outlet 80j.

[0154] For example, by adjusting the rotation position of the valve core, the ten-way valve 80 can connect the first inlet 80a to the second outlet 80g. Furthermore, by adjusting the rotation position of the valve core, the ten-way valve 80 can connect the second inlet 80b to one of the following ten-way outlets: the first outlet 80f, the third outlet 80h, or the fifth outlet 80j. Moreover, by adjusting the rotation position of the valve core, the ten-way valve 80 can connect the third inlet 80c to one of the following ten-way outlets: the third outlet 80h or the fifth outlet 80j. Additionally, by adjusting the rotation position of the valve core, the ten-way valve 80 can connect the fifth inlet 80e to one of the following ten-way outlets: the second outlet 80g or the third outlet 80h. The ten-way valve 80 is electrically connected to the control device 60, and the rotation position of the valve core is controlled by a control signal output from the control device 60.

[0155] Reference Figures 16-18The operation of the ten-way valve 80 and the flow of cooling water in the fluid circuit system 20 when the temperature control device 1 of this embodiment is configured in each operating mode will be described. Furthermore, the flow of refrigerant in the refrigeration cycle 10 when the temperature control device 1 is configured in each operating mode is the same as in the first embodiment, therefore its description is omitted.

[0156] When the control device 60 is in the first mode, the control device 60 connects the ten-way valve 80's ten-way first inlet 80a to the ten-way second outlet 80g, and connects the ten-way second inlet 80b to the ten-way first outlet 80f. Furthermore, the control device 60 connects the ten-way valve 80's ten-way third inlet 80c to the ten-way fifth outlet 80j, and connects the ten-way fifth inlet 80e to the ten-way third outlet 80h.

[0157] Therefore, as Figure 16 As shown, in the fluid loop system 20, cooling water flows in the order of first pump 25a, water passage of cooler 16, ten-way valve 80, and radiator 22, circulating between cooler 16 and radiator 22. Additionally, in the fluid loop system 20, cooling water flows in the order of third pump 25c, water passage of DC-DC converter 23a, water passage of inverter 23b, water passage of MG oil cooler 23d, ten-way valve 80, second pump 25b, water passage of battery 24, and ten-way valve 80. That is, cooling water circulates between DC-DC converter 23a, inverter 23b, MG oil cooler 23d, and battery 24.

[0158] like Figure 16 As shown, in the first mode of refrigerant and cooling water circulation, the cooling water in the radiator 22 absorbs heat from the outside air and is heated. Furthermore, the vehicle's air conditioning system uses the heat from the outside air to heat the vehicle interior.

[0159] In addition, in the first mode, the temperature control device 1 recovers the waste heat from the DC-DC converter 23a, the inverter 23b and the electric generator 23c to heat the battery 24, and heats the battery 24 by the heat generated by the battery 24 itself.

[0160] When the control device 60 is in the second mode, the control device 60 connects the ten-way valve 80's ten-way second inlet 80b to the ten-way fifth outlet 80j, and connects the ten-way third inlet 80c to the ten-way third outlet 80h. Furthermore, the control device 60 connects the ten-way valve 80's ten-way fifth inlet 80e to the ten-way second outlet 80g.

[0161] Therefore, as Figure 17As shown, in the fluid loop system 20, cooling water flows in the following sequence: first pump 25a, water passage of cooler 16, 10-way valve 80, third pump 25c, water passage of DC-DC converter 23a, water passage of inverter 23b, water passage of MG oil cooler 23d, and 10-way valve 80. That is, cooling water circulates between cooler 16, DC-DC converter 23a, inverter 23b, and MG oil cooler 23d. Furthermore, in the second mode, in the fluid loop system 20, cooling water flows in the following sequence: second pump 25b, water passage of battery 24, and 10-way valve 80. That is, cooling water circulates between battery 24 and 10-way valve 80.

[0162] like Figure 17 As shown, in the second mode of refrigerant and cooling water circulation, the cooling water is heated by the self-heating generated by the operation of the DC-DC converter 23a, inverter 23b, and electric generator 23c. Furthermore, the vehicle air conditioning system uses the waste heat from the DC-DC converter 23a, inverter 23b, and electric generator 23c to heat the vehicle interior.

