Vehicle temperature adjustment system

Abstract

To provide a temperature adjustment system capable of effectively heating a heating object and a battery mounted onto an electric vehicle.SOLUTION: A vehicle temperature adjustment system used for an electric vehicle comprises: a reserve tank that accumulates a temperature adjustment liquid; a cooling circuit that is constructed so that the temperature adjustment liquid is circulated in an order of the reserve tank, a first cooling part, and a cooling object; a heater circuit that is constructed so as to enable circulation of the temperature adjustment liquid in the order of the reserve tank, a heater, and a heating object; a temperature adjustment circuit having (i) a heating passage that is connected to the heater circuit, and circulates the temperature adjustment liquid heated by the heater from the reserve tank toward a driving battery provided to the electric vehicle, (ii) a cooling passage for flowing the temperature adjustment liquid cooled toward the battery and a charging unit from the reserve tank, and (iii) a recovery passage for flowing the temperature adjustment liquid from the heating passage and the cooling passage toward the reserve tank; and a first valve constructed so as to open / close the heating passage.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present disclosure relates to a temperature control system for a vehicle. [Background technology]

[0002] Regarding temperature control systems for electric vehicles, Patent Document 1 discloses a battery temperature control system for an electric vehicle. This temperature control system circulates liquid between a reserve tank that stores liquid and an inverter and a battery, thereby cooling the inverter and cooling and preheating the battery. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2014-58241 A Summary of the Invention [Problem to be solved by the invention]

[0004] In order to enable electric vehicles to be used appropriately in cold environments, there is a demand for a temperature control system that can effectively heat objects to be heated and the battery mounted on the vehicle while cooling objects to be cooled and the battery mounted on the vehicle. [Means for solving the problem]

[0005] The present disclosure can be realized in the following forms.

[0006] (1) According to a first aspect of the present disclosure, there is provided a vehicle temperature regulation system for use in an electric vehicle. The vehicle temperature control system includes a reserve tank that stores a temperature control liquid, a cooling circuit configured to be able to circulate the temperature control liquid in the following order: the reserve tank, a first cooling unit that cools the temperature control liquid, and an object to be cooled provided in the electric vehicle, a heater circuit configured to be able to circulate the temperature control liquid in the following order: the reserve tank, a heater that heats the temperature control liquid, and an object to be heated provided in the electric vehicle, the temperature control circuit having: (i) a heating flow path connected to the heater circuit for flowing the temperature control liquid heated by the heater from the reserve tank toward a drive battery provided in the electric vehicle, (ii) a cooling flow path for flowing the cooled temperature control liquid from the reserve tank toward the battery and a charging unit that charges the battery, and (iii) a recovery flow path for flowing the temperature control liquid from the heating flow path and the cooling flow path toward the reserve tank, and a first valve configured to be able to open and close the heating flow path. In this configuration, the temperature control liquid in the cooling circuit and the temperature control circuit, after cooling the object to be cooled, the battery, and the charging unit, is collected in the reserve tank, and the temperature of the temperature control liquid in the reserve tank can be increased by utilizing waste heat in the vehicle temperature control system. The temperature control liquid can then be used to heat the object to be heated in the heater circuit, and to heat the battery in the heating flow path connected to the heater circuit. Therefore, the battery and the object to be heated can be effectively heated in the vehicle temperature control system. (2) In the above embodiment, the cooling flow path may be branched at a branch point into a first cooling flow path for flowing the temperature regulating liquid toward the battery and a second cooling flow path for flowing the temperature regulating liquid toward the charging unit, and may further include a second valve configured to open and close the second cooling flow path. In this embodiment, by opening and closing the second cooling flow path using the second valve, it is possible to switch between a state in which the temperature regulating liquid flows to the charging unit and a state in which the temperature regulating liquid does not flow in the cooling flow path. Therefore, for example, when cooling of the battery is required and cooling of the charging unit is not required, the battery can be cooled more effectively by closing the second cooling flow path. (3) In the above embodiment, the cooling flow path may further include a third valve connected to a first portion of the cooling circuit that is located downstream of the first cooling unit and upstream of the object to be cooled, and provided at a connection point between the cooling circuit and the cooling flow path and configured to open and close the cooling circuit and the cooling flow path. With this embodiment, a battery or a charging unit can be cooled using the temperature control fluid cooled in the cooling circuit. (4) In the above embodiment, the cooling flow path may pass through a second cooling unit that cools the temperature regulating liquid flowing through a second portion of the cooling flow path that is located upstream of the battery and the charging unit. In this embodiment, the battery can be cooled in the cooling flow path using the temperature regulating liquid cooled by the second cooling unit. (5) In the above aspect, the second cooling unit may have a radiator and a chiller that cool the temperature adjustment liquid. With this aspect, the battery can be cooled more effectively in the cooling flow path. (6) In the above-described embodiment, the chiller may be configured to supply heat of the temperature control liquid to the heater circuit. In this embodiment, the temperature control liquid can be cooled by the chiller in the cooling flow path, and the heat of the temperature control liquid can be supplied to the heater circuit. Therefore, waste heat can be more effectively utilized in the vehicle temperature control system. (7) In the above embodiment, the cooling flow path is provided with a first adjustment valve configured to adjust the flow rate of the cooled temperature control fluid flowing through the cooling flow path from the reserve tank to the battery, and the heating flow path is provided with a second adjustment valve configured to adjust the flow rate of the temperature control fluid flowing through the heating flow path from the heater circuit to the battery, and the device may further include a temperature sensor that measures the temperature of the battery and a control unit that controls the first adjustment valve and the second adjustment valve, and the control unit may control the first adjustment valve and the second adjustment valve according to the measurement value of the temperature sensor. With this embodiment, the flow rate of the temperature control fluid flowing through the cooling flow path toward the battery and the flow rate of the temperature control fluid flowing through the heating flow path toward the battery can be adjusted according to the temperature of the battery. Therefore, the temperature of the battery can be controlled more precisely. (8) In the above embodiment, the object to be cooled may include at least one of a motor and an inverter that are supplied with power from the battery and are used to drive the electric vehicle, and the object to be heated may include a heater core that is used to heat a passenger compartment of the electric vehicle. In this embodiment, the motor and the inverter can be cooled by the cooling circuit, and the heater core for heating the passenger compartment can be heated by the heater circuit.

[0007] In addition to the above-mentioned vehicle temperature control system, the present disclosure can be realized in various forms, such as a control method for a vehicle temperature control system and an electric vehicle equipped with a vehicle temperature control system. [Brief description of the drawings]

