Temperature adjustment device

Abstract

To provide a temperature adjustment device that is able to reduce the number of components.SOLUTION: A temperature adjustment device applied to a vehicle having an electric drive unit 23 that outputs power for traveling, a battery 24 that supplies electric power to the electric drive unit, and a vehicle air-conditioning device including a refrigeration cycle 10 in which a refrigerant circulates, comprises: a heat medium circuit 21 in which a heat medium for exchanging heat with the electric drive unit and the battery circulates; a heat exchange unit 16 provided in the heat medium circuit and configured to exchange heat between the refrigerant and the heat medium having undergone heat exchange in the electric drive unit and the battery; and one circuit switching unit 40 connected to the electric drive unit, battery, and heat exchange unit, provided in the heat medium circuit, and configured to switch the heat medium circuit. The circuit switching unit forms a first circuit configured to switch the heat medium circuit to guide the heat medium heat-exchanged in the electric drive unit to the battery; a second circuit configured to guide the heat medium heat-exchanged in the electric drive unit to the heat exchange unit, and a third circuit configured to return the heat medium heat-exchanged in the battery to the battery by bypassing the electric drive unit and the heat exchange unit.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present disclosure relates to a temperature adjustment device. [Background technology]

[0002] Conventionally, a temperature control device is known that includes a heat medium circuit through which a heat medium flows, a motor, a battery that supplies power to the motor, a chiller that removes heat from the heat medium, a radiator that cools the heat medium, and a plurality of switching units that switch the heat medium circuit (see, for example, Patent Document 1). The heat medium circuit has a first loop through which the heat medium passes the motor and the chiller, a second loop through which the heat medium circulates through the battery, and a third loop through which the heat medium passes the motor, the chiller, and the battery. The heat medium circuit also has a bypass flow path that bypasses the chiller and a bypass flow path that bypasses the radiator. The temperature control device switches the heat medium circuit through which the heat medium flows among the first loop, the second loop, and the third loop by using a plurality of valves. The temperature control device also switches whether or not the heat medium passes through the chiller and the radiator by using a plurality of valves.

[0003] For example, the temperature control device switches between a first mode in which the heat medium flows through the first loop and the second loop independently and a second mode in which the heat medium flows through the third loop, using a first switching unit that is one of the multiple switching units. The temperature control device also opens and closes a bypass flow path that bypasses the chiller in the second mode, using an adjustment valve that is one of the multiple switching units. Furthermore, the temperature control device also switches between whether the heat medium passes through the radiator in the first mode and the second mode, using a third switching unit that is one of the multiple switching units.

[0004] In this way, the temperature adjustment device described in Patent Document 1 is configured to have three circuit switching units that switch between heat medium circuits, thereby switching the heat medium circuit and directing the heat medium to various component devices. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] International Publication No. 2022 / 185561 Summary of the Invention [Problem to be solved by the invention]

[0006] Incidentally, the more circuit switching units that switch the heat medium circuit in a temperature control device, the more complicated the heat medium circuit becomes. However, such a complicated heat medium circuit is undesirable because it leads to an increase in the size of the housing of the temperature control device and an increase in heat loss when the heat medium flows through the heat medium circuit.

[0007] In view of the above, an object of the present invention is to provide a temperature adjustment device that can reduce the number of circuit switching units. [Means for solving the problem]

[0008] According to one aspect of the disclosure, A temperature control device for use in a vehicle having an electric drive unit (23) that outputs power for running, a battery (24) that supplies power to the electric drive unit, and a vehicle air conditioner including a refrigeration cycle (10) through which a refrigerant circulates, a heat medium circuit (21) through which a heat medium circulates to exchange heat with the electric drive unit and the battery; a heat exchange unit (16) provided in the heat medium circuit for exchanging heat between the heat medium that has been heat exchanged between the electric drive unit and the battery and a refrigerant; a circuit switching unit (40) that is connected to the electric drive unit, the battery, and the heat exchange unit and is provided in the heat medium circuit, and that switches the heat medium circuit; The circuit switching unit switches the heat medium circuit to form a first circuit that guides the heat medium that has been heat exchanged in the electric drive unit to the battery, a second circuit that guides the heat medium that has been heat exchanged in the electric drive unit to the heat exchange unit, and a third circuit that returns the heat medium that has been heat exchanged in the battery to the battery, bypassing the electric drive unit and the heat exchange unit.

[0009] In this way, by using a single circuit switching unit to switch the heat medium circuit between the first circuit, the second circuit, and the third circuit, the number of circuit switching units in the temperature adjustment device can be reduced, and the configuration of the heat medium circuit through which the heat medium circulates can be simplified.

[0010] The reference symbols in parentheses attached to each component indicate an example of the correspondence between the component and specific components described in the embodiments described below. [Brief description of the drawings]

[0011] [Figure 1] 1 is an overall configuration diagram of a temperature adjustment device according to a first embodiment. [Diagram 2] 2 is a block diagram showing a control device of the temperature adjustment device according to the first embodiment. FIG. [Diagram 3] 5 is a diagram showing the flows of refrigerant and coolant when the temperature adjustment device according to the first embodiment executes a first mode. FIG. [Figure 4] 5 is a diagram showing the flows of refrigerant and coolant when the temperature adjustment device according to the first embodiment executes a second mode. FIG. [Diagram 5] 5 is a diagram showing the flows of refrigerant and coolant when the temperature adjustment device according to the first embodiment executes a third mode. FIG. [Figure 6] 4 is a flowchart showing a control process executed by a control device of the temperature adjustment device according to the first embodiment. [Figure 7] 4A to 4C are diagrams for explaining heat transfer and a method of utilizing heat when the temperature adjustment device according to the first embodiment executes the first mode, the second mode, and the third mode. [Figure 8] FIG. 2 is an overall configuration diagram of a comparative temperature adjustment device. [Figure 9] 5A to 5C are diagrams for explaining heat transfer and a method of utilizing heat when the comparative temperature adjustment device executes a first mode and a third mode. [Figure 10] FIG. 4 is a diagram for explaining the difference in energy consumption between the temperature adjustment device according to the first embodiment and a comparative temperature adjustment device. [Figure 11]FIG. 11 is an overall configuration diagram of a temperature adjustment device according to a second embodiment. [Figure 12] 13 is a diagram showing the flows of refrigerant and coolant when a temperature adjustment device according to a second embodiment executes a second mode. FIG. [Figure 13] FIG. 11 is an overall configuration diagram of a temperature adjustment device according to a third embodiment. [Figure 14] 13 is a diagram showing the flows of refrigerant and coolant when a temperature adjustment device according to a third embodiment executes a second mode. FIG. [Figure 15] FIG. 11 is an overall configuration diagram of a temperature adjustment device according to a fourth embodiment. [Figure 16] 13 is a diagram showing the flows of refrigerant and coolant when a temperature adjustment device according to a fourth embodiment executes a first mode. FIG. [Figure 17] 13 is a diagram showing the flows of refrigerant and coolant when a temperature adjustment device according to a fourth embodiment executes a second mode. FIG. [Figure 18] 13 is a diagram showing the flows of refrigerant and coolant when a temperature adjustment device according to a fourth embodiment executes a third mode. FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] Hereinafter, the embodiments of the present disclosure will be described with reference to the drawings. In the following embodiments, the same reference numerals are used for parts that are the same as or equivalent to those described in the preceding embodiments, and the description thereof may be omitted. In addition, in the embodiments, when only a part of the components is described, the components described in the preceding embodiments can be applied to the other parts of the components. In the following embodiments, each embodiment can be partially combined with each other, even if not specifically stated, as long as the combination is not particularly hindered.

[0013] (First embodiment) The temperature adjustment device 1 of this embodiment will be described with reference to Figs. 1 to 10. In this embodiment, an example in which the temperature adjustment device 1 is applied to an electric vehicle will be described. As shown in Fig. 1, the temperature adjustment device 1 includes a refrigeration cycle 10 that circulates a refrigerant as a heat medium, as well as a fluid circuit system 20 that circulates a fluid as a heat medium. The temperature adjustment device 1 is a device that distributes heat generated in the refrigeration cycle 10 and heat generated in heat generating devices of the fluid circuit system 20 to various components that require heat via the refrigerant circulating in the refrigeration cycle 10 and the fluid circulating in the fluid circuit system 20. The temperature adjustment device 1 is used to appropriately adjust the temperature of the refrigerant and the fluid when distributing heat to various components. The temperature adjustment device 1 switches the flow of the refrigerant circulating in the refrigeration cycle 10 and the fluid circulating in the fluid circuit system 20 according to an operation mode described later.

[0014] The refrigeration cycle 10 employs, for example, an HFO refrigerant, specifically, R1234yf, as a refrigerant, and constitutes a vapor compression subcritical refrigeration cycle in which the pressure of the refrigerant discharged from the compressor 12 does not exceed the critical pressure of the refrigerant. Note that, as the refrigerant, an HFC refrigerant, for example, R134a, or a natural refrigerant, for example, carbon dioxide, may be used.

[0015] In addition, for example, cooling water can be used as the fluid in the fluid circuit system 20. Specifically, the cooling water can be a solution containing ethylene glycol, dimethylpolysiloxane, nanofluid, or the like, or an antifreeze solution. However, the cooling water may be a liquid containing water other than an antifreeze solution.

[0016] First, the refrigeration cycle 10 will be described. The refrigeration cycle 10 is used in a vehicle air conditioner (not shown) mounted on an electric vehicle. The vehicle air conditioner blows cooled and heated air into the vehicle cabin to condition the interior of the vehicle. The refrigeration cycle 10 circulates a refrigerant to cool the air blown by the vehicle air conditioner and to heat the coolant circulating through the fluid circuit system 20.

[0017] 1, the refrigeration cycle 10 has a refrigerant circulation flow path 11 for circulating the refrigerant. The refrigerant circulation flow path 11 is provided with a compressor 12 for compressing the refrigerant, an indoor condenser 13 for exchanging heat between the refrigerant and the blown air, and a water-cooled condenser 14 for exchanging heat between the refrigerant and the cooling water circulating through the fluid circuit system 20. The refrigerant circulation flow path 11 is also provided with an evaporator 15 for cooling the blown air, a chiller 16 for exchanging heat between the refrigerant and the cooling water circulating through the fluid circuit system 20, and a first expansion valve 17a and a second expansion valve 17b for reducing the pressure of the refrigerant.