[0163] In addition, in the second mode, the temperature control device 1 heats the battery 24 by the heat generated by the battery 24 itself, so as to keep the temperature of the battery 24 constant.

[0164] When the control device 60 is in the third mode, the control device 60 connects the eight-way second inlet 40b of the ten-way valve 80 to the ten-way third outlet 80h, and connects the ten-way third inlet 80c to the ten-way fifth outlet 80j. Furthermore, the control device 60 connects the ten-way fifth inlet 80e of the ten-way valve 80 to the ten-way second outlet 80g.

[0165] Therefore, as Figure 18 As shown, in the fluid loop system 20, cooling water flows in the following sequence: first pump 25a, water passage of cooler 16, ten-way valve 80, second pump 25b, water passage of battery 24, ten-way valve 80, third pump 25c, water passage of DC-DC converter 23a, water passage of inverter 23b, water passage of MG oil cooler 23d, and ten-way valve 80. That is, cooling water circulates between cooler 16, battery 24, DC-DC converter 23a, inverter 23b, and MG oil cooler 23d.

[0166] like Figure 18As shown, in the third mode of refrigerant and cooling water circulation, the cooling water is heated by the self-heating generated by the operation of the DC-DC converter 23a, inverter 23b, electric generator 23c, and battery 24. Furthermore, the vehicle's air conditioning system uses the waste heat from the DC-DC converter 23a, inverter 23b, electric generator 23c, and battery 24 to heat the vehicle interior.

[0167] As described above, in the temperature control device 1 of this embodiment, the ten-way valve 80 switches the cooling water circulation path 21 to form a first loop that guides the cooling water after heat exchange in the electric drive unit 23 to the battery 24. Furthermore, the ten-way valve 80 switches the cooling water circulation path 21 to form a second loop that guides the cooling water after heat exchange in the electric drive unit 23 to the cooler 16, and also forms a third loop that allows the cooling water after heat exchange in the battery 24 to bypass the electric drive unit 23 and the cooler 16 and return to the battery 24.

[0168] Thus, by using a single ten-way valve 80 to switch the cooling water circulation path 21 to the first, second, and third loops, the number of components in the temperature control device 1 can be reduced compared to a structure with multiple loop switching units for switching the cooling water circulation path 21. Therefore, the structure of the cooling water circulation path 21, which circulates the cooling water as the heat medium, can be simplified.

[0169] (Other implementation methods) The above describes representative embodiments of the present disclosure, but the present disclosure is not limited to the above embodiments, and various modifications can be made as follows.

[0170] In the above embodiments, an example of applying the temperature regulating device 1 in an electric vehicle equipped with a rechargeable battery 24 and a vehicle air conditioning unit with a refrigeration cycle 10 has been described, but it is not limited to this.

[0171] For example, the temperature control device 1 can also be applied to hybrid vehicles equipped with a rechargeable battery 24 and a vehicle air conditioning system with a cooling cycle 10. Furthermore, the temperature control device 1 can also be applied to vehicles other than automobiles, as long as the vehicle is equipped with a rechargeable battery 24 and a vehicle air conditioning system with a cooling cycle 10.

[0172] In the above embodiments, an example is described in which the eight-way valve 40 and the ten-way valve 80 switch the cooling water circulation path 21 to form a fourth loop that guides the cooling water after heat exchange in the electric drive unit 23 and the battery 24 to the cooler 16, but it is not limited to this.

[0173] For example, the eight-way valve 40 and the ten-way valve 80 may also be configured not to form a fourth circuit. In this case, the temperature control device 1 may also be configured to have a valve that switches the cooling water circulation path 21 in addition to the eight-way valve 40 and the ten-way valve 80, so that the cooling water circulation path 21 can be switched to a fourth circuit through the valve.

[0174] In the above embodiments, an example of the first circuit consisting of an eight-way valve 40, a second pump 25b, a third pump 25c, and piping forming a cooling water circulation path 21 has been described, but it is not limited to this.

[0175] For example, the first circuit may also include other constituent equipment in addition to the eight-way valve 40, the second pump 25b, the third pump 25c and the piping that forms the cooling water circulation path 21.

[0176] In the above embodiments, an example of the second circuit consisting of an eight-way valve 40, a first pump 25a, a third pump 25c, and piping forming a cooling water circulation path 21 has been described, but it is not limited to this.

