Vehicle and heat handling system

Abstract

A vehicle includes a secondary battery, a heat exchange plate, a compressor, an on-board condenser capable of exchanging heat with the air in the vehicle interior, and a refrigerant circuit in which a refrigerant is movable between the compressor and the on-board condenser. The refrigerant is capable of exchanging heat with a coolant in the heat exchange plate, and the heat exchange plate is capable of exchanging heat with the secondary battery. The coolant that has leaked from the heat exchange plate can circulate and enter the heat exchange plate. The refrigerant moves through the refrigerant circuit and circulates through the compressor, the on-board condenser, the heat exchange plate, and the compressor to heat the air in the vehicle interior with the heat generated by the secondary battery.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to a vehicle and a thermal management system. TECHNICAL BACKGROUND

[0002] Patent Literature 1 discloses a configuration including a cooling circuit for the drive system and a cooling circuit for the battery, which are connected via a four-way valve, and a common reservoir. Patent Literature 2 discloses that a system in which cooling and heating are performed with a refrigerant and a battery is cooled with water cooled by the refrigerant includes a mode in which the battery and the air are heated with water heated by a heater. QUOTATION LISTPATENT LITERATURE Patent Literature 1: US8402776B Patent Literature 2: US2021 / 0031588A SUMMARY OF THE INVENTION TECHNICAL PROBLEM

[0003] A vehicle with a secondary battery, such as a battery electric vehicle (BEV), a plug-in hybrid vehicle (PHEV), or a hybrid vehicle (HEV), is equipped with a heat exchange plate for regulating the temperature of the secondary battery. A hybrid-type heat exchange plate that uses a refrigerant and a coolant is known as a heat exchange plate. Furthermore, the vehicle includes an interior air conditioner that heats or cools air in the vehicle cabin, and the interior air conditioner also uses the refrigerant.

[0004] It is an object of the present disclosure to provide a vehicle and a heat management system that can suitably share a refrigerant between a hybrid type heat exchange plate and a vehicle interior air conditioner. SOLUTION TO THE PROBLEM

[0005] One aspect of the present disclosure provides a vehicle comprising: a vehicle body; a vehicle interior arranged within the vehicle body; a first wheel and a second wheel coupled to the vehicle body; a secondary battery arranged along a predetermined plane in the vehicle body; a heat exchange plate arranged along the predetermined plane in the vehicle body an electric motor configured to drive at least the first wheel using electrical energy supplied from the secondary battery; and a refrigerant circuit comprising at least one compressor and an in-vehicle condenser capable of exchanging heat with air in the vehicle interior, and in which a refrigerant is movable between the compressor and the in-vehicle condenser, wherein the heat exchange plate includes: a refrigerant inlet section that allows the refrigerant discharged from the on-vehicle condenser of the refrigerant cycle to enter the heat exchange plate, and a refrigerant outlet section that allows the refrigerant to enter the compressor from the heat exchange plate; and a first coolant inlet and outlet section that allows a coolant to be input into and output from the heat exchange plate, and a second coolant inlet and outlet section that allows the coolant to be input into and output from the heat exchange plate, in the heat exchange plate, it is set that the refrigerant that has entered from the refrigerant inlet section exits from the refrigerant outlet section, the coolant that has entered from the first coolant inlet and outlet section exits from the second coolant inlet and outlet section, and the coolant that has entered from the second coolant inlet and outlet section exits from the first coolant inlet and outlet section, the refrigerant is able to exchange heat with the coolant in the heat exchange plate, and the heat exchange plate is able to exchange heat with the secondary battery, the coolant that has exited the first coolant inlet and outlet section of the heat exchange plate can enter the second coolant inlet and outlet section, and the refrigerant circulates at least through the compressor, the on-board condenser, the heat exchange plate and the compressor, so that the heat generated by the secondary battery is used to heat the air in the vehicle interior.

[0006] One aspect of the present disclosure provides a thermal management system that can be mounted on a vehicle, where the vehicle has: a vehicle body; a vehicle interior arranged within the vehicle body; a first wheel and a second wheel coupled to the vehicle body; a secondary battery arranged along a predetermined plane in the vehicle body; and an electric motor that drives at least the first wheel using electrical energy supplied by the secondary battery, The heat handling system includes: a heat exchange plate arranged along the predetermined plane in the vehicle body; and a refrigerant circuit comprising at least one compressor and an in-vehicle condenser capable of exchanging heat with air in the vehicle interior, and in which a refrigerant is movable between the compressor and the in-vehicle condenser, wherein the heat exchange plate includes: a refrigerant inlet section that allows the refrigerant discharged from the on-vehicle condenser of the refrigerant cycle to enter the heat exchange plate, and a refrigerant outlet section that allows the refrigerant to enter the compressor from the heat exchange plate; and a first coolant inlet and outlet section that allows a coolant to be input into and output from the heat exchange plate, and a second coolant inlet and outlet section that allows the coolant to be input into and output from the heat exchange plate, is set so that the refrigerant that has entered from the cooling inlet section exits from the refrigerant outlet section, the coolant that has entered from the first coolant inlet and outlet section exits from the second coolant inlet and outlet section, and the coolant that has entered from the second coolant inlet and outlet section exits from the first coolant inlet and outlet section, the refrigerant is able to exchange heat with the coolant in the heat exchange plate, and the heat exchange plate is able to exchange heat with the secondary battery, the coolant that has exited the first coolant inlet and outlet section of the heat exchange plate can enter the second coolant inlet and outlet section, and the refrigerant circulates at least through the compressor, the on-board condenser, the heat exchange plate and the compressor, so that the heat generated by the secondary battery is used to heat the air in the vehicle interior. ADVANTAGEOUS EFFECTS OF THE INVENTION

[0007] According to the present disclosure, it is possible to appropriately share a refrigerant between a hybrid type heat exchange plate and a vehicle interior air conditioner. BRIEF DESCRIPTION OF THE DRAWINGS [ Fig. 1] Fig. 1 is a plan view showing an example of the configuration of a vehicle according to an embodiment of the present disclosure; [ Fig. 2] Fig. 2 is a left side view showing an example of the configuration of the vehicle according to the present embodiment; [ Fig. 3] Fig. 3 is a diagram showing an example of an electrical circuit provided in a vehicle according to the embodiment of the present disclosure; [ Fig. 4] Fig. 4 is a perspective view showing an example of the configuration of a battery pack according to the embodiment of the present disclosure; [ Fig. 5] Fig. 5 is a cross-sectional view along a line AA of the Fig. 4 battery pack shown; [ Fig. 6] Fig. 6 is a diagram showing a first example of the configuration of a thermal handling system according to a first embodiment; [ Fig. 7] Fig. 7 is a diagram showing a first operation pattern of the heat handling system when heating is performed in a vehicle interior according to the first configuration example; [ Fig. 8] Fig. 8 is a diagram showing a second operation pattern of the heat handling system when heating is performed in the vehicle interior according to the first configuration example; [ Fig. 9] Fig. 9 is a diagram showing a third operation pattern of the heat handling system when heating is performed in the vehicle interior according to the first configuration example; [ Fig. 10] Fig. 10 is a diagram showing a fourth operation pattern of the heat handling system when heating is performed in the vehicle interior according to the first configuration example; [ Fig. 11] Fig. 11 is a diagram showing a fifth operation pattern of the heat handling system when heating is performed in the vehicle interior according to the first configuration example; [ Fig. 12] Fig. 12 is a diagram showing a sixth operation pattern of the heat handling system when heating is performed in the vehicle interior according to the first configuration example; [ Fig. 13] Fig. 13 is a diagram showing an operation pattern of the heat handling system when cooling is performed in the vehicle interior according to the first configuration example; [ Fig. 14] Fig. 14 is a diagram showing a first operation pattern of the heat management system when heating a secondary battery according to the first configuration example; [ Fig. 15] Fig. 15 is a diagram showing a second operation pattern of the heat management system when the secondary battery is heated according to the first configuration example; [ Fig. 16] Fig. 16 is a diagram showing an operation pattern of the heat management system when the secondary battery is cooled according to the first configuration example; [ Fig. 17] Fig. 17 is a diagram showing a second example of the configuration of the thermal handling system according to the first embodiment; [ Fig. 18] Fig. 18 is a diagram showing a first operation pattern of the heat handling system when heating is performed in the vehicle interior according to the second configuration example; [ Fig. 19] Fig. 19 is a diagram showing a second operation pattern of the heat handling system when heating is performed in the vehicle interior according to the second configuration example; [ Fig. 20] Fig. 20 is a diagram showing a third operation pattern of the heat handling system when heating is performed in the vehicle interior according to the second configuration example; [ Fig. 21] Fig. 21 is a diagram showing a fourth operation pattern of the heat handling system when heating is performed in the vehicle interior according to the second configuration example; [ Fig. 22] Fig. 22 is a diagram showing an operation pattern of the heat handling system when cooling is performed in the vehicle interior according to the second configuration example; [ Fig. 23] Fig. 23 is a diagram showing a first operation pattern of the heat handling system when the secondary battery is heated according to the second example of the configuration; [ Fig. 24] Fig. 24 is a diagram showing a second operation pattern of the heat handling system when the secondary battery is heated according to the second configuration example; [ Fig. 25] Fig. 25 is a diagram showing an operation pattern of the heat management system when the secondary battery is cooled according to the second configuration example; [ Fig. 26] Fig. 26 is a diagram showing a third example of the configuration of the thermal handling system according to the first embodiment; [ Fig. 27] Fig. 27 is a diagram showing a first operation pattern of the heat handling system when heating is performed in the vehicle interior according to the third configuration example; [ Fig. 28] Fig. 28 is a diagram showing a second operation pattern of the heat handling system when heating is performed in the vehicle interior according to the third configuration example; [ Fig. 29] Fig. 29 is a diagram showing a third operation pattern of the heat handling system when heating is performed in the vehicle interior according to the third configuration example; [ Fig. 30] Fig. 30 is a diagram showing a fourth operation pattern of the heat handling system when heating is performed in the vehicle interior according to the third configuration example; [ Fig. 31] Fig. 31 is a diagram showing an operation pattern of the heat handling system when cooling is performed in the vehicle interior according to the third configuration example; [ Fig. 32] Fig. 32 is a diagram showing a first operation pattern of the heat management system when the secondary battery is heated according to the third configuration example; [ Fig. 33] Fig. 33 is a diagram showing a second operation pattern of the heat management system when the secondary battery is heated according to the third configuration example; [ Fig. 34] Fig. 34 is a diagram showing an operation pattern of the heat management system when the secondary battery is cooled according to the third configuration example; [ Fig. 35] Fig. 35 is a diagram showing a configuration example including a motor controller and the like in the heat handling system according to the second configuration example; [ Fig. 36] Fig. 36 is a flowchart showing an example of a process performed by the motor controller of the thermal management system according to the first embodiment; [ Fig. 37] Fig. 37 is a diagram showing an example of the configuration of a thermal handling system according to a second embodiment; [ Fig. 38A to 38D] The Fig. 38A to 38D are a diagram showing the timing of discharging a refrigerant according to the second embodiment; [ Fig. 39] Fig. 39 is a flowchart showing an example of a process performed by the engine controller of the heat handling system according to the second embodiment; and [ Fig. 40] Fig. 40 is a diagram showing a change in configuration of the thermal handling system according to the second embodiment. DESCRIPTION OF EMBODIMENTS

[0008] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. However, unnecessary detailed descriptions may be omitted. For example, the detailed description of previously known matters and the redundant description of substantially similar configurations may be omitted. This is to avoid unnecessary redundancy in the following description and to facilitate understanding by those skilled in the art. The accompanying drawings and the following description are provided to those skilled in the art for a sufficient understanding of the present disclosure and are not intended to limit the subject matter described in the claims. (Embodiments of the present disclosure)<Konfiguration des Fahrzeugs>

[0009] Fig. 1 is a plan view showing an example of the configuration of a vehicle 1 according to an embodiment of the present disclosure. Fig. 2 is a left side view showing the example of the configuration of the vehicle 1 according to an embodiment of the present disclosure.

[0010] To simplify the description, as in the Fig. 1 and Fig. 2, an axis extending in the height direction of the vehicle 1 is called the Z-axis. An axis perpendicular to the Z-axis (i.e., parallel to the ground) and in the traveling direction of the vehicle 1 is called the Y-axis. An axis perpendicular to the Y-axis and the Z-axis (i.e., an axis in the width direction of the vehicle 1) is called the X-axis. For convenience of description, a positive direction of the Z-axis may be referred to as "up," a negative direction of the Z-axis may be referred to as "down," a positive direction of the Y-axis may be referred to as "front," a negative direction of the Y-axis may be referred to as "rear," a positive direction of the X-axis may be referred to as "right," and a negative direction of the X-axis may be referred to as "left." These expressions are the same for other drawings describing the XYZ axes.The expressions relating to these directions are used for simplicity of explanation and are not intended to limit any attitude of the structure in actual use.

[0011] As in Fig. 1 or Fig. As shown in Figure 2, the vehicle 1 comprises a vehicle body 2, wheels 3, an electric motor 4, and a battery pack 10. The vehicle 1 may be, for example, a battery electric vehicle (BEV), a plug-in hybrid vehicle (PHEV), or a hybrid vehicle (HEV).

[0012] The battery pack 10 is housed in the vehicle body 2. The battery pack 10 has one or more secondary batteries 30 (see Fig. 4) that can be charged and discharged. An example of a secondary battery 30 is a lithium-ion battery. There may be one or more secondary batteries 30, which are described below. The secondary battery 30 supplies (discharges) the electric motor 4 or the like with stored electrical energy. The secondary battery 30 can store (charge) the electrical energy generated by the electric motor 4 by feeding energy back into it. As shown in Fig. 1, the battery pack 10 can be housed under a base in the center of the vehicle body 2. The battery pack 10 will be described in detail later.

[0013] The wheels 3 are connected to the vehicle body 2. Although the Fig. 1 and Fig. 2 shows an automobile in which the vehicle 1 has four wheels 3, the vehicle 1 may have at least one wheel 3. For example, the vehicle 1 may be a motorcycle having two wheels 3, or a vehicle having three, five, or more wheels 3. Further, one of the plurality of wheels 3 provided in the vehicle 1 may be referred to as a first wheel 3a, and one of the plurality of wheels 3 other than the first wheel 3a may be referred to as a second wheel 3b. The first wheel 3a may be a front wheel of the vehicle 1, and the second wheel 3b may be a rear wheel of the vehicle 1. The vehicle 1 is movable in a predetermined direction (for example, from front to rear) by the first wheel 3a and the second wheel 3b.