[0008] [Figure 1] FIG. 1 is an explanatory diagram showing a schematic configuration of a temperature adjustment system according to a first embodiment. [Diagram 2] FIG. 4 is an explanatory diagram showing an example of a control mode of the temperature adjustment system. [Diagram 3] FIG. 4 is an explanatory diagram showing a state in which the temperature adjustment system is controlled in a first mode. [Figure 4] FIG. 4 is an explanatory diagram showing a state in which the temperature adjustment system is controlled in a second mode. [Diagram 5]FIG. 4 is an explanatory diagram showing how the temperature adjustment system is controlled in a third mode. [Figure 6] FIG. 11 is an explanatory diagram showing a state in which the temperature adjustment system is controlled in a fourth mode. [Figure 7] FIG. 13 is an explanatory diagram showing how the temperature adjustment system is controlled in a sixth mode. [Figure 8] FIG. 13 is an explanatory diagram showing how the temperature adjustment system is controlled in a seventh mode. [Figure 9] FIG. 11 is an explanatory diagram showing how the temperature adjustment system is controlled in an eighth mode. [Figure 10] FIG. 11 is an explanatory diagram showing how the temperature adjustment system is controlled in a ninth mode. [Figure 11] FIG. 4 is an explanatory diagram showing how the temperature adjustment system is controlled in a tenth mode. [Figure 12] FIG. 4 is an explanatory diagram showing how the temperature adjustment system is controlled in an 11th mode. [Figure 13] FIG. 4 is an explanatory diagram showing how the temperature adjustment system is controlled in a 12th mode. [Figure 14] FIG. 11 is an explanatory diagram showing a schematic configuration of a temperature adjustment system according to a second embodiment. [Figure 15] FIG. 11 is an explanatory diagram showing a schematic configuration of a temperature adjustment system according to a third embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] A. First embodiment: 1 is an explanatory diagram showing a schematic configuration of a temperature adjustment system 100 in a first embodiment. The temperature adjustment system 100 is a vehicle temperature adjustment system provided in an electric vehicle Vc, and adjusts the temperature of each part of the electric vehicle Vc by a temperature adjustment liquid Lq. The temperature adjustment liquid Lq is a liquid used in the temperature adjustment system 100 to adjust the temperature of each part of the electric vehicle Vc. As the temperature adjustment liquid Lq, for example, water may be used, or a long-life coolant (LLC) containing ethylene glycol, propylene glycol, or the like as a main component may be used.

[0010] In this embodiment, the electric vehicle Vc is configured as a BEV (Battery Electric Vehicle), and includes a battery DB, a motor Mt, and an inverter Iv, each of which is used to drive the electric vehicle Vc, and a charging unit CU for charging the battery DB. Note that in other embodiments, the electric vehicle Vc does not have to be configured as a BEV as long as it includes the battery DB and the charging unit CU, and may be, for example, a PHEV (Plug-in Hybrid Electric Vehicle) or an FCV (Fuel Cell Vehicle).

[0011] The battery DB is configured as, for example, a lithium ion battery, and supplies driving power to the motor Mt and the inverter Iv. The battery DB may be configured as, for example, a battery having an electrolyte solution containing lithium salt, an organic solvent, and an additive, or may be configured as a so-called all-solid-state battery having a solid electrolyte. The temperature adjustment system 100 in this embodiment is provided with a temperature sensor 91 that measures the temperature of the battery DB. The measurement value of the temperature sensor 91 is transmitted to the control unit 300. The charging unit CU is configured by a converter that converts an AC voltage supplied from an external power source (for example, a commercial power source) into a DC voltage, and a DC / DC converter electrically connected to the converter.

[0012] The temperature adjustment system 100 includes a reserve tank 101 for storing a temperature adjustment liquid Lq, a cooling circuit 110 used for cooling the object to be cooled 20, a heater circuit 130 used for heating the object to be heated 30, a temperature adjustment circuit 150 used for cooling and heating the battery DB and cooling the charging unit CU, and a control unit 300. The temperature adjustment liquid Lq flows through each of these circuits. In FIG. 1, the flow direction of the temperature adjustment liquid Lq in each circuit is appropriately indicated by a white arrow. In the reserve tank 101 in this embodiment, a pump 102 for supplying the temperature adjustment liquid Lq to each of the above-mentioned circuits is fixed. In this embodiment, the reserve tank 101 and the pump 102 are used in common to each circuit in order to circulate the temperature adjustment liquid Lq through the cooling circuit 110, the heater circuit 130, and the temperature adjustment circuit 150. Hereinafter, objects to be heated or cooled by the temperature adjustment liquid Lq in the temperature adjustment system 100, such as the object to be cooled 20, the object to be heated 30, the battery DB, and the charging unit CU, will be referred to as temperature adjustment objects without distinguishing between them. Note that in other embodiments, the pump 102 does not need to be fixed to the reserve tank 101.

[0013] In this embodiment, the object to be cooled 20 is the motor Mt and the inverter Iv described above. The object to be heated 30 is a heater core HC used to heat the vehicle interior of the electric vehicle Vc. The heater core HC constitutes a part of an HVAC (Heating, Ventilation, and Air Conditioning) system 250 of the electric vehicle Vc.

[0014] The cooling circuit 110 is configured to be able to circulate the temperature control liquid Lq through the reserve tank 101, the first cooling unit 111 that cools the temperature control liquid Lq, and the object to be cooled 20 in this order. The cooling circuit 110 includes a first flow path 11 that connects the reserve tank 101 and the first cooling unit 111, a second flow path 12 that connects the first cooling unit 111 and the object to be cooled 20, and a third flow path 13 that connects the object to be cooled 20 and the reserve tank 101. In this embodiment, the first flow path 11 is connected to the pump 102. In the cooling circuit 110, the second flow path 12 is located downstream of the first flow path 11, and the third flow path 13 is located downstream of the second flow path 12. Hereinafter, the part of the cooling circuit 110 that is located downstream of the first cooling unit 111 and upstream of the object to be cooled 20 is also referred to as the first part. In this embodiment, the second flow path 12 corresponds to the first part. Each of the flow paths included in the cooling circuit 110, and each of the flow paths included in the heater circuit 130 and the temperature adjustment circuit 150 described below, are each formed of, for example, a rubber hose pipe or a nylon tube pipe.

[0015] In this embodiment, the first cooling section 111 is configured as a radiator. The cooling capacity of the first cooling section 111 is controlled, for example, by controlling the rotation speed of a radiator fan under the control of the control section 300. In other embodiments, the first cooling section 111 may have a chiller in addition to or instead of the radiator.

[0016] The heater circuit 130 is configured to be able to circulate the temperature control liquid Lq between the reserve tank 101, the heater 131 that heats the temperature control liquid Lq, and the heating object 30 in this order. The heater circuit 130 includes a fourth flow path 31 that connects the reserve tank 101 and the heater 131, a fifth flow path 32 that connects the heater 131 and the heating object 30, and a sixth flow path 33 that connects the heating object 30 and the reserve tank 101. In this embodiment, the fourth flow path 31 is connected to the pump 102. In the heater circuit 130, the second flow path 12 is located downstream of the first flow path 11, and the third flow path 13 is located downstream of the second flow path 12. The heater 131 is configured, for example, by an electric heating wire heater or a PTC (Positive Temperature Coefficient) heater, and is controlled by the control unit 300.

[0017] The temperature control circuit 150 has a heating flow path 151, a cooling flow path 152, and a recovery flow path 156. The heating flow path 151 is a flow path for flowing the temperature control liquid Lq heated by the heater 131 from the reserve tank 101 toward the battery DB. The heating flow path 151 is connected to the heater circuit 130. More specifically, the heating flow path 151 is connected to the fifth flow path 32. The cooling flow path 152 is a flow path for flowing the cooled temperature control liquid Lq from the reserve tank 101 toward the battery DB and the charging unit CU. The cooling flow path 152 in this embodiment is connected to the first flow path 11. The recovery flow path 156 is a flow path for flowing the temperature control liquid Lq from the heating flow path 151 and the cooling flow path 152 toward the reserve tank 101.

[0018] The cooling flow path 152 in this embodiment is configured as a flow path branched at a branch point 159, and has a common flow path 153, a first cooling flow path 154, and a second cooling flow path 155. The common flow path 153 is a flow path from the battery DB toward the branch point 159. The first cooling flow path 154 is a flow path extending from the branch point 159 for flowing the temperature control liquid Lq toward the battery DB. The second cooling flow path 155 is a flow path extending from the branch point 159 for flowing the temperature control liquid Lq toward the charging unit CU. That is, the cooling flow path 152 branches into the first cooling flow path 154 and the second cooling flow path 155 at the branch point 159. The recovery flow path 156 is connected to the flow paths 51 and 162 at a junction 50 where the flow path 51 extending from the battery DB toward the reserve tank 101 and the flow path 52 extending from the charging unit CU toward the reserve tank 101 join.