[0018] The compressor 12 is a compressor that draws in, compresses, and discharges the refrigerant in the refrigeration cycle 10. The compressor 12 is, for example, an electric compressor that rotates a fixed-capacity compression mechanism with a fixed discharge capacity using an electric motor. The compressor 12 is electrically connected to a battery 24 described later, and the electric motor is rotated and driven by power supplied from the battery 24. The compressor 12 is also electrically connected to a control device 60 described later, and the rotation speed (i.e., refrigerant discharge capacity) is controlled by a control signal output from the control device 60. The indoor condenser 13 and the water-cooled condenser 14 are connected to the discharge port of the compressor, and the high-temperature, high-pressure refrigerant discharged is output to the indoor condenser 13 and the water-cooled condenser 14. In FIG. 1, the flow of power supplied from the battery 24 is indicated by a dashed line.

[0019] The interior condenser 13 is a heat exchanger for heating the blown air by exchanging heat between the high-temperature, high-pressure refrigerant discharged from the compressor 12 and the blown air cooled and dehumidified by the evaporator 15. The interior condenser 13 is disposed in an air conditioning case (not shown) of the vehicle air conditioner. In FIG. 1, the flow of air blown into the vehicle cabin is indicated by a two-dot chain line.

[0020] A first valve 18a that prohibits the flow of refrigerant into the indoor condenser 13 is provided on the inlet side of the indoor condenser 13. The first valve 18a controls the flow of refrigerant into the indoor condenser 13. The first valve 18a is electrically connected to the control device 60, and opening and closing of the first valve 18a is controlled by a control signal output from the control device 60.

[0021] The water-cooled condenser 14 is a water-refrigerant heat exchanger that cools or heats the cooling water by exchanging heat between the high-temperature, high-pressure refrigerant discharged from the compressor 12 and the cooling water circulating in the fluid circuit system 20. The water-cooled condenser 14 has a refrigerant passage through which the refrigerant discharged from the compressor 12 flows, and a water passage through which the cooling water circulating in the fluid circuit system 20 flows. The water-cooled condenser 14 has a refrigerant passage connected to the refrigeration cycle 10 and a water passage connected to the fluid circuit system 20.

[0022] A second valve 18b that prohibits the inflow of refrigerant into the water-cooled condenser 14 is provided on the inlet side of the water-cooled condenser 14. The inflow of refrigerant into the water-cooled condenser 14 is controlled by the second valve 18b. The second valve 18b is electrically connected to the control device 60, and opening and closing of the second valve 18b is controlled by a control signal output from the control device 60.

[0023] Further, an evaporator 15 is connected to the outlet side of the indoor condenser 13 and the water-cooled condenser 14 via a first expansion valve 17a, and a chiller 16 is connected to the outlet side of the indoor condenser 13 and the water-cooled condenser 14 via a second expansion valve 17b.

[0024] The first expansion valve 17a and the second expansion valve 17b are pressure reducing units that reduce the pressure of the high-pressure refrigerant flowing out from the indoor condenser 13 and the water-cooled condenser 14, and adjust the flow rate (i.e., mass flow rate) of the refrigerant flowing out downstream. The first expansion valve 17a and the second expansion valve 17b can employ, for example, an electric variable throttling mechanism that includes a valve body configured to be able to change the throttling opening and an electric actuator that changes the opening of the valve body.

[0025] The first expansion valve 17a and the second expansion valve 17b are configured to be able to adjust the flow rate of the refrigerant flowing downstream of the first expansion valve 17a and the second expansion valve 17b in the refrigerant circulation flow passage 11 by changing the valve opening degree within a range from fully closed to fully open. The first expansion valve 17a and the second expansion valve 17b are electrically connected to a control device 60, and the valve opening degree is controlled by a control signal output from the control device 60. The evaporator 15 is connected to the outlet side of the first expansion valve 17a. The chiller 16 is connected to the outlet side of the second expansion valve 17b.

[0026] The evaporator 15 is an evaporator that exchanges heat between the low-pressure refrigerant decompressed in the first expansion valve 17a and the air to be blown into the vehicle cabin to evaporate the low-pressure refrigerant and cools the air by making the low-pressure refrigerant absorb heat. The evaporator 15 is disposed upstream of the interior condenser 13 in the air flow direction in an air conditioning case (not shown) of the vehicle air conditioner. The outlet side of the evaporator 15 is connected to the intake side of the compressor 12.

[0027] An air mix door (not shown) is provided in the air conditioning case to adjust the ratio of the volume of the blown air passing through the interior condenser 13 to the volume of the blown air bypassing the interior condenser 13, among the blown air that has passed through the evaporator 15. The air mix door adjusts the temperature of the conditioned air that flows through the air conditioning case and is blown into the vehicle cabin.

[0028] The chiller 16 is configured to be able to perform heat exchange between the low-pressure refrigerant decompressed in the second expansion valve 17b and the cooling water circulating in the fluid circuit system 20 to evaporate the low-pressure refrigerant, and to function as an evaporator having a heat absorbing effect on the refrigerant. The chiller 16 is also configured to perform heat exchange between the low-pressure refrigerant that has passed through the second expansion valve 17b and the cooling water circulating in the fluid circuit system 20 to function as a heater that heats the low-pressure refrigerant. The chiller 16 cools or heats the cooling water according to the operation mode of the temperature adjustment device 1. The chiller 16 has a refrigerant passage through which the low-pressure refrigerant flowing out from the second expansion valve 17b flows, and a water passage through which the cooling water circulating in the fluid circuit system 20 flows. The outlet side of the refrigerant passage of the chiller 16 is connected to the suction port side of the compressor 12.

[0029] Next, the fluid circuit system 20 will be described. As shown in FIG. 1, the fluid circuit system 20 has a cooling water circulation flow path 21, which is a heat medium circuit for circulating the cooling water. The cooling water circulation flow path 21 is formed by piping through which the cooling water circulates. The cooling water circulation flow path 21 is provided with the above-mentioned water-cooled condenser 14 and chiller 16, a radiator 22 for exchanging heat between the cooling water circulating in the fluid circuit system 20 and the outside air, and an electric drive unit 23 for outputting a driving force for running the electric vehicle. Furthermore, the cooling water circulation flow path 21 is provided with a battery 24 for supplying power to the electric drive unit 23, a first pump 25a, a second pump 25b, and a third pump 25c for circulating the cooling water, and a three-way valve 30 and an eight-way valve 40 for switching the cooling water circulation flow path 21.

[0030] As described above, the water-cooled condenser 14 is a water-refrigerant heat exchanger that cools or heats the cooling water circulating through the fluid circuit system 20 by using the high-temperature, high-pressure refrigerant discharged from the compressor 12 of the refrigeration cycle 10. The water-cooled condenser 14 has a three-way valve 30 connected to the inlet side of the water passage and an eight-way valve 40 connected to the outlet side.

[0031] As described above, the chiller 16 is configured to function as an evaporator that cools the cooling water circulating through the fluid circuit system 20 by using the low-pressure refrigerant decompressed in the second expansion valve 17b, and as a heater that heats the cooling water. The chiller 16 functions as a heat exchanger that exchanges heat between the cooling water and the refrigerant that have been heat exchanged in the electric drive unit 23 and the battery 24. The eight-way valve 40 is connected to both the inlet and outlet sides of the water passage of the chiller 16.

[0032] The radiator 22 is a water-to-outside air heat exchanger that exchanges heat between the cooling water heated or cooled in the chiller 16 and outside air blown by an outside air fan (not shown). The radiator 22 is disposed, for example, in front of a drive unit that drives the vehicle. An eight-way valve 40 is connected to each of the inlet and outlet sides of the radiator 22.

[0033] The battery 24 is a secondary battery that supplies power to an inverter 23b (described later) of the power drive unit 23 and the compressor 12 of the refrigeration cycle 10, and is capable of storing power through charging. The battery 24 is, for example, a so-called assembled battery formed by electrically connecting a plurality of battery cells in series or parallel. For example, a lithium ion battery can be adopted as the battery 24.

[0034] The battery 24 generates heat by itself when supplying charged power to the outside. In addition, the battery 24, which is a secondary battery, is prone to a decrease in output at low temperatures and is prone to degradation at high temperatures. For this reason, the temperature of the battery 24 needs to be maintained at a temperature that provides the output necessary for the vehicle to run and is unlikely to deteriorate, even in a low-temperature environment where the outside air temperature is relatively low.

[0035] For this reason, the battery 24 is housed in a battery case, and a water passage is formed inside the battery case to circulate the cooling water, which is a heat medium circulating through the fluid circuit system 20. The water passage is formed so that the temperature of all the battery cells can be adjusted uniformly. The water passage is also formed so that the heat stored in the battery 24 can be output to the cooling water by exchanging heat between the cooling water flowing through the water passage and the battery 24 that has stored heat.

[0036] When the outside air temperature is low, the internal temperature of the battery 24 is relatively low when not much time has passed since the start of power supply, such as immediately after the start of power supply to the inverter 23b and the compressor 12. In such a case, when cooling water with a higher temperature than the temperature of the battery 24 itself flows through the water passage, the battery 24 absorbs heat from the cooling water and becomes heated. An eight-way valve 40 is connected to each of the inlet and outlet sides of the water passage of the battery 24.

[0037] Furthermore, the internal temperature of the battery 24 rises due to self-heating some time after the start of power supply to the inverter 23b and the compressor 12. In such a case, when cooling water with a lower temperature than the temperature of the battery 24 itself flows through the water passage, the battery 24 dissipates heat into the cooling water and is cooled. An eight-way valve 40 is connected to each of the inlet and outlet sides of the water passage of the battery 24.

[0038] The electric drive unit 23 is an electric component that outputs a driving force for running the electric vehicle. The electric drive unit 23 includes a DCDC converter 23a and an inverter 23b that adjust the voltage supplied from the battery 24, a motor generator 23c that outputs a driving force for running, and an MG oil cooler 23d that cools the motor generator 23c. Among the electric drive unit 23, the DCDC converter 23a, the inverter 23b, and the motor generator 23c are heat-generating devices that generate heat when operating.

