Vehicle

Abstract

To provide a vehicle capable of performing waste power control without affecting an air-conditioner and appropriately radiating heat generated during waste power control.SOLUTION: A vehicle V comprises: a drive device cooling circuit 50 and a battery cooling circuit 20 through which a first refrigerant flows; an air-conditioning refrigeration cycle 30 through which a second refrigerant flows; a control device 5; a first selector valve 52 for switching between a communication state and a non-communication state where the drive device cooling circuit 50 and the battery cooling circuit 20 communicate with each other; a chiller 60 that can exchange heat between the first refrigerant and the second refrigerant; and a first electric heater H1 provided in the battery cooling circuit 20. The control device operates the first electric heater H1 to perform waste power control when a power storage amount of a battery 2 is equal to or greater than a prescribed amount. The control device 5 changes, during the waste power control, the connection state of the first and second selector valves 52 and 54 to change a heat radiation part of heat generated by the first electric heater H1.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a vehicle equipped with a battery.

Background Art

[0002] In recent years, efforts to achieve a low-carbon or decarbonized society have been intensifying, and research and development on electrification technologies have been conducted in the automotive field to reduce CO2 emissions and improve energy efficiency.

[0003] In an electric vehicle equipped with a battery, the vehicle can be braked by the regeneration of the motor (hereinafter referred to as motor regeneration). However, since motor regeneration cannot be performed when the battery is fully charged, it is necessary to brake using a friction brake. If the frequency of using the friction brake is high, the brake pads will become larger. Therefore, waste power control that enables motor regeneration regardless of the battery charge state is desired.

[0004] As a thermal management system for electric vehicles, Patent Document 1 discloses a circuit in which a cooling circuit for a battery and a circuit for air conditioning provided with a heater core are connected.

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0006] In the circuit of Patent Document 1, since the cooling circuit of the battery and the circuit for air conditioning provided with a heater core are connected, if waste power is generated in the cooling circuit of the battery, it may affect the air conditioning in the vehicle interior. In addition, in waste power control, it is necessary to adjust the heat balance, but there is a risk that heat cannot be dissipated appropriately when the outside air temperature fluctuates.

[0007] The present invention provides a vehicle capable of performing power consumption control without affecting air conditioning and appropriately dissipating heat generated by the power consumption control.

Means for Solving the Problems

[0008] The present invention includes a battery, a drive device including a motor, a drive device cooling circuit through which a first refrigerant flows to adjust the temperature of the drive device, a battery cooling circuit through which the first refrigerant flows to adjust the temperature of the battery, a refrigeration cycle for air conditioning having an electric compressor, a condenser, an outdoor heat exchanger, and an evaporator through which a second refrigerant flows, and a control device, and is a vehicle comprising: a first valve mechanism for switching between a communicating state in which the drive device cooling circuit and the battery cooling circuit communicate with each other and a non-communicating state in which they do not communicate; a second valve mechanism for switching between a bypass state in which the first refrigerant flows through a bypass passage bypassing a radiator provided in the drive device cooling circuit and a non-bypass state in which the first refrigerant flows through the radiator; a chiller in which the first refrigerant flowing through the battery cooling circuit and the second refrigerant flowing through the refrigeration cycle can exchange heat; and an electric heater provided in the battery cooling circuit, and further comprising: when the power storage amount of the battery is equal to or more than a predetermined value, the control device operates the electric heater to perform power consumption control, in the power consumption control, the control device changes the connection state of the first valve mechanism and the second valve mechanism according to the outside air temperature to change the heat dissipation part of the heat generated by the electric heater.

Effects of the Invention

[0009] According to the present invention, it is possible to provide a vehicle capable of performing power consumption control without affecting air conditioning and appropriately dissipating heat generated by the power consumption control regardless of the outside air temperature.

Brief Description of the Drawings

[0010]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Embodiments for Carrying Out the Invention

[0011] Hereinafter, an embodiment of the present invention will be described with reference to FIGS. 1 to 8. As shown in FIG. 8, the vehicle V is an electric vehicle including a battery 2, a drive device 3 that is driven by electric power supplied from the battery 2 to drive the vehicle V, an HVAC 4 that controls the air conditioning in the vehicle interior, and a control device 5. The drive device 3 includes heat sources such as a motor M, an inverter, a DC-DC converter, and a charger. The HVAC 4 includes an evaporator 36 of a refrigeration cycle 30 described later, a heater core 41 of a heating circuit 40, and the like. Further, in front of the vehicle V, there are provided a radiator 51 of a drive device cooling circuit 50 described later and an outdoor heat exchanger 38 of the refrigeration cycle 30, and an electric fan 6 that promotes heat dissipation and / or heat absorption of these.

