VEHICLE THERMAL MANAGEMENT SYSTEM

Abstract

A vehicle thermal management system (10) comprises a controller (90). The controller (90) is configured to switch an operating mode of the vehicle thermal management system (10) between a battery cooling mode, a battery warming mode, and an auxiliary heating mode. In the battery cooling mode, a coolant cooled by a second refrigerant at a second heat exchanger (82) absorbs heat from a battery (32), thereby cooling the battery (32). In the battery warming mode, the coolant, which has absorbed heat from the second refrigerant at the second heat exchanger (82), releases heat to the battery (32), thereby warming the battery (32). In the auxiliary heating mode, the second refrigerant releases heat to the coolant at the second heat exchanger (32), thereby heating the coolant. In addition, the heated coolant releases heat to a first refrigerant at the first heat exchanger (32), thereby heating the first refrigerant.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to a vehicle thermal management system. STATE OF THE ART

[0002] A vehicle thermal management system includes a refrigerant circuit through which a refrigerant circulates to condition a passenger compartment. The vehicle thermal management system also includes a heat transfer fluid circuit through which a heat transfer fluid circulates to regulate the temperature of a battery.

[0003] For example, in environments where the ambient temperature is extremely low (e.g., in cold areas), the passenger compartment may not be heated efficiently. Therefore, even in environments where the ambient temperature is extremely low, it is desirable to increase the heating capacity to efficiently heat the passenger compartment. To solve this problem, known vehicle thermal management systems include a heat exchanger connected to a refrigerant circuit and a heat medium circuit. The heat exchanger performs heat transfer between the refrigerant flowing through the refrigerant circuit and the heat medium flowing through the heat medium circuit. Furthermore, Patent Literature 1 discloses an example of a vehicle thermal management system including a heating unit that heats the heat medium flowing through the heat medium circuit.In this system, the heating unit heats the heat transfer fluid flowing through the heat transfer circuit, efficiently warming the battery. Furthermore, heat is exchanged between the refrigerant and the heat transfer fluid at the heat exchanger, so that the refrigerant is heated by the heat transfer fluid heated by the heating unit. Therefore, heating performance is improved. LIST OF CITESPatent literature

[0004] Patent Literature 1: Japanese Patent Application Laid-Open No. 2020-23224 SUMMARY OF THE INVENTIONTechnical Problem

[0005] However, in Patent Literature 1, for example, when the battery needs to be cooled, the heat carrier cannot be cooled by the heating unit. Therefore, the battery temperature cannot be efficiently regulated. Therefore, it is desirable to increase the heating capacity while efficiently regulating the battery temperature. Solution to the problem

[0006] A vehicle thermal management system according to one aspect comprises a first refrigerant circuit configured such that a first refrigerant circulates through the first refrigerant circuit to air-condition a passenger compartment, a heat carrier circuit configured such that a heat carrier circulates through the heat carrier circuit to regulate a temperature of a battery, a second refrigerant circuit configured such that a second refrigerant circulates through the second refrigerant circuit to regulate a temperature of the heat carrier, wherein the second refrigerant circuit includes a compressor configured to compress and discharge the second refrigerant, an outside air heat exchanger configured to perform heat exchange between the second refrigerant and outside air, and an expansion valve configured to reduce a pressure of the second refrigerant,a first heat exchanger connected to the first refrigerant circuit and the heat transfer medium circuit and configured to perform heat exchange between the first refrigerant and the heat transfer medium; a second heat exchanger connected to the second refrigerant circuit and the heat transfer medium circuit and configured to perform heat exchange between the second refrigerant and the heat transfer medium; and a controller configured to control the operation of the first refrigerant circuit, the heat transfer medium circuit, and the second refrigerant circuit. The second refrigerant circuit has a directional switching unit configured to switch between a first switching state and a second switching state under the control of the controller. The second refrigerant discharged from the compressor flows toward the outside air heat exchanger in the first switching state.and the second refrigerant discharged by the compressor flows toward the second heat exchanger in the second switching state. The controller is configured to switch an operating mode of the vehicle thermal management system between a battery cooling mode, a battery warm-up mode, and an auxiliary heating mode. The battery cooling mode switches the directional switching unit to the first switching state so that: the second refrigerant discharged by the compressor releases heat to the outside air at the outside air heat exchanger; the second refrigerant, after releasing heat, is depressurized by the expansion valve and absorbs heat from the heat transfer medium at the second heat exchanger, thereby cooling the heat transfer medium; and the cooled heat transfer medium absorbs heat from the battery, thus cooling the battery. The battery warm-up mode switches the directional switching unit to the second switching state,so that: the second refrigerant discharged by the compressor releases heat to the heat carrier at the second heat exchanger; the second refrigerant is depressurized after the heat release by the expansion valve and absorbs heat from the outside air at the outside air heat exchanger; and the heated heat carrier releases heat to the battery, thus heating the battery. The auxiliary heating mode switches the directional switching unit to the second switching state so that: the second refrigerant discharged by the compressor releases heat to the heat carrier at the second heat exchanger to heat the heat carrier; and the heated heat carrier at the first heat exchanger releases heat to the first refrigerant to heat the first refrigerant, thus heating the passenger compartment. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a schematic diagram showing a vehicle thermal management system according to an embodiment. Fig. Figure 2 is a schematic diagram showing an example of a battery cooling mode. Fig. 3 is a schematic diagram showing an example of a battery warm-up mode. Fig. 4 is a schematic diagram showing an example of an auxiliary heating mode. Fig. 5 is a schematic diagram showing an example of a radiator heat dissipation mode. Fig. 6 is a schematic diagram illustrating an example of a drive device heat source mode. Fig. 7 is a schematic diagram showing an example of a modification of the radiator heat dissipation mode. Fig. 8 is a schematic diagram showing an example of a modification of the auxiliary heating mode. DESCRIPTION EXAMPLES OF WORK

[0007] With reference to the Fig. An exemplary embodiment of a vehicle thermal management system will now be described with reference to Figures 1 to 6. The vehicle thermal management system of this exemplary embodiment is installed, for example, in electric vehicles. Overall configuration of vehicle thermal management system 10

[0008] As in Fig. 1, the vehicle thermal management system 10 comprises a first refrigerant circuit 11, a heat transfer medium circuit 31, a second refrigerant circuit 61, a first heat exchanger 81, a second heat exchanger 82 and a controller 90. First refrigerant circuit 11

[0009] A first refrigerant circulates in the first refrigerant circuit 11 to air-condition the passenger compartment. The first refrigerant circuit 11 has a first compressor 12, a heating indoor heat exchanger 13, a first outdoor heat exchanger 14, a cooling indoor heat exchanger 15, and a first accumulator 16.

[0010] The first compressor 12 compresses and releases the first refrigerant. The heating indoor heat exchanger 13 performs heat exchange between the first refrigerant and indoor air supplied to the passenger compartment. The first outdoor heat exchanger 14 performs heat exchange between the first refrigerant and outdoor air. The cooling indoor heat exchanger 15 performs heat exchange between the first refrigerant and the indoor air supplied to the passenger compartment. The first accumulator 16 allows the flow of the first refrigerant in a gaseous state to the first compressor 12 and prevents the flow of the first refrigerant in a liquid state to the first compressor 12.

[0011] The first compressor 12 and the heating indoor heat exchanger 13 are connected to each other by a first pipe 17. The first end of the first pipe 17 is connected to the discharge port of the first compressor 12. The second end of the first pipe 17 is connected to the inlet of the heating indoor heat exchanger 13.

[0012] The heating indoor heat exchanger 13 and the first outdoor heat exchanger 18 are connected to each other by a second pipe 18. The first end of the second pipe 18 is connected to the outlet of the heating indoor heat exchanger 13. The second end of the second pipe 18 is connected to the inlet of the first outdoor heat exchanger 14.

[0013] The first outdoor heat exchanger 14 and the cooling indoor heat exchanger 15 are connected to each other by a third pipe 19. The first end of the third pipe 19 is connected to the outlet of the first outdoor heat exchanger 14. The second end of the third pipe 19 is connected to the inlet of the cooling indoor heat exchanger 15.

[0014] The cooling indoor heat exchanger 15 and the first storage tank 16 are connected to each other by a fourth pipe 20. The first end of the fourth pipe 20 is connected to the outlet of the cooling indoor heat exchanger 15. The second end of the fourth pipe 20 is connected to the inlet of the first storage tank 16.

[0015] The first accumulator 16 and the first compressor 12 are connected to each other by a fifth pipe 21. The first end of the fifth pipe 21 is connected to the outlet of the first accumulator 16. The second end of the fifth pipe 21 is connected to the intake port of the first compressor 12.

[0016] The first refrigerant circuit 11 has a first branch pipe 22, a second branch pipe 23, and a third branch pipe 24. The first branch pipe 22 connects the second pipe 18 to the third pipe 19. The first end of the first branch pipe 22 is connected to the second pipe 18. The second end of the first branch pipe 22 is connected to the third pipe 19. Therefore, the first branch pipe 22 branches off from a certain point of the second pipe 18 and is connected to the third pipe 19.