[0039] The DCDC converter 23a is a step-down converter that steps down the high voltage supplied from the battery 24 to a low voltage. The DCDC converter 23a converts the high voltage supplied from the battery 24 to a low voltage (for example, 12 V) for driving the auxiliary equipment 50 mounted on the electric vehicle, and outputs the low voltage to the auxiliary equipment 50. Inside the DCDC converter 23a, a water passage is formed to circulate the cooling water, which is a heat medium circulating in the fluid circuit system 20. In the DCDC converter 23a, an eight-way valve 40 is connected to the inlet side of the water passage, and a water passage of the inverter 23b, which will be described later, is connected to the outlet side of the water passage.

[0040] The inverter 23b converts the DC voltage supplied from the battery 24 into AC voltage. The inverter 23b converts the DC voltage supplied from the battery 24 into AC voltage and outputs it to the traveling motor of the motor generator 23c. Inside the inverter 23b, a water passage is formed for circulating the cooling water, which is a heat medium circulating through the fluid circuit system 20. The inverter 23b has a water passage connected to an inlet side of the water passage of the DCDC converter 23a, and a water passage of the MG oil cooler 23d, which will be described later, connected to an outlet side of the water passage.

[0041] The motor generator 23c functions as an electric motor for driving the vehicle by using the electric power supplied from the inverter 23b to output driving force for driving the vehicle, and also functions as a power generating device for generating regenerative electric power when the vehicle is decelerating or traveling downhill. The motor generator 23c is connected to the MG oil cooler 23d via an oil passage 23e that circulates oil for smoothly driving the electric motor.

[0042] The MG oil cooler 23d cools the oil by exchanging heat between the cooling water circulating through the fluid circuit system 20 and the oil that smoothly drives the electric motor of the motor generator 23c. The MG oil cooler 23d supplies cooled oil to the motor generator 23c, thereby indirectly cooling the motor generator 23c using the cooling water circulating through the fluid circuit system 20. A water passage is formed inside the MG oil cooler 23d to circulate the cooling water, which is a heat medium circulating through the fluid circuit system 20. The MG oil cooler 23d has a water passage connected to an inlet side of the water passage with a water passage of the inverter 23b, and a three-way valve 30 connected to an outlet side of the water passage.

[0043] The first pump 25a, the third pump 25c, and the third pump 25c generate a flow of the cooling water through the cooling water circulation passage 21.

[0044] Specifically, the first pump 25a, the third pump 25c, and the third pump 25c are electric pumps that pump the cooling water flowing through the cooling water circulation passage 21 downstream. The first pump 25a, the third pump 25c, and the third pump 25c are each electrically connected to the control device 60, and the rotation speed, i.e., the pumping capacity, of each of the first pump 25a, the third pump 25c, and the third pump 25c is controlled by a control signal output from the control device 60.

[0045] The first pump 25a is provided between the chiller 16 and the eight-way valve 40. Specifically, the first pump 25a is provided at a portion of the cooling water circulation flow path 21 that connects the inlet side of the water passage of the chiller 16 and the eight-way valve 40. The first pump 25a generates a flow for the cooling water to flow from the eight-way valve 40 toward the chiller 16.

[0046] The second pump 25b is provided between the battery 24 and the 8-way valve 40. Specifically, the second pump 25b is provided at a portion of the coolant circulation flow path 21 that connects the inlet side of the water passage of the battery 24 and the 8-way valve 40. The second pump 25b generates a flow for the coolant to flow from the 8-way valve 40 toward the battery 24.

[0047] The third pump 25c is provided between the DCDC converter 23a and the eight-way valve 40. Specifically, the third pump 25c is provided at a portion of the cooling water circulation flow path 21 that connects the inlet side of the water passage of the DCDC converter 23a and the eight-way valve 40. The third pump 25c generates a flow for the cooling water to flow from the eight-way valve 40 toward the DCDC converter 23a. The first pump 25a, the third pump 25c, and the third pump 25c function as a pumping unit that pumps the cooling water in the cooling water circulation flow path 21.

[0048] The three-way valve 30 has one inlet and two outlets, and is a valve that guides the cooling water flowing in from the one inlet to an outlet corresponding to each operation mode of the temperature adjustment device 1. The three-way valve 30 is provided between the MG oil cooler 23d and the water-cooled condenser 14. The three-way valve 30 has a three-way inlet 30a connected to the outlet side of the water passage of the MG oil cooler 23d. The three-way valve 30 also has a first three-way outlet 30b connected to the inlet side of the water-cooled condenser 14, and a second three-way outlet 30c connected to the inlet side of a bypass flow path 21a in the cooling water circulation flow path 21 that bypasses the water-cooled condenser 14.

[0049] The bypass flow passage 21a is a passage that guides the cooling water flowing out from the outlet side of the water passage of the MG oil cooler 23d to the eight-way valve 40. The outlet side of the bypass flow passage 21a is connected to a position in the cooling water circulation flow passage 21 between the outlet side of the water-cooled condenser 14 and the eight-way valve 40.

[0050] The three-way valve 30 is an electric valve device including a valve element configured to be able to change its rotational position, and an electric actuator that changes the rotational position of the valve element. The three-way valve 30 changes the outlet that communicates with the three-way inlet 30a, out of the three-way first outlet 30b and the three-way second outlet 30c, by adjusting the rotational position of the valve element. The three-way valve 30 is electrically connected to a control device 60, and the rotational position of the valve element is controlled by a control signal output from the control device 60.

[0051] The 8-way valve 40 has four inlets and four outlets, and is a circuit switching unit that guides the cooling water flowing in from each of the four inlets to an outlet corresponding to each operation mode of the temperature adjustment device 1. The 8-way valve 40 has a first 8-way inlet 40a connected to the outlet side of the radiator 22, and a second 8-way inlet 40b connected to the outlet side of the water passage of the chiller 16. Furthermore, the 8-way valve 40 has a third 8-way inlet 40c connected to the outlet side of the water passage of the battery 24, and a fourth 8-way inlet 40d connected to the outlet side of the water passage of the water-cooled condenser 14.

[0052] The 8-way valve 40 also has a first 8-way outlet 40e connected to the inlet side of the radiator 22, and a second 8-way outlet 40f connected to the inlet side of the water passage of the chiller 16. The 8-way valve 40 also has a third 8-way outlet 40g connected to the inlet side of the water passage of the battery 24, and a fourth 8-way outlet 40h connected to the inlet side of the water passage of the DC-DC converter 23a.

[0053] The 8-way valve 40 is an electric valve device including a valve element whose rotational position can be changed and an electric actuator that changes the opening degree of the valve element. By adjusting the rotational position of the valve element, the 8-way valve 40 changes the outlets that communicate with the 8-way first outlet 40e, the 8-way second outlet 40f, the 8-way third outlet 40g, and the 8-way fourth outlet 40h among the 8-way first inlet 40a, the 8-way second inlet 40b, the 8-way third inlet 40c, and the 8-way fourth inlet 40d.

[0054] For example, the 8-way valve 40 can communicate the 8-way first inlet 40a with the 8-way second outlet 40f by adjusting the rotational position of the valve body. In addition, the 8-way valve 40 can communicate the 8-way second inlet 40b with any one of the 8-way first outlet 40e, the 8-way third outlet 40g, or the 8-way fourth outlet 40h by adjusting the rotational position of the valve body. In addition, the 8-way valve 40 can communicate the 8-way third inlet 40c with any one of the 8-way third outlet 40g or the 8-way fourth outlet 40h by adjusting the rotational position of the valve body. In addition, the 8-way valve 40 can communicate the 8-way fourth inlet 40d with any one of the 8-way second outlet 40f or the 8-way third outlet 40g by adjusting the rotational position of the valve body. The 8-way valve 40 is electrically connected to the control device 60, and the rotational position of the valve body is controlled by a control signal output from the control device 60.

[0055] Next, an overview of the control device 60 of this embodiment will be described with reference to FIG. 2. The control device 60 is composed of a microcomputer including a CPU, ROM, RAM, etc., and its peripheral circuits. The control device 60 performs various calculations and processes based on a control program stored in the ROM, and controls the operation of various control target devices connected to the output side. The ROM and RAM of the control device 60 are composed of non-transient substantial storage media. For example, the control device 60 can employ an air conditioner ECU that controls the operation of various components of a vehicle air conditioner. ECU is an abbreviation for Electronic Control Unit.

[0056] 2, a sensor group 70 that acquires information for controlling the operation of the temperature adjustment device 1 is connected to the input side of the control device 60. The sensor group 70 includes a battery temperature detection unit 71 that detects a battery temperature Tb, which is the temperature of the battery 24. The battery temperature detection unit 71 is a temperature sensor that detects the battery temperature Tb.

[0057] The sensor group 70 may include a voltage sensor that detects the voltage of the battery 24, an outside air temperature sensor that detects the temperature outside the vehicle cabin, an inside air temperature sensor that detects the temperature inside the vehicle cabin, a solar radiation sensor that detects the amount of solar radiation irradiating into the vehicle cabin, etc. Various detection signals corresponding to the information detected by the sensor group 70 are input to the control device 60.

[0058] The battery temperature detection unit 71, for example, has a plurality of temperature sensors, detects the temperature of each of a plurality of battery cells in the battery 24, and adopts the average value of the detection values ​​of the plurality of temperature sensors as the battery temperature Tb.

[0059] 2, the compressor 12, the first expansion valve 17a, the second expansion valve 17b, the first valve 18a, and the second valve 18b of the refrigeration cycle 10 are connected to the output side of the control device 60. The DC-DC converter 23a, the inverter 23b, the motor generator 23c, the first pump 25a, the second pump 25b, the third pump 25c, the three-way valve 30, the eight-way valve 40, and the like of the fluid circuit system 20 are connected to the output side of the control device 60. The control device 60 of this embodiment controls the operation of various control target devices connected to the output side based on various detection signals input from the sensor group 70. For example, the control device 60 changes the rotational positions of the valve bodies of the three-way valve 30 and the eight-way valve 40 based on the battery temperature Tb detected by the battery temperature detection unit 71, thereby causing each of the three-way valve 30 and the eight-way valve 40 to correspond to each operation mode of the temperature adjustment device 1.

[0060] Next, the operation modes of the temperature adjustment device 1 of this embodiment will be described. The temperature adjustment device 1 of this embodiment can switch the heat generation source used by the vehicle air conditioner to heat the vehicle interior by switching the operation mode. For example, a vehicle air conditioner applied to an electric vehicle uses heat contained in the air to heat the vehicle interior when it is difficult to obtain heat from various heat-generating devices, such as immediately after the vehicle starts running. Also, when it is possible to obtain sufficient heat from the various heat-generating devices, such as after some time has passed since the vehicle started running, the vehicle air conditioner heats the vehicle interior by using heat generated by the operation of the various heat-generating devices.