[0019] The cooling flow passage 152 in this embodiment passes through the second cooling section 160. The second cooling section 160 cools the temperature control liquid Lq flowing through the second portion. The second portion is a portion of the cooling flow passage 152 that is located upstream of the battery DB and the charging unit CU. More specifically, in this embodiment, the common flow passage 153 corresponds to the second portion, and the common flow passage 153 passes through the second cooling section 160. The second cooling section 160 in this embodiment has a radiator 161 and a chiller 170. The chiller 170 in this embodiment is configured to be able to cool a portion of the common flow passage 153 downstream of the radiator 161. The cooling capacity of the second cooling section 160 is controlled by controlling the rotation speed of the radiator fan of the radiator 161 and each part of the chiller 170 under the control of the control section 300.

[0020] The temperature adjustment system 100 in this embodiment is provided with a refrigerant circuit having a chiller 170, a compressor 172, a water-cooled condenser 173, a second evaporator 174, a first expansion valve 175, and a second expansion valve 176, and configured to circulate a refrigerant. In FIG. 1, a refrigerant flow path 70, which is a flow path of the refrigerant in this refrigerant circuit, is shown by a dashed line, and the direction of the flow of the refrigerant in the refrigerant flow path 70 is shown by a hatched arrow. In this embodiment, the refrigerant flow path 70 branches into a first refrigerant flow path 71 and a second refrigerant flow path 72 at a branch point 78. The first refrigerant flow path 71 and the second refrigerant flow path 72 merge at a merge point 79.

[0021] The chiller 170 exchanges heat between the refrigerant in the refrigerant flow path 70 and the temperature control liquid Lq flowing through the common flow path 153 downstream of the radiator 161. This heat exchange cools the temperature control liquid Lq flowing through the common flow path 153. The compressor 172 compresses the refrigerant supplied from the chiller 170 and the second evaporator 174, and sends the refrigerant, which has been compressed to a high temperature and high pressure, to the water-cooled condenser 173. The compressor 172 is provided downstream of the junction 79 described above. The water-cooled condenser 173 exchanges heat between the temperature control liquid Lq flowing through the fourth flow path 31 of the heater circuit 130 and the refrigerant sent from the compressor 172. This heat exchange heats the temperature control liquid Lq flowing through the fourth flow path 31, and cools the refrigerant in the refrigerant flow path 70. That is, the chiller 170 in this embodiment is configured to be able to supply the heat of the temperature control liquid Lq to the heater circuit 130. The first expansion valve 175 and the chiller 170 are provided in the first refrigerant flow path 71. The first expansion valve 175 expands the refrigerant cooled by the water-cooled condenser 173, and supplies the refrigerant, which has been reduced in temperature and pressure by the expansion, to the chiller 170. The second evaporator 174 and the second expansion valve 176 are provided in the second cooling flow path 155. The second expansion valve 176 expands the refrigerant cooled by the water-cooled condenser 173, and supplies the refrigerant, which has been reduced in temperature and pressure by the expansion, to the second evaporator 174. The second evaporator 174 constitutes a part of the HVAC system 250 described above, and is used for cooling the passenger compartment of the electric vehicle Vc.

[0022] The temperature adjustment system 100 includes a first valve 61 and a second valve 62. Furthermore, the temperature adjustment system 100 in this embodiment includes a third valve 63 and a fourth valve 74. Each valve is configured, for example, as an electrically operated switching valve. In this case, each valve may be configured, for example, to operate the valve element by an electrically operated actuator, or may be configured to operate the valve element by a solenoid, and the operation of each valve is controlled by the control unit 300.

[0023] The first valve 61 is configured to be able to open and close the heating flow path 151. The first valve 61 in this embodiment is provided at a connection point CP1 between the fifth flow path 32 and the heating flow path 151. The first valve 61 is configured to be able to open and close not only the heating flow path 151 but also the fifth flow path 32. More specifically, the first valve 61 is configured to be able to switch between a state in which both the heating flow path 151 and the fifth flow path 32 are open, a state in which only the heating flow path 151 is open, a state in which only the fifth flow path 32 is open, and a state in which both are closed. It can also be said that the first valve 61 regulates and allows each of the flow f1 and the flow f2. The flow f1 is a flow of the temperature control liquid Lq from the heater circuit 130 toward the heating flow path 151 at the connection point CP1. The flow f2 is a flow of the temperature control liquid Lq from the heater 131 toward the heater core HC at the connection point CP1.

[0024] The second valve 62 is configured to be able to open and close the second cooling flow path 155. The second valve 62 in this embodiment is provided at the branch point 159. The second valve 62 is also configured to be able to open and close the first cooling flow path 154 in addition to the second cooling flow path 155. More specifically, the second valve 62 is configured to be able to switch between a state in which both the first cooling flow path 154 and the second cooling flow path 155 are open, a state in which only the first cooling flow path 154 is open, a state in which only the second cooling flow path 155 is open, and a state in which both are closed. It can also be said that the second valve 62 regulates and allows each of the flow f3 and the flow f4. The flow f3 is a flow of the temperature control liquid Lq that flows from the common flow path 153 toward the second cooling flow path 155 at the branch point 159. The flow f4 is a flow of the temperature control liquid Lq that flows from the common flow path 153 toward the first cooling flow path 154 at the branch point 159.

[0025] The third valve 63 is provided at a connection point CP2 between the cooling circuit 110 and the cooling flow path 152. The third valve 63 is configured to be able to open and close the cooling circuit 110 and the cooling flow path 152. More specifically, the third valve 63 is configured to be able to switch between a state in which both of the first flow path 11 of the cooling circuit 110 and the common flow path 153 of the cooling flow path 152 are open, a state in which only the first flow path 11 is open, a state in which only the common flow path 153 is open, and a state in which both are closed. It can also be said that the third valve 63 regulates and allows each of the flow f5 and the flow f6. The flow f5 is a flow of the temperature control liquid Lq from the cooling circuit 110 toward the common flow path 153 at the connection point CP2. The flow f6 is a flow of the temperature control liquid Lq from the upstream to the downstream of the cooling circuit 110 at the connection point CP2.

[0026] The fourth valve 74 is provided at a branch point 78 of the refrigerant flow path 70. The fourth valve 74 is configured to be able to open and close the first refrigerant flow path 71 and the second refrigerant flow path 72. More specifically, the fourth valve 74 is configured to be able to switch between a state in which both the first refrigerant flow path 71 and the second refrigerant flow path 72 are open, a state in which only the first refrigerant flow path 71 is open, a state in which only the second refrigerant flow path 72 is open, and a state in which both are closed. It can also be said that the fourth valve 74 regulates and allows each of the flow f7 and the flow f8. The flow f7 is a refrigerant flow from the water-cooled condenser 173 toward the first expansion valve 175 at the branch point 78. The flow f8 is a refrigerant flow from the water-cooled condenser 173 toward the second expansion valve 176 at the connection point CP3.