[0012] The vehicle V is equipped with a refrigerant flow circuit 1 shown in FIG. 1. The refrigerant flow circuit 1 includes a battery cooling circuit 20, a refrigeration cycle 30, a heating circuit 40, a drive device cooling circuit 50, and a chiller 60.

[0013] The battery cooling circuit 20 allows a first refrigerant to flow through it to adjust the temperature of the battery 2 (BAT). The battery cooling circuit 20 includes the battery 2, a first pump P1 that circulates the first refrigerant in the battery cooling circuit 20, and a first electric heater H1 (ECH) that can heat the first refrigerant. The first refrigerant is, for example, LLC (Long Life Coolant).

[0014] The refrigeration cycle 30 allows a second refrigerant to flow through it to perform air conditioning in the vehicle interior. The refrigeration cycle 30 includes a common flow path 30a shared during cooling and heating, a cooling flow path 30b used during cooling, a heating flow path 30c used during heating, and a connection flow path 30e that connects the cooling flow path 30b and the heating flow path 30c. The second refrigerant is, for example, an air conditioner refrigerant.

[0015] The common flow path 30a includes an accumulator 31 that separates the vaporized second refrigerant and the liquid second refrigerant, an electric compressor 32 that compresses the vaporized second refrigerant, and a condenser 33 (water-cooled C) that absorbs heat from the compressed high-pressure and high-temperature second refrigerant and liquefies the second refrigerant. Since the condenser 33 is provided downstream of the electric compressor 32 in the flow direction of the second refrigerant, the heat of the compressed high-pressure and high-temperature second refrigerant can be supplied to the heating circuit 40 through the condenser 33.

[0016] The cooling flow path 30b includes a high-pressure solenoid valve 34 that switches between the cooling flow path 30b and the heating flow path 30c downstream of the condenser 33, a cooling expansion valve 35 that vaporizes the second refrigerant, and an evaporator 36 that absorbs heat from the air inside the vehicle compartment by the low-pressure and low-temperature second refrigerant.

[0017] The heating flow path 30c includes a heating expansion valve 37 that can vaporize the second refrigerant downstream of the condenser 33, an outdoor heat exchanger 38 that absorbs heat from the outside air by the low-pressure and low-temperature second refrigerant or releases heat to the outside air by the high-pressure and high-temperature second refrigerant, and a low-pressure solenoid valve 39 that switches between the cooling flow path 30b and the heating flow path 30c.

[0018] The connection flow path 30e is arranged to connect between the outdoor heat exchanger 38 and the low-pressure solenoid valve 39 of the heating flow path 30c and between the high-pressure solenoid valve 34 and the cooling expansion valve 35 of the cooling flow path 30b, and a check valve 62 is provided in the middle.

[0019] The heating circuit 40 allows the third refrigerant to flow through and heats the vehicle compartment. The heating circuit 40 includes a second pump P2 that circulates the third refrigerant in the heating circuit 40, a second electric heater H2 (ECH) that can heat the third refrigerant, and a heater core 41 that heats the vehicle compartment by heat exchange with the third refrigerant. The third refrigerant is, for example, LLC.

[0020] The first refrigerant and the third refrigerant may use the same type of refrigerant, but the first refrigerant, the second refrigerant, and the third refrigerant flow independently and do not mix with each other. Therefore, it is possible to avoid the operation of the battery cooling circuit 20 affecting the refrigeration cycle 30.

[0021] The heating circuit 40 passes through the inside of the capacitor 33 on the downstream side of the second pump P2. The capacitor 33 is configured such that the second refrigerant flowing through the refrigeration cycle 30 and the third refrigerant flowing through the heating circuit 40 can exchange heat with each other.

[0022] The drive device cooling circuit 50 allows the first refrigerant to flow through and cools the drive device 3 (DU). The drive device cooling circuit 50 includes a third pump P3 that circulates the first refrigerant within the drive device cooling circuit 50, the drive device 3, and a radiator 51 that cools the first refrigerant.

[0023] The drive device cooling circuit 50 is communicably connected to the battery cooling circuit 20 via a first switching valve 52. The first switching valve 52 is, for example, a four-way valve, and switches between a communicating state in which the drive device cooling circuit 50 and the battery cooling circuit 20 communicate with each other (see FIG. 3) and a blocking state in which the communication between the drive device cooling circuit 50 and the battery cooling circuit 20 is blocked (see FIG. 2).