[0061] The temperature adjustment device 1 switches between operating modes to control the operation of the three-way valve 30 and the eight-way valve 40 depending on whether the vehicle air conditioner heats the passenger compartment by utilizing heat contained in the air or by utilizing heat generated by the operation of a heat-generating device.

[0062] Below, the flows of refrigerant and cooling water in three representative operation modes among the operation modes that can be performed by the temperature adjustment device 1 of this embodiment will be described with reference to Figures 3 to 5. In Figures 3 to 5, the flow of refrigerant circulating through the refrigeration cycle 10 is indicated by arrows thicker than the arrows indicating the refrigerant circulation flow path 11, and the flow of cooling water circulating through the fluid circuit system 20 is indicated by arrows thicker than the arrows indicating the cooling water circulation flow path 21.

[0063] In the following three operation modes, the operation modes in which the vehicle air conditioner heats the vehicle interior are described, but the temperature adjustment device 1 of this embodiment can also be used as a vehicle air conditioner that can cool the vehicle interior. In the following three operation modes, the operation modes in which the battery 24 is heated are described, but the temperature adjustment device 1 of this embodiment can also execute an operation mode in which the battery 24 is cooled by switching the flow of the refrigerant and the cooling water.

[0064] (1) First mode The first mode is an operation mode in which the heat contained in the air is utilized to heat the vehicle interior. As shown in Fig. 3, in the first mode, the control device 60 opens the first valve 18a, closes the second valve 18b, closes the first expansion valve 17a, and opens the second expansion valve 17b.

[0065] In the first mode, the control device 60 rotates the valve body of the 3-way valve 30 to communicate the 3-way inlet 30a and the 3-way second outlet 30c. In the first mode, the control device 60 rotates the valve body of the 8-way valve 40 to communicate the 8-way first inlet 40a and the 8-way second outlet 40f, and to communicate the 8-way second inlet 40b and the 8-way first outlet 40e. In the first mode, the control device 60 rotates the valve body of the 8-way valve 40 to communicate the 8-way third inlet 40c and the 8-way fourth outlet 40h, and to communicate the 8-way fourth inlet 40d and the 8-way third outlet 40g.

[0066] As a result, in the first mode, in the refrigeration cycle 10, the refrigerant circulates in the order of the compressor 12, the first valve 18a, the indoor condenser 13, the second expansion valve 17b, and the refrigerant passage of the chiller 16. Also, in the first mode, in the fluid circuit system 20, the cooling water flows in the order of the first pump 25a, the water passage of the chiller 16, the 8-way valve 40, and the radiator 22, and circulates between the chiller 16 and the radiator 22. And, in the first mode, in the fluid circuit system 20, the cooling water flows in the order of the third pump 25c, the water passage of the DCDC converter 23a, the water passage of the inverter 23b, the water passage of the MG oil cooler 23d, the 3-way valve 30, the bypass flow path 21a, the second pump 25b, the water passage of the battery 24, and the 8-way valve 40. That is, the cooling water circulates between the DCDC converter 23a, the inverter 23b, the MG oil cooler 23d, and the battery 24.

[0067] In the first mode in which the refrigerant and coolant circulate in this manner, the coolant absorbs heat from the outside air and is heated in the radiator 22. The heated coolant and the refrigerant are then heat exchanged in the chiller 16 to heat the refrigerant, so that the heat of the outside air can be used to heat the vehicle interior. The vehicle air conditioner heats the blown air by exchanging heat between the high-temperature, high-pressure refrigerant discharged from the compressor 12 and the blown air passing through the interior condenser 13.

[0068] In the first mode, the cooling water passing through these heat generating devices is heated by the self-heating generated by the operation of the DCDC converter 23a, the inverter 23b, the motor generator 23c, and the battery 24. Then, by circulating the heated cooling water in the cooling water circulation flow path 21, the self-heating generated by the DCDC converter 23a, the inverter 23b, the motor generator 23c, and the battery 24 can be used to heat the battery 24. That is, in the first mode, the temperature adjustment device 1 recovers unnecessary waste heat generated by the operation of the DCDC converter 23a, the inverter 23b, and the motor generator 23c, and heats the battery 24, and also warms the battery 24 by the heat generated by the battery 24 itself.

[0069] In this way, in the first mode, the eight-way valve 40 switches the coolant circulation flow path 21 to form a first circuit that guides the coolant that has been heat exchanged in the electric driver 23 to the battery 24. The first circuit is composed of the eight-way valve 40, the second pump 25b, the third pump 25c, and piping that forms the coolant circulation flow path 21.

[0070] (2) Second mode The second mode is an operation mode in which the vehicle interior is heated by utilizing the self-heating of the DCDC converter 23a, the inverter 23b, and the motor generator 23c, and the self-heating of the battery 24 is utilized to heat the battery 24 itself. As shown in Fig. 4, in the second mode, the control device 60 opens the first valve 18a, closes the second valve 18b, closes the first expansion valve 17a, and opens the second expansion valve 17b, similar to the first mode.

[0071] In the second mode, the control device 60 rotates the valve body of the 3-way valve 30 to communicate the 3-way inlet 30a and the 3-way second outlet 30c, as in the first mode. However, in the second mode, the control device 60 rotates the valve body of the 8-way valve 40 to communicate the 8-way second inlet 40b and the 8-way fourth outlet 40h, and to communicate the 8-way third inlet 40c and the 8-way third outlet 40g. Furthermore, in the second mode, the control device 60 rotates the valve body of the 8-way valve 40 to communicate the 8-way fourth inlet 40d and the 8-way second outlet 40f.

[0072] As a result, in the second mode, in the refrigeration cycle 10, the refrigerant circulates in the order of the compressor 12, the first valve 18a, the indoor condenser 13, the second expansion valve 17b, and the refrigerant passage of the chiller 16. Also, in the second mode, in the fluid circuit system 20, the cooling water flows in the order of the first pump 25a, the water passage of the chiller 16, the 8-way valve 40, the third pump 25c, the water passage of the DCDC converter 23a, the water passage of the inverter 23b, the water passage of the MG oil cooler 23d, the 3-way valve 30, the bypass flow path 21a, and the 8-way valve 40. That is, the cooling water circulates between the chiller 16, the DCDC converter 23a, the inverter 23b, and the MG oil cooler 23d. Also, in the second mode, in the fluid circuit system 20, the cooling water flows in the order of the second pump 25b, the water passage of the battery 24, and the 8-way valve 40. That is, the cooling water bypasses the chiller 16 and the electric drive unit 23 and circulates between the battery 24 and the eight-way valve 40.

[0073] In the second mode in which the refrigerant and the cooling water circulate in this manner, the cooling water passing through these heat generating devices is heated by the self-heating generated by the operation of the DCDC converter 23a, the inverter 23b, and the motor generator 23c. The heated cooling water and the refrigerant are then heat exchanged in the chiller 16 to heat the refrigerant, so that the self-heating generated by the DCDC converter 23a, the inverter 23b, and the motor generator 23c can be used to heat the vehicle interior. That is, in the second mode, the temperature adjustment device 1 recovers unnecessary waste heat generated by the operation of the DCDC converter 23a, the inverter 23b, and the motor generator 23c, and uses the recovered waste heat to heat the vehicle interior.

[0074] In the second mode, the cooling water passing through the battery 24 is heated by self-heating generated by the operation of the battery 24. The heated cooling water is returned to the battery 24 in the cooling water circulation flow path 21 without passing through the chiller 16 and the electric drive unit 23, thereby warming the battery 24 by the heat generated by the battery 24 itself so that the temperature of the battery 24 is constant.

[0075] In this way, in the second mode, the eight-way valve 40 switches the cooling water circulation flow path 21 to form a second circuit that guides the cooling water that has been heat exchanged in the electric driver 23 to the chiller 16. The second circuit is composed of the eight-way valve 40, the first pump 25a, the third pump 25c, and piping that forms the cooling water circulation flow path 21.

[0076] Furthermore, in the second mode, the 8-way valve 40 switches the cooling water circulation flow path 21 to form a third circuit that returns the cooling water that has undergone heat exchange in the battery 24 to the battery 24, bypassing the electric drive unit 23 and the chiller 16. The third circuit is composed of the 8-way valve 40, the second pump 25b, and piping that forms the cooling water circulation flow path 21. When forming the second circuit, the 8-way valve 40 simultaneously forms the third circuit.

[0077] (3) Third mode The third mode is an operation mode in which the vehicle interior is heated by utilizing the self-heating of the DCDC converter 23a, the inverter 23b, the motor generator 23c, and the battery 24. As shown in Fig. 5, in the third mode, similarly to the first and second modes, the control device 60 opens the first valve 18a, closes the second valve 18b, closes the first expansion valve 17a, and opens the second expansion valve 17b.

[0078] In the third mode, the control device 60 rotates the valve body of the 3-way valve 30 to communicate the 3-way inlet 30a and the 3-way second outlet 30c, as in the first and second modes. However, in the third mode, the control device 60 rotates the valve body of the 8-way valve 40 to communicate the 8-way second inlet 40b and the 8-way third outlet 40g, and to communicate the 8-way third inlet 40c and the 8-way fourth outlet 40h. Furthermore, in the third mode, the control device 60 rotates the valve body of the 8-way valve 40 to communicate the 8-way fourth inlet 40d and the 8-way second outlet 40f.

[0079] As a result, in the third mode, in the refrigeration cycle 10, the refrigerant circulates in the order of the compressor 12, the first valve 18a, the indoor condenser 13, the second expansion valve 17b, and the refrigerant passage of the chiller 16. Also, in the third mode, in the fluid circuit system 20, the cooling water flows in the order of the first pump 25a, the water passage of the chiller 16, the 8-way valve 40, the second pump 25b, the water passage of the battery 24, the 8-way valve 40, the third pump 25c, the water passage of the DCDC converter 23a, the water passage of the inverter 23b, the water passage of the MG oil cooler 23d, the 3-way valve 30, the bypass flow path 21a, and the 8-way valve 40. That is, the cooling water circulates between the chiller 16, the battery 24, the DCDC converter 23a, the inverter 23b, and the MG oil cooler 23d.