[0014] The electric motor 4 drives at least one wheel 3 (for example, the first wheel 3a) using the electric power supplied from the secondary battery 30. The vehicle 1 includes at least one electric motor 4. The vehicle 1 may have a configuration in which the electric motor 4 drives the front wheel (i.e., a front-wheel drive configuration). Alternatively, the vehicle 1 may have a configuration in which the electric motor 4 drives the rear wheel (i.e., a rear-wheel drive configuration) or a configuration in which the electric motor 4 drives both the front and rear wheels (i.e., a four-wheel drive configuration). Alternatively, the vehicle 1 may have a plurality of electric motors 4, and each of the plurality of electric motors 4 may drive the wheel 3 individually. The electric motor 4 may be installed in an engine compartment (machine room) at the front of the vehicle 1. <Konfiguration des Stromkreises>

[0015] Fig. 3 is a diagram showing an example of an electrical circuit provided in the vehicle 1 according to the present embodiment.

[0016] The battery pack 10, which contains the secondary battery 30, has a high-voltage terminal and a low-voltage terminal. In the present disclosure, the high-voltage terminal and the low-voltage terminal are referred to as electrical terminals without being distinguished from each other.

[0017] A high-voltage distribution board can be connected to the high-voltage connector. An inverter, an electric compressor, a heating, ventilation, and air conditioning (HVAC) system, an on-board charger, and a fast-charging port can be connected to the high-voltage distribution board. A controller area network (CAN) and a 12-V power supply system can be connected to the low-voltage connector.

[0018] The electric motor 4 can be connected to the drive inverter. This means that the electrical power output from the secondary battery 30 can be supplied to the electric motor 4 via the high-voltage connector, the high-voltage distributor, and the drive inverter. <Konfiguration des Akkupacks>

[0019] Fig. 4 is a perspective view showing an example of the configuration of the battery pack 10 according to the embodiment of the present disclosure. Fig. 5 is a cross-sectional view along a line AA of the Fig. 4 shown battery pack 10.

[0020] The battery pack 10 includes a housing 20, the secondary battery 30, and a heat exchange plate 100. The housing 20 accommodates the secondary battery 30 and the heat exchange plate 100.

[0021] The heat exchange plate 100 has, for example, a flat and substantially rectangular parallelepiped shape. The heat exchange plate 100 can be replaced by a heat exchanger. As shown in Fig. As shown in Figure 5, the heat exchange plate 100 has a first surface 101 arranged along a predetermined plane and a second surface 102 arranged along a predetermined plane. The predetermined plane may be a base of the vehicle body 2. The elements of the first surface 101 and the second surface 102 may be made of metal, for example, aluminum. However, the first surface 101 and the second surface 102 are not limited to metal and may also be made of other materials.

[0022] The secondary battery 30 is arranged at a position opposite the second surface 102 with respect to the first surface 101. That is, the second surface 102, the first surface 101, and the secondary battery 30 are arranged in this order from the bottom of the vehicle body 2.

[0023] Between the first surface 101 and the second surface 102, the heat exchange plate 100 includes a coolant layer 200 in which a coolant can circulate, and a refrigerant layer 300 in which a refrigerant can circulate. The heat exchange plate 100 performs heat exchange between at least the secondary battery 30 and the coolant moving in the coolant layer 200 across the first surface 101. Furthermore, the heat exchange plate 100 performs heat exchange between at least the coolant moving in the coolant layer 200 and the refrigerant moving in the refrigerant layer 300. Examples of the coolant include an antifreeze solution containing ethylene glycol. One example of a refrigerant is a hydrofluorocarbon (HFC).That is, the heat exchange plate 100 is a hybrid type heat exchange plate using the refrigerant and the coolant, whereby the secondary battery 30 can be cooled as a whole by using the refrigerant to dissipate heat and the coolant to equalize a temperature.

[0024] In the present embodiment, the heat exchange plate 100 is configured such that the coolant layer 200 is disposed on the refrigerant layer 300. However, the heat exchange plate 100 can also be configured such that the coolant layer 300 is disposed on the coolant layer 200. The coolant layer 200 can be replaced by a coolant plate. The refrigerant layer 300 can be replaced by a refrigerant plate.

[0025] In the present embodiment, in the heat exchange plate 100, an end portion in a predetermined direction (for example, a positive direction of the Y-axis) is referred to as a first end portion 71, and an end portion in a direction opposite to the first end portion 71 (for example, a negative direction of the Y-axis) is referred to as a second end portion 72. The first end portion 71 may be a side of the vehicle 1 in the traveling direction, and the second end portion 72 may be a side opposite to the traveling direction of the vehicle 1.

[0026] As in Fig. 4, a refrigerant inlet section 301, a refrigerant outlet section 302, a first coolant inlet and outlet section 201 and a second coolant inlet and outlet section 202 are arranged at the first end section 71 of the heat exchange plate 100.

[0027] The refrigerant inlet portion 301 is a portion through which the refrigerant enters the refrigerant layer 300 from an outside of the heat exchange plate 100, and the refrigerant outlet portion 302 is a portion through which the refrigerant flows from the refrigerant layer 300 to the outside of the heat exchange plate 100.

[0028] The first coolant inlet and outlet portion 201 is a portion through which the coolant enters the coolant layer 200 from the outside of the heat exchange plate 100, and the second coolant inlet and outlet portion 202 is a portion through which the coolant flows from the coolant layer 200 to the outside of the heat exchange plate 100. Alternatively, the second coolant inlet and outlet portion 202 may be a portion through which the coolant enters the coolant layer 200 from the outside of the heat exchange plate 100, and the first coolant inlet and outlet portion 201 may be a portion through which the coolant flows from the coolant layer 200 to the outside of the heat exchange plate 100. In the following description, the first coolant inlet and outlet portion 201 is referred to as a coolant inlet portion 203 (see Fig. 6) and the second coolant inlet and outlet section 202 as a coolant outlet section 204 (see Fig. 6). However, the second coolant inlet and outlet section 202 may also be the coolant inlet section 203, and the first coolant inlet and outlet section 201 may be the coolant outlet section 204. (First embodiment)

[0029] In the first embodiment, the vehicle 1 and a heat management system that can appropriately distribute the refrigerant between the hybrid-type heat exchange plate 100 and a vehicle interior air conditioner are described. Accordingly, the number of components constituting the vehicle 1 is reduced, manufacturing efficiency can be improved, and replacement efficiency can be improved. Furthermore, the temperature of the secondary battery 30 can be appropriately adjusted to prevent deterioration, and heat pump heating can also be achieved. This will be described in detail below. <Erstes Beispiel für die Konfiguration eines Wärmehandhabungssystems>

[0030] Fig. 6 is a diagram showing a first example of the configuration of the thermal handling system according to the first embodiment.

[0031] The heat handling system according to the first embodiment includes a refrigerant circuit 310, a coolant circuit 210, and the heat exchange plate 100.

[0032] The refrigerant circuit 310 includes a compressor 321, an in-vehicle condenser 322 capable of exchanging heat with the air in the passenger compartment of the vehicle 1, an off-vehicle heat exchanger 323 capable of exchanging heat with the air outside the vehicle, and the refrigerant inlet portion 301 and the refrigerant outlet portion 302 of the refrigerant layer 300 in the heat exchange plate 100. In the present embodiment, reducing a rotational speed of the compressor 321 to 0 or substantially 0 can be expressed as turning off the compressor 321, and increasing the rotational speed of the compressor 321 to a value greater than 0 can be expressed as turning on the compressor 321.

[0033] The refrigerant circuit 310 further includes a first on-off valve 331 arranged between the in-vehicle condenser 322 and the off-vehicle heat exchanger 323, and an opening valve 330 arranged above the first on-off valve 331. The first on-off valve 331 may be a solenoid valve.

[0034] The refrigerant circuit 310 further includes an evaporator 324 disposed between the vehicle-external heat exchanger 323 and the compressor 321, and a first EXV 341 that regulates the flow rate of refrigerant entering (or exiting) the evaporator 324. The first EXV 341 may be an electronic expansion valve. In the present embodiment, reducing the flow rate of refrigerant entering (or exiting) the evaporator 324 to 0 or substantially 0 may be referred to as closing the first EXV 341.

[0035] The refrigerant circuit 310 further includes a TXV 340 that regulates the flow rate of refrigerant entering the refrigerant inlet section 301 (or exiting the refrigerant outlet section 302). The TXV 341 may be a mechanical expansion valve. In the present embodiment, reducing the flow rate of refrigerant entering the refrigerant inlet section 301 (or exiting the refrigerant outlet section 302) to 0 or substantially 0 may be referred to as closing the TXV 340.

[0036] The refrigerant circuit 310 further includes a bypass path 311 connecting the vehicle-external heat exchanger 323 and the compressor 321 and bypassing the refrigerant layer 300 and the evaporator 324, as well as a second on-off valve 332 disposed in the bypass path 311. The second on-off valve 332 may be a solenoid valve.

[0037] The coolant circuit 210 includes a first pump 221, the coolant inlet section 203 and the coolant outlet section 204 of the coolant layer 200 in the heat exchange plate 100, a heater 240, a heat generating section 250, a radiator 242, a second pump 222, and a first three-way valve 231. The heat generating section 250 is a device provided in the vehicle 1 that performs heat exchange with a heat-generating device during operation.The heat generation section 250 may include, for example, at least an electric motor heat exchanger 251 that operates an electric motor and a heat exchanger, a charger heat exchanger 252 that operates a charger and the heat exchanger, an inverter heat exchanger 253 that exchanges heat with an inverter, a rectifier heat exchanger 254 that exchanges heat with a rectifier, and a motor controller heat exchanger 255 that exchanges heat with a motor controller 500 (see . Fig. 35).

[0038] The charger controls the charging process of the secondary battery 30 and the heat exchanger. The inverter converts a direct current from the secondary battery 30 into an alternating current, which is driven by the electric motor. The converter converts an alternating current generated by the electric motor through regeneration into a direct current, which is used to charge the secondary battery 30. The motor controller 500 performs information processing related to the vehicle.

[0039] The coolant circuit 210 further includes a first coolant branch path 211 connecting a position between the first three-way valve 231 and the first pump 221 and a position between the heater 240 and the heat generating section 250.

[0040] The coolant circuit 210 according to the first configuration example further includes a second coolant branch path 212 connecting the first three-way valve 231 to a position between the heater 240 and the heat generating portion 250 that is closer to the heat generating portion 250 than the first coolant branch path 211.

[0041] When the first three-way valve 231 is turned on, a path from the second pump 222 to the first pump 221 is opened, and a path to the second coolant branch path 212 is closed. When the first three-way valve 231 is turned off, the path to the second coolant branch path 212 is opened, and the path from the second pump 222 to the first pump 221 is closed.

[0042] Next, an operation of the heat handling system according to the Fig. 6 described the first configuration example.

[0043] Fig. 7 is a diagram showing a first operation pattern of the heat handling system when heating is performed in the vehicle interior according to the first configuration example.

[0044] In the refrigerant circuit 310, the compressor 321 is switched on, a fan of the vehicle-internal condenser 322 is switched on, the first on-off valve 331 is closed, the opening valve 330 is opened, a fan of the vehicle-external heat exchanger 323 is switched on, the TXV 340 is closed, the first EXV 341 is closed, and the second on-off valve 332 is opened. In this case, the refrigerant moves, as indicated by the thick arrows on the Fig. 7, as follows through the refrigerant circuit 310.

[0045] A high-temperature, high-pressure refrigerant discharged from the switched-on compressor 321 enters the on-board condenser 322 in a gas phase. The refrigerant that has entered the on-board condenser 322 exchanges heat with the air in the vehicle interior (e.g., it heats the air in the vehicle interior) in the on-board condenser 322, where the fan is switched on, and exits the on-board condenser 322, for example, in a liquid phase. The refrigerant that has discharged from the on-board condenser 322 does not pass through the closed first on-off valve 331, but rather through the open opening valve 330 and enters the vehicle's off-board heat exchanger 323.The refrigerant that has entered the off-vehicle heat exchanger 323 exchanges heat with the air outside the vehicle (for example, by absorbing heat from the air outside the vehicle) in the off-vehicle heat exchanger 323, where the fan is switched on, and exits the off-vehicle heat exchanger 323, for example, in a gas phase. The refrigerant that has exited the off-vehicle heat exchanger 323 does not pass through the closed TXV 340 and the closed first EXV 341, but rather through the bypass path 311 and the open second on-off valve 332 and enters the compressor 321.

[0046] Accordingly, the refrigerant moving in the refrigerant circuit 310 can heat the air in the vehicle interior in the in-vehicle condenser 322 by utilizing heat extracted from the air outside the vehicle in the off-vehicle heat exchanger 323 (i.e., by using a heat pump mechanism).

[0047] Fig. 8 is a diagram showing a second operation pattern of the heat handling system when heating the vehicle interior according to the first configuration example.

[0048] In the coolant circuit 210, the first pump 221 is switched on, the heater 240 is switched off, and the first three-way valve 231 is switched off. In this case, the coolant circulates as indicated by the thick arrows on the Fig. 8, in this order by the first pump 221, the coolant inlet section 203, the coolant layer 200, the coolant outlet section 204, the heater 240, and the first coolant branch path 211.

[0049] In the refrigerant circuit 310, the compressor 321 is switched on, the fan of the on-board condenser 322 is switched on, the first on-off valve 331 is closed, the opening valve 330 is opened, the fan of the off-board heat exchanger 323 is switched on, the TXV 340 is opened, the first EXV 341 is closed, and the second on-off valve 332 is closed. In this case, the refrigerant moves as indicated by the thick arrows on the Fig. 8, as follows through the refrigerant circuit 310.