[0177] For example, the second circuit may also include other constituent equipment in addition to the eight-way valve 40, the first pump 25a, the third pump 25c and the piping that forms the cooling water circulation path 21.

[0178] In the above embodiments, the elements constituting the embodiments are not necessarily required, except where they are specifically stated to be necessary or are clearly considered necessary in principle.

[0179] In the above embodiments, when referring to the number, value, quantity, range, or other numerical values ​​of the constituent elements of the embodiments, the references are not limited to that specific number, except where they are specifically stated to be necessary or where they are clearly limited to a specific number in principle.

[0180] In the above embodiments, when referring to the shape, positional relationship, etc. of constituent elements, the references are not limited to that shape, positional relationship, etc., except as specifically stated or as limited in principle to a particular shape, positional relationship, etc.

[0181] The control device 60 and method of this disclosure can also be implemented by a special-purpose computer provided by means of a processor and memory programmed to perform one or more functions embodied in a computer program. The control device 60 and method of this disclosure can also be implemented by a special-purpose computer provided by means of a processor composed of one or more special-purpose hardware logic circuits. The control device 60 and method of this disclosure can also be implemented by one or more special-purpose computers, which are combinations of processors and memory programmed to perform one or more functions and processors composed of one or more hardware logic circuits. Furthermore, the computer program can also be stored as instructions executed by the computer on a computer-readable non-transferable tangible recording medium.

[0182] (This is the viewpoint of the publication) The above disclosure can be understood, for example, as shown in the following viewpoint.

[0183] [First Viewpoint] A temperature regulating device is applied to a vehicle having an electric drive unit (23) that outputs power for driving, a battery (24) that supplies power to the electric drive unit, and a vehicle air conditioning unit including a refrigeration cycle (10) for supplying refrigerant circulation, the temperature regulating device comprising: The heat medium circuit (21) circulates the heat medium that exchanges heat with the electric drive unit and the battery. A heat exchange unit (16) is disposed in the heat medium circuit, which allows the heat medium, which has undergone heat exchange in the electric drive unit and the battery, to exchange heat with the refrigerant; and A circuit switching unit (40) is connected to the electric drive unit, the battery, and the heat exchange unit and is disposed in the heat medium circuit to switch the heat medium circuit. The circuit switching unit switches the heat medium circuit to form a first circuit that guides the heat medium that has undergone heat exchange in the electric drive unit to the battery, a second circuit that guides the heat medium that has undergone heat exchange in the electric drive unit to the heat exchange unit, and a third circuit that allows the heat medium that has undergone heat exchange in the battery to bypass the electric drive unit and the heat exchange unit and return to the battery.

[0184] [Second Viewpoint] According to the temperature control device described in the first point of view The circuit switching unit switches the heat medium circuit to form a fourth circuit that guides the heat medium, which has undergone heat exchange in the electric drive unit and the battery, to the heat exchange unit.

[0185] [Third Viewpoint] The temperature control device according to the first or second viewpoint The device includes a pressure delivery unit (25b, 25c) for pressurizing the heat medium in the heat medium circuit. The first circuit consists of the circuit switching unit, the pressure delivery unit, and the piping that forms the heat medium.

[0186] [Fourth viewpoint] The temperature control device according to any one of the first to third viewpoints The device includes a pressure delivery unit (25a, 25c) for pressurizing the heat medium in the heat medium circuit. The second circuit consists of the circuit switching unit, the pressure delivery unit, and the piping that forms the heat medium.

[0187] [Fifth Viewpoint] The temperature control device according to any one of the first to fourth viewpoints. The third circuit is formed inside the battery.

[0188] [Sixth Viewpoint] According to the temperature control device described in the fifth point of view The circuit switching unit is located inside the battery. The battery includes: a battery pack (24a) having a plurality of battery cells; a heat exchanger (24b) for exchanging heat between the battery pack and the heat medium; a first flow path (24c) for guiding the heat medium flowing out from the circuit switching section to the heat exchanger; and a second flow path (24d) for guiding the heat medium flowing out from the heat exchanger to the circuit switching section.