[0017] The second branch pipe 23 connects the third pipe 19 to the fourth pipe 20. The first end of the second branch pipe 23 is connected to a portion of the third pipe 19 that is closer to the cooling indoor heat exchanger 15 than the connection point with the first branch pipe 22. The second end of the second branch pipe 23 is connected to the fourth pipe 20. Thus, the second branch pipe 23 branches off from the portion of the third pipe 19 that is closer to the cooling indoor heat exchanger 15 than the connection point with the first branch pipe 22, and is connected to the fourth pipe 20. The third branch pipe 24 connects the third pipe 19 and the fourth pipe 20 to each other. The first end of the third branch pipe 24 is connected to a portion of the third pipe 19 that is closer to the cooling indoor heat exchanger 15 than the connection point with the second branch pipe 23.The second end of the third branch pipe 24 is connected to a portion of the fourth pipe 20 that is closer to the cooling indoor heat exchanger 15 than the connection point with the second branch pipe 23. Thus, the third branch pipe 24 branches off from the portion of the third pipe 19 that is closer to the cooling indoor heat exchanger 15 than the connection point with the second branch pipe 23, and is connected to the portion of the fourth pipe 20 that is closer to the cooling indoor heat exchanger 15 than the connection point with the second branch pipe 23.

[0018] The first refrigerant circuit 11 has a first variable restriction 25, a second variable restriction 26, and a third variable restriction 27. The first variable restriction 25 is installed in the second pipe 18. The first variable restriction 25 is located at a portion of the second pipe 18 that is closer to the first outdoor heat exchanger 14 than the connection point with the first branch pipe 22. The first variable restriction 25 is configured to adjust the cross-sectional flow area of the second pipe 18. The first variable restriction 25 is an electromagnetic valve. The first variable restriction 25 is electrically connected to the controller 90. The controller 90 is configured to adjust the opening degree of the first variable restriction 25 by controlling the operation of the first variable restriction 25.The first variable restriction 25 reduces the cross-sectional flow area of the second tube 18 to constrict the second tube 18, thereby reducing the pressure of the first refrigerant flowing through the second tube 18. Therefore, the first variable restriction 25 serves as a first expansion valve that reduces the pressure of the first refrigerant flowing through the first refrigerant circuit 11.

[0019] The second variable restriction 26 is installed in the third pipe 19. The second variable restriction 26 is located at a portion of the third pipe 19 that is closer to the cooling indoor heat exchanger 15 than the connection point with the third branch pipe 24. The second variable restriction 26 is configured to adjust the cross-sectional flow area of the third pipe 19. The second variable restriction 26 is an electromagnetic valve. The second variable restriction 26 is electrically connected to the controller 90. The controller 90 is configured to adjust the opening degree of the second variable restriction 26 by controlling the operation of the second variable restriction 26. The second variable restriction 26 reduces the cross-sectional flow area of the third pipe 19 to constrict the third pipe 19, thereby reducing the pressure of the first refrigerant flowing through the third pipe 19.Therefore, the second variable restriction 26 serves as the first expansion valve that reduces the pressure of the first refrigerant flowing through the first refrigerant circuit 11.

[0020] The third variable restriction 27 is installed in the third branch pipe 24. The third variable restriction 27 is configured to adjust the cross-sectional flow area of the third branch pipe 24. The third variable restriction 27 is an electromagnetic valve. The third variable restriction 27 is electrically connected to the controller 90. The controller 90 is configured to adjust the opening degree of the third variable restriction 27 by controlling the operation of the third variable restriction 27. The third variable restriction 27 reduces the cross-sectional flow area of the third branch pipe 24 to constrict the third branch pipe 24, thereby reducing the pressure of the first refrigerant flowing through the third branch pipe 24. Therefore, the third variable restriction 27 serves as the first expansion valve that reduces the pressure of the first refrigerant flowing through the first refrigerant circuit 11.

[0021] The first refrigerant circuit 11 has a first on-off valve 28, a second on-off valve 29, and a third on-off valve 30. The first on-off valve 28 is installed in the second pipe 18. The first on-off valve 28 is located at the portion of the second pipe 28 that is closer to the first outdoor heat exchanger 24 than the connection point with the first branch pipe 22 and closer to the heating indoor heat exchanger 13 than the first variable restriction 25. The first on-off valve 28 is configured to switch between an open state that allows the flow of the first refrigerant through the second pipe 18 and a closed state that blocks the flow of the first refrigerant in the second pipe 18. The first on-off valve 28 is an electromagnetic valve. The first on-off valve 28 is electrically connected to the control 90.The controller 90 is configured to switch the first on-off valve 28 between the open state and the closed state by controlling the operation of the first on-off valve 28.

[0022] The second on-off valve 29 is installed in the first branch pipe 22. The second on-off valve 29 is configured to switch between an open state that allows the flow of the first refrigerant through the first branch pipe 22 and a closed state that blocks the flow of the first refrigerant in the first branch pipe 22. The second on-off valve 29 is an electromagnetic valve. The second on-off valve 29 is electrically connected to the controller 90. The controller 90 is configured to switch the second on-off valve 29 between the open state and the closed state by controlling the operation of the second on-off valve 29.

[0023] The third on-off valve 30 is installed in the second branch pipe 23. The third on-off valve 30 is configured to switch between an open state that allows the flow of the first refrigerant through the second branch pipe 23 and a closed state that blocks the flow of the first refrigerant in the second branch pipe 23. The third on-off valve 30 is an electromagnetic valve. The third on-off valve 30 is electrically connected to the controller 90. The controller 90 is configured to switch the third on-off valve 30 between the open state and the closed state by controlling the operation of the third on-off valve 30. Heat transfer circuit 31

[0024] The heat transfer circuit 31 circulates coolant, which acts as a heat transfer medium to regulate the temperature of the battery 32. In addition to regulating the temperature of the battery 32, the heat transfer circuit 31 regulates the temperatures of an inverter 33 and a motor generator 34 powered by the battery 32. The inverter 33 and the motor generator 34 correspond to a drive device powered by the battery 32.

[0025] The battery 32 is, for example, a lithium-ion battery or a nickel-metal hydride battery. The inverter 33 controls the operation of the motor generator 34 based on the energy supplied by the battery 32. When operated by the inverter 33, the motor generator 34 acts as an electric motor to generate driving power for the electric vehicle to travel. During braking of the electric vehicle, the motor generator 34 acts as a power generator to generate regenerative electrical energy. The regenerative electrical energy generated by the motor generator 34 is supplied to the battery 32 via the inverter 33.

[0026] The heat transfer circuit 31 has a first circulation circuit 35 and a second circulation circuit 36. The first circulation circuit 35 has a first pump 37 and a battery heat exchanger 38. The first pump 37 circulates the coolant flowing through the first circulation circuit 35. The first pump 37 is electrically connected to the controller 90. The controller 90 controls the operation of the first pump 37. The battery heat exchanger 38 is thermally coupled to the battery 32. The battery heat exchanger 38 performs a heat exchange between the coolant and the battery 32.

[0027] The second circulation circuit 36 includes a second pump 39, an inverter heat exchanger 40, an engine heat exchanger 41, and a radiator 42. The second pump 39 circulates the coolant flowing through the second circulation circuit 36. The second pump 39 is electrically connected to the controller 90. The controller 90 controls the operation of the second pump 39.

[0028] The inverter heat exchanger 40 is thermally coupled to the inverter 33. The inverter heat exchanger 40 performs heat exchange between the coolant and the inverter 33. Therefore, the inverter heat exchanger 40 corresponds to a drive device heat exchanger that performs heat exchange between the coolant and the drive device.

[0029] The engine heat exchanger 41 is thermally coupled to the motor generator 34. The engine heat exchanger 41 performs heat exchange between the coolant and the motor generator 34. Therefore, the engine heat exchanger 41 corresponds to the drive device heat exchanger, which performs heat exchange between the coolant and the drive device.

[0030] The cooler 42 performs a heat exchange between the coolant and outside air. Furthermore, the cooler 42 releases heat from the coolant.

[0031] The heat transfer circuit 31 has a first connecting passage 43 and a second connecting passage 44, each of which serves as a connecting passage. The first connecting passage 43 and the second connecting passage 44 are pipes. The first connecting passage 43 and the second connecting passage 44 connect the first circulation circuit 35 to the second circulation circuit 36. Therefore, the first circulation circuit 35 and the second circulation circuit 36 are connected in parallel through the first connecting passage 43 and the second connecting passage 44.

[0032] The heat transfer medium circuit 31 includes a first switching valve 45 that serves as a switching valve. The first switching valve 45 has a first opening 45a, a second opening 45b, and a third opening 45c. The first switching valve 45 is configured to selectively open and close the first opening 45a, the second opening 45b, and the third opening 45c. The first switching valve 45 is a three-way valve that switches the connection between the first opening 45a, the second opening 45b, and the third opening 45c. The first switching valve 45 is an electromagnetic valve. The first switching valve 45 is configured to adjust the opening degree of each of the first opening 45a, the second opening 45b, and the third opening 45c. The first switching valve 45 is electrically connected to the controller 90. The controller 90 controls the operation of the first switching valve 45.

[0033] The heat transfer medium circuit 31 includes a second switching valve 46. The second switching valve 46 has a fourth port 46a, a fifth port 46b, a sixth port 46c, and a connecting port 46d. The second switching valve 46 is configured to selectively open and close the fourth port 46a, the fifth port 46b, and the sixth port 46c. The second switching valve 46 is a three-way valve that switches the connection between the fourth port 46a, the fifth port 46b, and the sixth port 46c. The second switching valve 46 is an electromagnetic valve. The second switching valve 46 is configured to adjust the opening degree of each of the fourth port 46a, the fifth port 46b, and the sixth port 46c. The connecting port 46d is constantly open. The second switching valve 46 is electrically connected to the controller 90. The controller 90 controls the operation of the second switching valve 46.