[0050] The high-temperature, high-pressure refrigerant discharged from the activated compressor 321 enters the in-vehicle condenser 322 in a gas phase. The refrigerant that has entered the in-vehicle condenser 322 exchanges heat with the air in the vehicle interior (e.g., it heats the air in the vehicle interior) in the in-vehicle condenser 322 where the fan is activated and exits the in-vehicle condenser 322 in a liquid phase. The refrigerant that has discharged from the in-vehicle condenser 322 does not pass through the closed first on-off valve 331, but passes through the open opening valve 330 and enters the off-vehicle heat exchanger 323.The refrigerant that has entered the off-vehicle heat exchanger 323 exchanges heat with the air outside the vehicle (e.g., absorbing heat from the air outside the vehicle) in the off-vehicle heat exchanger 323, where the fan is turned on, and exits the off-vehicle heat exchanger 323, for example, in a gas-liquid two-phase state. The refrigerant that has exited the off-vehicle heat exchanger 323 does not pass through the closed first EXV 341 and the closed second on-off valve 332, but rather through the open TXV 340 and the refrigerant inlet section 301, and enters the refrigerant layer 300. The refrigerant that has entered the refrigerant layer 300 exchanges heat with the secondary battery 30 and the coolant of the coolant layer 200 (e.g., it is heated by the waste heat of the secondary battery 30) and exits from the refrigerant outlet section 302, e.g., in a gas phase.The refrigerant discharged from the refrigerant outlet section 302 enters the compressor 321.

[0051] Accordingly, the refrigerant can heat the air in the vehicle interior in the in-vehicle condenser 322 by utilizing the heat obtained from the air outside the vehicle in the off-vehicle heat exchanger 323 and the heat obtained from the waste heat of the secondary battery 30 in the refrigerant layer 300.

[0052] Fig. 9 is a diagram showing a third operation pattern of the heat handling system when heating the vehicle interior according to the first configuration example.

[0053] The coolant circuit 210 performs the same operation as in Fig. 8 through.

[0054] In the refrigerant circuit 310, the compressor 321 is switched on, the fan of the on-board condenser 322 is switched on, the first on-off valve 331 is opened, the opening valve 330 is closed, the fan of the off-board heat exchanger 323 is switched off, the TXV 340 is opened, the first EXV 341 is closed, and the second on-off valve 332 is closed. In this case, the refrigerant moves as indicated by the thick arrows on the Fig. 9, as follows through the refrigerant circuit 310.

[0055] The high-temperature and high-pressure refrigerant discharged from the switched-on compressor 321 enters the on-board condenser 322, for example, in a gas phase. The refrigerant entering the on-board condenser 322 exchanges heat with the air in the vehicle interior (for example, it heats the air in the vehicle interior) in the on-board condenser 322, where the fan is switched on, and exits the on-board condenser 322 in a liquid phase. The refrigerant discharged from the on-board condenser 322 does not pass through the closed opening valve 330, but rather through the open first on-off valve 331 and enters the vehicle's off-board heat exchanger 323.The refrigerant that has entered the vehicle-external heat exchanger 323 is in minimal contact with the air outside the vehicle in an outdoor heat exchanger with the fan switched off and exits the vehicle-external heat exchanger 323, for example, in the liquid phase. The refrigerant that has exited the vehicle-external heat exchanger 323 does not pass through the closed first EXV 341 and the closed second on-off valve 332, but rather through the open TXV 340 and the refrigerant inlet section 301 and enters the refrigerant layer 300. The refrigerant that has entered the refrigerant layer 300 undergoes heat exchange with the secondary battery 30 and the coolant of the coolant layer 200 and enters the compressor 321, for example, in a gas phase.

[0056] Accordingly, the refrigerant can heat the air in the vehicle interior in the in-vehicle condenser 322 by utilizing the heat obtained from the waste heat of the secondary battery 30 in the refrigerant layer 300.

[0057] Fig. 10 is a diagram showing a fourth operation pattern of the heat handling system when the vehicle interior heater is configured according to the first configuration example.

[0058] In the coolant circuit 210, the first pump 221 is switched on, the heater 240 is switched on, and a three-way valve is switched off. In this case, the coolant circulates, as indicated by thick arrows on the Fig. 10, in this order by the first pump 221, the coolant inlet section 203, the coolant layer 200, the coolant outlet section 204, the heater 240, and the first coolant branch path 211. The coolant is heated by turning on the heater 240.

[0059] The refrigerant circuit 310 performs the same operation as in Fig. 9 through.

[0060] Accordingly, the refrigerant can heat the air in the vehicle interior in the in-vehicle condenser 322 by utilizing the heat obtained from the waste heat of the secondary battery 30 and the heat obtained from the coolant heated by the heater 240 in the refrigerant layer 300.

[0061] Fig. 11 is a diagram showing a fifth operation pattern of the heat handling system when heating the vehicle interior according to the first configuration example.

[0062] In the coolant circuit 210, the first pump 221 is switched on, the heater 240 is switched off, a fan of the radiator 242 is switched off, and the first three-way valve 231 is switched on. In this case, the coolant circulates, as indicated by thick arrows on the Fig. 11, is indicated by the first pump 221, the coolant inlet section 203, the coolant layer 200, the coolant outlet section 204, the heater 240, the heat generating section 250, the radiator 242, the second pump 222, and the first three-way valve 231, in this order. The coolant exchanges with the heat generating section 250 (for example, it is heated by the waste heat of the heat generating section 250).

[0063] The refrigerant circuit 310 performs the same operation as in Fig. 9 through.

[0064] Accordingly, the refrigerant can heat the air in the vehicle interior in the in-vehicle condenser 322 by utilizing the heat obtained from the waste heat of the secondary battery 30 and the heat obtained from the coolant heated by the waste heat of the heat generating section 250 in the refrigerant layer 300.

[0065] Fig. 12 is a diagram showing a sixth operation pattern of the heat handling system when heating the vehicle interior according to the first configuration example.

[0066] The coolant circuit 210 performs the same operation as in Fig. 8 through.

[0067] In the refrigerant circuit 310, the compressor 321 is switched on, the fan of the on-board condenser 322 is switched on, the first on-off valve 331 is opened, the opening valve 330 is closed, the fan of the off-board heat exchanger 323 is switched on, the TXV 340 is opened, the first EXV 341 is closed, and the second on-off valve 332 is closed. In this case, the refrigerant moves as indicated by the thick arrows on the Fig. 12, as follows through the refrigerant circuit 310.

[0068] The high-temperature and high-pressure refrigerant discharged from the switched-on compressor 321 enters the on-board condenser 322, for example, in a gas phase. The refrigerant entering the on-board condenser 322 exchanges heat with the air in the vehicle interior (for example, it heats the air in the vehicle interior) in the on-board condenser 322, where the fan is switched on, and exits the on-board condenser 322 in a gas-liquid two-phase state. The refrigerant discharged from the on-board condenser 322 does not pass through the closed opening valve 330, but rather through the open first on-off valve 331 and enters the vehicle's off-board heat exchanger 323.The refrigerant that has entered the off-vehicle heat exchanger 323 exchanges heat with the air outside the vehicle in the off-vehicle heat exchanger 323 in which the fan is turned on, and leaves the off-vehicle heat exchanger 323 in a liquid phase, for example. The refrigerant that has exited the off-vehicle heat exchanger 323 does not pass through the closed first EXV 341 and the closed second on-off valve 332, but passes through the open TXV 340 and the refrigerant inlet section 301 and enters the refrigerant layer 300. The refrigerant that has entered the refrigerant layer 300 exchanges heat with the secondary battery 30 and the coolant of the coolant layer 200 (e.g., it is heated by the waste heat of the secondary battery 30) and exits the refrigerant outlet section 302 in a liquid phase, for example. B. in a gas phase.The refrigerant discharged from the refrigerant outlet section 302 enters the compressor 321.

[0069] Since the refrigerant in the vehicle-external heat exchanger 323 can dissipate heat to the outside of the vehicle, the secondary battery 30 in the refrigerant layer 300 can be cooled accordingly.

[0070] Fig. 13 is a diagram showing an operation pattern of the heat handling system when cooling is performed in the vehicle interior according to the first configuration example.

[0071] In the refrigerant circuit 310, the compressor 321 is switched on, the fan of the on-board condenser 322 is switched off, the first on-off valve 331 is opened, the opening valve 330 is closed, the fan of the off-board heat exchanger 323 is switched on, the TXV 340 is closed, the first EXV 341 is opened, and the second on-off valve 332 is closed. In this case, the refrigerant moves as indicated by the thick arrows on the Fig. 13 shown refrigerant circuit 310, as follows through the refrigerant circuit 310.

[0072] The high-temperature and high-pressure refrigerant discharged from the switched-on compressor 321 enters the in-vehicle condenser 322 in a gas phase, for example. The refrigerant that has entered the in-vehicle condenser 322 undergoes little exchange with the air in the vehicle interior in the in-vehicle condenser 322, where the fan is turned off, and exits the in-vehicle condenser 322. The refrigerant that has exited the in-vehicle condenser 322 does not pass through the closed first on-off valve 331, but passes through the open opening valve 330 and enters the in-vehicle heat exchanger 323.The refrigerant that has entered the vehicle-external heat exchanger 323 exchanges heat with the air outside the vehicle in the external heat exchanger, where the fan is switched on (for example, it releases heat to the air outside the vehicle) and leaves the vehicle-external heat exchanger 323, for example, in a liquid phase. The refrigerant exiting the vehicle-external heat exchanger 323 does not pass through the closed TXV 340 and the closed second on-off valve 332, but rather through the open first EXV 341 and enters the evaporator 324. The refrigerant that has entered the evaporator 324 exchanges heat with the air in the vehicle interior in the evaporator 324, where the fan is switched on (for example, it cools the air in the vehicle interior) and leaves the evaporator 324, for example, in a gas phase. The refrigerant that has left the evaporator 324 enters the compressor 321.

[0073] Accordingly, the refrigerant can cool the air in the vehicle interior in the evaporator 324 without being affected by the waste heat of the secondary battery 30.

[0074] Fig. 14 is a diagram showing a first operation pattern of the heat management system when the secondary battery 30 is heated according to the first configuration example.

[0075] In the coolant circuit 210, the first pump 221 is switched on, the heater 240 is switched off, the fan of the radiator 242 is switched off, the second pump 222 is switched on and the first three-way valve 231 is switched on. In this case, the coolant circulates as indicated by thick arrows on the Fig. 14, in this order by the first pump 221, the coolant inlet section 203, the coolant layer 200, the coolant outlet section 204, the heater 240, the heat generating section 250, the radiator 242, the second pump 222, and the first three-way valve 231. The coolant is heated by exchanging with the heat generating section 250.

[0076] In the refrigerant circuit 310, the compressor 321 is switched off.

[0077] Accordingly, the coolant can heat the secondary battery 30 in the coolant layer 200 by utilizing the heat obtained from the heat generating portion 250.

[0078] Fig. 15 is a diagram showing a second operation pattern of the heat management system when the secondary battery 30 is heated according to the first configuration example.

[0079] In the coolant circuit 210, the first pump 221 is switched on, the heater 240 is switched on, and the first three-way valve 231 is switched off. In this case, the coolant circulates as indicated by thick arrows on the Fig. 15, in this order by the first pump 221, the coolant inlet section 203, the coolant layer 200, the coolant outlet section 204, the heater 240, and the first coolant branch path 211. The coolant is heated by turning on the heater 240.

[0080] In the refrigerant circuit 310, the compressor 321 is switched off.

[0081] Accordingly, the coolant can heat the secondary battery 30 in the coolant layer 200 by utilizing the heat generated by turning on the heater 240.

[0082] Fig. 16 is a diagram showing an operation pattern of the heat management system when the secondary battery 30 is cooled according to the first configuration example.

[0083] In the coolant circuit 210, the first pump 221 is switched on, the heater 240 is switched off, the radiator fan 242 is switched on, the second pump 222 is switched on, and the first three-way valve 231 is switched off. In this case, as indicated by the thick arrows on the Fig. 16, the coolant passing through the coolant layer 200 circulates through the first pump 221, the coolant inlet section 203, the coolant layer 200, the coolant outlet section 204, the heater 240 and the first coolant branch path 211. On the other hand, as indicated by thick arrows on the coolant circuit 210 shown in Fig. 16, the coolant flowing through the heat generating section 250 passes through the heat generating section 250, the radiator 242 in which the fan is turned on, the second pump 222, the first three-way valve 231, and the second coolant branch path 212. The circulating coolant can cool the heat generating section 250 by exchanging with the heat generating section 250 and exchanging with the air outside the vehicle in the radiator 242 in which the fan is turned on.

[0084] In the refrigerant circuit 310, the compressor 321 is switched on, the fan of the on-board condenser 322 is switched off, the first on-off valve 331 is opened, the opening valve 330 is closed, the fan of the off-board heat exchanger 323 is switched on, the TXV 340 is opened, the first EXV 341 is closed, and the second on-off valve 332 is closed. In this case, the refrigerant moves as indicated by the thick arrows on the Fig. 16, as follows through the refrigerant circuit 310.

[0085] The high-temperature and high-pressure refrigerant discharged from the switched-on compressor 321 enters the in-vehicle condenser 322 in a gas phase, for example. The refrigerant that has entered the in-vehicle condenser 322 undergoes little exchange with the air in the vehicle interior in the in-vehicle condenser 322, where the fan is turned off, and exits the in-vehicle condenser 322. The refrigerant that has exited the in-vehicle condenser 322 does not pass through the closed opening valve 330, but rather through the open first on-off valve 331 and enters the off-vehicle heat exchanger 323.The refrigerant that has entered the off-vehicle heat exchanger 323 exchanges heat with the air outside the vehicle in the exterior heat exchanger where the fan is turned on (for example, it releases heat to the air outside the vehicle) and exits the off-vehicle heat exchanger 323, for example, in a liquid phase. The refrigerant exiting the off-vehicle heat exchanger 323 does not pass through the closed first EXV 341 and the closed second on-off valve 332, but passes through the open TXV 340 and the refrigerant inlet section 301 and enters the refrigerant layer 300. The refrigerant that has entered the refrigerant layer 300 exchanges heat with the secondary battery 30 and the coolant in the coolant layer 200 and exits the refrigerant outlet section 302, for example, in a gas phase. The refrigerant discharged from the refrigerant outlet section 302 enters the compressor 321.

[0086] Accordingly, the refrigerant can exchange heat with the coolant in the refrigerant layer 300 and cool the secondary battery 30. <Zweites Beispiel für die Konfiguration eines Wärmehandhabungssystems>

[0087] Fig. 17 is a diagram showing a second example of the configuration of the thermal handling system according to the first embodiment.