[0080] In the third mode in which the refrigerant and the cooling water circulate in this manner, the cooling water passing through these heat generating devices is heated by the self-heating generated by the operation of each of the DCDC converter 23a, the inverter 23b, the motor generator 23c, and the battery 24. Then, the heated cooling water and the refrigerant are heat exchanged in the chiller 16 to heat the refrigerant, so that the self-heating of the DCDC converter 23a, the inverter 23b, the motor generator 23c, and the battery 24 can be used to heat the vehicle interior. That is, in the third mode, the temperature adjustment device 1 recovers unnecessary waste heat generated by the operation of each of the DCDC converter 23a, the inverter 23b, the motor generator 23c, and the battery 24, and uses the recovered waste heat to heat the vehicle interior.

[0081] In the third mode, the eight-way valve 40 switches the cooling water circulation flow path 21 to form a fourth circuit that guides the cooling water that has been heat exchanged in the electric drive unit 23 and the battery 24 to the chiller 16. The fourth circuit is composed of the eight-way valve 40, the first pump 25a, the second pump 25b, the third pump 25c, and piping that forms the cooling water circulation flow path 21.

[0082] When the vehicle air conditioner heats the vehicle interior, these operation modes are switched by the control device 60 of the temperature adjustment device 1. The operation of the temperature adjustment device 1 of this embodiment will be described with reference to the control flow shown in FIG. 6, which is executed by the control device 60.

[0083] When the vehicle air conditioner performs heating, first, in step S10, the control device 60 reads the detection signal input from the battery temperature detection unit 71 and acquires information on the battery temperature Tb. Then, in step S20, the control device 60 determines whether the battery temperature Tb is lower than a first determination temperature Tc1.

[0084] The first judgment temperature Tc1 is a temperature stored in advance in the control device 60, and is set to an appropriate temperature of the battery 24 for obtaining from the battery 24 the output required to drive the traveling motor in a low-temperature environment where the outside air temperature is relatively low. For example, the first judgment temperature Tc1 is set to a predetermined temperature (e.g., 5°C) within a range of 0°C to 10°C. Note that the first judgment temperature Tc1 is not limited to 5°C, and may be set to a temperature lower than 5°C or higher than 5°C as long as it is a temperature at which the output required to drive the traveling motor can be obtained from the battery 24.

[0085] When it is not determined that battery temperature Tb is lower than the first determination temperature Tc1, control device 60 skips the processes of steps S30 and S40, and proceeds to the process of step S50.

[0086] On the other hand, when it is determined that the battery temperature Tb is lower than the first determination temperature Tc1, in step S30, the control device 60 sets the operation mode to the first mode. Specifically, the control device 60 opens the first valve 18a, closes the second valve 18b, closes the first expansion valve 17a, and opens the second expansion valve 17b. The control device 60 also communicates the 3-way inlet 30a and the 3-way second outlet 30c of the 3-way valve 30. The control device 60 also communicates the 8-way first inlet 40a and the 8-way second outlet 40f of the 8-way valve 40, and also communicates the 8-way second inlet 40b and the 8-way first outlet 40e. Furthermore, the control device 60 communicates the 8-way third inlet 40c and the 8-way fourth outlet 40h of the 8-way valve 40, and also communicates the 8-way fourth inlet 40d and the 8-way third outlet 40g.

[0087] 7, the vehicle air conditioner heats the vehicle interior using heat from the outside air in the first mode. The temperature adjustment device 1 also recovers waste heat from the DC-DC converter 23a, the inverter 23b, and the motor generator 23c of the electric drive unit 23 to heat the battery 24, and also heats the battery 24 by the heat generated by the battery 24 itself.

[0088] Then, in step S40, the control device 60 determines whether the battery temperature Tb is equal to or higher than the first judgment temperature Tc1. The control device 60 maintains the operation mode in the first mode until the battery temperature Tb becomes equal to or higher than the first judgment temperature Tc1. If the control device 60 determines that the battery temperature Tb is equal to or higher than the first judgment temperature Tc1, it executes the process of step S50.

[0089] In step S50, the controller 60 determines whether or not the battery temperature Tb is lower than a second determination temperature Tc2, which will be described later.

[0090] If it is not determined that battery temperature Tb is lower than the second determination temperature Tc2, control device 60 skips the processes of steps S60 and S70 and proceeds to the process of step S80.

[0091] On the other hand, when it is determined that the battery temperature Tb is lower than the second determination temperature Tc2, in step S60, the control device 60 sets the operation mode to the second mode. Specifically, the control device 60 opens the first valve 18a, closes the second valve 18b, closes the first expansion valve 17a, and opens the second expansion valve 17b. The control device 60 also communicates the 3-way inlet 30a and the 3-way second outlet 30c of the 3-way valve 30. The control device 60 also communicates the 8-way second inlet 40b and the 8-way fourth outlet 40h of the 8-way valve 40, and also communicates the 8-way third inlet 40c and the 8-way third outlet 40g. Furthermore, the control device 60 communicates the 8-way fourth inlet 40d and the 8-way second outlet 40f of the 8-way valve 40.

[0092] 7, in the second mode, the vehicle air conditioner heats the vehicle interior using waste heat from the DC-DC converter 23a, the inverter 23b, and the motor generator 23c of the electric drive unit 23. In addition, the temperature adjustment device 1 heats the battery 24 so that the temperature of the battery 24 is constant by the heat generated by the battery 24 itself.

[0093] Then, in step S70, the control device 60 determines whether the battery temperature Tb is equal to or higher than the second judgment temperature Tc2. The control device 60 maintains the operation mode in the second mode until the battery temperature Tb becomes equal to or higher than the second judgment temperature Tc2. If the control device 60 determines that the battery temperature Tb is equal to or higher than the second judgment temperature Tc2, it executes the process of step S80.

[0094] The second judgment temperature Tc2 is a temperature stored in advance in the control device 60, and is set to a temperature of the battery 24 at which the battery 24 can output the power required to drive the traveling motor even if the self-heating of the battery 24 is utilized to heat the vehicle interior. The second judgment temperature Tc2 is set to a temperature higher than the first judgment temperature Tc1. For example, the second judgment temperature Tc2 is set to a predetermined temperature within a range of 10°C to 20°C (e.g., 15°C). Note that the second judgment temperature Tc2 is not limited to 15°C, and may be set to a temperature lower than 15°C or higher than 15°C as long as it is a temperature at which the power required to drive the traveling motor can be obtained from the battery 24.

[0095] If it is determined in step S70 that the battery temperature Tb is equal to or higher than the second determination temperature Tc2, in step S80, the control device 60 sets the operation mode to the third mode. Specifically, the control device 60 opens the first valve 18a, closes the second valve 18b, closes the first expansion valve 17a, and opens the second expansion valve 17b. The control device 60 also communicates the 3-way inlet 30a and the 3-way second outlet 30c of the 3-way valve 30. The control device 60 also communicates the 8-way second inlet 40b and the 8-way third outlet 40g of the 8-way valve 40, and also communicates the 8-way third inlet 40c and the 8-way fourth outlet 40h. Furthermore, the control device 60 communicates the 8-way fourth inlet 40d and the 8-way second outlet 40f of the 8-way valve 40.

[0096] As a result, as shown in FIG. 7, in the third mode, the vehicle air conditioner heats the vehicle interior using waste heat from the DC-DC converter 23a, the inverter 23b, the motor generator 23c, and the battery 24 of the electric drive unit 23.

[0097] In this manner, the temperature adjustment device 1 of this embodiment changes the operation mode in the order of the first mode, the second mode, and the third mode according to the battery temperature Tb of the battery 24, and switches the refrigerant circulation flow path 11 and the coolant circulation flow path 21 by the three-way valve 30 and the eight-way valve 40. The reason why the operation mode of the vehicle air conditioner when performing heating is changed to three modes in this manner will be explained using a comparative temperature adjustment device 100 shown in Fig. 8, which is a comparative example. Compared to the temperature adjustment device 1, the comparative temperature adjustment device 100 is unable to execute the second mode, and therefore does not include the second pump 25b, as shown in Fig. 8.

[0098] 9, in the first operation mode, the comparative temperature adjustment device 100 recovers waste heat from the DC-DC converter 23a, the inverter 23b, and the motor generator 23c to heat the battery 24, and also warms the battery 24 by the heat generated by the battery 24. In this case, in the first mode, the vehicle air conditioner heats the vehicle interior by using the heat of the outside air.

[0099] When the battery temperature Tb becomes equal to or higher than the first judgment temperature Tc1, the comparative temperature adjustment device 100 sets the operation mode to the third mode. In this way, in the third mode, the vehicle air conditioner heats the vehicle interior using waste heat from the DCDC converter 23a, the inverter 23b, the motor generator 23c, and the battery 24.

[0100] The difference in the amount of energy consumed by the battery 24 of the temperature adjustment device 1 and the comparative temperature adjustment device 100 when the second mode is executed and when it is not executed will be described with reference to Fig. 10. Fig. 10 shows the energy consumed due to driving the driving motor, the energy consumed due to the operation of the vehicle air conditioner, and the energy consumed due to warm-up operation, etc., when the outside air temperature is -10°C, which is a relatively low-temperature environment.

[0101] 10, the temperature adjustment device 1 that executes the second mode can reduce the energy consumption caused by the operation of the vehicle air conditioner by about 25% compared to the comparative temperature adjustment device 100 that does not execute the second mode. As a result, the temperature adjustment device 1 can reduce the overall energy consumption of the battery 24 by about 7% compared to the comparative temperature adjustment device 100.

[0102] The reason why the temperature adjustment device 1 can thus reduce the energy consumption of the battery 24 compared to the comparative temperature adjustment device 100 will now be described.

[0103] In the second mode, the battery 24 is heated by the self-heating of the battery 24 itself. In the second mode, the temperature adjustment device 1 utilizes all of the waste heat of the electric drive unit 23 to heat the vehicle interior. Therefore, in the second mode, the energy consumed by the vehicle air conditioner when performing heating is reduced compared to the first mode in which the waste heat of the electric drive unit 23 is used to heat the battery 24 while the heat of the outside air is used to heat the vehicle interior. Therefore, the temperature adjustment device 1 that executes the second mode can reduce the energy consumed by the operation of the vehicle air conditioner compared to the comparative temperature adjustment device 100 that does not execute the second mode, and as a result, can reduce the energy consumed by the battery 24.