[0027] The control unit 300 is a control device that controls the operation of the entire temperature adjustment system 100. The control unit 300 is configured by a computer including one or more processors 310, a storage device 320 consisting of a main storage device and an auxiliary storage device, an input / output interface that inputs and outputs signals to and from the outside, and an internal bus. The processor 310, the storage device 320, and the input / output interface are connected via the internal bus so as to be able to communicate bidirectionally. The processor 310 executes a program stored in the storage device 320, thereby causing the control unit 300 to realize functions of controlling, for example, the pump 102, the first cooling unit 111, the second cooling unit 160, the heater 131, the HVAC system 250, and various valves in the temperature adjustment system 100. In other embodiments, the control unit 300 may be configured by, for example, a combination of multiple circuits. Also, for example, a control computer for controlling the drive and various operations of the electric vehicle Vc may function as the control unit 300.

[0028] Fig. 2 is an explanatory diagram showing examples of control modes of the temperature adjustment system 100. Fig. 2 shows a first mode Md1 to a twelfth mode Md12 as examples of the control modes of the temperature adjustment system 100. Fig. 2 shows mode selection conditions that indicate the conditions under which each control mode is selected, and the control content of each control mode. The control unit 300 in this embodiment selects a control mode according to the mode selection conditions.

[0029] In Fig. 2, the mode selection conditions are shown as "vehicle interior air conditioning", "cooling of cooling object", "battery temperature control", and "charging unit cooling". In addition, in Fig. 2, the control contents are shown as whether each flow is restricted or permitted by each valve, whether heater 131 is movable on or off, and whether chiller 170 is on or off.

[0030] Of the mode selection conditions, "cabin air conditioning" indicates the demand for air conditioning in the cabin of the electric vehicle Vc, and indicates whether the cabin needs to be heated or cooled, or whether neither is required.

[0031] "Cooling of the object to be cooled" indicates a demand for cooling the object to be cooled 20, and indicates whether or not cooling of the object to be cooled 20 is required. For example, when a measured value of a temperature sensor (not shown) that measures the temperature of the inverter Iv is higher than a threshold value, the control unit 300 determines that cooling of the object to be cooled 20 is required. This threshold value is determined based on the heat resistance temperature of a semiconductor included in the inverter Iv, and is preferably 125°C or less, more preferably 80°C or less, and even more preferably 70°C or less. In addition, this threshold value is preferably 60°C or more in order to suppress energy loss due to excessive cooling of the inverter Iv. The inverter Iv is not driven when the electric vehicle Vc is stopped (including when the electric vehicle Vc is being charged), but is driven when the electric vehicle Vc is traveling. Therefore, the inverter Iv and temperature mainly rise when the electric vehicle Vc is traveling, and are particularly likely to rise due to high-speed driving compared to normal driving. Normal driving refers to the electric vehicle Vc traveling at a speed lower than a predetermined reference speed (for example, 80 km / h). High-speed driving refers to the electric vehicle Vc traveling at a speed equal to or higher than a predetermined reference speed.

[0032] "Battery temperature control" indicates the demand for temperature control of the battery DB, and indicates whether heating or cooling of the battery DB is required, or whether neither is required. Incidentally, "cooling (strong)" in FIG. 2 indicates the demand for high-intensity cooling of the battery DB. The control unit 300 determines that cooling of the battery DB is required when the measured value of the temperature sensor 91 is higher than a predetermined optimum temperature range of the battery DB, and determines that heating of the battery DB is required when the measured value of the temperature sensor is lower than the optimum temperature range. In addition, the control unit 300 determines that higher-intensity cooling is required when the value of the temperature sensor is lower than a predetermined temperature that is lower than the lower limit of the optimum temperature range. The optimum temperature range of the battery DB is determined, for example, as a temperature range that allows the battery DB to achieve high charge and discharge performance. For example, when the battery DB is configured as a lithium-ion battery having an electrolyte, the lower limit of the optimum temperature range of the battery DB is preferably 10°C or higher, and more preferably 20°C or higher. In this case, the upper limit of the optimum temperature range of the battery DB is preferably 30°C or less, and more preferably 25°C or less. The temperature of the battery DB decreases, for example, due to a decrease in the outside air temperature, and increases due to the running of the electric vehicle Vc and the charging of the battery DB using the external power source and the charging unit CU. In particular, the temperature of the battery DB is more likely to increase due to high-speed operation compared to normal operation, and is more likely to increase due to rapid charging compared to normal charging. Rapid charging refers to charging the battery DB at a higher speed compared to normal charging. For rapid charging, an external charger capable of supplying higher power output is used compared to an external charger used for normal charging of the battery DB.

[0033] "Charging unit cooling" indicates a demand for cooling the charging unit CU, and indicates whether or not cooling of the charging unit CU is required. The control unit 300 determines that cooling of the charging unit CU is required when, for example, a measurement value of a temperature sensor (not shown) that measures the temperature of the charging unit CU is higher than a predetermined threshold value. This threshold value is preferably set so as to suppress a decrease in the charging performance of the battery DB caused by heating of the charging unit CU. The charging performance of the charging unit CU decreases when, for example, the temperature of a connector part of the charging unit CU to which an external conductor is connected for charging the battery DB rises excessively. The charging unit CU is not operated when the electric vehicle Vc is traveling or simply stopped, but is operated when the battery DB is being charged. Therefore, the temperature of the charging unit CU mainly rises when the battery DB is being charged, and is particularly likely to rise by quick charging compared to normal charging.

[0034] As shown in FIG. 2, the first mode Md1 to the fourth mode Md4 are selected when there is a demand for heating in the vehicle cabin. Therefore, the first mode Md1 to the fourth mode Md4 are likely to be selected, for example, in a cold environment (for example, winter). The fifth mode Md5 to the eighth mode Md8 are executed when there is no demand for either heating or cooling. Therefore, the fifth mode Md5 to the eighth mode Md8 are likely to be selected, for example, in spring or autumn. The ninth mode Md9 to the twelfth mode Md12 are executed when there is a demand for cooling in the vehicle cabin. Therefore, the ninth mode Md9 to the twelfth mode Md12 are likely to be selected, for example, in summer.

[0035] FIG. 3 is an explanatory diagram showing how the temperature adjustment system 100 is controlled in the first mode Md1. In FIG. 3, among the flow paths in each circuit, the flow paths through which the temperature adjustment liquid Lq flows are indicated by thick lines. The first mode Md1 is selected, for example, immediately after starting the electric vehicle Vc on a winter morning when the outside air temperature is particularly likely to drop (for example, 20°C below zero). As shown in FIG. 2 and FIG. 3, in the first mode Md1, the first valve 61 is controlled to allow the flows f1 and f2, the second valve 62 is controlled to restrict the flows f3 and f4, the third valve 63 is controlled to restrict the flows f5 and f6, the fourth valve 74 is controlled to restrict the flows f7 and f8, the heater 131 is controlled to be on, and the chiller 170 is controlled to be off. As a result, in the first mode Md1, as shown in FIG. 3, the heating object 30 is heated by the heater circuit 130, and the temperature control liquid Lq heated by the heater circuit 130 is supplied to the battery DB via the heating flow path 151, thereby heating the battery DB.

[0036] FIG. 4 is an explanatory diagram showing the state in which the temperature adjustment system 100 is controlled in the second mode Md2 in a manner substantially similar to FIG. 3. The second mode Md2 is selected, for example, when the electric vehicle Vc is normally operated in winter. As shown in FIG. 2 and FIG. 4, in the second mode Md2, the first valve 61 is controlled to restrict the flow f1 and allow only the flow f2, the second valve 62 is controlled to restrict the flows f3 and f4, the third valve 63 is controlled to restrict the flow f5 and allow only the flow f6, the fourth valve 74 is controlled to restrict the flows f7 and f8, the heater 131 is controlled to be on, and the chiller 170 is controlled to be off. As a result, in the second mode Md2, as shown in FIG. 4, the cooling object 20 is cooled by the cooling circuit 110, and the heating object 30 is heated by the heater circuit 130. The temperature control liquid Lq that has cooled the object to be cooled 20 in the cooling circuit 110 is recovered to the reserve tank 101. As a result, waste heat in the cooling circuit 110 is recovered to the reserve tank 101 via the temperature control liquid Lq. The temperature of the temperature control liquid Lq in the reserve tank 101 is increased by the waste heat thus recovered. That is, in the second mode Md2, the waste heat in the cooling circuit 110 that is recovered to the reserve tank 101 via the temperature control liquid Lq can be used to heat the object to be heated 30.