[0034] The first pump 37 and the first switching valve 45 are connected to each other by a sixth pipe 47. The first end of the sixth pipe 47 is connected to the discharge port of the first pump 37. The second end of the sixth pipe 47 is connected to the first port 45a of the first switching valve 45.

[0035] The first switching valve 45 and the battery heat exchanger 38 are connected to each other by a seventh pipe 48. The first end of the seventh pipe 48 is connected to the second opening 45b of the switching valve 45. The second end of the seventh pipe 48 is connected to the inlet of the battery heat exchanger 38.

[0036] The battery heat exchanger 38 and the first pump 37 are connected to each other by an eighth pipe 49. The first end of the eighth pipe 49 is connected to the outlet of the battery heat exchanger 38. The second end of the eighth pipe 49 is connected to the intake port of the first pump 37.

[0037] The second pump 39 and the engine heat exchanger 41 are connected by a ninth pipe 50. The first end of the ninth pipe 50 is connected to the discharge port of the second pump 39. The second end of the ninth pipe 50 is connected to the inlet of the engine heat exchanger 41.

[0038] The engine heat exchanger 41 and the second switching valve 46 are connected to each other by a tenth pipe 51. The first end of the tenth pipe 51 is connected to the outlet of the engine heat exchanger 41. The second end of the tenth pipe 51 is connected to the fourth opening 46a of the second switching valve 46.

[0039] The second switching valve 46 and the cooler 42 are connected to each other by an eleventh pipe 52. The first end of the eleventh pipe 52 is connected to the fifth opening 46b of the second switching valve 46. The second end of the eleventh pipe 52 is connected to the inlet of the cooler 42.

[0040] The cooler 42 and the inverter heat exchanger 40 are connected by a twelfth tube 53. The first end of the twelfth tube 53 is connected to the outlet of the cooler 42. The second end of the twelfth tube 53 is connected to the inlet of the inverter heat exchanger 40.

[0041] The inverter heat exchanger 40 and the second pump 39 are connected to each other by a thirteenth pipe 54. The first end of the thirteenth pipe 54 is connected to the outlet of the inverter heat exchanger 40. The second end of the thirteenth pipe 54 is connected to the intake port of the second pump 39.

[0042] The second circulation circuit 36 has a bypass passage 55. The bypass passage 55 is a pipe. The bypass passage 55 connects the second switching valve 46 and the twelfth pipe 53. The first end of the bypass passage 55 is connected to the sixth opening 46c of the second switching valve 46. The second end of the bypass passage 55 is connected to the twelfth pipe 53.

[0043] The first connecting passage 43 connects the first switching valve 45 and the second switching valve 46. The first end of the first connecting passage 43 is connected to the third opening 45c of the first switching valve 45. The second end of the first connecting passage 43 is connected to the connecting opening 46d of the second switching valve 46.

[0044] The second connecting passage 44 connects the eighth pipe 49 of the first circulation circuit 35 and the twelfth pipe 53 of the second circulation circuit 36. The first end of the second connecting passage 44 is connected to a portion of the twelfth pipe 53 corresponding to the connection point with the bypass passage 55. The second end of the second connecting passage 44 is connected to the eighth pipe 49.

[0045] Under the control of the controller 90, the first switching valve 45 is configured to switch between an enabling state that allows communication between the first circulation circuit 35 and the second circulation circuit 36 through the first communication passage 43 and a blocking state that blocks communication between the first circulation circuit 35 and the second circulation circuit 36 through the first communication passage 43.

[0046] In the enabling state of the first switching valve 45, at least the third opening 45c is open. In the blocking state of the first switching valve 45, at least the third opening 45c is closed. Second refrigerant circuit 61

[0047] The second refrigerant circuit 61 circulates the second refrigerant to regulate the temperature of the coolant flowing through the heat transfer circuit 31. The second refrigerant circuit 61 includes a second compressor 62, a second outdoor heat exchanger 63, a second expansion valve 64, and a second accumulator 65.

[0048] The second compressor 62 is a compressor that compresses and discharges the second refrigerant. The second compressor 62 is a dynamic compressor. Therefore, in this embodiment, the compression method of the compressor that compresses and discharges the second refrigerant is dynamic. The second outdoor heat exchanger 63 performs heat exchange between the second refrigerant and the outside air. The second expansion valve 64 reduces the pressure of the second refrigerant flowing through the second refrigerant circuit 61. The second accumulator 65 allows the flow of the second refrigerant in a gaseous state to the second compressor 62 and prevents the flow of the second refrigerant in a liquid state to the second compressor 62.

[0049] The second refrigerant circuit 61 includes a directional switching unit 66. The directional switching unit 66 includes a first port 66a, a second port 66b, a third port 66c, and a fourth port 66d. The directional switching unit 66 is a four-way valve that switches the connection between the first port 66a, the second port 66b, the third port 66c, and the fourth port 66d. The directional switching unit 66 is an electromagnetic valve. The directional switching unit 66 is configured to adjust the opening degree of each of the first port 66a, the second port 66b, the third port 66c, and the fourth port 66d. The directional switching unit 66 is electrically connected to the controller 90. The controller 90 controls the operation of the directional switching unit 66.

[0050] The second compressor 62 and the direction switching unit 66 are connected to each other by a fourteenth pipe 67. The first end of the fourteenth pipe 67 is connected to the discharge port of the second compressor 62. The second end of the fourteenth pipe 67 is connected to the first port 66a of the direction switching unit 66.

[0051] The directional switching unit 66 and the second outdoor heat exchanger 63 are connected to each other by a fifteenth pipe 68. The first end of the fifteenth pipe 68 is connected to the second opening 66b of the directional switching unit 66. The second end of the fifteenth pipe 68 is connected to the inlet of the second outdoor heat exchanger 63.

[0052] The second outdoor heat exchanger 63 and the second expansion valve 64 are connected to each other by a sixteenth pipe 69. The first end of the sixteenth pipe 69 is connected to the outlet of the second outdoor heat exchanger 63. The second end of the sixteenth pipe 69 is connected to the inlet of the second expansion valve 64.

[0053] The second expansion valve 64 and the directional switching unit 66 are connected to each other by a seventeenth pipe 70. The first end of the seventeenth pipe 70 is connected to the outlet of the second expansion valve 64. The second end of the seventeenth pipe 70 is connected to the third opening 66c of the directional switching unit 66.

[0054] The direction switching unit 66 and the second accumulator 65 are connected to each other by an eighteenth pipe 71. The first end of the eighteenth pipe 71 is connected to the fourth opening 66d of the direction switching unit 66. The second end of the eighteenth pipe 71 is connected to the inlet of the second accumulator 65.

[0055] The second accumulator 65 and the second compressor 62 are connected to each other by a nineteenth pipe 72. The first end of the nineteenth pipe 72 is connected to the outlet of the second accumulator 65. The second end of the nineteenth pipe 72 is connected to the intake port of the second compressor 62. First heat exchanger 81

[0056] The first heat exchanger 81 is connected to the third branch pipe 64 of the first refrigerant circuit 11 and the sixth pipe 47 of the first circulation circuit 35. Therefore, the first heat exchanger 81 is connected to the first refrigerant circuit 11 and the heat transfer medium circuit 81. The first heat exchanger 81 is connected to a portion of the third branch pipe 64 that is closer to the fourth pipe 20 than the third variable restriction 27. The interior of the first heat exchanger 81 defines a portion of the third branch pipe 24. Furthermore, the interior of the first heat exchanger 81 defines a portion of the sixth pipe 47. The first heat exchanger 81 performs heat exchange between the first refrigerant flowing through the third branch pipe 24 and the coolant flowing through the sixth pipe 47.Therefore, the first heat exchanger 81 performs heat exchange between the first refrigerant flowing through the first refrigerant circuit 11 and the coolant circulating through the heat carrier circuit 31. Second heat exchanger 82

[0057] The second heat exchanger 82 is connected to the seventeenth pipe 70 of the second refrigerant circuit 61 and the sixth pipe 47 of the first circulation circuit 35. Therefore, the second heat exchanger 82 is connected to the second refrigerant circuit 61 and the heat transfer medium circuit 31. The first circulation circuit 35 is connected to the first heat exchanger 81 and the second heat exchanger 82. The second heat exchanger 82 is connected to a portion of the seventeenth pipe 70 that is closer to the directional switching unit 66 than a portion of the seventeenth pipe 70 in which the second expansion valve 64 is installed. The interior of the second heat exchanger 82 defines a part of the seventeenth tube 70. The second heat exchanger 82 is connected to a portion of the sixth tube 47 that is closer to the first switching valve 45 than a portion of the sixth tube 47 to which the first heat exchanger 81 is connected.The interior of the second heat exchanger 82 defines a portion of the sixth tube 47. The second heat exchanger 82 performs heat exchange between the second refrigerant flowing through the seventeenth tube 70 and the coolant flowing through the sixth tube 47. Therefore, the second heat exchanger 82 performs heat exchange between the second refrigerant circulating through the second refrigerant circuit 61 and the coolant circulating through the heat transfer medium circuit 31. First switching state and second switching state direction switching unit 66

[0058] Under the control of the controller 90, the directional switching unit 66 is configured to switch between a first switching state and a second switching state. In the first switching state, the directional switching unit 66 directs the second refrigerant discharged from the second compressor 62 toward the second outdoor heat exchanger 63. In the first switching state of the directional switching unit 66, the first opening 66a is connected to the second opening 66b, and the third opening 66c is connected to the fourth opening 66d. In the second state, the directional switching unit 66 directs the second refrigerant discharged from the second compressor 62 toward the second heat exchanger 82. In the second switching state of the directional switching unit 66, the first opening 66a is connected to the third opening 66c, and the second opening 66b is connected to the fourth opening 66d. Control 90

[0059] The controller 90 includes a central processing unit (CPU). The controller 90 includes a memory. The memory includes, for example, a read-only memory (ROM) that stores various programs, maps, and the like in advance, and a random access memory (RAM) that temporarily stores the calculation results and the like of the CPU. The controller 90 includes a timer, an input interface, and an output interface.