[0189] [Seventh Viewpoint] According to the temperature control device described in the fifth point of view The battery includes: a battery pack (24a) having a plurality of battery cells; a heat exchanger (24b) for exchanging heat between the battery pack and the heat medium; a first flow path (24c) for guiding the heat medium flowing from the circuit switching section to the heat exchanger; a second flow path (24d) for guiding the heat medium flowing from the heat exchanger to the circuit switching section; a battery bypass flow path (24e) for guiding the heat medium flowing in the second flow path around the circuit switching section to the first flow path; and a check valve (24f) disposed in the battery bypass flow path for allowing the heat medium to flow from the second flow path side to the first flow path side via the battery bypass flow path, and for preventing the heat medium from flowing from the first flow path side to the second flow path side via the battery bypass flow path.

[0190] [Eighth Viewpoint] The temperature control device according to any one of the first to seventh viewpoints is characterized in that... The circuit switching unit forms the third circuit when the second circuit is formed.

Claims

1. A temperature regulating device applied to a vehicle, the vehicle having an electric drive unit (23) that outputs power for driving, a battery (24) that supplies power to the electric drive unit, and a vehicle air conditioning unit including a refrigeration cycle (10) for supplying refrigerant circulation, the temperature regulating device being characterized in that it comprises: The heat medium circuit (21) circulates the heat medium that exchanges heat with the electric drive unit and the battery. A heat exchange unit (16) is provided in the heat medium circuit to allow the heat medium, which has undergone heat exchange in the electric drive unit and the battery, to exchange heat with the refrigerant; and A circuit switching unit (40) is connected to the electric drive unit, the battery, and the heat exchange unit and is disposed in the heat medium circuit to switch the heat medium circuit. The circuit switching unit switches the heat medium circuit to form a first circuit that guides the heat medium that has undergone heat exchange in the electric drive unit to the battery, a second circuit that guides the heat medium that has undergone heat exchange in the electric drive unit to the heat exchange unit, and a third circuit that allows the heat medium that has undergone heat exchange in the battery to bypass the electric drive unit and the heat exchange unit and return to the battery.

2. The temperature regulating device according to claim 1, characterized in that, The circuit switching unit switches the heat medium circuit to form a fourth circuit that guides the heat medium, which has undergone heat exchange in the electric drive unit and the battery, to the heat exchange unit.

3. The temperature regulating device according to claim 1, characterized in that, The device includes a pressure delivery unit (25b, 25c) for pressurizing the heat medium in the heat medium circuit. The first circuit consists of the circuit switching unit, the pressure delivery unit, and the piping that forms the heat medium.

4. The temperature regulating device according to claim 1, characterized in that, The device includes a pressure delivery unit (25a, 25c) for pressurizing the heat medium in the heat medium circuit. The second circuit consists of the circuit switching unit, the pressure delivery unit, and the piping that forms the heat medium.

5. The temperature regulating device according to claim 1, characterized in that, The third circuit is formed inside the battery.

6. The temperature regulating device according to claim 5, characterized in that, The circuit switching unit is located inside the battery. The battery includes: a battery pack (24a) having a plurality of battery cells; a heat exchanger (24b) for exchanging heat between the battery pack and the heat medium; a first flow path (24c) for guiding the heat medium flowing out from the circuit switching section to the heat exchanger; and a second flow path (24d) for guiding the heat medium flowing out from the heat exchanger to the circuit switching section.

7. The temperature regulating device according to claim 5, characterized in that, The battery includes: a battery pack (24a) having a plurality of battery cells; a heat exchanger (24b) for exchanging heat between the battery pack and the heat medium; a first flow path (24c) for guiding the heat medium flowing from the circuit switching section to the heat exchanger; a second flow path (24d) for guiding the heat medium flowing from the heat exchanger to the circuit switching section; a battery bypass flow path (24e) for guiding the heat medium flowing in the second flow path around the circuit switching section to the first flow path; and a check valve (24f) disposed in the battery bypass flow path for allowing the heat medium to flow from the second flow path side to the first flow path side via the battery bypass flow path, and for preventing the heat medium from flowing from the first flow path side to the second flow path side via the battery bypass flow path.

8. The temperature regulating device according to any one of claims 1 to 7, characterized in that, The circuit switching unit forms the third circuit when the second circuit is formed.

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