[0037] FIG. 5 is an explanatory diagram showing the state in which the temperature adjustment system 100 is controlled in the third mode Md3 in a manner substantially similar to FIG. 3. The third mode Md3 is selected, for example, when the electric vehicle Vc is driven at high speed in winter. As shown in FIG. 2 and FIG. 5, in the third mode Md3, the first valve 61 is controlled to allow only the flow f2, the second valve 62 is controlled to restrict the flow f3 and allow only the flow f4, the third valve 63 is controlled to allow the flows f5 and f6, the fourth valve 74 is controlled to restrict the flows f7 and f8, the heater 131 is controlled to be on, and the chiller 170 is controlled to be off. As a result, in the third mode Md3, the object to be cooled 20 is cooled by the cooling circuit 110, and the temperature adjustment liquid Lq cooled by the radiator 161 of the second cooling unit 160 is supplied to the battery DB via the first cooling flow path 154, thereby cooling the battery DB. Furthermore, the heating object 30 is heated by the heater circuit 130. The temperature control liquid Lq that has cooled the cooling object 20 in the cooling circuit 110 and the temperature control liquid Lq that has cooled the battery DB in the temperature control circuit 150 are each recovered to the reserve tank 101. As a result, the waste heat in the cooling circuit 110 and the temperature control circuit 150 is recovered to the reserve tank 101 via the temperature control liquid Lq. That is, in the third mode Md3, the waste heat in the cooling circuit 110 and the temperature control circuit 150 that is recovered to the reserve tank 101 via the temperature control liquid Lq can be used to heat the heating object 30.

[0038] The above-mentioned first mode Md1 may also be selected, for example, when the electric vehicle Vc is stopped after being driven normally or at high speed. More specifically, when the temperature of the battery DB falls below the optimum temperature range due to the influence of low outside air temperature while the electric vehicle Vc is stopped, the first mode Md1 is selected. In this case, the waste heat recovered in the reserve tank 101 in the second mode Md2 or the third mode Md3 before the first mode Md1 is selected can be used to heat the battery DB. When it is necessary to cool the object to be cooled 20 in addition to heating the battery DB, the control state of the third valve 63 in the first mode Md1 may be changed to allow the flow f6, thereby cooling the object to be cooled 20.

[0039] FIG. 6 is an explanatory diagram showing the state in which the temperature adjustment system 100 is controlled in the fourth mode Md4 in a manner similar to FIG. 3. In FIG. 6, among the flow paths in the refrigerant flow path 70, the flow paths through which the refrigerant flows are indicated by thick lines. The fourth mode Md4 is selected, for example, when the battery DB is charged in winter. In particular, the fourth mode Md4 is selected when the battery DB is rapidly charged in winter. As shown in FIG. 2 and FIG. 6, in the fourth mode Md4, the first valve 61 is controlled to allow only the flow f2, the second valve 62 is controlled to allow only the flow f4, the third valve 63 is controlled to allow only the flow f5 and restrict the flow f6, the fourth valve 74 is controlled to allow only the flow f7 and restrict the flow f8, and the heater 131 and the chiller 170 are controlled to be on. As a result, in the fourth mode Md4, as shown in FIG. 6, the temperature control liquid Lq cooled by the radiator 161 and the chiller 170 of the second cooling unit 160 is supplied to the battery DB via the first cooling flow path 154, thereby cooling the battery DB. In addition, the cooled temperature control liquid Lq is supplied to the charging unit CU via the second cooling flow path 155, thereby cooling the charging unit CU. In addition, the heating object 30 is heated by the heater circuit 130. The temperature control liquid Lq that has cooled the battery DB and the charging unit CU in the temperature control circuit 150 is collected in the reserve tank 101. As a result, the waste heat in the temperature control circuit 150 is collected in the reserve tank 101 via the temperature control liquid Lq. That is, in the third mode Md3, the waste heat in the temperature control circuit 150 that is collected in the reserve tank 101 via the temperature control liquid Lq can be used to heat the heating object 30.

[0040] The fifth mode Md5 is selected immediately after starting the electric vehicle Vc in an environment where air conditioning is not required in the vehicle cabin, such as spring, autumn, etc. As shown in Fig. 2, in the fifth mode Md5, the valves are controlled to restrict all of the flows f1 to f8, and the heater 131 and the chiller 170 are controlled to be turned off.

[0041] FIG. 7 is an explanatory diagram showing the state in which the temperature adjustment system 100 is controlled in the sixth mode Md6, in a manner substantially similar to FIG. 6. The sixth mode Md6 is selected, for example, when the electric vehicle Vc is normally driven in an environment in which air conditioning in the vehicle cabin is not required. As shown in FIG. 2 and FIG. 7, in the sixth mode Md6, the first valve 61 is controlled to restrict the flows f1 and f2, the second valve 62 is controlled to restrict the flows f3 and f4, the third valve 63 is controlled to allow only the flow f6, the fourth valve 74 is controlled to restrict the flows f7 and f8, and the heater 131 and the chiller 170 are controlled to be turned off. As a result, in the sixth mode Md6, the cooling object 20 is cooled by the cooling circuit 110, as shown in FIG. 7.

[0042] FIG. 8 is an explanatory diagram showing the state in which the temperature adjustment system 100 is controlled in the seventh mode Md7, in a manner substantially similar to FIG. 6. The seventh mode Md7 is selected, for example, when the electric vehicle Vc is driven at high speed in an environment in which air conditioning in the vehicle cabin is not required. As shown in FIG. 2 and FIG. 8, in the seventh mode Md7, the first valve 61 is controlled to restrict the flows f1 and f2, the second valve 62 is controlled to allow only the flow f4, the third valve 63 is controlled to allow the flows f5 and f6, the fourth valve 74 is controlled to restrict the flows f7 and f8, and the heater 131 and the chiller 170 are controlled to be turned off. As a result, in the seventh mode Md7, as shown in FIG. 8, the object to be cooled 20 is cooled by the cooling circuit 110, and the temperature adjustment liquid Lq cooled by the radiator 161 of the second cooling unit 160 is supplied to the battery DB via the first cooling flow path 154, thereby cooling the battery DB.

[0043] FIG. 9 is an explanatory diagram showing the state in which the temperature adjustment system 100 is controlled in the eighth mode Md8, in a manner substantially similar to FIG. 6. The eighth mode Md8 is selected, for example, when the battery DB is charged in an environment in which air conditioning in the vehicle cabin is not required, particularly when the battery DB is rapidly charged. As shown in FIG. 2 and FIG. 9, in the eighth mode Md8, the first valve 61 is controlled to restrict the flows f1 and f2, the second valve 62 is controlled to allow only the flow f4, the third valve 63 is controlled to allow only the flow f5, the fourth valve 74 is controlled to allow only the flow f7, the heater 131 is controlled to be turned off, and the chiller 170 is controlled to be turned on. As a result, in the eighth mode Md8, as shown in FIG. 9, the temperature adjustment liquid Lq cooled by the radiator 161 and the chiller 170 of the second cooling unit 160 is supplied to the battery DB via the first cooling flow path 154, thereby cooling the battery DB. Furthermore, the cooled temperature control fluid Lq is supplied to the charging unit CU via the second cooling flow path 155, thereby cooling the charging unit CU.