[0104] As described above, in the temperature adjustment device 1 of this embodiment, the 8-way valve 40 switches the cooling water circulation flow path 21 to form a first circuit that guides the cooling water that has been heat exchanged in the electric drive unit 23 to the battery 24. In addition, the 8-way valve 40 switches the cooling water circulation flow path 21 to form a second circuit that guides the cooling water that has been heat exchanged in the electric drive unit 23 to the chiller 16, and also forms a third circuit that returns the cooling water that has been heat exchanged in the battery 24 to the battery 24, bypassing the electric drive unit 23 and the chiller 16.

[0105] In this way, the configuration in which the cooling water circulation flow path 21 can be switched between the first circuit, the second circuit, and the third circuit by a single 8-way valve 40 can reduce the number of components of the temperature adjustment device 1 compared to a configuration including multiple circuit switching units that switch the cooling water circulation flow path 21. This makes it possible to simplify the configuration of the cooling water circulation flow path 21, through which the cooling water, which is a heat medium, circulates.

[0106] Furthermore, according to the above embodiment, the following effects can be obtained.

[0107] (1) In the above embodiment, the eight-way valve 40 switches the cooling water circulation passage 21 to form the fourth circuit that guides the cooling water that has been heat exchanged in the electric drive unit 23 and the battery 24 to the chiller 16.

[0108] According to this, the temperature adjustment device 1 can switch the cooling water circulation flow path 21 to the fourth circuit in addition to the first circuit, the second circuit, the third circuit, and the fourth circuit by a single eight-way valve 40. Therefore, the number of components of the temperature adjustment device 1 can be reduced compared to a configuration in which the cooling water circulation flow path 21 is switched to the first circuit, the second circuit, the third circuit, and the fourth circuit by multiple circuit switching units.

[0109] (2) In the above embodiment, the first circuit is made up of the eight-way valve 40, the second pump 25b, the third pump 25c, and the piping that forms the cooling water circulation passage .

[0110] This simplifies the configuration of the cooling water circulation flow path 21 compared to a configuration in which the first circuit includes components other than the eight-way valve 40, the second pump 25b, the third pump 25c, and the piping that forms the cooling water circulation flow path 21.

[0111] (3) In the above embodiment, the second circuit is made up of the eight-way valve 40, the first pump 25a, the third pump 25c, and the piping that forms the cooling water circulation passage .

[0112] This simplifies the configuration of the cooling water circulation flow path 21 compared to a configuration in which the second circuit includes components other than the eight-way valve 40, the first pump 25a, the third pump 25c, and the piping that forms the cooling water circulation flow path 21.

[0113] (4) In the above embodiment, the eight-way valve 40 forms the third circuit when forming the second circuit.

[0114] According to this, a single eight-way valve 40 can be used to exchange heat between the cooling water heated by the self-heating of the electric drive unit 23 and the refrigerant in the chiller 16, while also realizing a second mode in which the battery 24 is heated by the heat generated by the battery 24 itself.

[0115] Second embodiment Next, the second embodiment will be described with reference to Figures 11 and 12. This embodiment differs from the first embodiment in that the eight-way valve 40 and the second pump 25b are provided inside the battery 24. The rest is the same as the first embodiment. Therefore, in this embodiment, the parts different from the first embodiment will be mainly described, and the description of the parts similar to the first embodiment may be omitted.

[0116] 11, the eight-way valve 40 and the second pump 25b of this embodiment are provided inside the battery 24. The battery 24 of this embodiment includes a battery pack group 24a composed of a plurality of battery cells, a heat exchanger 24b through which cooling water flows to cool the battery pack group 24a, and flow paths 24c and 24d that guide the cooling water to the heat exchanger 24b.

[0117] The battery pack group 24a is in contact with the heat exchanger 24b and is disposed so as to be able to exchange heat with the cooling water flowing through the heat exchanger 24b. The heat exchanger 24b exchanges heat between the battery pack group 24a and the cooling water.

[0118] The flow paths 24c and 24d are provided between the 8-way valve 40 and the heat exchanger 24b. Specifically, the flow paths 24c and 24d include a first flow path 24c that connects the inlet side of the heat exchanger 24b and the 8-way third outlet 40g, and a second flow path 24d that connects the outlet side of the heat exchanger 24b and the 8-way third inlet 40c.

[0119] The first flow path 24c is a flow path forming part that guides the cooling water flowing out from the eight-way valve 40 to the heat exchanger 24b. The second flow path 24d is a flow path forming part that guides the cooling water flowing out from the heat exchanger 24b to the eight-way valve 40.

[0120] The second pump 25b is provided in the first flow path 24c of the flow paths 24c, 24d in the battery 24. The flow paths 24c, 24d correspond to the water passage of the battery 24 in the first embodiment. Note that the second pump 25b may be provided in the second flow path 24d.

[0121] In the temperature adjustment device 1 of the present embodiment configured as described above, in the second mode, the eight-way valve 40 switches the cooling water circulation flow path 21 to form a third circuit that returns the cooling water that has been heat exchanged in the battery 24 to the battery 24, bypassing the electric driver 23 and the chiller 16. The third circuit of the present embodiment is formed inside the battery 24.

[0122] Furthermore, when the temperature adjustment device 1 executes the second mode to circulate the cooling water in the fluid circuit system 20, the cooling water circulates within the battery 24 between the heat exchanger 24b and the eight-way valve 40, as shown in Fig. 12. That is, when the temperature adjustment device 1 of this embodiment executes the second mode to warm the battery 24 by heat generated by the battery 24 itself so that the temperature of the battery 24 is constant, the cooling water circulates within the battery 24.

[0123] According to this, when the second mode is executed to warm the battery 24 by the heat generated by the battery 24 itself, heat is less likely to be released from the coolant heated by the heat generated by the battery 24, compared to when the coolant is circulated via the outside of the battery 24. Therefore, it is possible to reduce energy consumption caused by the operation of the vehicle air conditioner when the second mode is executed.

[0124] Third embodiment Next, a third embodiment will be described with reference to Figures 13 and 14. This embodiment differs from the second embodiment in that the eight-way valve 40 is provided outside the battery 24 and that the battery 24 has a battery bypass flow path 24e inside the battery 24 that bypasses the eight-way valve 40. The rest is similar to the second embodiment. Therefore, in this embodiment, the differences from the second embodiment will be mainly described, and descriptions of the same parts as the second embodiment may be omitted.

[0125] As shown in Fig. 13, a battery bypass flow path 24e is provided between the first flow path 24c and the second flow path 24d. The battery bypass flow path 24e is a flow path forming portion for guiding the cooling water flowing out from the heat exchanger 24b of the battery 24 and flowing through the second flow path 24d to the first flow path 24c, thereby bypassing the eight-way valve 40 and returning it to the heat exchanger 24b again. One side of the battery bypass flow path 24e is connected to the first flow path 24c upstream of the position where the second pump 25b is disposed, and the other side is connected to the second flow path 24d. A check valve 24f is provided in the battery bypass flow path 24e.

[0126] The check valve 24f allows the fluid to flow from one side to the other side, but prohibits the fluid from flowing from the other side to the one side. The check valve 24f of this embodiment allows the cooling water to flow from the second flow path 24d side to the first flow path 24c side via the battery bypass flow path 24e. The check valve 24f also prohibits the cooling water from flowing from the first flow path 24c side to the second flow path 24d side via the battery bypass flow path 24e.

[0127] In the temperature adjustment device 1 of the present embodiment configured as described above, in the second mode, the 8-way valve 40 prohibits the inflow of cooling water from the 8-way third inlet 40c. Then, the second flow path 24d, the battery bypass flow path 24e, and the first flow path 24c form a third circuit that returns the cooling water that has been heat exchanged in the battery 24 to the battery 24, bypassing the electric drive unit 23 and the chiller 16. Then, the third circuit of the present embodiment is formed inside the battery 24.

[0128] Furthermore, when the temperature adjustment device 1 executes the second mode to circulate the cooling water in the fluid circuit system 20, the cooling water circulates within the battery 24 without flowing to the eight-way valve 40, as shown in Fig. 14. Specifically, the cooling water that flows out of the heat exchanger 24b flows through the second flow path 24d, the battery bypass flow path 24e, and the first flow path 24c in this order, and returns to the heat exchanger 24b. For this reason, in the temperature adjustment device 1 of this embodiment, when the battery 24 is heated by the heat generated by the battery 24 itself so that the temperature of the battery 24 is constant, the cooling water circulates within the battery 24.

[0129] According to this, when the second mode is executed to warm the battery 24 by the heat generated by the battery 24 itself, heat is less likely to be released from the coolant heated by the heat generated by the battery 24, compared to when the coolant is circulated via the outside of the battery 24. Therefore, it is possible to reduce energy consumption caused by the operation of the vehicle air conditioner when the second mode is executed.

[0130] Furthermore, compared to the second embodiment, since there is no need to accommodate the eight-way valve 40 inside the battery 24, the housing of the battery 24 can be made smaller and the structure of the battery 24 can be simplified.

[0131] (Fourth embodiment) Next, a fourth embodiment will be described with reference to Figs. 15 to 18. This embodiment differs from the first embodiment in that the three-way valve 30 and the eight-way valve 40 are replaced with a ten-way valve 80, and therefore a part of the cooling water circulation flow path 21 differs from the first embodiment. The rest is the same as the first embodiment. Therefore, in this embodiment, the parts that differ from the first embodiment will be mainly described, and the description of the parts that are the same as the first embodiment may be omitted.

[0132] As shown in FIG. 15, the cooling water circulation flow path 21 of the present embodiment is provided with a 10-way valve 80 for switching the cooling water circulation flow path 21.

[0133] The 10-way valve 80 has five inlets and five outlets, and is a circuit switching unit that guides the cooling water flowing in from each of the five inlets to an outlet corresponding to each operation mode of the temperature adjustment device 1. The 10-way valve 80 has a first 10-way inlet 80a connected to the outlet side of the radiator 22, and a second 10-way inlet 80b connected to the outlet side of the water passage of the chiller 16. Furthermore, the 10-way valve 80 has a third 10-way inlet 80c connected to the outlet side of the water passage of the battery 24, a fourth 10-way inlet 80d connected to the outlet side of the water passage of the water-cooled condenser 14, and a fifth 10-way inlet 80e connected to the outlet side of the water passage of the MG oil cooler 23d.