[0024] Further, the drive device cooling circuit 50 includes a bypass flow path 53 that bypasses the radiator 51 and a second switching valve 54 disposed at a branch point of the bypass flow path 53. The second switching valve 54 is, for example, a three-way valve, and switches between a bypass state in which the first refrigerant passes through the bypass flow path 53 (see FIG. 3) and a non-bypass state in which the first refrigerant passes through the radiator 51 (see FIG. 2).

[0025] The chiller 60 is configured such that the first refrigerant flowing through the battery cooling circuit 20 and the second refrigerant flowing through the refrigeration cycle 30 can exchange heat with each other. The first refrigerant in the battery cooling circuit 20 passes through the inside of the chiller 60 on the downstream side of the first switching valve 52 and the upstream side of the battery 2. The second refrigerant flowing through the refrigeration cycle 30 passes through the inside of the chiller 60 via a chiller connection flow path 30d connected to the cooling flow path 30b. A chiller expansion valve 61 for the second refrigerant to absorb heat from the chiller 60 is provided in the chiller connection flow path 30d.

[0026] In the refrigerant circulation circuit 1 configured as described above, by switching the first switching valve 52, the drive device cooling circuit 50 and the battery cooling circuit 20 can be made to communicate with each other or the communication can be blocked, and the battery 2 can be cooled via the radiator 51 and / or the chiller 60.

[0027] By the way, an electric vehicle can brake the vehicle by motor regeneration, but when the battery 2 is fully charged, motor regeneration cannot be performed. In order to brake the vehicle V by motor regeneration even when the battery 2 is fully charged, it is necessary to perform waste power control that consumes more power than the power charged by motor regeneration.

[0028] The vehicle V is provided with a control device 5 (see FIG. 8) that controls the refrigerant circulation circuit 1. When the power storage amount of the battery 2 is equal to or more than a predetermined value, the control device 5 operates the electrical equipment of the refrigerant circulation circuit 1 to perform waste power control, enabling motor regeneration.

[0029] Hereinafter, three waste power control modes by the control device 5 will be described with reference to FIGS. 4 to 7.

[0030] The first waste power control mode (normal waste power control) shown in FIG. 4 is a mode in which the first electric heater H1 of the battery cooling circuit 20 is operated to perform waste power, and the heat generated by the first electric heater H1 is dissipated by the refrigeration cycle 30. The first waste power control mode (normal waste power control) is selected when the outside air temperature is higher than 0°C. When the outside air temperature is higher than 0°C, the refrigeration cycle 30 can be effectively utilized. In this mode, the first switching valve 52 is in a non-communicating state, the high-pressure solenoid valve 34 is in a closed state, the low-pressure solenoid valve 39 is in a closed state, and the electric compressor 32 and the electric fan 6 of the outdoor heat exchanger 38 are operated.

[0031] In this state, the second refrigerant of the refrigeration cycle 30 flows in the order of the electric compressor 32, the condenser 33, the heating expansion valve 37, the outdoor heat exchanger 38, the check valve 62, the chiller expansion valve 61, the chiller 60, and the accumulator 31. The second refrigerant that has become low-pressure and low-temperature by the chiller expansion valve 61 absorbs heat from the first refrigerant of the battery cooling circuit 20 in the chiller 60. Then, the heat-absorbed second refrigerant is compressed by the electric compressor 32 to become high-pressure and high-temperature, passes through the heating expansion valve 37 as it is, reaches the outdoor heat exchanger 38, and the heat of the second refrigerant is radiated to the outside of the vehicle by heat exchange with the outside air.

[0032] That is, when the first electric heater H1 of the battery cooling circuit 20 operates, the first refrigerant is heated, but the first refrigerant is cooled by the chiller 60, and further, the second refrigerant that has absorbed heat from the first refrigerant and is heated is cooled by the outdoor heat exchanger 38. Therefore, the heat balance of the refrigerant circulation circuit 1 can be adjusted.

[0033] In this mode, not only is power consumed by the first electric heater H1 of the battery cooling circuit 20, but the power consumption can be increased by operating the electric compressor 32 and the electric fan 6 of the outdoor heat exchanger 38.