[0044] FIG. 10 is an explanatory diagram showing how the temperature adjustment system 100 is controlled in the ninth mode Md9 in a manner similar to FIG. 6. The ninth mode Md9 is selected, for example, immediately after starting the electric vehicle Vc in the summer when the outside air temperature is relatively high (for example, 30° C.). As shown in FIG. 2 and FIG. 10, in the ninth mode Md9, the first valve 61 is controlled to regulate the flows f1 and f2, the second valve 62 is controlled to regulate the flows f3 and f4, the third valve 63 is controlled to regulate the flows f5 and f6, the fourth valve 74 is controlled to regulate the flow f7 and allow only the flow f8, the heater 131 is controlled to be turned off, and the chiller 170 is controlled to be turned on. As a result, in the ninth mode Md9, temperature adjustment using the temperature adjustment liquid Lq in each circuit is not performed, and only the cooling of the vehicle interior is performed using the chiller 170.

[0045] FIG. 11 is an explanatory diagram showing the state in which the temperature adjustment system 100 is controlled in the tenth mode Md10 in a manner substantially similar to FIG. 6. The tenth mode Md10 is selected, for example, when the electric vehicle Vc is normally operated in summer. As shown in FIG. 2 and FIG. 10, in the tenth mode Md10, the first valve 61 is controlled to restrict the flows f1 and f2, the second valve 62 is controlled to restrict the flows f3 and f4, the third valve 63 is controlled to allow only the flow f6, the fourth valve 74 is controlled to allow only the flow f8, the heater 131 is controlled to be turned off, and the chiller 170 is controlled to be turned on. As a result, in the tenth mode Md10, as shown in FIG. 11, the object to be cooled 20 is cooled by the cooling circuit 110, and the vehicle interior is cooled using the chiller 170.

[0046] FIG. 12 is an explanatory diagram showing the state in which the temperature adjustment system 100 is controlled in the eleventh mode Md11 in a manner substantially similar to FIG. 6. The eleventh mode Md11 is selected, for example, when the electric vehicle Vc is driven at high speed in summer. As shown in FIG. 2 and FIG. 12, in the eleventh mode Md11, the first valve 61 is controlled to restrict the flows f1 and f2, the second valve 62 is controlled to allow only the flow f4, the third valve 63 is controlled to allow the flows f5 and f6, the fourth valve 74 is controlled to allow only the flow f8, the heater 131 is controlled to be turned off, and the chiller 170 is controlled to be turned on. As a result, in the eleventh mode Md11, as shown in FIG. 12, the object to be cooled 20 is cooled by the cooling circuit 110, and the temperature adjustment liquid Lq cooled by the radiator 161 of the second cooling unit 160 is supplied to the battery DB via the cooling flow path 152, thereby cooling the battery DB. In addition, the passenger compartment is cooled using a chiller 170.

[0047] FIG. 13 is an explanatory diagram showing the state in which the temperature adjustment system 100 is controlled in the 12th mode Md12 in a manner substantially similar to FIG. 6. The 12th mode Md12 is selected, for example, when charging the battery DB in summer, particularly when the battery DB is rapidly charged. As shown in FIG. 2 and FIG. 13, in the 12th mode Md12, the first valve 61 is controlled to restrict the flows f1 and f2, the second valve 62 is controlled to allow only the flow f4, the third valve 63 is controlled to allow only the flow f5, the fourth valve 74 is controlled to allow the flows f7 and f8, the heater 131 is controlled to be turned off, and the chiller 170 is controlled to be turned on. As a result, in the 12th mode Md12, as shown in FIG. 13, the temperature adjustment liquid Lq cooled by the radiator 161 and the chiller 170 of the second cooling unit 160 is supplied to the battery DB via the first cooling flow path 154, thereby cooling the battery DB. The charging unit CU is cooled by being supplied with the cooled temperature control liquid Lq via the second cooling flow path 155. The vehicle interior is cooled using the chiller 170.

[0048] According to the temperature adjustment system 100 in the present embodiment described above, the temperature of the temperature adjustment object in each circuit can be adjusted while circulating the temperature adjustment liquid Lq in each of the cooling circuit 110, the heater circuit 130, and the temperature adjustment circuit 150. In this way, the temperature adjustment liquid Lq after adjusting the temperature of the temperature adjustment object in each circuit can be collected in the reserve tank 101, so that the temperature of the temperature adjustment liquid Lq in the reserve tank 101 can be increased by utilizing the waste heat in the temperature adjustment system 100. In addition, the temperature adjustment liquid Lq in the reserve tank 101 can be supplied to the battery DB via the heating flow path 151 connected to the heater circuit 130, thereby heating the battery DB. Therefore, the temperature of the battery DB can be effectively adjusted in the temperature adjustment system 100.

[0049] In the present embodiment, the cooling flow path 152 branches into a first cooling flow path 154 and a second cooling flow path 155 at a branch point 159, and the branch point 159 is provided with a second valve 62 configured to open and close the second cooling flow path 155. In this way, by opening and closing the second cooling flow path 155 using the second valve 62, it is possible to switch between a state in which the temperature control liquid Lq flows to the charging unit CU in the cooling flow path 152 and a state in which the temperature control liquid Lq does not flow to the charging unit CU. Therefore, for example, when cooling of the battery DB is required and cooling of the charging unit CU is not required, the second cooling flow path 155 is closed, so that the battery DB can be cooled more effectively. In addition, since the temperature control liquid Lq for heating the battery DB can be prevented from flowing toward the charging unit CU, the battery DB can be heated more effectively.

[0050] Moreover, in this embodiment, the cooling flow path 152 passes through the second cooling section 160. Therefore, in the cooling flow path 152, the temperature adjustment liquid Lq cooled by the second cooling section 160 can be used to cool the battery DB.

[0051] Moreover, in this embodiment, the second cooling unit 160 has the radiator 161 and the chiller 170. Therefore, when there is a demand to cool the battery DB at a higher intensity, the battery DB can be cooled at a higher intensity using the chiller 170, as in the fourth mode Md4, the eighth mode Md8, and the twelfth mode Md12 described above. When there is a demand to cool the battery DB at a relatively low intensity, the battery DB can be cooled using the radiator 161 without operating the chiller 170, as in the third mode Md3, the seventh mode Md7, and the eleventh mode Md11 described above. In this way, the battery DB can be cooled more effectively in the cooling flow path 152.

[0052] Furthermore, in this embodiment, the chiller 170 is configured to be able to supply heat from the temperature control liquid Lq to the heater circuit 130. In this way, the temperature control liquid Lq can be cooled by the chiller 170 in the cooling flow path 152, and heat supplied from the temperature control liquid Lq to the refrigerant when the temperature control liquid Lq is cooled can be supplied to the heater circuit 130. Therefore, in the temperature adjustment system 100, waste heat can be used more effectively.

[0053] In the present embodiment, the object to be cooled 20 includes the motor Mt and the inverter Iv for driving the electric vehicle Vc, and the object to be heated 30 includes the heater core HC used to heat the vehicle interior of the electric vehicle Vc. Therefore, the motor Mt and the inverter Iv can be cooled by the cooling circuit 110, and the heater core HC can be heated by the heater circuit 130. As described above, the demand for cooling the charging unit CU mainly occurs when the battery DB is charged. Furthermore, the demand for cooling the inverter Iv and the motor Mt, which are the object to be cooled 20 in the cooling circuit 110, mainly occurs when the electric vehicle Vc is driven. Therefore, by configuring the temperature adjustment system 100 so that the charging unit CU is cooled by the temperature adjustment circuit 150 as in the present embodiment, the cooling efficiency of the inverter Iv, the motor Mt, and the charging unit CU can be improved, for example, compared to the case where the charging unit CU is cooled together with the inverter Iv and the motor Mt by the cooling circuit 110.