[0060] The vehicle thermal management system 10 includes a battery temperature sensor 91. The battery temperature sensor 91 is configured to detect the temperature of the battery 32. The battery temperature sensor 91 is electrically connected to the controller 90. The detection signal for the temperature of the battery 32 detected by the battery temperature sensor 91 is output to the controller 90.

[0061] The vehicle thermal management system 10 includes an inverter temperature sensor 92. The inverter temperature sensor 92 is configured to detect the temperature of the inverter 33. The inverter temperature sensor 92 is electrically connected to the controller 90. The inverter temperature detection signal detected by the inverter temperature sensor 92 is output to the controller 90.

[0062] The vehicle thermal management system 10 includes an engine temperature sensor 93. The engine temperature sensor 93 is configured to detect the temperature of the motor generator 34. The engine temperature sensor 93 is electrically connected to the controller 90. The detection signal for the temperature of the motor generator 34 detected by the engine temperature sensor 93 is output to the controller 90.

[0063] The vehicle thermal management system 10 includes an ambient temperature sensor 94. The ambient temperature sensor 94 is configured to detect the ambient temperature. The ambient temperature sensor 94 is electrically connected to the controller 90. The ambient temperature detection signal detected by the ambient temperature sensor 94 is output to the controller 90.

[0064] The vehicle thermal management system 10 includes an interior temperature sensor 95. The interior temperature sensor 95 is configured to detect the temperature of the passenger compartment. The interior temperature sensor 95 is electrically connected to the controller 90. The detection signal for the temperature of the passenger compartment detected by the interior temperature sensor 95 is output to the controller 90.

[0065] The controller 90 stores in advance a control program that controls the operation of the first refrigerant circuit 11, the heat transfer medium circuit 31, and the second refrigerant circuit 61. Therefore, the controller 90 controls the operation of the first refrigerant circuit 11, the heat transfer medium circuit 31, and the second refrigerant circuit 61.

[0066] The controller 90 stores in advance a program that switches the operation of the first refrigerant circuit 11 between a cooling mode that cools the passenger compartment and a heating mode that warms the passenger compartment. Accordingly, the controller 90 is configured to switch the operation of the first refrigerant circuit 11 between the cooling mode that cools the passenger compartment and the heating mode that warms the passenger compartment.

[0067] The controller 90 prestores a program that switches the operating mode of the vehicle thermal management system 10 between a battery cooling mode that cools the battery 32, a battery warming mode that warms the battery 32, and an auxiliary heating mode that heats the passenger compartment. Accordingly, the controller 90 is configured to switch the operating mode of the vehicle thermal management system 10 between the battery cooling mode, the battery warming mode, and the auxiliary heating mode. The auxiliary heating mode, which is different from the heating mode, is used to heat the passenger compartment.

[0068] The controller 90 is electrically connected to an air conditioning ECU 96 installed in the vehicle. The controller 90 receives an operation command signal transmitted from the air conditioning ECU 96. The controller 90 switches the operation mode of the vehicle thermal management system 10 to one of the cooling mode, the heating mode, and the auxiliary heating mode based on the operation command received from the air conditioning ECU 96.

[0069] The controller 90 prestores a program that cools the passenger compartment in the cooling mode when it receives a signal for the operation command to cool the passenger compartment from the air conditioning ECU 96. The controller 90 may receive a signal for the operation command to warm the passenger compartment from the air conditioning ECU 96. In this case, the controller 90 prestores a program that heats the passenger compartment in the heating mode when the ambient temperature detected by the ambient temperature sensor 94 is higher than a predetermined temperature. Furthermore, the controller 90 prestores a program that heats the passenger compartment in the auxiliary heating mode when the ambient temperature detected by the ambient temperature sensor 94 is less than or equal to the predetermined temperature. The predetermined temperature refers to, for example, -10°C.

[0070] The controller 90 prestores a program that executes the battery cooling mode when the temperature of the battery 32 detected by the battery temperature sensor 91 is greater than a target temperature. The controller 90 also prestores a program that executes the battery warming mode when the temperature of the battery 32 detected by the battery temperature sensor 91 is less than the target temperature.

[0071] The controller 90 prestores a program that executes a radiator heat release mode when the temperature of the battery 32 detected by the battery temperature sensor 91 is higher than the target temperature. The controller 90 also prestores a program that executes a drive device heat source mode when the temperature of the battery 32 detected by the battery temperature sensor 91 is lower than the target temperature.

[0072] For example, the temperature of the battery 32 detected by the battery temperature sensor 91 may be higher than the target temperature. In this case, the controller 90 prestores a program that executes the battery cooling mode when the difference between the target temperature and the temperature of the battery 32 detected by the battery temperature sensor 91 is higher than a predetermined threshold. In this case, the controller 90 prestores a program that executes the radiator heat dissipation mode when the difference between the target temperature and the temperature of the battery 32 detected by the battery temperature sensor 91 is lower than the predetermined threshold.

[0073] For example, the temperature of the battery 32 detected by the battery temperature sensor 91 may be lower than the target temperature. In this case, the controller 90 prestores a program that executes the battery warm-up mode when the difference between the target temperature and the temperature of the battery 32 detected by the battery temperature sensor 91 is higher than a predetermined threshold. In this case, the controller 90 prestores a program that executes the drive device heat source mode when the difference between the target temperature and the temperature of the battery 32 detected by the battery temperature sensor 91 is lower than the predetermined threshold.

[0074] The controller 90 controls the operation of the first refrigerant circuit 11, the heat transfer medium circuit 31, and the second refrigerant circuit 61 such that the temperature of the passenger compartment, which is detected by the interior temperature sensor 95, reaches a target temperature. The controller 90 controls the operation of the first refrigerant circuit 11, the heat transfer medium circuit 31, and the second refrigerant circuit 61 such that the temperature of the battery 32, which is detected by the battery temperature sensor 91, reaches a target temperature. The controller 90 controls the operation of the first refrigerant circuit 11, the heat transfer medium circuit 31, and the second refrigerant circuit 61 such that the temperature of the inverter 33, which is detected by the inverter temperature sensor 92, reaches a target temperature.The controller 90 controls the operation of the first refrigerant circuit 11, the heat carrier circuit 31 and the second refrigerant circuit 61 such that the temperature of the motor generator detected by the motor temperature sensor 63 reaches a target temperature. Working principle Example

[0075] The operation of this embodiment will now be described. Cooling mode

[0076] In cooling mode, the controller 90 performs control to open the first on-off valve 28, the first variable restriction 25, and the second variable restriction 26. This results in the opening degree of the first variable restriction 25 being fully open. Therefore, the first variable restriction 25 does not serve as the first expansion valve. The opening degree of the second variable restriction 26 is reduced. Therefore, the second variable restriction 26 serves as the first expansion valve. In cooling mode, the controller 90 performs control to close the second on-off valve 29, the third on-off valve 30, and the third variable restriction 27.

[0077] Therefore, the first refrigerant discharged from the first compressor 12 flows sequentially through the first pipe 17, the heating indoor heat exchanger 13, the second pipe 18, the first outdoor heat exchanger 14, the third pipe 19, the cooling indoor heat exchanger 15, the fourth pipe 20, the first storage 16, and the fifth pipe 21. Even when the first refrigerant flows through the heating indoor heat exchanger 13 in the cooling mode, no heat exchange takes place between the first refrigerant and the outside air at the heating indoor heat exchanger 13.

[0078] In cooling mode, the first refrigerant discharged by the first compressor 12 releases heat to the outside air at the first outdoor heat exchanger 14. The first refrigerant, which has released heat to the outside air at the first outdoor heat exchanger 14, is reduced in pressure by the second variable restriction 26. The first refrigerant, which has been reduced in pressure by the second variable restriction 26, absorbs heat from the inside air at the cooling indoor heat exchanger 15. Therefore, the inside air is cooled. The first refrigerant, which has absorbed heat from the inside air at the cooling indoor heat exchanger 15, returns to the first compressor 12 via the first storage tank 16. Heating mode

[0079] In heating mode, controller 90 performs control to open the first on-off valve 28, the first variable restriction 25, and the third on-off valve 30. This reduces the opening degree of the first variable restriction 25. Therefore, the first variable restriction 25 serves as the first expansion valve. In heating mode, controller 90 performs control to close the second on-off valve 29, the second variable restriction 26, and the third variable restriction 27.

[0080] Therefore, the first refrigerant discharged from the first compressor 12 flows sequentially through the first pipe 17, the heating indoor heat exchanger 13, the second pipe 18, the first outdoor heat exchanger 14, the third pipe 19, the second branch pipe 23, the fourth pipe 20, the first storage 16, and the fifth pipe 21.