[0034] The second power consumption control mode (normal power consumption control + heating) shown in FIG. 5 is a mode in which the first electric heater H1 of the battery cooling circuit 20 and the second electric heater H2 of the heating circuit 40 operate to perform power consumption, and the heat generated by the first electric heater H1 and the second electric heater H2 of the heating circuit 40 is radiated in the heating circuit 40. The second power consumption control mode (normal power consumption control + heating) is selected when the outside air temperature is higher than 0°C and there is a heating requirement from the occupant. In this mode, the first switching valve 52 is in a non-communicating state, the high-pressure solenoid valve 34 is in a closed state, the low-pressure solenoid valve 39 is in a closed state, and the electric compressor 32 is operated.

[0035] In this state, the second refrigerant of the refrigeration cycle 30 flows in the order of the electric compressor 32, the condenser 33, the heating expansion valve 37, the outdoor heat exchanger 38, the check valve 62, the chiller expansion valve 61, the chiller 60, and the accumulator 31. The second refrigerant that has become low-pressure and low-temperature by the chiller expansion valve 61 absorbs heat from the first refrigerant of the battery cooling circuit 20 in the chiller 60. Then, the heat-absorbed second refrigerant is compressed by the electric compressor 32 to become high-pressure and high-temperature, and releases heat to the third refrigerant of the heating circuit 40 in the condenser 33. In the heating circuit 40, the heat transferred from the refrigeration cycle 30 and the heat generated by the second electric heater H2 are radiated from the heater core 41 to the passenger compartment.

[0036] That is, when the first electric heater H1 of the battery cooling circuit 20 operates, the first refrigerant is heated, but the first refrigerant is cooled by the chiller 60. Further, the second refrigerant that has absorbed heat from the first refrigerant and is heated is cooled by the condenser 33. Furthermore, the third refrigerant that has absorbed heat from the second refrigerant and is heated is further heated by the second electric heater H2 of the heating circuit 40, but is cooled by the heater core 41 during heating. Therefore, the heat balance of the refrigerant circulation circuit 1 can be adjusted.

[0037] In this mode, not only is power consumed by the first electric heater H1 of the battery cooling circuit 20, but also power is consumed by the electric compressor 32 and the second electric heater H2, and the power consumption can be further increased. In a situation where the occupant requests heating and is using the air conditioner, the operation of the second electric heater H2 does not give the occupant a sense of discomfort.

[0038] The third waste power control mode (low outside air temperature waste power control) shown in FIG. 6 is a mode in which the first electric heater H1 of the battery cooling circuit 20 is operated to perform waste power, and the heat generated by the first electric heater H1 is dissipated by the drive device cooling circuit 50. The third waste power control mode (low outside air temperature waste power control) is selected when the outside air temperature is 0°C or lower (below freezing). When the outside air temperature is 0°C or lower, the amount of the second refrigerant staying in the capacitor 33 increases, so the flow rate of the second refrigerant flowing through the refrigeration cycle 30 decreases, and there is a risk that the electric compressor 32 cannot operate normally. Therefore, when the outside air temperature is 0°C or lower, the heat dissipation part is made different from that in the first waste power control mode (normal waste power control) without using the refrigeration cycle 30. In this mode, the first switching valve 52 is in a communicating state, the second switching valve 54 is in a non-bypass state, and the electric fan 6 of the radiator 51 is operated.

[0039] In this state, since the battery cooling circuit 20 and the drive device cooling circuit 50 are in communication, the heat generated by the first electric heater H1 is dissipated to the outside of the vehicle in the radiator 51.

[0040] That is, when the first electric heater H1 of the battery cooling circuit 20 is operated, the first refrigerant is heated, but since the first refrigerant is cooled by the radiator 51, the heat balance of the refrigerant circulation circuit 1 can be adjusted.

[0041] In this mode, not only is power consumed by the first electric heater H1 of the battery cooling circuit 20, but power consumption can also be increased by operating the electric fan 6 of the radiator 51.

[0042] In this way, by switching between the first power consumption control mode (normal power consumption control) and the third power consumption control mode (low outside air temperature power consumption control) according to the outside air temperature, and changing the heat dissipation part of the heat generated by the first electric heater H1 in the battery cooling circuit 20, it is possible to appropriately dissipate the heat generated by the operation of the first electric heater H1 in power consumption control regardless of the outside air temperature. The switching between the first power consumption control mode (normal power consumption control) and the third power consumption control mode (low outside air temperature power consumption control) is realized by switching the first switching valve 52 and the second switching valve 54 as described above. Note that the switching between the first power consumption control mode (normal power consumption control) and the third power consumption control mode (low outside air temperature power consumption control) is not necessarily limited to the case where the outside air temperature is 0°C, and can be set as appropriate.