[0134] Furthermore, the 10-way valve 80 has a first 10-way outlet 80f connected to the inlet side of the radiator 22, and a second 10-way outlet 80g connected to the inlet side of the water passage of the chiller 16. Furthermore, the 10-way valve 80 has a third 10-way outlet 80h connected to the inlet side of the water passage of the battery 24, a fourth 10-way outlet 80i connected to the inlet side of the water passage of the water-cooled condenser 14, and a fifth 10-way outlet 80j connected to the inlet side of the water passage of the DC-DC converter 23a.

[0135] The 10-way valve 80 is an electric valve device including a valve element whose rotational position can be changed and an electric actuator that changes the opening degree of the valve element. By adjusting the rotational position of the valve element, the 10-way valve 80 changes the outlets that communicate with the 10-way first outlet 80f, the 10-way second outlet 80g, the 10-way third outlet 80h, the 10-way fourth outlet 80i, and the 10-way fifth outlet 80j among the 10-way first inlet 80a, the 10-way second inlet 80b, the 10-way third inlet 80c, the 10-way fourth inlet 80d, and the 10-way fifth inlet 80e.

[0136] For example, the 10-way valve 80 can communicate the 10-way first inlet 80a with the 10-way second outlet 80g by adjusting the rotational position of the valve body. In addition, the 10-way valve 80 can communicate the 10-way second inlet 80b with any one of the 10-way first outlet 80f, the 10-way third outlet 80h, and the 10-way fifth outlet 80j by adjusting the rotational position of the valve body. In addition, the 10-way valve 80 can communicate the 10-way third inlet 80c with any one of the 10-way third outlet 80h and the 10-way fifth outlet 80j by adjusting the rotational position of the valve body. In addition, the 10-way valve 80 can communicate the 10-way fifth inlet 80e with any one of the 10-way second outlet 80g and the 10-way third outlet 80h by adjusting the rotational position of the valve body. The 10-way valve 80 is electrically connected to the control device 60, and the rotational position of the valve body is controlled by a control signal output from the control device 60.

[0137] The operation of the 10-way valve 80 and the flow of cooling water through the fluid circuit system 20 when the temperature adjustment device 1 of this embodiment configured as described above executes each operation mode will be described with reference to Figures 16 to 18. Note that the flow of refrigerant through the refrigeration cycle 10 and the operation of the three-way valve 30 when the temperature adjustment device 1 executes each operation mode are the same as in the first embodiment, so their description will be omitted.

[0138] When the control device 60 executes the first mode, the control device 60 communicates the 10-port first inlet 80a and the 10-port second outlet 80g of the 10-port valve 80, and also communicates the 10-port second inlet 80b and the 10-port first outlet 80f. Furthermore, the control device 60 communicates the 10-port third inlet 80c and the 10-port fifth outlet 80j of the 10-port valve 80, and also communicates the 10-port fifth inlet 80e and the 10-port third outlet 80h.

[0139] 16, in the fluid circuit system 20, the cooling water flows through the first pump 25a, the water passage of the chiller 16, the 10-way valve 80, and the radiator 22 in this order, and circulates between the chiller 16 and the radiator 22. Also, in the fluid circuit system 20, the cooling water flows through the third pump 25c, the water passage of the DCDC converter 23a, the water passage of the inverter 23b, the water passage of the MG oil cooler 23d, the 10-way valve 80, the second pump 25b, the water passage of the battery 24, and the 10-way valve 80 in this order. That is, the cooling water circulates between the DCDC converter 23a, the inverter 23b, the MG oil cooler 23d, and the battery 24.

[0140] 16, in the first mode in which the refrigerant and the coolant circulate, the coolant absorbs heat from the outside air and is heated in the radiator 22. Then, the vehicle air conditioner heats the vehicle interior using the heat of the outside air.

[0141] In the first mode, the temperature adjustment device 1 recovers waste heat from each of the DCDC converter 23a, the inverter 23b, and the motor generator 23c to heat the battery 24, and also warms the battery 24 by the heat generated by the battery 24 itself.

[0142] When the control device 60 executes the second mode, the control device 60 communicates the 10-way second inlet 80b and the 10-way fifth outlet 80j of the 10-way valve 80, and also communicates the 10-way third inlet 80c and the 10-way third outlet 80h. Furthermore, the control device 60 communicates the 10-way fifth inlet 80e and the 10-way second outlet 80g of the 10-way valve 80.

[0143] 17, in the fluid circuit system 20, the cooling water flows in the order of the first pump 25a, the water passage of the chiller 16, the 10-way valve 80, the third pump 25c, the water passage of the DCDC converter 23a, the water passage of the inverter 23b, the water passage of the MG oil cooler 23d, and the 10-way valve 80. That is, the cooling water circulates between the chiller 16, the DCDC converter 23a, the inverter 23b, and the MG oil cooler 23d. In the second mode, in the fluid circuit system 20, the cooling water flows in the order of the second pump 25b, the water passage of the battery 24, and the 10-way valve 80. That is, the cooling water circulates between the battery 24 and the 10-way valve 80.

[0144] In the second mode in which the refrigerant and the coolant circulate as shown in Fig. 17, the coolant passing through the heat generating devices is heated by the self-heating generated by the operation of the DCDC converter 23a, the inverter 23b, and the motor generator 23c. The vehicle air conditioner heats the passenger compartment by using the waste heat of the DCDC converter 23a, the inverter 23b, and the motor generator 23c.

[0145] In the second mode, the temperature adjustment device 1 warms the battery 24 by the heat generated by the battery 24 itself so that the temperature of the battery 24 remains constant.

[0146] When the control device 60 executes the third mode, the control device 60 communicates the 8-way second inlet 40b and the 10-way third outlet 80h of the 10-way valve 80, and also communicates the 10-way third inlet 80c and the 10-way fifth outlet 80j. Furthermore, the control device 60 communicates the 10-way fifth inlet 80e and the 10-way second outlet 80g of the 10-way valve 80.

[0147] 18, in the fluid circuit system 20, the cooling water flows in the order of the first pump 25a, the water passage of the chiller 16, the 10-way valve 80, the second pump 25b, the water passage of the battery 24, the 10-way valve 80, the third pump 25c, the water passage of the DCDC converter 23a, the water passage of the inverter 23b, the water passage of the MG oil cooler 23d, and the 10-way valve 80. In other words, the cooling water circulates between the chiller 16, the battery 24, the DCDC converter 23a, the inverter 23b, and the MG oil cooler 23d.

[0148] 18, in the third mode in which the refrigerant and the coolant circulate, the coolant passing through these heat-generating devices is heated by the self-heating generated by the operation of the DCDC converter 23a, the inverter 23b, the motor generator 23c, and the battery 24. Then, the vehicle air conditioner heats the vehicle interior using the waste heat of the DCDC converter 23a, the inverter 23b, the motor generator 23c, and the battery 24.

[0149] As described above, in the temperature adjustment device 1 of this embodiment, the 10-way valve 80 switches the cooling water circulation flow path 21 to form a first circuit that guides the cooling water that has been heat exchanged in the electric drive unit 23 to the battery 24. In addition, the 10-way valve 80 switches the cooling water circulation flow path 21 to form a second circuit that guides the cooling water that has been heat exchanged in the electric drive unit 23 to the chiller 16, and also forms a third circuit that returns the cooling water that has been heat exchanged in the battery 24 to the battery 24, bypassing the electric drive unit 23 and the chiller 16.

[0150] In this way, the configuration in which the cooling water circulation flow path 21 can be switched between the first circuit, the second circuit, and the third circuit by a single 10-way valve 80 can reduce the number of components of the temperature adjustment device 1 compared to a configuration including multiple circuit switching units that switch the cooling water circulation flow path 21. This makes it possible to simplify the configuration of the cooling water circulation flow path 21, through which the cooling water, which is a heat medium, circulates.

[0151] (Other embodiments) Representative embodiments of the present disclosure have been described above, but the present disclosure is not limited to the above-described embodiments and can be modified in various ways, for example, as described below.

[0152] In the above embodiment, an example has been described in which the temperature adjustment device 1 is applied to an electric vehicle equipped with a vehicle air conditioner having the chargeable and dischargeable battery 24 and the refrigeration cycle 10, but the present invention is not limited to this.

[0153] For example, the temperature adjustment device 1 may be applied to a hybrid vehicle equipped with a vehicle air conditioner having a rechargeable battery 24 and a refrigeration cycle 10. The temperature adjustment device 1 may also be applied to vehicles other than automobiles, so long as the vehicle is equipped with a vehicle air conditioner having a rechargeable battery 24 and a refrigeration cycle 10.

[0154] In the above-described embodiment, an example has been described in which the 8-way valve 40 and the 10-way valve 80 switch the cooling water circulation flow path 21 to form a fourth circuit that guides the cooling water that has been heat exchanged in the electric drive unit 23 and the battery 24 to the chiller 16, but the present invention is not limited to this.

[0155] For example, the 8-way valve 40 and the 10-way valve 80 may be configured not to form the fourth circuit. In this case, the temperature adjustment device 1 may be configured to further include a valve for switching the cooling water circulation flow path 21 in addition to the 8-way valve 40 and the 10-way valve 80, and may be configured to be able to switch the cooling water circulation flow path 21 to the fourth circuit by the valve.

[0156] In the above-described embodiment, an example has been described in which the first circuit is configured by the eight-way valve 40, the second pump 25b, the third pump 25c, and piping that forms the cooling water circulation flow path 21, but this is not limited to this.

[0157] For example, the first circuit may be configured to include, in addition to the eight-way valve 40, the second pump 25b, the third pump 25c, and the piping that forms the cooling water circulation flow path 21, further include other components.

[0158] In the above-described embodiment, an example has been described in which the second circuit is configured by an eight-way valve 40, a first pump 25a, a third pump 25c, and piping that forms the cooling water circulation flow path 21, but this is not limited to this.

[0159] For example, the second circuit may be configured to include, in addition to the eight-way valve 40, the first pump 25a, the third pump 25c, and the piping that forms the cooling water circulation flow path 21, further include other components.

[0160] In the above-described embodiments, it goes without saying that the elements constituting the embodiments are not necessarily essential, except in cases where it is particularly expressly stated that they are essential or where they are clearly considered to be essential in principle.