[0054] In another embodiment, the object to be cooled 20 may include, for example, only one of the motor Mt and the inverter Iv. In this case, the other not included in the object to be cooled 20 may be oil-cooled by, for example, a cooling system different from the temperature adjustment system 100. In another embodiment, the object to be cooled 20 may not include, for example, the motor Mt and the inverter Iv. In this case, the object to be cooled 20 may be any of a battery configured as a lead battery, an engine mounted on the electric vehicle Vc, various motors, various inverters, various converters, a control computer, and the like. In addition, the object to be heated 30 may not be the heater core HC, and may be, for example, a washer fluid for washing the electric vehicle Vc, or a seat, back, or headrest of a vehicle seat on which a passenger of the electric vehicle Vc sits.

[0055] B. Second embodiment: 14 is an explanatory diagram showing a schematic configuration of a temperature adjustment system 100b in the second embodiment. In this embodiment, unlike the first embodiment, the cooling flow path 152b of the temperature adjustment circuit 150b is connected to the second flow path 12, which corresponds to the first portion of the cooling circuit 110b. As described in the first embodiment, the first portion is a portion of the cooling circuit 110b that is located downstream of the first cooling unit 111 and upstream of the object to be cooled 20. More specifically, in this embodiment, the common flow path 153b of the cooling flow path 152b is connected to the second flow path 12. Portions of the configuration of the temperature adjustment system 100b that are not particularly described are similar to those of the first embodiment.

[0056] A third valve 63 is provided at a connection point CP2 between the cooling flow passage 152b and the cooling circuit 110b, as in the first embodiment. The second cooling section 160b in this embodiment has a chiller 170 as in the first embodiment, but does not have a radiator 161, unlike the first embodiment. Note that, in the temperature adjustment system 100b of this embodiment, for example, control modes similar to the control modes shown in FIG. 2 can also be used.

[0057] According to the temperature adjustment system 100b in the second embodiment described above, the cooling flow path 152b is connected to the first portion of the cooling circuit 110b. In addition, the third valve 63 is provided at the connection point CP2. In this manner, the battery DB and the charging unit CU can be cooled in the temperature adjustment circuit 150b using the temperature adjustment liquid Lq cooled in the cooling circuit 110b. Therefore, for example, as described above, even if the radiator 161 of the second cooling section 160b is omitted, the battery DB and the charging unit CU can be effectively cooled.

[0058] C. Third embodiment: 15 is an explanatory diagram showing a schematic configuration of a temperature adjustment system 100c in the third embodiment. In this embodiment, unlike the first embodiment, a first adjustment valve is provided in the cooling flow path 152. Also, a second adjustment valve is provided in the heating flow path 151. Parts of the configuration of the temperature adjustment system 100c that are not particularly described are similar to those in the first embodiment.

[0059] The first adjusting valve is configured to adjust the flow rate of the cooled temperature control liquid Lq flowing through the cooling flow path 152 from the reserve tank 101 toward the battery DB. In this embodiment, the second valve 62b functions as the first adjusting valve. More specifically, the second valve 62b in this embodiment is configured to be capable of adjusting the opening degree of the first cooling flow path 154 as well as opening and closing the first cooling flow path 154 and the second cooling flow path 155. In this specification, "adjustable opening degree of the flow path" refers to not only opening and closing the flow path but also adjusting the opening area of ​​the flow path in a stepwise or stepless manner. In this embodiment, the opening degree of the first cooling flow path 154 is adjusted in this manner while the flow f5 is permitted by the third valve 63, thereby adjusting the flow rate of the temperature control liquid Lq flowing through the first cooling flow path 154 toward the battery DB and the flow rate of the temperature control liquid Lq flowing through the second cooling flow path 155 toward the charging unit CU.

[0060] The second adjustment valve is configured to be capable of adjusting the flow rate of the temperature adjustment liquid Lq flowing through the heating flow path 151 from the heater circuit 130 toward the battery DB. In this embodiment, the first valve 61b functions as the second adjustment valve. More specifically, the first valve 61b in this embodiment is configured to be capable of not only opening and closing the fifth flow path 32 and the heating flow path 151, but also adjusting the opening degree of the heating flow path 151. By adjusting the opening degree of the heating flow path 151 in this manner, the flow rate of the temperature adjustment liquid Lq flowing through the heating flow path 151 toward the battery DB is adjusted.

[0061] In this embodiment, the control unit 300 controls the second valve 62b functioning as the first adjustment valve and the first valve 61b functioning as the second adjustment valve according to the measurement value of the temperature sensor 91, that is, according to the temperature of the battery DB. For example, when the temperature of the battery DB is higher than the optimum temperature range, the control unit 300 controls the second valve 62b and the first valve 61b to increase the opening degree of the first cooling flow path 154 or decrease the opening degree of the heating flow path 151 so that the flow rate of the temperature adjustment liquid Lq flowing through the first cooling flow path 154 is relatively large compared to the flow rate of the temperature adjustment liquid Lq flowing through the heating flow path 151. When there is a demand to cool the battery DB at a higher intensity, the control unit 300 may increase the opening degree of the first cooling flow path 154 or decrease the opening degree of the heating flow path 151. Conversely, when the temperature of the battery DB is lower than the optimum temperature range, the control unit 300 controls the second valve 62b and the first valve 61b to reduce the opening degree of the first cooling flow path 154 or increase the opening degree of the heating flow path 151 so that the flow rate of the temperature adjustment liquid Lq flowing through the first cooling flow path 154 is relatively small compared to the flow rate of the temperature adjustment liquid Lq flowing through the heating flow path 151. When there is a demand to heat the battery DB at a higher intensity, the control unit 300 may reduce the opening degree of the first cooling flow path 154 or increase the opening degree of the heating flow path 151.

[0062] For example, the temperature of the temperature adjustment liquid Lq in the first cooling flow path 154 upstream of the junction 80 where the first cooling flow path 154 and the heating flow path 151 join, and the temperature of the temperature adjustment liquid Lq in the heating flow path 151 upstream of the junction 80 may be measured, and the opening degree of the first cooling flow path 154 and the heating flow path 151 may be adjusted according to each temperature. Also, the temperature of the temperature adjustment liquid Lq in the flow path 81 between the junction 80 and the battery DB may be measured, and the opening degree of the first cooling flow path 154 and the heating flow path 151 may be adjusted according to this temperature.

[0063] According to the temperature adjustment system 100c in the third embodiment described above, the control unit 300 controls the first adjustment valve and the second adjustment valve according to the measurement value of the temperature sensor 91 that measures the temperature of the battery DB. In this way, the flow rate of the cooled temperature adjustment liquid Lq flowing through the cooling flow path 152b toward the battery DB and the flow rate of the temperature adjustment liquid Lq flowing through the heating flow path 151 toward the battery DB can be adjusted according to the temperature of the battery DB. Therefore, the temperature of the battery DB can be controlled more precisely.