[0043] The fourth power consumption control mode (low outside air temperature power consumption control + heating) shown in FIG. 7 is a mode in which the first electric heater H1 of the battery cooling circuit 20 and the second electric heater H2 of the heating circuit 40 are operated to perform power consumption, and the heat generated by the first electric heater H1 and the second electric heater H2 is dissipated by the drive device cooling circuit 50 and the heating circuit 40. The fourth power consumption control mode (low outside air temperature power consumption control + heating) is selected when the outside air temperature is 0°C or lower and there is a heating requirement from the occupant. In this mode, similar to the third power consumption control mode (low outside air temperature power consumption control), the first switching valve 52 is in a communicating state, the second switching valve 54 is in a non-bypass state, and the electric fan 6 of the radiator 51 is operated.

[0044] In this state, since the battery cooling circuit 20 and the drive device cooling circuit 50 communicate with each other, the heat generated by the first electric heater H1 is dissipated to the outside of the vehicle in the radiator 51. Also, the heat generated by the second electric heater H2 is dissipated from the heater core 41 to the passenger compartment.

[0045] That is, when the first electric heater H1 of the battery cooling circuit 20 operates, the first refrigerant is heated, but the first refrigerant is cooled by the radiator 51. Also, when the second electric heater H2 of the heating circuit 40 operates, the third refrigerant is heated, but it is cooled by the heater core 41 during heating. Therefore, the heat balance of the refrigerant circulation circuit 1 can be adjusted.

[0046] In this mode, not only is power consumed by the operation of the first electric heater H1 of the battery cooling circuit 20 and the electric fan 6 of the radiator 51, but also power is consumed by the second electric heater H2 of the heating circuit 40, and power consumption can be further increased. In a situation where the occupant makes a heating request and uses the air conditioner, the operation of the second electric heater H2 does not give the occupant a sense of discomfort.

[0047] As described above, various embodiments have been described with reference to the drawings. Needless to say, the present invention is not limited to such examples. It is obvious that those skilled in the art can conceive of various modification examples or correction examples within the scope described in the claims, and it is naturally understood that they also belong to the technical scope of the present invention. Also, within the scope not departing from the gist of the invention, the constituent elements in the above embodiments may be arbitrarily combined.

[0048] The present specification describes at least the following matters. Although the corresponding constituent elements etc. in the above-described embodiments are shown in parentheses, it is not limited thereto.

[0049] (1) A battery (battery 2), A drive device (drive device 3) including a motor (motor M), A drive device cooling circuit (drive device cooling circuit 50) through which a first refrigerant flows and adjusts the temperature of the drive device, A battery cooling circuit (battery cooling circuit 20) through which the first refrigerant flows and adjusts the temperature of the battery, A refrigeration cycle (refrigeration cycle 30) for air conditioning having an electric compressor (electric compressor 32), a condenser (condenser 33), an outdoor heat exchanger (outdoor heat exchanger 38), and an evaporator (evaporator 36), through which a second refrigerant flows, A vehicle (vehicle V) including a control device (control device 5), A first valve mechanism (first switching valve 52) that switches between a communicating state in which the drive device cooling circuit and the battery cooling circuit communicate and a non-communicating state in which they do not communicate, A second valve mechanism (second switching valve 54) that switches between a bypass state in which the first refrigerant flows through a bypass passage (bypass passage 53) that bypasses a radiator (radiator 51) provided in the drive device cooling circuit and a non-bypass state in which the first refrigerant flows through the radiator, A chiller (chiller 60) in which the first refrigerant flowing through the battery cooling circuit and the second refrigerant flowing through the refrigeration cycle can exchange heat, An electric heater (first electric heater H1) provided in the battery cooling circuit, and further comprising, When the power storage amount of the battery is equal to or more than a predetermined value, the control device operates the electric heater to perform power waste control, In the power waste control, the control device changes the connection state of the first valve mechanism and the second valve mechanism according to the outside air temperature to change the heat dissipation part of the heat generated by the electric heater, a vehicle.