[0088] The refrigerant circuit 310 of the heat handling system according to the second configuration example further comprises a refrigerant branch path 312 and a third on-off valve 333 in the Fig. 6. The third on-off valve may be a solenoid valve. Furthermore, the refrigerant circuit 310 according to the second configuration example replaces the TXV 340 in the Fig. 6 by an EXV. The EXV used is referred to below as the second EXV 342. The second EXV 342 may be an electronic expansion valve.

[0089] The refrigerant branch path 312 connects a position between the in-vehicle condenser 322 and the first on-off valve 331, and a position between the off-vehicle heat exchanger 323 and the second EXV 342 (or the first EXV 341). The third on-off valve 333 is arranged in the refrigerant branch path 312. The third on-off valve 333 may be a solenoid valve.

[0090] The coolant circuit 210 of the thermal handling system according to the second configuration example is the same as that in Fig. 6 shown coolant circuit 210.

[0091] Next, an operation of the heat handling system according to the Fig. 17 described the second configuration example.

[0092] Fig. 18 is a diagram showing a first operation pattern of the heat handling system when the heating in the vehicle interior is performed according to the second configuration example.

[0093] In the coolant circuit 210, the first pump 221 is switched on, the heater 240 is switched off, and the three-way valve is switched off. In this case, the coolant circulates as indicated by the thick arrows on the Fig. 18, in this order by the first pump 221, the coolant inlet section 203, the coolant layer 200, the coolant outlet section 204, the heater 240, and the first coolant branch path 211.

[0094] In the refrigerant circuit 310, the compressor 321 is switched on, the fan of the on-board condenser 322 is switched on, the first on-off valve 331 is closed, the opening valve 330 is closed, the third on-off valve 333 is opened, the fan of the off-board heat exchanger 323 is switched off, the first EXV 341 is closed, the second EXV 342 is opened, and the second on-off valve 332 is closed. In this case, the refrigerant moves as indicated by the thick arrows on the Fig. 18 shown refrigerant circuit 310, as follows through the refrigerant circuit 310.

[0095] The high-temperature and high-pressure refrigerant discharged from the turned-on compressor 321 enters the in-vehicle condenser 322. The refrigerant that has entered the in-vehicle condenser 322 exchanges heat with the air in the vehicle interior (for example, it heats the air in the vehicle interior) in the in-vehicle condenser 322 where the blower is turned on, and exits the in-vehicle condenser 322. The refrigerant that has discharged from the in-vehicle condenser 322 does not pass through the closed first on-off valve 331 and the closed opening valve 330, but passes through the open third on-off valve 333 and exits from the refrigerant branch path 312.The refrigerant exiting the refrigerant branch path 312 does not pass through the closed first EXV 341 and the closed second on-off valve 332, but passes through the open second EXV 342 and the refrigerant inlet section 301 and enters the refrigerant layer 300. The refrigerant entering the refrigerant layer 300 exchanges heat with the secondary battery 30 and the coolant of the coolant layer 200 (for example, it is heated by the waste heat of the secondary battery 30) and exits the refrigerant outlet section 302. The refrigerant exiting the refrigerant outlet section 302 enters the compressor 321.

[0096] Accordingly, the refrigerant can heat the air in the vehicle interior in the in-vehicle condenser 322 by utilizing the heat obtained from the waste heat of the secondary battery 30 in the refrigerant layer 300.

[0097] Fig. 19 is a diagram showing a second operation pattern of the heat handling system when heating is performed in the vehicle interior according to the second configuration example.

[0098] In the coolant circuit 210, the first pump 221 is switched on, the heater 240 is switched on, and the three-way valve is switched off. In this case, the coolant circulates as indicated by thick arrows on the Fig. 19, in this order by the first pump 221, the coolant inlet section 203, the coolant layer 200, the coolant outlet section 204, the heater 240 which is turned on, and the first coolant branch path 211. The coolant is heated by the heater 240 which is turned on.

[0099] The refrigerant circuit 310 performs the same operation as in Fig. 18 through.

[0100] Accordingly, the refrigerant can heat the air in the vehicle interior in the in-vehicle condenser 322 by utilizing the heat obtained by the coolant in the refrigerant layer 300 heated by the heater 240.

[0101] Fig. 20 is a diagram showing a third operation pattern of the heat handling system when heating the vehicle interior according to the second configuration example.

[0102] In the coolant circuit 210, the first pump 221 is switched on, the heater 240 is switched off, the fan of the radiator 242 is switched off, the second pump 222 is switched on and the first three-way valve 231 is switched on. In this case, the coolant circulates as indicated by thick arrows on the Fig. 20, in this order by the first pump 221, the coolant inlet section 203, the coolant layer 200, the coolant outlet section 204, the heater 240, the heat generating section 250, the radiator 242, the second pump 222, and the first three-way valve 231. The coolant is heated by exchanging with the heat generating section 250.

[0103] The refrigerant circuit 310 performs the same operation as in Fig. 18 through.

[0104] Accordingly, the refrigerant can heat the air in the vehicle interior in the in-vehicle condenser 322 by utilizing the heat obtained from the waste heat of the secondary battery 30 in the refrigerant layer 300 and the heat obtained from the coolant heated by the heater 240 in the refrigerant layer 300.

[0105] Fig. 21 is a diagram showing a fourth operation pattern of the heat handling system when heating the vehicle interior according to the second configuration example.

[0106] The coolant circuit 210 performs the same operation as in Fig. 18 through.

[0107] In the refrigerant circuit 310, the compressor 321 is switched on, the fan of the on-board condenser 322 is switched on, the first on-off valve 331 is opened, the opening valve 330 is closed, the third on-off valve 333 is closed, the fan of the off-board heat exchanger 323 is switched on, the first EXV 341 is closed, the second EXV 342 is opened, and the second on-off valve 332 is closed. In this case, the refrigerant moves as indicated by the thick arrows on the Fig. 21 shown refrigerant circuit 310, as follows through the refrigerant circuit 310.

[0108] The high-temperature and high-pressure refrigerant discharged from the activated compressor 321 enters the in-vehicle condenser 322. The refrigerant that has entered the in-vehicle condenser 322 exchanges heat with the air in the vehicle interior (for example, it heats the air in the vehicle interior) in the in-vehicle condenser 322 where the fan is activated and exits the in-vehicle condenser 322. The refrigerant that has exited the in-vehicle condenser 322 does not pass through the closed opening valve 330 and the closed third on-off valve 333, but passes through the open first on-off valve 331 and enters the vehicle's external heat exchanger 323.The refrigerant that has entered the off-vehicle heat exchanger 323 exchanges heat with the air outside the vehicle (for example, by absorbing heat from the air outside the vehicle) in the off-vehicle heat exchanger 323 in which the fan is turned on and exits the off-vehicle heat exchanger 323. The refrigerant that has exited the off-vehicle heat exchanger 323 does not pass through the closed first EXV 341 and the closed second on-off valve 332, but passes through the open second EXV 342 and the refrigerant inlet section 301 and enters the refrigerant layer 300. The refrigerant that has entered the refrigerant layer 300 exchanges heat with the secondary battery 30 and the coolant (for example, it is heated by the waste heat of the secondary battery 30) and exits the refrigerant outlet section 302.The refrigerant discharged from the refrigerant outlet section 302 enters the compressor 321.

[0109] Since the refrigerant in the vehicle-external heat exchanger 323 can dissipate heat to the outside of the vehicle, the secondary battery 30 in the refrigerant layer 300 can be cooled accordingly.

[0110] Fig. 22 is a diagram showing an operation pattern of the heat handling system when cooling is performed in the vehicle interior according to the second configuration example.

[0111] In the refrigerant circuit 310, the compressor 321 is switched on, the fan of the on-board condenser 322 is switched off, the first on-off valve 331 is opened, the opening valve 330 is closed, the third on-off valve 333 is closed, the fan of the off-board heat exchanger 323 is switched on, the first EXV 341 is opened, the second EXV 342 is closed, and the second on-off valve 332 is closed. In this case, the refrigerant moves as indicated by the thick arrows on the Fig. 22 shown refrigerant circuit 310, as follows through the refrigerant circuit 310.

[0112] The high-temperature and high-pressure refrigerant discharged from the activated compressor 321 enters the in-vehicle condenser 322. The refrigerant that has entered the in-vehicle condenser 322 undergoes little exchange with the air in the vehicle interior in the in-vehicle condenser 322 where the blower is turned off and exits the in-vehicle condenser 322. The refrigerant discharged from the in-vehicle condenser 322 does not pass through the closed opening valve 330 and the closed third on-off valve 333, but passes through the open first on-off valve 331 and enters the off-vehicle heat exchanger 323.The refrigerant that has entered the off-vehicle heat exchanger 323 exchanges heat with the air outside the vehicle in the off-vehicle heat exchanger 323, where the fan is turned on (for example, by releasing heat to the air outside the vehicle), and exits the off-vehicle heat exchanger 323. The refrigerant that has entered the off-vehicle heat exchanger 323 does not pass through the closed second EXV 342 and the closed second on-off valve 332, but passes through the open first EXV 341 and enters the evaporator 324. The refrigerant that has entered the evaporator 324 exchanges heat with the air inside the vehicle in the evaporator 324, where the fan is turned on (for example, it cools the air inside the vehicle), and exits the evaporator 324. The refrigerant that has escaped from the evaporator 324 enters the compressor 321.

[0113] Accordingly, the refrigerant in the evaporator 324 can cool the air in the vehicle interior without being affected by the waste heat of the secondary battery 30.

[0114] Fig. 23 is a diagram showing a first operation pattern of the heat management system when the secondary battery 30 is heated according to the second configuration example.

[0115] In the coolant circuit 210, the first pump 221 is switched on, the heater 240 is switched off, the fan of the radiator 242 is switched off, the second pump 222 is switched on and the first three-way valve 231 is switched on. In this case, the coolant circulates as indicated by thick arrows on the Fig. 23, in this order by the first pump 221, the coolant inlet section 203, the coolant layer 200, the coolant outlet section 204, the heater 240, the heat generating section 250, the radiator 242, the second pump 222, and the first three-way valve 231. The coolant is heated by exchanging with the heat generating section 250.

[0116] In the refrigerant circuit 310, the compressor 321 is switched off.

[0117] Accordingly, the coolant can heat the secondary battery 30 in the coolant layer 200 by utilizing the heat obtained from the heat generating portion 250.

[0118] Fig. 24 is a diagram showing a second operation pattern of the heat handling system when the secondary battery 30 is heated according to the second configuration example.

[0119] In the coolant circuit 210, the first pump 221 is switched on, the heater 240 is switched on, and the first three-way valve 231 is switched off. In this case, the coolant circulates as indicated by thick arrows on the Fig. 24, in this order by the first pump 221, the coolant inlet section 203, the coolant layer 200, the coolant outlet section 204, the heater 240, and the first coolant branch path 211. The coolant is heated by turning on the heater 240.

[0120] In the refrigerant circuit 310, the compressor 321 is switched off.

[0121] Accordingly, the coolant can heat the secondary battery 30 in the coolant layer 200 by utilizing the heat generated by turning on the heater 240.

[0122] Fig. 25 is a diagram showing an operation pattern of the heat management system when the secondary battery 30 is cooled according to the second configuration example.

[0123] In the coolant circuit 210, the first pump 221 is switched on, the heater 240 is switched off, and the first three-way valve 231 is switched off. In this case, the coolant circulates as indicated by the thick arrows on the Fig. 25, in this order by the first pump 221, the coolant inlet section 203, the coolant layer 200, the coolant outlet section 204, the heater 240, and the first coolant branch path 211.

[0124] In the refrigerant circuit 310, the compressor 321 is switched on, the fan of the on-board condenser 322 is switched off, the first on-off valve 331 is opened, the opening valve 330 is closed, the third on-off valve 333 is closed, the fan of the off-board heat exchanger 323 is switched on, the first EXV 341 is closed, the second EXV 342 is opened, and the second on-off valve 332 is closed. In this case, the refrigerant moves as indicated by the thick arrows on the Fig. 25 shown refrigerant circuit 310, as follows through the refrigerant circuit 310.

[0125] The high-temperature and high-pressure refrigerant discharged from the activated compressor 321 enters the in-vehicle condenser 322. The refrigerant that has entered the in-vehicle condenser 322 undergoes little exchange with the air in the vehicle interior in the in-vehicle condenser 322 where the blower is turned off and exits the in-vehicle condenser 322. The refrigerant discharged from the in-vehicle condenser 322 does not pass through the closed opening valve 330 and the closed third on-off valve 333, but passes through the open first on-off valve 331 and enters the off-vehicle heat exchanger 323.The refrigerant that has entered the off-vehicle heat exchanger 323 exchanges heat with the air outside the vehicle (for example, by releasing heat to the air outside the vehicle) in the off-vehicle heat exchanger 323 in which the fan is turned on and exits the off-vehicle heat exchanger 323. The refrigerant that has exited the off-vehicle heat exchanger 323 does not pass through the closed first EXV 341 and the closed second on-off valve 332, but passes through the open second EXV 342 and the refrigerant inlet section 301 and enters the refrigerant layer 300. The refrigerant that has entered the refrigerant layer 300 exchanges heat with the secondary battery 30 and the coolant and exits from the refrigerant outlet section 302. The refrigerant discharged from the refrigerant outlet section 302 enters the compressor 321.

[0126] Accordingly, the refrigerant can exchange heat with the coolant in the refrigerant layer 300 and cool the secondary battery 30. <Drittes Beispiel für die Konfiguration eines Wärmehandhabungssystems>

[0127] Fig. 26 is a diagram showing a third example of the configuration of the thermal handling system according to the first embodiment.

[0128] The coolant circuit 210 of the thermal management system according to the third configuration example further comprises a third coolant branch path 213 and a second three-way valve 232 in the Fig. 17 shown coolant circuit 210.

[0129] The second three-way valve 232 is arranged between the second pump 222 and the radiator 242. The third coolant branch path 213 connects the second three-way valve 232 to a position between the heat generating section 250 and the radiator 242. When the second three-way valve 232 is turned on, a path to the third coolant branch path 213 is opened, and a path from the radiator 242 to the second pump 222 is closed. When the second three-way valve 232 is turned off, a path from the radiator 242 to the second pump 222 is opened, and a path to the third coolant branch path 213 is closed.