[0081] In heating mode, the first refrigerant discharged by the first compressor 12 releases heat to the indoor air at the warming indoor heat exchanger 13. Therefore, the indoor air is heated. The first refrigerant, which has released heat to the indoor air at the warming indoor heat exchanger 13, is depressurized by the first variable restriction 25. The first refrigerant, which has been depressurized by the first variable restriction 25, absorbs heat from the outside air at the first outdoor heat exchanger 14. The first refrigerant, which has absorbed heat from the outside air at the first outdoor heat exchanger 14, returns to the first compressor 12 via the first storage tank 16. Battery cooling mode

[0082] Fig. 2 illustrates the flow of the first refrigerant, the coolant, and the second refrigerant with arrows when the vehicle thermal management system 10 operates in battery cooling mode. Fig. 2 also illustrates, indicated by thick arrows, the movement of heat in the first heat exchanger 81 and the second heat exchanger 82 when the vehicle thermal management system 10 operates in the battery cooling mode. Fig. 2 illustrates an example of the battery cooling mode in the vehicle thermal management system 10.

[0083] As in Fig. 2, the controller 90 controls the operation of the directional switching unit 66 in the battery cooling mode so that the directional switching unit 66 is switched to the first switching state. In the battery cooling mode, the directional switching unit 66 connects the first port 66a to the second port 66b and the third port 66c to the fourth port 66d. Therefore, the second refrigerant discharged from the second compressor 62 sequentially flows through the fourteenth pipe 67, the fifteenth pipe 68, the second outdoor heat exchanger 63, the sixteenth pipe 69, the second expansion valve 64, the seventeenth pipe 70, the eighteenth pipe 71, the second accumulator 65, and the nineteenth pipe 72.

[0084] In the battery cooling mode, the second refrigerant discharged from the second compressor 62 releases heat to the outside air at the second outdoor heat exchanger 63. The second refrigerant, which has released heat to the outside air at the second outdoor heat exchanger 63, is depressurized by the second expansion valve 64. The second refrigerant, which has been depressurized by the second expansion valve 64, flows through the seventeenth pipe 70. This causes the second refrigerant to absorb heat from the coolant flowing through the first circulation circuit 35 at the second heat exchanger 82. Therefore, the coolant is cooled. The second refrigerant, which has absorbed heat from the coolant in the second heat exchanger 82, returns to the second compressor 62 via the second accumulator 65.

[0085] In the Fig. 2, the controller 90 controls the operation of the first switching valve 45 to open the first opening 45a and the second opening 45b and to close the third opening 45c. In the vehicle thermal management system 10, the first switching valve 45 is therefore Fig. 2 shown battery cooling mode is switched to the blocking state.

[0086] In the heat transfer circuit 31, the first pump 37 is driven during the battery cooling mode under the control of the controller 90. This causes the coolant to circulate through the first circulation circuit 35. The coolant flows from the first pump 37 into the sixth pipe 47 and is cooled by the second refrigerant in the second heat exchanger 82. Then, at the battery heat exchanger 38, the coolant absorbs heat from the battery 32. Thus, the battery 32 is cooled by the coolant. The coolant that has absorbed heat from the battery 32 returns to the first pump 37 via the eighth pipe 49.

[0087] In the heat transfer circuit 31, the second pump 39 is switched on during Fig. 2 under the control of the controller 90. This causes the coolant to circulate in the second circulation circuit 36. In the Fig. 2, the controller 90 controls the operation of the second switching valve 46 to open the fourth opening 46a and the fifth opening 46b and to close the sixth opening 46c.

[0088] Therefore, the coolant supplied to the engine heat exchanger 41 via the ninth pipe 50 from the second pump 39 absorbs heat from the engine generator 34 at the engine heat exchanger 41. Therefore, the engine generator 34 is cooled by the coolant. The coolant that has absorbed heat from the engine generator 34 is supplied to the radiator 42 via the tenth pipe 51, the second switching valve 46, and the eleventh pipe 52. The coolant supplied to the radiator 42 releases heat to the outside air at the radiator 42. Therefore, the coolant is cooled by the outside air. The coolant that has been cooled by the outside air at the radiator 42 is supplied to the inverter heat exchanger 40 via the twelfth pipe 53. The coolant supplied to the inverter heat exchanger 40 absorbs heat from the inverter 33 at the inverter heat exchanger 40. Therefore, the inverter 33 is cooled by the coolant.The coolant that has absorbed heat from the inverter 33 returns to the second pump 39 via the thirteenth pipe 54.

[0089] In the Fig. In the battery cooling mode shown in Figure 2, the first switching valve 45 is switched to the blocking state. This blocks the flow of coolant between the first circulation circuit 35 and the second circulation circuit 36 via the first communication passage 43. Since no coolant flows from the first circulation circuit 35 toward the second circulation circuit 36 via the first communication passage 43, no coolant flows from the second circulation circuit 36 toward the first circulation circuit 35 through the second communication passage 44. The temperatures of the battery 32, the inverter 33, and the motor generator 34 are independently controlled.

[0090] In the first refrigerant circuit 11, the control 90 carries out the Fig. 2, the battery cooling mode performs control to open the second on-off valve 29 and the third variable restriction 27. This reduces the opening degree of the third variable restriction 27. Therefore, the third variable restriction 27 serves as the first expansion valve. In the battery cooling mode shown in Fig. 2, the controller 90 performs a control to close the first on-off valve 28, the third on-off valve 30, the first variable restriction 25, and the second variable restriction 26.

[0091] Therefore, the first refrigerant discharged from the first compressor 12 flows sequentially through the first pipe 17, the heating indoor heat exchanger 13, the second pipe 18, the first branch pipe 22, the third pipe 19, the third branch pipe 24, the fourth pipe 20, the first storage 16, and the fifth pipe 21.

[0092] In the Fig. In the battery cooling mode shown in Figure 2, the first refrigerant discharged from the first compressor 12 releases heat to the indoor air at the heating indoor heat exchanger 13. Therefore, the indoor air is heated. The first refrigerant, which has released heat to the indoor air at the heating indoor heat exchanger 13, is depressurized by the third variable restriction 27. The first refrigerant, which has been depressurized by the third variable restriction 27, absorbs heat from the coolant at the first heat exchanger 81. Therefore, in the heat transfer circuit 31, the coolant that has absorbed heat from the battery 32 releases heat to the first refrigerant at the first heat exchanger 81. In this way, the heat transfer circuit 31 is configured such that the coolant that has absorbed heat from the battery 32 releases heat to the first refrigerant at the first heat exchanger 81.The first refrigerant, which has absorbed heat from the coolant at the first heat exchanger 81, returns to the first compressor 12 via the first storage 16.

[0093] In battery cooling mode, the direction switch unit 66 is switched to the first switching state, so that the second refrigerant discharged from the second compressor 62 releases heat to the outside air at the second outdoor heat exchanger 63. After the heat release, the second refrigerant is depressurized by the second expansion valve 64 and absorbs heat from the coolant at the second heat exchanger 82. Therefore, the coolant is cooled by the second refrigerant. Consequently, in battery cooling mode, the cooled coolant absorbs heat from the battery 32, thereby cooling the battery 32. Battery warm-up mode

[0094] Fig. 3 illustrates the flow of the coolant and the second refrigerant with arrows when the vehicle thermal management system 10 operates in the battery warm-up mode. Fig. 3 also illustrates, indicated by thick arrows, the movement of heat in the second heat exchanger 82 when the vehicle thermal management system 10 is operating in the battery warm-up mode. Fig. 3 illustrates an example of the battery warm-up mode in the vehicle thermal management system 10.

[0095] As in Fig. 3, the controller 90 controls the operation of the directional switching unit 66 in the battery warm-up mode so that the directional switching unit 66 is switched to the second switching state. In the battery warm-up mode, the directional switching unit 66 connects the first port 66a to the third port 66c and the second port 66b to the fourth port 66d. Therefore, the second refrigerant discharged from the second compressor 62 sequentially flows through the fourteenth pipe 67, the seventeenth pipe 70, the second expansion valve 64, the sixteenth pipe 69, the second outdoor heat exchanger 63, the fifteenth pipe 68, the eighteenth pipe 71, the second accumulator 65, and the nineteenth pipe 72.

[0096] In battery warm-up mode, the second refrigerant discharged from the second compressor 62 flows through the seventeenth pipe 70. This causes the second refrigerant to release heat to the coolant flowing through the first circulation circuit 35 at the second heat exchanger 82. Therefore, the coolant is heated. The second refrigerant, which has released heat to the coolant at the second heat exchanger 82, is depressurized by the second expansion valve 64. The second refrigerant, which has been depressurized by the second expansion valve 64, absorbs heat from the outside air at the second outdoor heat exchanger 63. The second refrigerant, which has absorbed heat from the outside air at the second outdoor heat exchanger 63, returns to the second compressor 62 via the second accumulator 65.

[0097] In the Fig. 3, the controller 90 controls the operation of the first switching valve 45 to open the first opening 45a and the second opening 45b and to close the third opening 45c. Therefore, in the vehicle thermal management system 10, the first switching valve 45 is closed during the battery warm-up mode shown in Fig. 3. Thus, in the vehicle thermal management system 10, the first switching valve 45 is switched to the blocking state in at least one of the battery cooling mode and the battery warming mode.

[0098] In the heat transfer circuit 31, the first pump 37 is driven during the battery warm-up mode under the control of the controller 90. This causes the coolant to circulate through the first circulation circuit 35. The coolant, which has been heated by the second refrigerant at the second heat exchanger 82, releases heat to the battery 32 at the battery heat exchanger 38. Therefore, the battery 32 is heated by the coolant. The coolant, which has released heat to the battery 32, returns to the first pump 37 via the eighth pipe 49.