[0064] In other embodiments, the second valve 62b may not function as the first adjustment valve. In this case, for example, the first adjustment valve may be provided in the first cooling flow passage 154 downstream of the second valve 62b and upstream of the junction 80. In other embodiments, the first valve 61b may not function as the second adjustment valve. In this case, for example, the second adjustment valve may be provided in the heating flow passage 151 downstream of the first valve 61b and upstream of the junction 80. In addition, the first valve 61b may be configured to adjust the opening degree of the flow passage in the heater circuit 130, for example, the opening degree of the fifth flow passage 32. In addition, the second valve 62b may be configured to adjust the opening degree of the second cooling flow passage 155. In addition, the third valve 63 may be configured to adjust the opening degree of the cooling flow passage 152 or the flow passage in the cooling circuit 110, for example, the opening degree of the first flow passage 11. Furthermore, the fourth valve 74 may be configured to be able to adjust the opening degree of the first refrigerant flow path 71 and the second refrigerant flow path 72.

[0065] D. Other embodiments: (D1) In each of the above embodiments, the second valve 62 is provided in the cooling flow path 152, but the second valve 62 may not be provided. Also, the cooling flow path 152 branches into the first cooling flow path 154 and the second cooling flow path 155 at the branch point 159, but the cooling flow path 152 does not have to branch in this manner. In this case, the battery DB may be cooled in the cooling flow path 152, for example, upstream of the charging unit CU, or downstream of the charging unit CU.

[0066] (D2) In each of the above embodiments, the cooling flow path 152 is connected to the cooling circuit 110, but it does not have to be connected to the cooling circuit 110. In this case, the cooling flow path 152 may be connected to a pump other than the pump 102 for supplying the temperature control liquid Lq from the reserve tank 101 to the cooling flow path 152. In this case, by controlling this pump with the control unit 300, it is possible to regulate and allow the flow of the temperature control liquid Lq from the reserve tank 101 to the cooling flow path 152.

[0067] (D3) In each of the above embodiments, the pump 102 is provided common to the cooling circuit 110 and the heater circuit 130, but this is not necessarily the case. For example, a pump for supplying the temperature control liquid Lq from the reserve tank 101 to the cooling circuit 110 and a pump for supplying the temperature control liquid Lq from the reserve tank 101 to the heater circuit 130 may be provided separately. Furthermore, such a pump may or may not be fixed to the reserve tank 101.

[0068] (D4) In each of the above embodiments, the cooling flow path 152 passes through the second cooling unit 160, but it is not necessary to pass through the second cooling unit 160. In this case, the temperature adjustment liquid Lq cooled in the cooling circuit 110 may be configured to be supplied to the cooling flow path 152. In this case, the temperature adjustment liquid Lq supplied to the cooling flow path 152 may be cooled by the first cooling unit 111 as described in the second embodiment, or may be cooled by a cooling unit different from the first cooling unit 111.

[0069] (D5) In each of the above embodiments, the chiller 170 is configured to be able to supply the heat of the temperature control liquid Lq to the heater circuit 130, but this need not be the case. In this case, the chiller 170 may be configured, for example, to exchange heat between a liquid other than the temperature control liquid Lq and the refrigerant in the water-cooled condenser 173. The chiller 170 may also include, for example, an air-cooled condenser instead of the water-cooled condenser 173.

[0070] The present disclosure is not limited to the above-mentioned embodiment, and can be realized in various configurations without departing from the spirit of the present disclosure. For example, the technical features in the embodiments corresponding to the technical features in each aspect described in the Summary of the Invention column can be appropriately replaced or combined to solve some or all of the above-mentioned problems or to achieve some or all of the above-mentioned effects. Furthermore, if the technical feature is not described as essential in this specification, it can be appropriately deleted. [Explanation of symbols]

[0071] 11...first flow path, 12...second flow path, 13...third flow path, 20...object to be cooled, 30...object to be heated, 31...fourth flow path, 32...fifth flow path, 33...sixth flow path, 50...junction point, 51...flow path, 52...flow path, 61,61b...first valve, 62,62b...second valve, 63...third valve, 70...refrigerant flow path, 71...first refrigerant flow path, 72...second refrigerant flow path, 74...fourth valve, 78...branch point, 79...junction point, 80...junction point, 81...flow path, 91...temperature sensor, 100,100b,100c...temperature control system, 101...reserve tank, 102...pump, 110,110b...refrigerant Cooling circuit, 111...first cooling section, 130...heater circuit, 131...heater, 150, 150b...temperature control circuit, 151...heating flow path, 152, 152b...cooling flow path, 153, 153b...common flow path, 154...first cooling flow path, 155...second cooling flow path, 156...recovery flow path, 159...branch point, 160, 160b...second cooling section, 161...radiator, 170...chiller, 172...compressor, 173...water-cooled condenser, 174...second evaporator, 175...first expansion valve, 176...second expansion valve, 250...HVAC system, 300...control section, 310...processor, 320...storage device

Claims

1. A vehicle temperature control system for use in an electric vehicle, A reserve tank for storing a temperature control liquid; a cooling circuit configured to be able to circulate the temperature regulating liquid through the reserve tank, a first cooling unit that cools the temperature regulating liquid, and an object to be cooled that is provided in the electric vehicle, in that order; a heater circuit configured to circulate the temperature regulating liquid through the reserve tank, a heater that heats the temperature regulating liquid, and a heating object provided in the electric vehicle in this order; and (i) a heating flow path connected to the heater circuit, for causing the temperature regulating liquid heated by the heater to flow from the reserve tank toward a drive battery provided in the electric vehicle, (ii) a cooling flow path for causing the cooled temperature regulating liquid to flow from the reserve tank toward the battery and a charging unit for charging the battery, and (iii) a recovery flow path for causing the temperature regulating liquid from the heating flow path and the cooling flow path to flow toward the reserve tank; a first valve configured to be able to open and close the heating flow path.

2. The vehicle temperature control system according to claim 1, the cooling flow path branches at a branch point into a first cooling flow path for flowing the temperature regulating liquid toward the battery and a second cooling flow path for flowing the temperature regulating liquid toward the charging unit; The vehicle temperature control system further includes a second valve configured to open and close the second cooling passage.

3. The vehicle temperature control system according to claim 1, the cooling flow path is connected to a first portion of the cooling circuit, the first portion being located downstream of the first cooling portion and upstream of the object to be cooled; The vehicle temperature control system further includes a third valve provided at a connection point between the cooling circuit and the cooling flow path and configured to be able to open and close the cooling circuit and the cooling flow path.

4. The vehicle temperature control system according to claim 1, The cooling flow path passes through a second cooling section that cools the temperature control fluid flowing through a second portion of the cooling flow path that is located upstream of the battery and the charging unit.

5. The vehicle temperature control system according to claim 4, The second cooling unit has a radiator and a chiller that cool the temperature control fluid.

6. The vehicle temperature control system according to claim 5, The chiller is configured to supply heat of the temperature control fluid to the heater circuit.

7. The vehicle temperature control system according to claim 1, a first adjusting valve configured to adjust a flow rate of the cooled temperature regulating fluid flowing through the cooling flow path from the reserve tank toward the battery; a second adjustment valve configured to adjust a flow rate of the temperature regulating fluid flowing through the heating flow path from the heater circuit toward the battery; a temperature sensor for measuring a temperature of the battery; A control unit that controls the first adjustment valve and the second adjustment valve, The control unit controls the first adjusting valve and the second adjusting valve in accordance with a measurement value of the temperature sensor.

8. The vehicle temperature control system according to any one of claims 1 to 7, the object to be cooled includes at least one of a motor and an inverter that is supplied with power from the battery and is used to drive the electric vehicle, The object to be heated is a vehicle temperature control system including a heater core used to heat a passenger compartment of the electric vehicle.

Images