[0130] The refrigerant circuit 310 of the heat handling system according to the third configuration example is the same as that in Fig. 17 designed refrigerant circuit 310.

[0131] Next, an operation of the heat handling system according to the Fig. 26 described the third configuration example.

[0132] Fig. 27 is a diagram showing a first operation pattern of the heat handling system when heating is performed in the vehicle interior according to the third configuration example.

[0133] In the coolant circuit 210, the first pump 221 is switched on, the heater 240 is switched off, and the three-way valve is switched off. In this case, the coolant circulates as indicated by the thick arrows on the Fig. 27, in this order by the first pump 221, the coolant inlet section 203, the coolant layer 200, the coolant outlet section 204, the heater 240, and the first coolant branch path 211.

[0134] The refrigerant circuit 310 performs the same operation as in Fig. 18 through.

[0135] Accordingly, the refrigerant can be used in a similar way to Fig. 18, heat the air in the vehicle interior in the in-vehicle condenser 322 by utilizing the heat obtained from the waste heat of the secondary battery 30 in the refrigerant layer 300.

[0136] Fig. 28 is a diagram showing a second operation pattern of the heat handling system when the vehicle interior heater is configured according to the third configuration example.

[0137] In the coolant circuit 210, the first pump 221 is switched on, the heater 240 is switched on, and the three-way valve is switched off. In this case, as indicated by the thick arrows on the Fig. 28, the coolant circulates in this order through the first pump 221, the coolant inlet section 203, the coolant layer 200, the coolant outlet section 204, the heater 240 which is turned on, and the first coolant branch path 211. The coolant is heated by the heater 240 which is turned on.

[0138] The refrigerant circuit 310 performs the same operation as in Fig. 18 through.

[0139] Accordingly, the refrigerant can be used similarly to Fig. 19 heat the air in the vehicle interior in the in-vehicle condenser 322 by utilizing the heat obtained by the coolant in the refrigerant layer 300 heated by the heater 240.

[0140] Fig. 29 is a diagram showing a third operation pattern of the heat handling system when heating the vehicle interior according to the third configuration example.

[0141] In the coolant circuit 210, the first pump 221 is switched on, the heater 240 is switched off, the first three-way valve 231 is switched on, the second three-way valve 232 is switched on, and the second pump 222 is switched on. In this case, the coolant circulates, as indicated by thick arrows on the Fig. 29, in this order by the first pump 221, the coolant inlet section 203, the coolant layer 200, the coolant outlet section 204, the heater 240, the heat generating section 250, the third coolant branch path 213, the second three-way valve 232, the second pump 222, and the first three-way valve 231. The coolant is heated by the exchange with the heat generating section 250.

[0142] The refrigerant circuit 310 performs the same operation as in Fig. 18 through.

[0143] Accordingly, the refrigerant can heat the air in the vehicle interior in the in-vehicle condenser 322 by utilizing the heat obtained from the waste heat of the secondary battery 30 in the refrigerant layer 300 and the heat obtained from the coolant heated by the heat generating section 250 in the refrigerant layer 300.

[0144] Fig. 30 is a diagram showing a fourth operation pattern of the heat handling system when heating the vehicle interior according to the third configuration example.

[0145] The coolant circuit 210 performs the same operation as in Fig. 27 through.

[0146] The refrigerant circuit 310 performs the same operation as in Fig. 21 through.

[0147] Since the refrigerant in the vehicle-external heat exchanger 323 can dissipate heat to the outside of the vehicle, the secondary battery 30 can Fig. 21 in the refrigerant layer 300 can be sufficiently cooled.

[0148] Fig. 31 is a diagram showing an operation pattern of the heat handling system when cooling is performed in the vehicle interior according to the third configuration example.

[0149] The refrigerant circuit 310 performs the same operation as in Fig. 22 through.

[0150] After Fig. 22, the air in the vehicle interior can be cooled in the evaporator 324 without the waste heat of the secondary battery 30 being taken into account.

[0151] Fig. 32 is a diagram showing a first operation pattern of the heat management system when the secondary battery 30 is heated according to the third configuration example.

[0152] In the coolant circuit 210, the first pump 221 is switched on, the heater 240 is switched off, the first three-way valve 231 is switched on, the second three-way valve 232 is switched on, and the second pump 222 is switched on. In this case, the coolant circulates, as indicated by thick arrows on the Fig. 32, in this order by the first pump 221, the coolant inlet section 203, the coolant layer 200, the coolant outlet section 204, the heater 240, the heat generating section 250, the third coolant branch path 213, the second three-way valve 232, the second pump 222, and the first three-way valve 231. The coolant is heated by exchanging with the heat generating section 250.

[0153] In the refrigerant circuit 310, the compressor 321 is switched off.

[0154] Accordingly, the coolant can be used similarly to Fig. 23 heat the secondary battery 30 in the coolant layer 200 by utilizing the heat obtained from the heat generating section 250.

[0155] Fig. 33 is a diagram showing a second operation pattern of the heat management system when the secondary battery 30 is heated according to the third configuration example.

[0156] In the coolant circuit 210, the first pump 221 is switched on, the heater 240 is switched on, and the first three-way valve 231 is switched off. In this case, the coolant circulates as indicated by thick arrows on the Fig. 33, in this order by the first pump 221, the coolant inlet section 203, the coolant layer 200, the coolant outlet section 204, the heater 240, and the first coolant branch path 211. The coolant is heated by turning on the heater 240.

[0157] In the refrigerant circuit 310, the compressor 321 is switched off.

[0158] After Fig. 24, the coolant can heat the secondary battery 30 in the coolant layer 200 by utilizing the heat generated by turning on the heater 240.

[0159] Fig. 34 is a diagram showing an operation pattern of the heat management system when the secondary battery 30 is cooled according to the third configuration example.

[0160] The coolant circuit 210 performs the same operation as in Fig. 25 through.

[0161] The refrigerant circuit 310 performs the same operation as in Fig. 25 through.

[0162] After Fig. 25, the refrigerant can exchange heat with the coolant in the refrigerant layer 300 and cool the secondary battery 30. <systemkonfiguration>

[0163] Fig. 35 is a diagram showing an example of a configuration including the motor controller 500 and the like in the thermal management system according to the second configuration example. The thermal management systems according to the first configuration example and the third configuration example may also have a configuration including the motor controller 500 and the like similar to FIG. Fig. 35.

[0164] The thermal management system may include the motor controller 500, which performs the processing to achieve the operation pattern described above. The motor controller 500 may also be referred to by other terms such as processor, control unit, CPU, controller, or computing unit.

[0165] As in Fig. 35, the engine control unit 500 can, for example, control the switching on and off (controlling the number of revolutions) of the compressor 321, the opening and closing of the first on-off valve 331, the opening and closing of the second on-off valve 332, the opening and closing of the third on-off valve 333, and the switching on and off of the fan of the vehicle-external heat exchanger 323 via signal lines arranged in Fig. 35 are indicated by dashed lines. The engine controller 500 can control, via signal lines, the turning on and off of the first pump 221, the turning on and off of the second pump 222, the turning on and off of the heater 240, the turning on and off of the first three-way valve 231, and the turning on and off of the fan of the radiator 242. The engine controller 500 can receive a signal indicative of a temperature of the secondary battery 30 from a battery temperature sensor 510 that measures the temperature of the secondary battery 30 via a signal line. The engine controller 500 can receive a signal indicative of a temperature of the coolant via a signal line from a first coolant temperature sensor 511 that measures a temperature of the coolant before the coolant enters the radiator 242 (or the coolant after the coolant passes through the heat generating section 250). <flussdiagramm>

[0166] Fig. Fig. 36 is a flowchart showing an example of a process performed by the engine controller 500 of the heat management system according to the first embodiment. The engine controller 500 can perform the operations described above by executing the Fig. 36 process shown.

[0167] The engine controller 500 determines whether to use the heat of the coolant when heating the vehicle interior (S101).

[0168] When the heat of the coolant is not used to heat the vehicle interior (S101: NO), the engine controller 500 repeats the processing of step S101.

[0169] When the heat of the coolant is used to heat the vehicle interior (S101: YES), the engine controller 500 causes the processing to proceed to the next step S102.

[0170] The engine control unit 500 closes the first on-off valve 331, closes the second on-off valve 332, opens the third on-off valve 333, closes the first EXV 341, switches on the first pump 221, and switches on the compressor 321 (S102). This corresponds to the Fig. 9, Fig. 18 and Fig. 27 illustrated surgical patterns.

[0171] The engine controller 500 detects a battery temperature Tbat of the secondary battery 30 from the battery temperature sensor 510 and determines whether "the battery temperature Tbat < a battery lower limit Tmin" (S103). The battery lower limit temperature Tmin is a predetermined value, for example, 5 degrees.

[0172] Next, a case is described where "the battery temperature Tbat < the lower limit temperature Tmin" is satisfied (S103: YES).

[0173] The engine controller 500 turns on the second pump 222 and detects a coolant temperature Twat1 of the coolant before the coolant enters the radiator 242 from the first coolant temperature sensor 511 (S104).

[0174] The engine controller 500 determines whether "the coolant temperature Twat1 > the battery temperature Tbat" is satisfied (S105).

[0175] If "the coolant temperature Twat1 > the battery temperature Tbat" is satisfied (S105: YES), the engine control unit 500 switches on the first three-way valve 231 and switches off the fan of the radiator 242 (S106). This corresponds to the Fig. 11, Fig. 20 and Fig. 29. Further, the engine controller 500 causes the processing to return to step S101.

[0176] If "the coolant temperature Twat1 ≤ the battery temperature Tbat" is satisfied (S105: NO), the engine control unit 500 switches on the heater 240 (S107). This corresponds to the Fig. 10, Fig. 19 and Fig. 28. Further, the engine controller 500 causes the processing to return to step S101.

[0177] Next, a case where "the battery temperature Tbat ≥ the lower limit temperature Tmin" is satisfied in step S103 (S103: NO) will be described.

[0178] The engine controller 500 determines whether "the battery temperature Tbat < an upper limit temperature Tmax" is satisfied (S110). The battery upper limit temperature Tmax is a predetermined value, for example, 40 degrees.

[0179] When "the battery temperature Tbat < the battery upper limit temperature Tmax" is satisfied (S110: YES), the engine controller 500 causes the return to step S101.

[0180] When "the battery temperature Tbat ≥ the battery upper limit temperature Tmax" is satisfied (S110: NO), the engine controller 500 determines whether "a compressor speed Vc ≥ a compressor upper limit speed Vmax" is satisfied (S111). The compressor upper limit speed Vmax is a predetermined value, for example, 8300 rpm.

[0181] If "the compressor speed Vc ≥ the compressor upper limit speed Vmax" is satisfied (S111: YES), the engine controller 500 opens the first on-off valve 331, closes the third on-off valve 333, and switches on the fan of the vehicle-external heat exchanger 323 (S112). This corresponds to the Fig. 12, Fig. 21 and Fig. 30. Further, the engine controller 500 causes the processing to return to step S101.

[0182] When "the compressor speed Vc < the upper limit speed of the compressor Vmax" is satisfied (S111: NO), the engine controller 500 sets the compressor speed Vc to "Vc + a compressor speed increase Vx" (S113). The compressor speed increase Vx is a predetermined value, for example, 100 rpm. That is, the engine controller 500 increases the speed of the compressor. Further, the engine controller 500 causes the processing to return to step S101.

[0183] According to the above method, the engine controller 500 may switch the operation patterns of the refrigerant circuit 310 and the coolant circuit 210 depending on the temperature of the secondary battery 30 to adjust the temperature of the secondary battery 30 accordingly and heat the vehicle interior using the refrigerant shared with the refrigerant layer 300 by the coolant exchange and / or the heat pump heating. (Summary of the first embodiment)

[0184] The following techniques are disclosed by the above description of the first embodiment. <Ausführung A1>

[0185] A vehicle with: a vehicle body; a vehicle interior arranged within the vehicle body; a first wheel and a second wheel coupled to the vehicle body; a secondary battery arranged along a predetermined plane in the vehicle body; a heat exchange plate arranged along the predetermined plane in the vehicle body an electric motor configured to drive at least the first wheel using electrical energy supplied from the secondary battery; and a refrigerant circuit comprising at least one compressor and an in-vehicle condenser capable of exchanging heat with air in the vehicle interior, and in which a refrigerant is movable between the compressor and the in-vehicle condenser, in which the heat exchange plate includes: a refrigerant inlet section that allows the refrigerant discharged from the on-vehicle condenser of the refrigerant cycle to enter the heat exchange plate, and a refrigerant outlet section that allows the refrigerant to enter the compressor from the heat exchange plate; and a first coolant inlet and outlet section that allows a coolant to be input into and output from the heat exchange plate, and a second coolant inlet and outlet section that allows the coolant to be input into and output from the heat exchange plate, in the heat exchange plate, it is set that the refrigerant that has entered from the refrigerant inlet section exits from the refrigerant outlet section, the coolant that has entered from the first coolant inlet and outlet section exits from the second coolant inlet and outlet section, and the coolant that has entered from the second coolant inlet and outlet section exits from the first coolant inlet and outlet section, the refrigerant is able to exchange heat with the coolant in the heat exchange plate, and the heat exchange plate is able to exchange heat with the secondary battery, the coolant that has exited the first coolant inlet and outlet section of the heat exchange plate can enter the second coolant inlet and outlet section, and the refrigerant circulates at least through the compressor, the on-board condenser, the heat exchange plate and the compressor, so that the heat generated by the secondary battery is used to heat the air in the vehicle interior. <Ausführung A2>

[0186] The vehicle according to version 1, in which the refrigerant circuit further comprises an external heat exchanger between the internal condenser and the refrigerant inlet section of the heat exchange plate, the refrigerant is movable between the compressor, the on-board condenser, the off-board heat exchanger and the refrigerant inlet section, and the refrigerant circulates at least through the compressor, the on-board condenser, the off-board heat exchanger, the heat exchange plate and the compressor, so that heat outside the vehicle and the heat generated by the secondary battery are used to heat the air in the vehicle interior. <Ausführung A3>