[0099] In battery warm-up mode, the directional switching unit 66 is switched to the second switching state, so that the second refrigerant discharged from the second compressor 32 releases heat to the coolant at the second heat exchanger 82. After the heat release, the second refrigerant is depressurized by the second expansion valve 64 and absorbs heat from the outside air at the second outdoor heat exchanger 63. In battery warm-up mode, the heated coolant releases heat to the battery 32, thereby warming the battery 32.

[0100] In the heat transfer circuit 31, the second pump 39 is switched on during Fig. 3 under the control of the controller 90. This causes the coolant to circulate in the second circulation circuit 36. In the Fig. 3, the controller 90 controls the operation of the second switching valve 46 to open the fourth port 46a and the sixth port 46c and to close the fifth port 46b.

[0101] Therefore, the coolant from the second pump 39 sequentially flows through the ninth pipe 50, the engine heat exchanger 41, the tenth pipe 51, the second switching valve 46, the bypass passage 55, the twelfth pipe 53, the inverter heat exchanger 40, and the thirteenth pipe 54. Therefore, the coolant flowing through the second circulation circuit 36 circulates through the second circulation circuit 36 while bypassing the radiator 42. Thus, the coolant circulating through the second circulation circuit 36 does not release heat to the outside air at the radiator 42. Therefore, the coolant circulating through the second circulation circuit 36 absorbs almost no heat from the engine generator 34 at the engine heat exchanger 41. Furthermore, the coolant at the inverter heat exchanger 40 absorbs almost no heat from the inverter 36 while circulating through the second circulation circuit 36.

[0102] In the Fig. In the battery warm-up mode shown in Figure 3, the first switching valve 45 is switched to the blocking state. This blocks the flow of coolant between the first circulation circuit 35 and the second circulation circuit 36 via the first communication passage 43. Since no coolant flows from the first circulation circuit 35 toward the second circulation circuit 36 via the first communication passage 43, no coolant flows from the second circulation circuit 36 toward the first circulation circuit 35 via the second communication passage 44. The temperatures of the battery 32, the inverter 33, and the motor generator 34 are independently controlled.

[0103] In the Fig. 3, the first compressor 12 does not operate. Therefore, in the battery warm-up mode shown in Fig. 3, the first refrigerant circuit 11 is not activated. Therefore, the vehicle thermal management system 10 in the battery warm-up mode shown in Fig. 3 does not heat the passenger compartment via the first refrigerant circuit 11. Auxiliary heating mode

[0104] Fig. 4 illustrates the flow of the first refrigerant, the coolant, and the second refrigerant with arrows when the vehicle thermal management system 10 operates in the auxiliary heating mode. Fig. 4 also illustrates, with thick arrows, the movement of heat in the first heat exchanger 81 and the second heat exchanger 82 when the vehicle thermal management system 10 is operating in the auxiliary heating mode. Fig. 4 illustrates an example of the auxiliary heating mode in the vehicle thermal management system 10.

[0105] As in Fig. As shown in Figure 4, the controller 90 controls the operation of the directional switching unit 66 in the auxiliary heating mode so that the directional switching unit 66 is switched to the second switching state. In the auxiliary heating mode, the directional switching unit 66 connects the first port 66a to the third port 66c and the second port 66b to the fourth port 66d. Therefore, the second refrigerant discharged from the second compressor 62 sequentially flows through the fourteenth pipe 67, the seventeenth pipe 70, the second expansion valve 64, the sixteenth pipe 69, the second outdoor heat exchanger 63, the fifteenth pipe 68, the eighteenth pipe 71, the second accumulator 65, and the nineteenth pipe 72.

[0106] In the auxiliary heating mode, the second refrigerant discharged from the second compressor 62 flows through the seventeenth pipe 70. This causes the second refrigerant to release heat to the coolant flowing through the first circulation circuit 35 at the second heat exchanger 82. Therefore, the coolant is heated. The second refrigerant, which has released heat to the coolant at the second heat exchanger 82, is depressurized by the second expansion valve 64. The second refrigerant, which has been depressurized by the second expansion valve 64, absorbs heat from the outside air at the second outdoor heat exchanger 63. The second refrigerant, which has absorbed heat from the outside air at the second outdoor heat exchanger 63, returns to the second compressor 62 via the second accumulator 65.

[0107] In the Fig. 4, the controller 90 controls the operation of the first switching valve 45 to open the first port 45a and the third port 45c and to close the second port 45b. Furthermore, in the auxiliary heating mode shown in Fig. 4, the operation of the second switching valve 46 so as to open the sixth port 46c and close the fourth port 46a and the fifth port 46b.

[0108] In the heat transfer circuit 31, the first pump 37 is driven during the auxiliary heating mode under the control of the controller 90. This causes the coolant to circulate through the first circulation circuit 35. In the Fig. 4, the second pump 39 does not operate. Therefore, the coolant from the first pump 37 sequentially flows through the sixth pipe 47, the first switching valve 45, the first connecting passage 43, the second switching valve 46, the bypass passage 45, the second connecting passage 44, and the eighth pipe 49. Accordingly, the coolant circulating through the first circulation circuit 35 flows through the first circulation circuit 35 while bypassing the battery heat exchanger 38. Thus, the coolant circulating through the first circulation circuit 35 does not undergo heat exchange with the battery 32 at the battery heat exchanger 38.

[0109] In the first refrigerant circuit 11, during the auxiliary heating mode, the controller 90 performs control to open the second on-off valve 29 and the third variable restriction 27. This reduces the opening degree of the third variable restriction 27. Therefore, the third variable restriction 27 serves as the first expansion valve. In the auxiliary heating mode, the controller 90 performs control to close the first on-off valve 28, the third on-off valve 30, the first variable restriction 25, and the second variable restriction 26.

[0110] Therefore, the first refrigerant discharged from the first compressor 12 flows sequentially through the first pipe 17, the heating indoor heat exchanger 13, the second pipe 18, the first branch pipe 22, the third pipe 19, the third branch pipe 24, the fourth pipe 20, the first storage 16, and the fifth pipe 21.

[0111] In auxiliary heating mode, the first refrigerant discharged from the first compressor 12 releases heat to the indoor air at the heating indoor heat exchanger 13. Therefore, the indoor air is heated. The first refrigerant, which has released heat to the indoor air at the heating indoor heat exchanger 13, is depressurized by the third variable restriction 27. The first refrigerant, which has been depressurized by the third variable restriction 27, absorbs heat from the coolant at the first heat exchanger 81. The coolant, which has been heated by the second refrigerant at the second heat exchanger 82, releases heat to the first refrigerant at the first heat exchanger 81. Therefore, the first refrigerant is heated by the coolant. The first refrigerant, which has absorbed heat from the coolant at the first heat exchanger 81, returns to the first compressor 12 via the first accumulator 16.

[0112] In auxiliary heating mode, the second refrigerant transfers heat to the coolant at the second heat exchanger 82, thereby heating the coolant. Furthermore, the heated coolant transfers heat to the first refrigerant at the first heat exchanger 81, thereby heating the first refrigerant. Therefore, the heating efficiency is improved.

[0113] Thus, in the auxiliary heating mode, the directional switching unit 66 is switched to the second switching state, so that the second refrigerant discharged from the second compressor 62 releases heat to the coolant at the second heat exchanger 82, thereby heating the coolant. Furthermore, in the auxiliary heating mode, the coolant heated by the second refrigerant at the second heat exchanger 82 releases heat to the first refrigerant at the first heat exchanger, thereby heating the first refrigerant and warming the passenger compartment. Radiator heat dissipation mode

[0114] Fig. 5 illustrates the flow of coolant with arrows when the vehicle thermal management system 10 operates in the radiator heat dissipation mode. Fig. 5 illustrates an example of the radiator heat dissipation mode in the vehicle thermal management system 10. In the Fig. 5, the first compressor 12 and the second compressor 62 are not operating. Therefore, in the cooling mode shown in Fig. 5, the first refrigerant circuit 11 and the second refrigerant circuit 61 are not. In the cooling heat dissipation mode shown in Fig. In the radiator heat release mode shown in Figure 5, the vehicle thermal management system does not air-condition the passenger compartment via the first refrigerant circuit 11.

[0115] As in Fig. As shown in Figure 5, in the radiator heat release mode, the controller 90 controls the operation of the first switching valve 45 to open the first port 45a, the second port 45b, and the third port 45c. Thus, the first switching valve 45 is switched to the enabling state in the radiator heat release mode. In the radiator heat release mode, the first pump 37 is operated under the control of the controller 90. This causes the coolant to circulate through the first circulation circuit 35.

[0116] In the Fig. 5, the controller 90 controls the operation of the second switching valve 46 to open the fifth opening 46b and close the fourth opening 46a and the sixth opening 46c. In addition, in the cooling heat dissipation mode shown in Fig. 5, the second pump 39 is not activated. Thus, in the second circulation circuit 36, no coolant flows through the inverter heat exchanger 40, the thirteenth pipe 54, the ninth pipe 50, the engine heat exchanger 41, and the tenth pipe 51.

[0117] The coolant from the first pump 37 flows from the sixth pipe 47 to the first switching valve 45. In the first switching valve 45, some of the coolant flows into the battery heat exchanger 38 via the seventh pipe 48. In the first switching valve 45, the coolant that has flowed into the battery heat exchanger 38 through the seventh pipe 48 absorbs heat from the battery 32 at the battery heat exchanger 38. Thus, the battery 32 is cooled by the coolant. The coolant that has absorbed heat from the battery 32 returns to the first pump 37 via the eighth pipe 49.