[0161] In the above-described embodiments, when numerical values ​​such as the number, values, amounts, ranges, etc. of components of the embodiments are mentioned, they are not limited to the specific numbers unless expressly stated as required or clearly limited to a specific number in principle.

[0162] In the above-described embodiments, when referring to the shapes, positional relationships, etc. of components, etc., there is no limitation to those shapes, positional relationships, etc., unless specifically stated or in principle limited to a specific shape, positional relationship, etc.

[0163] The control unit and the method of the present disclosure may be implemented in a special-purpose computer provided by configuring a processor and a memory programmed to execute one or more functions embodied in a computer program. The control unit and the method of the present disclosure may be implemented in a special-purpose computer provided by configuring a processor with one or more dedicated hardware logic circuits. The control unit and the method of the present disclosure may be implemented in one or more special-purpose computers configured by a combination of a processor and a memory programmed to execute one or more functions and a processor configured with one or more hardware logic circuits. The computer program may also be stored in a computer-readable non-transitory tangible recording medium as instructions executed by a computer.

[0164] (In view of the present disclosure) The present disclosure described above can be understood from the following viewpoints, for example.

[0165] [First viewpoint] A temperature control device for use in a vehicle having an electric drive unit (23) that outputs power for running the vehicle, a battery (24) that supplies power to the electric drive unit, and a vehicle air conditioner including a refrigeration cycle (10) through which a refrigerant circulates, a heat medium circuit (21) through which a heat medium circulates to exchange heat with the electric drive unit and the battery; a heat exchange unit (16) provided in the heat medium circuit for exchanging heat between the heat medium, which has been heat exchanged between the electric drive unit and the battery, and the refrigerant; a circuit switching unit (40) that is connected to the electric drive unit, the battery, and the heat exchange unit, and is provided in the heat medium circuit, and that switches the heat medium circuit; The circuit switching unit switches the heat medium circuit to form a first circuit that guides the heat medium that has been heat exchanged in the electric drive unit to the battery, a second circuit that guides the heat medium that has been heat exchanged in the electric drive unit to the heat exchange unit, and a third circuit that returns the heat medium that has been heat exchanged in the battery to the battery, bypassing the electric drive unit and the heat exchange unit.

[0166] [Second viewpoint] The temperature adjustment device according to the first aspect, wherein the circuit switching unit switches the heat medium circuit to form a fourth circuit that guides the heat medium that has been heat exchanged in the electric drive unit and the battery to the heat exchange unit.

[0167] [Third Perspective] a pressure-feeding section (25b, 25c) for pressure-feeding the heat medium in the heat medium circuit, The temperature adjustment device according to the first or second aspect, wherein the first circuit is configured by the circuit switching unit, the pumping unit, and a pipe through which the heat medium is formed.

[0168] [Fourth viewpoint] a pressure-feeding section (25a, 25c) for pressure-feeding the heat medium in the heat medium circuit, The temperature adjustment device according to any one of the first to third aspects, wherein the second circuit is configured by the circuit switching unit, the pumping unit, and a pipe that forms the heat medium.

[0169] [Fifth viewpoint] The temperature adjustment device according to any one of the first to fourth aspects, wherein the third circuit is formed inside the battery.

[0170] [Sixth viewpoint] The circuit switching unit is provided inside the battery, The temperature adjustment device according to a fifth aspect, wherein the battery includes: an assembled battery group (24a) having a plurality of battery cells; a heat exchanger (24b) for exchanging heat between the assembled battery group and the heat medium; a first flow path (24c) for guiding the heat medium flowing out of the circuit switching unit to the heat exchanger; and a second flow path (24d) for guiding the heat medium flowing out of the heat exchanger to the circuit switching unit.

[0171] [Seventh viewpoint] the battery includes an assembled battery group (24a) having a plurality of battery cells, a heat exchanger (24b) for exchanging heat between the assembled battery group and the heat medium, a first flow path (24c) for guiding the heat medium flowing out of the circuit switching unit to the heat exchanger, a second flow path (24d) for guiding the heat medium flowing out of the heat exchanger to the circuit switching unit, a battery bypass flow path (24e) for guiding the heat medium flowing through the second flow path to the first flow path, bypassing the circuit switching unit, and a check valve (24f) provided in the battery bypass flow path, allowing the heat medium to flow from the second flow path side to the first flow path side via the battery bypass flow path and prohibiting the heat medium from flowing from the first flow path side to the second flow path via the battery bypass flow path.

[0172] [Eighth viewpoint] The temperature adjustment device according to any one of the first to seventh aspects, wherein the circuit switching section forms the third circuit when forming the second circuit. [Explanation of symbols]

[0173] 10 Refrigeration cycle 16 Heat exchange section 21 Heat carrier circuit 23 Electric drive unit 24 Batteries 40 Circuit switching section

Claims

1. A temperature control device applied to a vehicle having an electric drive unit (23) that outputs power for running, a battery (24) that supplies power to the electric drive unit, and a vehicle air conditioner including a refrigeration cycle (10) through which a refrigerant circulates, a heat medium circuit (21) through which a heat medium circulates to exchange heat with the electric drive unit and the battery; a heat exchange unit (16) provided in the heat medium circuit for exchanging heat between the heat medium that has been heat exchanged between the electric drive unit and the battery and the refrigerant; a circuit switching unit (40) that is connected to the electric drive unit, the battery, and the heat exchange unit and is provided in the heat medium circuit, and that switches the heat medium circuit; The circuit switching unit switches the heat medium circuit to form a first circuit that guides the heat medium that has undergone heat exchange in the electric drive unit to the battery, a second circuit that guides the heat medium that has undergone heat exchange in the electric drive unit to the heat exchange unit, a third circuit that returns the heat medium that has undergone heat exchange in the battery to the battery, bypassing the electric drive unit and the heat exchange unit, and a fourth circuit that guides the heat medium that has undergone heat exchange in the electric drive unit and the battery to the heat exchange unit, and a battery temperature that is the temperature of the battery is used to obtain an output from the battery that is necessary to drive the electric drive unit. a temperature adjustment device configured to: switch the heat medium circuit to the first circuit when the battery temperature is lower than a first determination temperature set by a temperature for heating the vehicle interior; switch the heat medium circuit to the second circuit and the third circuit when the battery temperature is equal to or higher than the first determination temperature and lower than a second determination temperature set by a temperature at which the battery can output the output necessary to drive the electric drive unit even when self-heating of the battery is utilized to heat the vehicle interior; and switch the heat medium circuit to the fourth circuit when the battery temperature is equal to or higher than the second determination temperature.

2. The temperature adjustment device according to claim 1 , wherein the third circuit is formed inside the battery.

3. the circuit switching unit is provided inside the battery, 3. The temperature control device according to claim 2, wherein the battery comprises: a battery pack group (24a) having a plurality of battery cells; a heat exchanger (24b) for exchanging heat between the battery pack group and the heat medium; a first flow path (24c) for guiding the heat medium flowing out of the circuit switching unit to the heat exchanger; and a second flow path (24d) for guiding the heat medium flowing out of the heat exchanger to the circuit switching unit.

4. 3. The temperature control device according to claim 2, wherein the battery includes: an assembled battery group (24a) having a plurality of battery cells; a heat exchanger (24b) for exchanging heat between the assembled battery group and the heat medium; a first flow path (24c) for guiding the heat medium flowing out from the circuit switching unit to the heat exchanger; a second flow path (24d) for guiding the heat medium flowing out from the heat exchanger to the circuit switching unit; a battery bypass flow path (24e) for guiding the heat medium flowing through the second flow path to the first flow path, bypassing the circuit switching unit; and a check valve (24f) provided in the battery bypass flow path, which allows the heat medium to flow from the second flow path to the first flow path via the battery bypass flow path and prohibits the heat medium from flowing from the first flow path to the second flow path via the battery bypass flow path.

5. A temperature control device applied to a vehicle having an electric drive unit (23) that outputs power for running, a battery (24) that supplies power to the electric drive unit, and a vehicle air conditioner including a refrigeration cycle (10) through which a refrigerant circulates, a heat medium circuit (21) through which a heat medium circulates to exchange heat with the electric drive unit and the battery; a heat exchange unit (16) provided in the heat medium circuit for exchanging heat between the heat medium that has been heat exchanged between the electric drive unit and the battery and the refrigerant; a circuit switching unit (40) that is connected to the electric drive unit, the battery, and the heat exchange unit and is provided in the heat medium circuit, and that switches the heat medium circuit; the circuit switching unit switches the heat medium circuit to form a first circuit that guides the heat medium that has undergone heat exchange in the electric drive unit to the battery, a second circuit that guides the heat medium that has undergone heat exchange in the electric drive unit to the heat exchange unit, and a third circuit that returns the heat medium that has undergone heat exchange in the battery to the battery, bypassing the electric drive unit and the heat exchange unit; the third circuit is formed inside the battery, the battery includes: an assembled battery group (24a) having a plurality of battery cells; a heat exchanger (24b) for exchanging heat between the assembled battery group and the heat medium; a first flow path (24c) for guiding the heat medium flowing out from the circuit switching unit to the heat exchanger; a second flow path (24d) for guiding the heat medium flowing out from the heat exchanger to the circuit switching unit; a battery bypass flow path (24e) for guiding the heat medium flowing through the second flow path to the first flow path, bypassing the circuit switching unit; and a check valve (24f) provided in the battery bypass flow path, which allows the heat medium to flow from the second flow path to the first flow path via the battery bypass flow path and prohibits the heat medium from flowing from the first flow path to the second flow path via the battery bypass flow path.

6. The temperature adjustment device according to claim 5 , wherein the circuit switching unit switches the heat medium circuit to form a fourth circuit that guides the heat medium that has undergone heat exchange between the electric drive unit and the battery to the heat exchange unit.

7. a pressure-feeding section (25b, 25c) that pressure-feeds the heat medium in the heat medium circuit, The temperature adjustment device according to claim 1 or 5, wherein the first circuit is configured by the circuit switching unit, the pressure-feeding unit, and a pipe through which the heat medium flows.

8. a pressure-feeding section (25a, 25c) that pressure-feeds the heat medium in the heat medium circuit, The temperature adjustment device according to claim 1 or 5, wherein the second circuit is configured by the circuit switching unit, the pressure-feeding unit, and a pipe through which the heat medium flows.

9. The temperature adjusting device according to claim 1 , wherein the circuit switching unit forms the third circuit when forming the second circuit.

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