[0187] The vehicle according to one of the versions A1 or A2, furthermore with: a coolant circuit in which the coolant that has exited the first coolant inlet and outlet section of the heat exchange plate returns to the second coolant inlet and outlet section, in which the coolant circuit has at least one pump and one heater which heats the coolant using electrical energy, the coolant circulates through the heat exchange plate and the heater in the coolant circuit, and the refrigerant circulates at least through the compressor, the on-vehicle condenser, the heat exchange plate and the compressor, so that the heat generated by the secondary battery and the heat generated by the heater are used to heat the air in the vehicle interior. <Ausführung A4>

[0188] The vehicle according to one of the versions A1 or A2, furthermore with: a coolant circuit in which the coolant that has exited the first coolant inlet and outlet section of the heat exchange plate returns to the second coolant inlet and outlet section, in which the coolant circuit comprises at least one pump and an electric motor heat exchanger which heats the coolant using heat generated by the electric motor, and the coolant circulates through the heat exchange plate and the heat exchanger of the electric motor in the coolant circuit, the refrigerant circulates at least through the compressor, the in-vehicle condenser, the heat exchange plate and the compressor, so that the heat generated by the secondary battery and the heat generated by the electric motor are used to heat the air in the vehicle interior. <Ausführung A5>

[0189] The vehicle according to one of the versions A3 or A4, in which the coolant circuit an inverter heat exchanger that exchanges heat with an inverter that converts direct current from the secondary battery into alternating current that drives the electric motor; a rectifier heat exchanger that exchanges heat with a rectifier that converts alternating current generated by regeneration of the electric motor into direct current used to charge the secondary battery; a charger heat exchanger that exchanges heat with a charger that charges the secondary battery using external electrical energy; and / or an engine control heat exchanger that exchanges heat with an engine control that performs information processing with respect to the vehicle. <Ausführung A6>

[0190] A heat handling system mountable on a vehicle, the vehicle comprising: a vehicle body; a vehicle interior arranged within the vehicle body; a first wheel and a second wheel coupled to the vehicle body; a secondary battery arranged along a predetermined plane in the vehicle body; and an electric motor that drives at least the first wheel using electrical energy supplied by the secondary battery, The heat handling system includes: a heat exchange plate arranged along the predetermined plane in the vehicle body; and a refrigerant circuit comprising at least one compressor and an in-vehicle condenser capable of exchanging heat with air in the vehicle interior, and in which a refrigerant is movable between the compressor and the in-vehicle condenser, in which the heat exchange plate includes: a refrigerant inlet portion that allows the refrigerant discharged from the in-vehicle condenser of the refrigerant cycle to enter the heat exchange plate, and a refrigerant outlet portion that allows the refrigerant to enter the compressor from the heat exchange plate; a first coolant inlet and outlet section that allows a coolant to be input into and output from the heat exchange plate, and a second coolant inlet and outlet section that allows the coolant to be input into and output from the heat exchange plate, and a heat exchange plate adapted to be arranged along the predetermined plane in the body, is set so that the refrigerant that has entered from the cooling inlet section exits from the refrigerant outlet section, the coolant that has entered from the first coolant inlet and outlet section exits from the second coolant inlet and outlet section, and the coolant that has entered from the second coolant inlet and outlet section exits from the first coolant inlet and outlet section, the refrigerant is able to exchange heat with the coolant in the heat exchange plate, and the heat exchange plate is able to exchange heat with the secondary battery, the coolant that has exited the first coolant inlet and outlet section of the heat exchange plate can enter the second coolant inlet and outlet section, and the refrigerant circulates at least through the compressor, the on-board condenser, the heat exchange plate and the compressor, so that the heat generated by the secondary battery is used to heat the air in the vehicle interior. <Ausführung A7>

[0191] The heat handling system according to version A6, in which the refrigerant circuit further comprises an external heat exchanger between the internal condenser and the refrigerant inlet section of the heat exchange plate, the refrigerant is movable between the compressor, the on-board condenser, the off-board heat exchanger and the refrigerant inlet section, and the refrigerant circulates at least through the compressor, the on-board condenser, the off-board heat exchanger, the heat exchange plate and the compressor, so that heat outside the vehicle and the heat generated by the secondary battery are used to heat the air in the vehicle interior. <Ausführung A8>

[0192] The heat handling system according to one of the versions A6 or A7, with: a coolant circuit in which the coolant that has exited the first coolant inlet and outlet section of the heat exchange plate returns to the second coolant inlet and outlet section, in which the coolant circuit has at least one pump and one heater which heats the coolant using electrical energy, the coolant circulates through the heat exchange plate and the heater in the coolant circuit, and the refrigerant circulates at least through the compressor, the on-vehicle condenser, the heat exchange plate and the compressor, and the heat generated by the secondary battery and the heat generated by the heater are used to heat the air in the vehicle interior. <Ausführung A9>

[0193] The heat handling system according to one of the versions A6 or A7, further comprising: a coolant circuit in which the coolant that has exited the first coolant inlet and outlet section of the heat exchange plate returns to the second coolant inlet and outlet section, in which the coolant circuit has at least one pump and an electric motor heat exchanger which heats the coolant using heat generated by the electric motor, the coolant circulates through the heat exchange plate and the heat exchanger of the electric motor in the coolant circuit, and the refrigerant circulates at least through the compressor, the on-vehicle condenser, the heat exchange plate and the compressor, so that the heat generated by the secondary battery and the heat generated by the electric motor are used to heat the air in the vehicle interior. <Ausführung A10>

[0194] The heat handling system according to one of the versions A8 or A9, in which the coolant circuit an inverter heat exchanger that exchanges heat with an inverter that converts direct current from the secondary battery into alternating current that drives the electric motor; a rectifier heat exchanger that exchanges heat with a rectifier that converts alternating current generated by regeneration of the electric motor into direct current used to charge the secondary battery; a charger heat exchanger that exchanges heat with a charger that charges the secondary battery using external electrical energy; and / or an engine control heat exchanger that exchanges heat with an engine control that performs information processing with respect to the vehicle. (Second embodiment)

[0195] In a second embodiment, a vehicle, a heat management system, and a vehicle control method that can share refrigerant between the hybrid-type heat exchange plate 100 and a vehicle interior air conditioner are described. Specifically, in the hybrid-type heat exchange plate 100, when the secondary battery 30 is heated using a coolant, the heat of the coolant is prevented from being dissipated by the coolant, and a technology for efficiently heating the secondary battery 30 is described. In the second embodiment, the same reference numerals are used for the constituent elements described in the first embodiment, and their descriptions may be omitted. <systemkonfiguration>

[0196] Fig. 37 is a diagram showing an example of the configuration of the heat handling system according to the second embodiment.

[0197] The thermal management system according to the second embodiment includes the refrigerant circuit 310, the coolant circuit 210, the heat exchange plate 100, and the engine controller 500.

[0198] The refrigerant circuit 310 includes the compressor 321, a condenser 325, the evaporator 324, and the refrigerant inlet section 301 and the refrigerant outlet section 302 of the refrigerant layer 300 in the heat exchange plate 100.

[0199] The refrigerant circuit 310 further includes the first EXV 341, which is arranged between the condenser 325 and the evaporator 324 and regulates a flow rate of the refrigerant entering (or exiting) the evaporator 324. In the present embodiment, reducing the flow rate of the refrigerant entering (or exiting) the evaporator 324 to 0 or substantially 0 may be referred to as closing the first EXV 341.

[0200] The refrigerant circuit 310 further includes the second EXV 342, which regulates the flow rate of refrigerant entering the refrigerant inlet section 301 (or exiting the refrigerant outlet section 302). In the present embodiment, reducing the flow rate of refrigerant entering the refrigerant inlet section 301 (or exiting the refrigerant outlet section 302) to 0 or substantially 0 may be referred to as closing the second EXV 342.

[0201] The coolant circuit 210 includes the first pump 221, the coolant inlet section 203 and the coolant outlet section 204 of the coolant layer 200 in the heat exchange plate 100, the heater 240, the heat generating section 250, the radiator 242, the second pump 222, and the first three-way valve 231. The heat generating section 250 is a device provided in the vehicle 1 that performs heat exchange with a heat generating device during operation.The heat generation section 250 may include, for example, at least one of the following sections: the electric motor heat exchanger 251 that operates an electric motor and a heat exchanger, the charger heat exchanger 252 that operates a charger and the heat exchanger, the inverter heat exchanger 253 that exchanges heat with an inverter, the rectifier heat exchanger 254 that exchanges heat with an inverter, and the motor controller heat exchanger 255 that exchanges heat with the motor controller 500.

[0202] The coolant circuit 210 further includes the first branched coolant branch path 211 connecting a position between the first three-way valve 231 and the first pump 221 and a position between the heater 240 and the heat generating portion 250.

[0203] The coolant circuit 210 further includes the second coolant branch path 212 connecting the first three-way valve 231 to a position between the heater 240 and the heat generating portion 250 that is closer to the heat generating portion 250 than the first coolant branch path 211.

[0204] When the first three-way valve 231 is turned on, a path from the second pump 222 to the first pump 221 is opened, and a path to the second coolant branch path 212 is closed. When the first three-way valve 231 is turned off, the path to the second coolant branch path 212 is opened, and the path from the second pump 222 to the first pump 221 is closed.

[0205] As in Fig. 37, the engine control unit 500 can control the switching on and off (control of the number of revolutions) of the compressor 321 as well as the switching on and off of the second EXV 342 via signal lines located in Fig. 37 are indicated by dashed lines. The engine controller 500 can control, via signal lines, the turning on and off of the first pump 221, the turning on and off of the second pump 222, the turning on and off of the heater 240, the turning on and off of the first three-way valve 231, and the turning on and off of the fan of the radiator 242. The engine controller 500 can receive an indicated signal from the battery temperature sensor 510, which measures a temperature of the secondary battery 30, via a signal line. The engine controller 500 can receive a signal indicating a temperature of the coolant from the first coolant temperature sensor 511, which measures a temperature of the coolant before the coolant enters the radiator 242 (or the coolant after the coolant passes through the heat generating section 250).The engine controller 500 may receive a signal indicative of the coolant temperature via a signal line from a second coolant temperature sensor 512, which measures the temperature of the coolant before the coolant enters the coolant inlet section 203. The engine controller 500 may receive a signal indicative of an outside air temperature via a signal line from an outside air temperature sensor 513, which measures a temperature of the air outside the vehicle.

[0206] When cooling the vehicle interior, the refrigerant circuit 310 turns on the compressor 321, opens the first EXV 341, and turns on a fan of the evaporator 324. At this time, by controlling the opening and closing of the second EXV 342 to adjust a flow rate of the refrigerant introduced into the refrigerant layer 300 (or the refrigerant discharged from the refrigerant layer 300), the refrigerant can be shared for cooling the secondary battery 30.

[0207] On the other hand, when the secondary battery 30 is heated, the coolant circuit 210 may, for example, turn on the first pump 221, turn on the heater 240, and turn off the first three-way valve 231. In this case, the coolant circulates in this order through the first pump 221, the coolant inlet section 203 at the coolant inlet, the coolant layer 200, the coolant outlet section 204, the heater 240, and the first coolant branch path 211. The coolant can heat the secondary battery 30 in the coolant layer 200 by utilizing the heat generated by the turned-on heater 240. Alternatively, when the secondary battery 30 is heated, the coolant circuit 210 may, for example, turn on the first pump 221, turn off the heater 240, and turn on the first three-way valve 231.In this case, the coolant circulates in this order through the first pump 221, the coolant inlet section 203, the coolant layer 200, the coolant outlet section 204, the heater 240, the heat generating section 250, the radiator 242, the second pump 222, and the first three-way valve 231. The coolant can heat the secondary battery 30 in the coolant layer 200 by utilizing the heat obtained from the heat generating section 250.

[0208] However, in the case where the refrigerant enters the refrigerant layer 300 when the air in the vehicle interior has cooled, the refrigerant absorbs heat from the coolant, and the efficiency of heating the secondary battery 30 by the coolant is reduced.

[0209] Therefore, in the present embodiment, when the secondary battery 30 is heated while cooling is performed in the vehicle interior, the refrigerant is properly discharged from the refrigerant layer 300. Accordingly, the refrigerant in the refrigerant layer 300 can be prevented from absorbing heat from the coolant, and the coolant can efficiently heat the secondary battery 30. The timing of refrigerant discharge will be described in detail below. <Abgabezeitpunkt des Kältemittels>

[0210] The Fig. 38A to 38D show a diagram illustrating the timing of refrigerant discharge according to the second embodiment.

[0211] In the present embodiment, a time at which the heat generated by the heat generating section 250 begins to be used to heat the secondary battery 30 via the coolant flowing through the coolant circuit 210 and the heat exchange plate 100 is set as a reference time. Fig. 38A to 38D thick arrows indicate coolant discharge times.

[0212] As in Fig. 38A, the engine control unit 500 may begin releasing the refrigerant of the heat exchange plate 100 to the refrigerant circuit 310 between the reference time and a first time before the reference time. Alternatively, the engine control unit 500 may, as shown in Fig. 38B, begin releasing the refrigerant of the heat exchange plate 100 to the refrigerant circuit 310 a second time after the reference time between the reference time and a second time.

[0213] As in Fig. 38C, the engine controller 500 may complete the delivery of the refrigerant from the heat exchange plate 100 to the refrigerant circuit 310 a third time before the reference time between the reference time and a third time, wherein the third time is shorter than the first time. Alternatively, the engine controller 500 may, as shown in Fig. 38D, complete the release of the refrigerant from the heat exchange plate 100 to the refrigerant circuit 310 between the reference time and a fourth time a fourth time after the reference time.

[0214] According to the above method, when the heated coolant heats the secondary battery 30, the coolant is discharged from the coolant layer 300 at an appropriate time and for an appropriate period of time, thereby preventing the coolant from taking heat away from the coolant at the heat exchange plate 100. Accordingly, the coolant in the coolant layer 200 can efficiently heat the secondary battery 30. <flussdiagramm>

[0215] Fig. 39 is a flowchart showing an example of a process performed by the engine controller 500 of the thermal management system according to the second embodiment.

[0216] The engine controller 500 detects the battery temperature Tbat from the battery temperature sensor 510, an outside air temperature Tair from the outside air temperature sensor 513, and a coolant temperature Twat2 of the coolant entering the coolant inlet portion 203 from the second coolant temperature sensor 512 (S201).