[0118] Furthermore, the coolant from the first pump 37 flows from the sixth pipe 47 to the first switching valve 45. In the first switching valve 45, some of the coolant flows into the second switching valve 46 via the first connecting passage 43. The coolant that has flowed into the second switching valve 46 flows to the radiator 42 via the eleventh pipe 52. In the radiator 42, the coolant releases heat to the outside air. Therefore, the coolant is cooled by the outside air. The coolant that has been cooled by the outside air at the radiator 42 returns to the first pump 37 via the twelfth pipe 53, the second connecting passage 44, and the eighth pipe 49.

[0119] Thus, the first switching valve 45 is configured to switch to a radiator connection state. In the radiator connection state, the first switching valve 45 is connected to the radiator 42 in the enabling state and not to the second pump 39, the inverter heat exchanger 40, or the engine heat exchanger 41. In addition, the first switching valve 45 is Fig. 5 shown radiator heat dissipation mode into the radiator connection state.

[0120] Thus, the vehicle thermal management system 10 is configured such that, by switching the first switching valve 45 to the enabling state, the coolant that has absorbed heat from the battery 32 at the battery heat exchanger 38 flows into the second circulation circuit 36 via the first communication passage 43 and releases heat at the radiator 42. Accordingly, the coolant that has absorbed heat from the battery 32 efficiently releases heat. Therefore, the battery 32 is cooled more efficiently. Drive device heat source mode

[0121] Fig. 6 illustrates the flow of coolant with arrows when the vehicle thermal management system 10 operates in the drive device heat source mode. Fig. 6 illustrates an example of the drive device heat source mode in the vehicle thermal management system 10. In the Fig. 6, the first compressor 12 and the second compressor 62 do not operate. Therefore, in the Fig. 6, the first refrigerant circuit 11 and the second refrigerant circuit 61 are not. In the Fig. 6, the vehicle thermal management system therefore does not air-condition the passenger compartment via the first refrigerant circuit 11.

[0122] As in Fig. As shown in Figure 6, the controller 90 controls the operation of the first switching valve 45 in the drive device heat source mode to open the first port 45a, the second port 45b, and the third port 45c. Thus, the first switching valve 45 is switched to the enabling state in the drive device heat source mode. In the drive device heat source mode, the first pump 37 is operated under the control of the controller 90. This causes the coolant to circulate through the first circulation circuit 35.

[0123] In the Fig. 6, the controller 90 controls the operation of the second switching valve 46 to open the fourth port 46a and the sixth port 46c and close the fifth port 46b. In the drive device heat source mode, the second pump 39 is operated under the control of the controller 90. Therefore, in the second circulation circuit 36, the coolant flows from the second pump 39 into the twelfth pipe 53 via the ninth pipe 50, the engine heat exchanger 41, the tenth pipe 51, the second switching valve 46, and the bypass passage 55. Then, some of the coolant that has flowed into the twelfth pipe 53 flows into the inverter heat exchanger 40. The coolant that has flowed into the inverter heat exchanger 40 returns to the second pump 39 via the thirteenth pipe 54.

[0124] In the drive device heat source mode, the coolant flowing through the engine heat exchanger 41 absorbs heat from the engine generator 34 at the engine heat exchanger 41. Therefore, the engine generator 34 is cooled by the coolant. In the drive device heat source mode, the coolant flowing through the inverter heat exchanger 40 absorbs heat from the inverter 33 at the inverter heat exchanger 40. Therefore, the inverter 33 is cooled by the coolant.

[0125] In the drive device heat source mode, the coolant from the first pump 37 flows from the sixth pipe 47 to the first switching valve 45. In the first switching valve 45, some of the coolant flows into the second switching valve 46 through the first communication passage 43. The coolant that has flowed into the second switching valve 46 flows to the twelfth pipe 53 through the bypass passage 55. Accordingly, the coolant flowing through the second circulation circuit 36 flows out to the eighth pipe 49 through the second communication passage 44 in an amount equal to the amount of coolant flowing from the first circulation circuit 35 to the second circulation circuit 36 via the first communication passage 43. Therefore, in the drive device heat source mode, the coolant absorbs heat from the motor generator 34 at the engine heat exchanger 41 and heat from the inverter 33 at the inverter heat exchanger 40.The coolant then flows through the second connecting passage 44 to the first circulation circuit 35.

[0126] In the drive device heat source mode, the coolant from the first pump 37 flows from the sixth pipe 47 to the first switching valve 45. In the first switching valve 45, some of the coolant flows through the seventh pipe 48 into the battery heat exchanger 38. In the first switching valve 45, the coolant that has flowed through the seventh pipe 48 in the battery heat exchanger 38 releases heat to the battery 32 at the battery heat exchanger 38. Therefore, the battery 32 is warmed by the coolant. The coolant that has released heat to the battery 32 returns to the first pump 37 via the eighth pipe 49.

[0127] In the drive device heat source mode, the first switching valve 45 is thus switched to the enabling state. Therefore, the coolant at the engine heat exchanger 41 absorbs heat from the motor generator 34 and at the inverter heat exchanger 40 absorbs heat from the inverter 33. The coolant then flows through the second connection passage 44 into the first circulation circuit 35. The vehicle thermal management system 10 is configured such that the coolant flowing from the second circulation circuit 36 through the second connection passage 44 into the first circulation circuit 35 releases heat to the battery 32 via the battery heat exchanger 38. With this configuration, the coolant at the engine heat exchanger 41 absorbs heat from the motor generator 34 and at the inverter heat exchanger 40 absorbs heat from the inverter 33. Then, the heated coolant releases heat to the battery 32 at the battery heat exchanger 38. Consequently, the battery 32 is warmed up more efficiently. Advantages of the example

[0128] The embodiment described above offers the following advantages. (1) In the battery cooling mode, the coolant cooled by the second refrigerant at the second heat exchanger 32 absorbs heat from the battery 32, thereby cooling the battery 32. In the battery warming mode, the coolant that has absorbed heat from the second refrigerant at the second heat exchanger 82 releases heat to the battery 32, thereby warming the battery 32. In the auxiliary heating mode, the second refrigerant releases heat to the coolant at the second heat exchanger 82, thereby heating the coolant. In addition, the heated coolant releases heat to the first refrigerant at the first heat exchanger 81, thereby heating the first refrigerant. Thus, the heating performance of the passenger compartment is improved. This increases the heating performance while efficiently regulating the temperature of the battery 32. (2) Under the control of the controller 90, the first switching valve 45 is placed in the enabling state, thereby allowing the flow of coolant through the first communication passage 43 between the first circulation circuit 35 and the second circulation circuit 36. This allows the temperatures of the battery 32, the inverter 33, and the motor generator 34 to be jointly regulated. Under the control of the controller 90, the first switching valve 45 is placed in the blocking state, thereby blocking the flow of coolant through the first communication passage 43 between the first circulation circuit 35 and the second circulation circuit 36. This allows the temperatures of the battery 32, the inverter 33, and the motor generator 34 to be independently regulated. (3) The heat transfer circuit 31 is configured so that the coolant that has absorbed heat from the battery 32 releases heat to the first refrigerant at the first heat exchanger 81. This allows the coolant that has absorbed heat from the battery 32 to efficiently release the heat. Thus, the battery 32 is cooled more efficiently. (4) The vehicle thermal management system 10 is configured such that, by switching the first switching valve 45 to the enabling state, the coolant that has absorbed heat from the battery 32 at the battery heat exchanger 38 flows into the second circulation circuit through the first communication passage 43 and releases heat at the radiator 42. This allows the coolant that has absorbed heat from the battery 32 to efficiently release the heat. Thus, the battery 32 is cooled more efficiently. (5) Switching the first switching valve 45 to the enabling state causes the coolant, which has absorbed heat from the motor generator 34 at the engine heat exchanger 41 and heat from the inverter 33 at the inverter heat exchanger 40, to flow into the first circulation circuit 35 through the second connection passage 44. The vehicle thermal management system 10 is configured such that the coolant, which flows from the second circulation circuit 36 through the second connection passage 44 to the first circulation circuit 35, releases heat to the battery 32 via the battery heat exchanger 38. In this configuration, the coolant absorbs heat from the motor generator 34 at the engine heat exchanger 41 and heat from the inverter 33 at the inverter heat exchanger 40. Then, the heated coolant releases heat to the battery 32 at the battery heat exchanger 38. Therefore, the battery 32 is warmed up more efficiently. (6) In at least one of the battery cooling mode and the battery warming mode, the controller 90 switches the first switching valve 45 to the blocking state, whereby the temperatures of the battery 32, the inverter 33, and the motor generator 34 are independently regulated. (7) The compression method of the second compressor 62 is of a dynamic type. This allows a greater degree of compression and discharge of second refrigerant while using a more compact compressor, compared with, for example, a case where the compression method of the second compressor 62 is of a displacement type. Variations

[0129] The above-described embodiment may be modified as follows. The above-described embodiment and the following modifications may be combined as long as the combined modifications remain technically consistent with each other.