[0217] The engine controller 500 determines whether "the battery temperature Tbat < the lower limit temperature Tmin" is satisfied (S202). The lower limit battery temperature Tmin is a predetermined value, for example, 5 degrees.

[0218] When "the battery temperature Tbat ≥ the lower limit temperature Tmin" is satisfied (S202: NO), the engine controller 500 causes the return to step S201.

[0219] When "the battery temperature Tbat < the battery lower limit temperature Tmin" is satisfied (S202: YES), the engine controller 500 closes the second EXV 342, initializes an elapsed time Ti to 0, and turns on the compressor 321 (S203). That is, the engine controller 500 throttles the refrigerant flowing into the refrigerant inlet section 301 through the second EXV 342 and operates the compressor 321 to supply the refrigerant of the heat exchange plate 100 into the refrigerant circuit 310.

[0220] The engine controller 500 determines whether "the elapsed time Ti > a refrigerant recovery operation time Tx" is satisfied (S204). The refrigerant recovery operation time Tx is a predetermined value, for example, one minute. Alternatively, the refrigerant recovery operation time Tx may be a time indicated by a thick arrow in Fig. 35 is displayed. The elapsed time Ti increases with time.

[0221] If "the elapsed time Ti ≤ the refrigerant recovery operation time Tx" is satisfied (S204: NO), the engine controller 500 repeats step S204. Accordingly, the refrigerant is discharged from the refrigerant layer 300 and recovered in the compressor 321.

[0222] When "the elapsed time Ti > the refrigerant recovery operation time Tx" is satisfied (S204: YES), the engine controller 500 determines whether "the coolant temperature Twat2 of the refrigerant liquid entering the coolant inlet portion 203 > the battery temperature Tbat" is satisfied (S205).

[0223] When "the coolant temperature Twat2 of the coolant entering the coolant inlet portion 203 > the battery temperature Tbat" is satisfied (S205: YES), the engine controller 500 turns on the first pump 221 (S206). Accordingly, the secondary battery 30 is heated by the coolant whose temperature is higher than the battery temperature Tbat. Further, the engine controller 500 causes the processing to return to step S201.

[0224] When "the coolant temperature Twat2 of the coolant entering the coolant inlet portion 203 ≤ the battery temperature Tbat" is satisfied (S205: NO), the engine controller 500 turns on the second pump 222 and obtains the coolant temperature Twat1 of the coolant entering the radiator 242 from the first coolant temperature sensor 511 (S207). The coolant entering the radiator 242 is heated by the heat generated by the heat generating portion 250.

[0225] The engine controller 500 determines whether "the coolant temperature Twat1 of the coolant entering the radiator 242 > the battery temperature Tbat" is satisfied (S208).

[0226] When "the coolant temperature Twat1 of the coolant entering the radiator 242 > the battery temperature Tbat" is satisfied (S208: YES), the engine controller 500 turns on the first pump 221 and turns on the first three-way valve 231 (S209). That is, when a battery temperature Tbat of the secondary battery 30 is below a predetermined threshold (for example, the lower limit temperature Tmin), the engine controller 500 can use the heat generated by the heat generation section 250 to heat the secondary battery 30 via the coolant flowing through the coolant circuit 210 and the heat exchange plate 100. In other words, the first pump 211 supplies the coolant heated by using the heat generated by the heat generation section 250 to the coolant inlet section 203.At this time, the engine controller 500 may prevent or stop the rotation of the fan provided in the radiator 242 when the coolant is not used to heat the secondary battery 30. This is to prevent the coolant heated by the heat generated by the heat generating section 250 from being cooled by the fan of the radiator 242. Accordingly, the secondary battery 30 may be heated by the coolant having a higher temperature than the battery temperature Tbat, which is heated by using the heat generated by the heat generating section 250. Further, the engine controller 500 causes the processing to return to step S201.

[0227] When "the coolant temperature Twat1 of the coolant entering the radiator 242 ≤ the battery temperature Tbat" (S208: NO), the engine controller 500 determines whether "the outside air temperature Tair > the battery temperature Tbat" is satisfied (S210).

[0228] When "the outside air temperature Tair > the battery temperature Tbat" is satisfied (S210: YES), the engine controller 500 turns on the first pump 221, turns on the fan of the radiator 242, and turns on the first three-way valve 231 (S211). Accordingly, the secondary battery 30 is heated by the coolant heated by the outside air temperature Tair being higher than the battery temperature Tbat. Further, the engine controller 500 causes the processing to return to step S201.

[0229] When "the outside air temperature Tair ≤ the battery temperature Tbat" is satisfied (S210: NO), the engine controller 500 turns on the first pump 221, turns on the heater 240, and turns off the first three-way valve 231 (S212). In this case, the coolant circulates through the first pump 221, the coolant inlet portion 203, the coolant layer 200, the coolant outlet portion 204, the heater 240, and the first coolant branch path 211. Accordingly, the secondary battery 30 can be heated by the coolant heated by the heater 240. In this case, the coolant heated by the heat generated by the heat generating portion 250 cannot be used to heat the secondary battery 30 and can circulate through the radiator 242, the second pump 222, the first three-way valve 231, the second coolant path 212, and the heat generating portion 250.That is, when the heat generated by the heat generation section 250 is not used to heat the secondary battery 30 via the coolant flowing through the coolant circuit 210 and the heat exchange plate 100, the coolant circuit 210 may have a flow path through which the coolant discharged from the radiator 242 returns to the radiator 242 without being input to the coolant input section 203. Further, the engine controller 500 causes the processing to return to step S201.

[0230] According to the above method, the coolant in the coolant circuit 210 can be appropriately heated according to a situation, and the secondary battery 30 can be efficiently heated in the coolant layer 200. <modifikation>

[0231] Fig. Fig. 40 is a diagram showing a change in the configuration of the heat handling system according to the second embodiment. For the coolant circuit 210, Fig. The following components are added to the coolant circuit 210 shown in Figure 37.

[0232] The coolant circuit 210 further includes a third three-way valve 233 disposed between the first pump 221 and the first three-way valve 231 and between the first coolant branch path 211 and the second coolant branch path 212.

[0233] The coolant circuit 210 further includes a fourth coolant branch path 214 connecting a position between the heater 240 and the second coolant branch path 212 to the third three-way valve 233.

[0234] The coolant circuit 210 further includes a fifth coolant branch path 215 connecting a position between the first three-way valve 231 and the third three-way valve 233 and a position between the heater 240 and the heat generating portion 250 and between the second coolant branch path 212 and the fourth coolant branch path 214.

[0235] A third pump 223, a heater 243, and a heater 244 are arranged in the fourth coolant branch path 214. The heater 243 generates heat using electrical energy and is capable of heating a coolant passing through the fourth coolant branch path 214. The heater 244 is a heat exchanger provided in a vehicle interior air conditioner and performs heat exchange between a relatively high-temperature coolant passing through the fourth coolant branch path 214 and a relatively low-temperature air in the vehicle interior to generate warm air at an appropriate temperature.

[0236] The coolant circuit 210 according to the Fig. 40 may also heat the coolant so that the heated coolant may be used to heat the secondary battery 30 in the coolant layer 200. (Summary of the second embodiment)

[0237] The following embodiments are disclosed by the above description of the second embodiment. <Ausführung B1>

[0238] A vehicle with: a vehicle body; a first wheel and a second wheel coupled to the vehicle body; a secondary battery arranged along a predetermined plane in the vehicle body; a heat exchange plate arranged along the predetermined plane in the vehicle body; and an electric motor configured to drive at least the first wheel using electrical energy supplied from the secondary battery, in which the heat exchange plate includes: a refrigerant inlet section that allows a refrigerant to enter the heat exchange plate, and a refrigerant outlet section that allows the refrigerant to exit the heat exchange plate; and a first coolant inlet and outlet section that allows a coolant to enter and exit the heat exchange plate, and a second coolant inlet and outlet section that allows the coolant to enter and exit the heat exchange plate, in the heat exchange plate it is set that the refrigerant that has entered from the refrigerant inlet section exits from the refrigerant outlet section, that the coolant that has entered from the first coolant inlet and outlet section exits from the second coolant inlet and outlet section, and the coolant that has entered from the second coolant inlet and outlet section exits from the first coolant inlet and outlet section, the refrigerant is able to exchange heat with the coolant in the heat exchange plate, and the heat exchange plate is able to exchange heat with the secondary battery, the vehicle further comprising: a refrigerant circuit connected to the refrigerant inlet section and the refrigerant outlet section and having at least one compressor and one condenser, and in which the refrigerant flows; and a coolant circuit connected to the first coolant inlet and outlet section and the second coolant inlet and outlet section and through which the coolant flows at least to the heat generating section, and a time at which the heat generated by the heat generating section starts to be used to heat the secondary battery via the coolant flowing through the coolant circuit and the heat exchange plate is set as a reference time, and the refrigerant of the heat exchange plate starts to be discharged into the refrigerant circuit between the reference time and a first time for a first time before the reference time or between the reference time and a second time for a second time after the reference time. <Ausführung B2>

[0239] The vehicle according to technology B1, furthermore with: a control circuit in which the control circuit begins to discharge the refrigerant from the heat exchange plate into the refrigerant circuit between the reference time and the first time for the first time before the reference time or between the reference time and the second time for the second time after the reference time. <Ausführung B3>

[0240] The vehicle according to one of the versions B1 or B2, in which the heat-generating section of at least one is made of: a heater that generates heat using electric current; a heat exchanger for the electric motor, which is capable of exchanging heat with the electric motor; a charger heat exchanger capable of performing heat exchange with a charger that charges the secondary battery using electrical energy from outside the vehicle; and an inverter heat exchanger capable of exchanging heat with an inverter that converts direct current from the secondary battery into alternating current that is supplied to the electric motor. <Ausführung B4>

[0241] The vehicle according to one of the versions B1 to B3, in which the time at which the heat generated by the heat-generating section begins to be used to heat the secondary battery via the coolant flowing through the coolant circuit and the heat exchange plate is set as the reference time, and the release of the coolant from the heat exchange plate into the coolant circuit begins between the reference time and the first time for a first time before the reference time, and the release of the refrigerant from the heat exchange plate into the refrigerant circuit is completed between the reference time and a third time for a third time before the reference time, the third time being shorter than the first time. <Ausführung B5>

[0242] The vehicle according to one of the versions B1 to B3, in which the time at which the heat generated by the heat-generating section begins to be used to heat the secondary battery via the coolant flowing through the coolant circuit and the heat exchange plate is set as the reference time, and the coolant of the heat exchange plate begins to be released into the coolant circuit between the reference time and the first time for a first time before the reference time, and the release of the refrigerant from the heat exchange plate into the refrigerant circuit is completed between the reference time and a fourth time for a fourth time after the reference time. <Ausführung B6>

[0243] The vehicle according to one of the versions B1 to B5, furthermore with: a valve arranged in the refrigerant circuit between the condenser and the refrigerant inlet section and capable of adjusting a flow rate input into the refrigerant inlet section, in which the refrigerant flowing into the refrigerant inlet section is prevented by the valve, and the refrigerant of the heat exchange plate is discharged into the refrigerant circuit by operating the compressor. <Ausführung B7>

[0244] The vehicle according to one of the versions B1 to B6, in which when a temperature of the secondary battery is below a predetermined threshold, the heat generated by the heat generating portion is used to heat the secondary battery via the coolant flowing through the coolant circuit and the heat exchange plate. <Ausführung B8>

[0245] The vehicle according to one of the versions B1 to B7, in which the coolant circuit has a pump, and the pump supplies the coolant heated using the heat generated by the heat generating section to the first coolant inlet and outlet section or the second coolant inlet and outlet section. <Ausführung B9>

[0246] The vehicle according to one of the versions B1 to B8, in which the coolant circuit further comprises a radiator to which the coolant is supplied, which is heated using the heat generated by the heat generating section, the coolant discharged from the radiator is input into the first coolant inlet and outlet section, and when the heat generated by the heat generating portion is used to heat the secondary battery via the coolant flowing through the coolant circuit and the heat exchange plate, the rotation of a fan provided in the radiator is prevented compared to the case where heating is not performed. <Ausführung B10>

[0247] The vehicle according to version B9, in which when the heat generated by the heat generating section is not used to heat the secondary battery via the coolant flowing through the coolant circuit and the heat exchange plate, the coolant circuit has a flow path through which the coolant discharged from the radiator returns to the radiator without being input into the first coolant inlet and outlet section. <Ausführung B11>

[0248] A vehicle control method for a vehicle in which the vehicle includes: a vehicle body; a first wheel and a second wheel coupled to the vehicle body; a secondary battery arranged along a predetermined plane in the vehicle body; a heat exchange plate arranged along the predetermined plane in the vehicle body; and an electric motor configured to drive at least the first wheel using electrical energy supplied from the secondary battery, wherein the heat exchange plate comprises: a refrigerant inlet section that allows a refrigerant to enter the heat exchange plate, and a refrigerant outlet section that allows the refrigerant to exit the heat exchange plate; and a first coolant inlet and outlet section that allows a coolant to enter and exit the heat exchange plate, and a second coolant inlet and outlet section that allows the coolant to enter and exit the heat exchange plate, in the heat exchange plate it is set that the refrigerant that has entered from the refrigerant inlet section exits from the refrigerant outlet section, that the coolant that has entered from the first coolant inlet and outlet section exits from the second coolant inlet and outlet section, and the coolant that has entered from the second coolant inlet and outlet section exits from the first coolant inlet and outlet section, the coolant is capable of exchanging heat with the coolant in the heat exchange plate, and the heat exchange plate is capable of exchanging heat with the secondary battery, the vehicle also includes: a refrigerant circuit connected to the refrigerant inlet section and the refrigerant outlet section and having at least one compressor and one condenser, and in which the refrigerant flows; and a coolant circuit connected to the first coolant inlet and outlet section and the second coolant inlet and outlet section and through which the coolant flows at least to the heat generating section, and The vehicle control procedure includes: Setting a time at which the heat generated by the heat generating section starts to be used for heating the secondary battery via the coolant flowing through the coolant circuit and the heat exchange plate as a reference time, and starting to discharge the refrigerant of the heat exchange plate into the refrigerant circuit between the reference time and a first time for a first time before the reference time or between the reference time and a second time for a second time after the reference time. <Ausführung B12>

[0249] The vehicle control method according to embodiment 11, in which the vehicle further comprises a control circuit. <Ausführung B13>

[0250] The vehicle control method according to one of the embodiments B11 or B12, in which the heat-generating section of at least one is made of: a heater that generates heat using electric current; a heat exchanger for the electric motor, which is capable of exchanging heat with the electric motor; a charger heat exchanger capable of performing heat exchange with a charger that charges the secondary battery using electrical energy from outside the vehicle; and an inverter heat exchanger capable of exchanging heat with an inverter that converts direct current from the secondary battery into alternating current that is supplied to the electric motor. <Ausführung B14>

[0251] The vehicle control method according to one of the embodiments B11 to B13, in which the time at which the heat generated by the heat-generating section begins to be used to heat the secondary battery via the coolant flowing through the coolant circuit and the heat exchange plate is set as the reference time, and the release of the coolant from the heat exchange plate into the coolant circuit begins between the reference time and the first time for a first time before the reference time, and the release of the refrigerant from the heat exchange plate into the refrigerant circuit is completed between the reference time and a third time for a third time before the reference time, the third time being shorter than the first time. <Ausführung B15>

[0252] The vehicle control method according to one of the embodiments B11 to B14, in which the time at which the heat generated by the heat-generating section begins to be used to heat the secondary battery via the coolant flowing through the coolant circuit and the heat exchange plate is set as the reference time, and the coolant of the heat exchange plate begins to be released into the coolant circuit between the reference time and the first time for a first time before the reference time, and the release of the refrigerant from the heat exchange plate into the refrigerant circuit is completed between the reference time and a fourth time for a fourth time after the reference time. <Ausführung B16>

[0253] The vehicle control method according to one of the embodiments B11 to B15, in which the refrigerant circuit further comprises a valve arranged in the refrigerant circuit between the condenser and the refrigerant inlet section and capable of adjusting a flow rate input into the refrigerant inlet section, and the refrigerant flowing into the refrigerant inlet section is prevented by the valve, and the refrigerant of the heat exchange plate is discharged into the refrigerant circuit by operating the compressor. <Ausführung B17>

[0254] The vehicle control method according to one of the embodiments B11 to B16, in which when a temperature of the secondary battery is below a predetermined threshold, the heat generated by the heat generating portion is used to heat the secondary battery via the coolant flowing through the coolant circuit and the heat exchange plate. <Ausführung B18>

[0255] The vehicle control method according to one of the embodiments B11 to B17, in which the coolant circuit has a pump, and the pump supplies the coolant heated using the heat generated by the heat generating section to the first coolant inlet and outlet section or the second coolant inlet and outlet section. <Ausführung B19>

[0256] The vehicle control method according to one of the embodiments B11 to B18, in which the coolant circuit further comprises a radiator to which the coolant is supplied, which is heated using the heat generated by the heat generating section, the coolant discharged from the radiator is input into the first coolant inlet and outlet section, and when the heat generated by the heat generating portion is used to heat the secondary battery via the coolant flowing through the coolant circuit and the heat exchange plate, the rotation of a fan provided in the radiator is prevented compared to the case where heating is not performed. <Ausführung B20>

[0257] The vehicle control method according to version B19, in which when the heat generated by the heat generating section is not used to heat the secondary battery via the coolant flowing through the coolant circuit and the heat exchange plate, the coolant circuit has a flow path through which the coolant discharged from the radiator returns to the radiator without being input into the first coolant inlet and outlet section.

[0258] Although the embodiments have been described above with reference to the accompanying drawings, the present disclosure is not limited thereto. It is obvious to those skilled in the art that various modifications, corrections, substitutions, additions, deletions, and equivalents are conceivable within the scope described in the claims, and it is understood that such modifications, corrections, substitutions, additions, deletions, and equivalents are also within the technical scope of the present disclosure. Furthermore, the individual elements of the embodiments described above can be freely combined without departing from the gist of the invention.

[0259] This application is based on Japanese Patent Application No. 2022-170010 and Japanese Patent Application No. 2022-170011 filed on October 24, 2022, the contents of which are incorporated herein by reference. INDUSTRIAL APPLICABILITY

[0260] The technique of the present disclosure is useful for a vehicle that uses a hybrid type heat exchange plate to adjust the temperature of a secondary battery. LIST OF REFERENCE SYMBOLS 1 vehicle 2 Body 3 wheel 3a first wheel 3b second wheel 4 electric motor 10 battery packs 20 housings 30 Secondary battery 71 first final section 72 second final section 100 heat exchange plate 101 first surface 102 second surface 200 coolant layer 201 first coolant inlet and outlet section 202 second coolant inlet and outlet section 203 Coolant inlet section 204 Coolant outlet section 210 Coolant circuit 211 first coolant branch path 212 second coolant branch path 213 third coolant branch path 214 fourth coolant branch path 215 fifth coolant branch path 221 first pump 222 second pump 223 third pump 231 first three-way valve 232 second three-way valve 233 third three-way valve 240 heater 242 Radiator 243 heater 244 heater 250 heat generation section 251 electric motor heat exchanger 252 charger heat exchanger 253 inverter heat exchangers 254 rectifier heat exchangers 255 Engine control heat exchanger 300 refrigerant layer 301 Refrigerant inlet section 302 Refrigerant outlet section 310 Refrigerant circuit 311 Bypass Path 312 Refrigerant branch path 321 Compressor 322 vehicle-internal capacitor 323 vehicle-external heat exchanger 324 evaporators 325 Capacitor 330 opening valve 331 first on-off valve 332 second on-off valve 333 third on-off valve 341 first EXV 342 second EXV 510 Battery temperature sensor 511 first coolant temperature sensor 512 second coolant temperature sensor 513 Outside air temperature sensor Tair outside air temperature Tbat battery temperature Tmax Upper limit temperature of the battery Tmin Lower limit temperature of the battery Twat1 Coolant temperature of the coolant entering the radiator Twat2 Temperature of the coolant entering the coolant inlet section Vc compressor speed Vmax Upper speed limit of the compressor Vx compressor speed increase 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] US 8402776B

[0002] US 2021 / 0031588A

[0002] JP 2022-170010

[0259] JP 2022-170011

[0259] < / modifikation> < / flussdiagramm> < / systemkonfiguration> < / flussdiagramm> < / systemkonfiguration>

Claims

A vehicle comprising: a vehicle body; a vehicle interior arranged within the vehicle body; a first wheel and a second wheel coupled to the vehicle body; a secondary battery arranged along a predetermined plane in the vehicle body; a heat exchange plate arranged along the predetermined plane in the vehicle body; an electric motor configured to drive at least the first wheel using electrical energy supplied from the secondary battery; and a refrigerant circuit having at least a compressor and an in-vehicle condenser capable of exchanging heat with air in the vehicle interior, and in which a refrigerant is movable between the compressor and the in-vehicle condenser, wherein the heat exchange plate comprises: a refrigerant inlet portion that enables the refrigerant,that has exited the in-vehicle condenser of the refrigerant circuit, allowing it to enter the heat exchange plate, and a refrigerant outlet section that allows the refrigerant to enter the compressor from the heat exchange plate; and a first coolant inlet and outlet section that allows a coolant to be input into and output from the heat exchange plate, and a second coolant inlet and outlet section that allows the coolant to be input into and output from the heat exchange plate, in the heat exchange plate it is set that the refrigerant that has entered from the refrigerant inlet section exits from the refrigerant outlet section, the coolant that has entered from the first coolant inlet and outlet section exits from the second coolant inlet and outlet section, and the coolant,that has entered from the second coolant inlet and outlet section, exits from the first coolant inlet and outlet section, the refrigerant is capable of exchanging heat with the coolant in the heat exchange plate, and the heat exchange plate is capable of exchanging heat with the secondary battery, the coolant that has exited from the first coolant inlet and outlet section of the heat exchange plate can enter the second coolant inlet and outlet section, and the refrigerant circulates at least through the compressor, the in-vehicle condenser, the heat exchange plate, and the compressor, so that the heat generated by the secondary battery is used to heat the air in the vehicle interior. The vehicle according to claim 1, wherein the refrigerant circuit further comprises an off-board heat exchanger between the on-board condenser and the refrigerant inlet portion of the heat exchange plate, the refrigerant is movable between the compressor, the on-board condenser, the on-board heat exchanger, and the refrigerant inlet portion, and the refrigerant circulates at least through the compressor, the on-board condenser, the on-board heat exchanger, the heat exchange plate, and the compressor, so that heat outside the vehicle and heat generated by the secondary battery are utilized to heat the air in the vehicle interior. The vehicle according to claim 1, further comprising: a coolant circuit in which the coolant that has leaked from the first coolant inlet and outlet portion of the heat exchange plate returns to the second coolant inlet and outlet portion, wherein the coolant circuit includes at least a pump and a heater that heats the coolant based on electrical energy, the coolant circulates through the heat exchange plate and the heater in the coolant circuit, and the refrigerant circulates through at least the compressor, the in-vehicle condenser, the heat exchange plate, and the compressor, so that the heat generated by the secondary battery and the heat generated by the heater are used to heat the air in the vehicle interior. The vehicle according to claim 1, further comprising:a coolant circuit in which the coolant that has leaked from the first coolant inlet and outlet portion of the heat exchange plate returns to the second coolant inlet and outlet portion, wherein the coolant circuit includes at least a pump and an electric motor heat exchanger that heats the coolant based on heat generated by the electric motor, and the coolant circulates through the heat exchange plate and the electric motor heat exchanger in the coolant circuit, the refrigerant circulates through at least the compressor, the in-vehicle condenser, the heat exchange plate, and the compressor, so that the heat generated by the secondary battery and the heat generated by the electric motor are used to heat the air in the vehicle interior. The vehicle according to claim 4, wherein the coolant circuit includes an inverter heat exchanger that exchanges heat with an inverter that converts direct current of the secondary battery into alternating current that drives the electric motor; a rectifier heat exchanger that exchanges heat with a rectifier that converts alternating current generated by regeneration of the electric motor into direct current used to charge the secondary battery; a charger heat exchanger that exchanges heat with a charger that charges the secondary battery based on external electric power; and / or an engine controller heat exchanger that exchanges heat with an engine controller that performs information processing related to the vehicle. A thermal management system mountable on a vehicle, the vehicle comprising: a vehicle body; a vehicle interior disposed within the vehicle body; a first wheel and a second wheel coupled to the vehicle body; a secondary battery disposed along a predetermined plane in the vehicle body; and an electric motor that drives at least the first wheel using electrical energy supplied by the secondary battery. The thermal management system comprises: a heat exchange plate disposed along the predetermined plane in the vehicle body; and a refrigerant circuit having at least one compressor and one in-vehicle condenser capable of exchanging heat with air in the vehicle interior, and in which a refrigerant is movable between the compressor and the in-vehicle condenser.wherein the heat exchange plate comprises: a refrigerant inlet section that allows the refrigerant that has exited the in-vehicle condenser of the refrigerant circuit to enter the heat exchange plate, and a refrigerant outlet section that allows the refrigerant to enter the compressor from the heat exchange plate; and a first coolant inlet and outlet section that allows a coolant to be input to and output from the heat exchange plate, and a second coolant inlet and outlet section that allows the coolant to be input to and output from the heat exchange plate. The refrigerant that has entered from the coolant inlet section exits from the refrigerant outlet section, and the coolant that has entered from the first coolant inlet and outlet section exits from the second coolant inlet and outlet section.and the coolant that has entered from the second coolant inlet and outlet section exits from the first coolant inlet and outlet section, the refrigerant is capable of exchanging heat with the coolant in the heat exchange plate, and the heat exchange plate is capable of exchanging heat with the secondary battery, the coolant that has exited from the first coolant inlet and outlet section of the heat exchange plate can enter the second coolant inlet and outlet section, and the refrigerant circulates at least through the compressor, the in-vehicle condenser, the heat exchange plate, and the compressor, so that the heat generated by the secondary battery is used to heat the air in the vehicle interior. The heat management system according to claim 6, wherein the refrigerant circuit further comprises an off-board heat exchanger between the on-board condenser and the refrigerant inlet portion of the heat exchange plate, the refrigerant is movable between the compressor, the on-board condenser, the on-board heat exchanger, and the refrigerant inlet portion, and the refrigerant circulates at least through the compressor, the on-board condenser, the on-board heat exchanger, the heat exchange plate, and the compressor, so that heat outside the vehicle and heat generated by the secondary battery are utilized to heat the air in the vehicle interior. The thermal management system according to claim 6, further comprising: a coolant circuit in which the coolant that has leaked from the first coolant inlet and outlet portion of the heat exchange plate returns to the second coolant inlet and outlet portion, wherein the coolant circuit includes at least a pump and a heater that heats the coolant based on electrical energy, the coolant circulates through the heat exchange plate and the heater in the coolant circuit, and the refrigerant circulates through at least the compressor, the in-vehicle condenser, the heat exchange plate, and the compressor, and the heat generated by the secondary battery and the heat generated by the heater are used to heat the air in the vehicle interior. The thermal management system according to claim 6, further comprising: a coolant circuit in which the coolant that has leaked from the first coolant inlet and outlet portion of the heat exchange plate returns to the second coolant inlet and outlet portion, wherein the coolant circuit includes at least a pump and an electric motor heat exchanger that heats the coolant based on heat generated by the electric motor, the coolant circulates through the heat exchange plate and the electric motor heat exchanger in the coolant circuit, and the refrigerant circulates through at least the compressor, the in-vehicle condenser, the heat exchange plate, and the compressor, so that the heat generated by the secondary battery and the heat generated by the electric motor are used to heat the air in the vehicle interior. The heat management system according to claim 9, wherein the coolant circuit includes an inverter heat exchanger that exchanges heat with an inverter that converts direct current of the secondary battery into alternating current that drives the electric motor; a rectifier heat exchanger that exchanges heat with a rectifier that converts alternating current generated by regeneration of the electric motor into direct current used to charge the secondary battery; a charger heat exchanger that exchanges heat with a charger that charges the secondary battery based on external electrical power; and / or an engine controller heat exchanger that exchanges heat with an engine controller that performs information processing related to the vehicle.

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