[0130] As in Fig. 7, in the radiator heat release mode, the controller 90 may control the operation of the second switching valve 46, for example, to open the fourth port 46a and the fifth port 46b and close the sixth port 46c. Furthermore, the second pump 39 may be driven under the control of the controller 90. Thus, in the radiator heat release mode, the first switching valve 45 may be configured to connect the radiator, as well as the second pump 39, the inverter heat exchanger 40, and the engine heat exchanger 41 in the enabling state. Furthermore, in the second circulation circuit 36, coolant may sequentially flow through the inverter heat exchanger 40, the thirteenth pipe 54, the ninth pipe 50, the engine heat exchanger 41, and the tenth pipe 51 during the radiator heat release mode.In this case, during the radiator heat release mode, both the coolant that has absorbed heat from the battery 32 and the coolant that has absorbed heat from the inverter 33 and the motor generator 34 release heat to the radiator 42.

[0131] As in Fig. 8, when the auxiliary heating mode is executed, the battery 32 can be heated in the heat transfer circuit 31. As in the embodiment of Fig. 8, the coolant, which has absorbed heat from the motor generator 34 at the engine heat exchanger 41 and heat from the inverter 33 at the inverter heat exchanger 40, can also release heat to the first refrigerant at the first heat exchanger 81. This configuration allows the heat generated by the motor generator 34 and the inverter 33 to be used as heat for heating purposes. Thus, the heating performance of the passenger compartment is further improved.

[0132] In the exemplary embodiment, when the battery cooling mode is executed, the second pump 39 does not need to operate. This means that the coolant does not need to circulate through the second circulation circuit 36, and the inverter 33 and the motor generator 34 do not need to be cooled when the battery cooling mode is executed.

[0133] In the exemplary embodiment, when the battery cooling mode is executed, the vehicle thermal management system 10 can be configured such that the coolant that has absorbed heat from the battery 32 does not release heat to the first refrigerant in the heat transfer circuit 31 at the first heat exchanger 81. In this case, the first compressor 12 does not need to operate in the battery cooling mode. Therefore, when the battery cooling mode is executed, the first refrigerant circuit 11 does not need to operate, and the passenger compartment does not need to be air-conditioned by the first refrigerant circuit 11.

[0134] When the battery cooling mode is executed in the exemplary embodiment, the vehicle thermal management system 10 can be configured such that in the heat transfer circuit 31, the coolant that has absorbed heat from the battery 32 does not release heat to the first refrigerant at the first heat exchanger 81. In this case, the first refrigerant circuit 11 can, for example, execute the cooling mode.

[0135] In the exemplary embodiment, when the battery cooling mode is executed, the controller 90 can control the operation of the first switching valve 45 to open the first port 45a, the second port 45b, and the third port 45c. That is, the first switching valve 45 can be switched to the enabling state when the battery cooling mode is executed. This allows the temperatures of the battery 32, the inverter 33, and the motor generator 34 to be regulated together.

[0136] In the embodiment, when the battery cooling mode is executed, the controller 90 may control the operation of the first switching valve 45 to open the first port 45a, the second port 45b, and the third port 45c. That is, the first switching valve 45 is switched to the enabling state when the battery cooling mode is executed. In addition, the controller 90 may control the operation of the second switching valve 46 to open the fourth port 46a and the sixth port 46c and close the fifth port 46b. Thus, the heat medium circuit 31 is configured such that, in addition to the coolant that has absorbed heat from the battery 32, the coolant that has absorbed heat from the inverter 33 and the motor generator 34 releases heat to the first refrigerant at the first heat exchanger 81.

[0137] In the exemplary embodiment, when the battery cooling mode is executed, the controller 90 may control the operation of the first switching valve 45 to open the first port 45a, the second port 45b, and the third port 45c. That is, the first switching valve 45 is switched to the enabling state when the battery cooling mode is executed. In addition, the controller 90 may control the operation of the second switching valve 46 to open, for example, the fifth port 46b and close the fourth port 46a and sixth port 46c. Thus, when the battery cooling mode is executed, the vehicle thermal management system 10 may be configured such that the coolant that has absorbed heat from the battery 32 at the battery heat exchanger 38 flows into the second circulation circuit 36 through the first communication passage 43 and releases heat at the radiator 42.

[0138] In the exemplary embodiment, when the battery warm-up mode is executed, the second pump 39 does not need to operate. This means that the coolant does not need to circulate through the second circulation circuit 36, and the temperatures of the inverter 33 and the motor generator 34 do not need to be regulated when the battery warm-up mode is executed.

[0139] In the embodiment, when the battery warm-up mode is executed, the first refrigerant circuit 11 may be operated, for example, to execute either the cooling mode or the heating mode.

[0140] In the embodiment, when the battery warm-up mode is executed, the controller 90 can control the operation of the first switching valve 45 to open the first port 45a, the second port 45b, and the third port 45c. That is, the first switching valve 45 is switched to the enabling state when the battery warm-up mode is executed. This allows the temperatures of the battery 32, the inverter 33, and the motor generator 34 to be regulated together.

[0141] In the exemplary embodiment, the heat carrier circulating through the heat carrier circuit 31 is not limited to a coolant. That is, any heat carrier circulating through the heat carrier circuit 31 can be used, as long as it can regulate the temperatures of the battery 32, the inverter 33, and the motor generator 34. QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] JP 2020-23224

[0004]

Claims

[1] Vehicle thermal management system comprising: a first refrigerant circuit configured such that a first refrigerant circulates through the first refrigerant circuit to air-condition a passenger compartment; a heat transfer medium circuit configured to circulate a heat transfer medium through the heat transfer medium circuit to regulate a temperature of a battery; a second refrigerant circuit configured such that a second refrigerant circulates through the second refrigerant circuit to regulate a temperature of the heat carrier, the second refrigerant circuit comprising a compressor configured to compress and discharge the second refrigerant, an outside air heat exchanger configured to perform heat exchange between the second refrigerant and outside air, and an expansion valve configured to reduce a pressure of the second refrigerant; a first heat exchanger connected to the first refrigerant circuit and the heat transfer medium circuit and configured to perform heat exchange between the first refrigerant and the heat transfer medium; a second heat exchanger connected to the second refrigerant circuit and the heat transfer medium circuit and configured to perform heat exchange between the second refrigerant and the heat transfer medium; and a controller configured to control the operation of the first refrigerant circuit, the heat transfer medium circuit and the second refrigerant circuit, wherein the second refrigerant circuit has a direction switching unit configured to switch between a first switching state and a second switching state under the control of the controller, wherein the second refrigerant discharged by the compressor flows in the direction of the outside air heat exchanger in the first switching state and the second refrigerant discharged by the compressor flows in the direction of the second heat exchanger in the second switching state, and the controller is configured to switch an operating mode of the vehicle thermal management system between: a battery cooling mode that switches the directional switching unit to the first switching state so that: the second refrigerant discharged from the compressor releases heat to the outside air at the outside air heat exchanger; the second refrigerant, after releasing heat, is depressurized by the expansion valve and absorbs heat from the heat carrier at the second heat exchanger, thereby cooling the heat carrier; and the cooled heat carrier absorbs heat from the battery to consequently cool the battery; a battery warm-up mode that switches the directional switching unit to the second switching state so that: the second refrigerant discharged by the compressor releases heat to the heat carrier at the second heat exchanger; the second refrigerant, after the heat release, is depressurized by the expansion valve and absorbs heat from the outside air at the outside air heat exchanger; and the heated heat carrier releases heat to the battery to consequently warm the battery; and an auxiliary heating mode that switches the directional switching unit to the second switching state so that: the second refrigerant discharged from the compressor transfers heat to the heat carrier at the second heat exchanger to heat the heat carrier; and the heated heat carrier transfers heat to the first refrigerant at the first heat exchanger to heat the first refrigerant, thus heating the passenger compartment. [2] A vehicle thermal management system according to claim 1, wherein the heat transfer circuit is configured to regulate, in addition to regulating the temperature of the battery, a temperature of a drive device powered by the battery, the heat transfer circuit has the following: a first circulation circuit comprising a first pump configured to circulate the heat carrier and a battery heat exchanger configured to perform heat exchange between the heat carrier and the battery, wherein in the first circulation circuit, the first heat exchanger is connected to the second heat exchanger; and a second circulation circuit comprising a second pump configured to circulate the heat carrier, a drive device heat exchanger configured to perform heat exchange between the heat carrier and the drive device, and a cooler that releases heat from the heat carrier, the first circulation circuit and the second circulation circuit are connected in parallel by a connecting passage, and the heat transfer medium circuit comprises a switching valve configured to switch between an enabling state and a blocking state under control of the controller, wherein in the enabling state a connection between the first circulation passage and the second circulation passage is enabled via the connecting passage and in the blocking state the connection between the first circulation passage and the second circulation passage is blocked via the connecting passage. [3] The vehicle thermal management system according to claim 1 or 2, wherein the heat carrier circuit is configured such that the heat carrier, which has absorbed heat from the battery, releases heat to the first refrigerant at the first heat exchanger. [4] The vehicle thermal management system according to claim 2, wherein the vehicle thermal management system is configured such that the heat carrier that has absorbed heat from the battery at the battery heat exchanger flows into the second circulation circuit through the communication passage by switching the switching valve to the enabling state and releases heat to the radiator. [5] The vehicle thermal management system according to claim 2, wherein the vehicle thermal management system is configured such that the heat carrier that has received heat from the driving device at the driving device heat exchanger flows into the first circulation circuit through the communication passage by switching the switching valve to the enabling state and releases heat to the battery at the battery heat exchanger. [6] The vehicle thermal management system according to claim 2, wherein in at least one of the battery cooling mode and the battery warming mode, the controller switches the switching valve to the blocking state. [7] A vehicle thermal management system according to any one of claims 1 to 6, wherein a compression method of the compressor is of a dynamic type.

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