[0050] (1) According to this, by operating the electric heater provided in the battery cooling circuit, the electric power generated by motor regeneration can be discarded, so that the regenerative brake can be used even when the battery is in a fully charged state. As a result, deterioration and enlargement of the friction brake can be suppressed. At this time, since the battery cooling circuit through which the first refrigerant flows is independent of the air-conditioning refrigeration cycle through which the second refrigerant flows, the influence on the air conditioner during power waste can be avoided. Further, by changing the heat dissipation part of the heat generated by the electric heater according to the outside air temperature, the heat generated by the electric heater can be appropriately dissipated in the power waste control. Thereby, the heat balance of the entire circuit can be adjusted.

[0051] (2) The vehicle according to (1), In the power waste control, the control device, When the outside air temperature is equal to or lower than the first temperature, heat is dissipated from the radiator, When the outside air temperature is higher than the first temperature, the electric compressor is operated to dissipate heat from the outdoor heat exchanger, A vehicle.

[0052] According to (2), operating the electric compressor to dissipate heat from the outdoor heat exchanger can increase the waste power consumption. Therefore, when the outside air temperature is high, the waste power consumption can be increased by dissipating heat from the outdoor heat exchanger. On the other hand, when the outside air temperature is low, the heat pump capacity of the refrigeration cycle is limited. Therefore, when the outside air temperature is low, by dissipating heat from the radiator, it becomes possible to appropriately dissipate heat in a situation where the heat pump capacity is limited. When the outside air temperature is low, the difference between the outside air temperature and the battery temperature is large, so heat dissipation by the radiator is effective.

[0053] (3) The vehicle according to (2), In the waste power control, the control device When the outside air temperature is equal to or lower than the first temperature, Set the first valve mechanism to the communicating state, and set the second valve mechanism to the non-bypass state to dissipate heat from the radiator. When the outside air temperature is higher than the first temperature, Set the first valve mechanism to the non-communicating state, operate the electric compressor, and dissipate heat from the outdoor heat exchanger. Vehicle.

[0054] (3) According to (3), by setting the first valve mechanism to the communicating state, the heat of the electric heater provided in the battery cooling circuit can be dissipated using the radiator provided in the drive device cooling circuit. On the other hand, by operating the electric compressor with the first valve mechanism in the non-communicating state, the heat of the electric heater can be dissipated in the outdoor heat exchanger while consuming power with the electric compressor.

[0055] (4) The vehicle according to any one of (1) to (3), Having a heater core (heater core 41) and a second electric heater (second electric heater H2), and further including a heater core circuit (heating circuit 40) through which a third refrigerant flows. The condenser is configured such that the second refrigerant flowing through the refrigeration cycle and the third refrigerant flowing through the heater core circuit can exchange heat. In the waste power control, the control device When the occupant is using the air conditioner, further operates the second electric heater, Vehicle.

[0056] According to (4), when the occupant is using the air conditioner, the waste power amount can be increased by operating the second electric heater. Further, when the outside air temperature is low, the comfort of the occupant can be improved by heating the vehicle interior.

Explanation of Signs

[0057] V Vehicle 2 Battery 3 Drive device 5 Control device 20 Battery cooling circuit 30 Refrigeration cycle 32 Electric compressor 33 Capacitor 36 Evaporator 38 Outdoor heat exchanger 40 Heating circuit (heater core circuit) 41 Heater core 50 Drive device cooling circuit 51 Radiator 52 First switching valve (first valve mechanism) 53 Bypass flow path 54 Second switching valve (second valve mechanism) 60 Chiller H1 First electric heater H2 Second electric heater M Motor

Claims

1. A battery, A drive device including a motor, A drive device cooling circuit through which a first refrigerant flows to adjust the temperature of the drive device, A battery cooling circuit through which the first refrigerant flows to adjust the temperature of the battery, A refrigeration cycle for air conditioning having an electric compressor, a condenser, an outdoor heat exchanger, and an evaporator, through which a second refrigerant flows, A vehicle comprising a control device, wherein A first valve mechanism that switches between a communication state in which the drive device cooling circuit and the battery cooling circuit communicate with each other and a non-communication state in which they do not communicate with each other, A second valve mechanism that switches between a bypass state in which the first refrigerant flows through a bypass flow path that bypasses a radiator provided in the drive device cooling circuit and a non-bypass state in which the first refrigerant flows through the radiator, A chiller in which the first refrigerant flowing through the battery cooling circuit and the second refrigerant flowing through the refrigeration cycle can exchange heat, An electric heater provided in the battery cooling circuit, and further comprising, When the power storage amount of the battery is equal to or more than a predetermined value, the control device operates the electric heater to perform power waste control, In the power waste control, the control device changes the connection states of the first valve mechanism and the second valve mechanism according to the outside air temperature to change the heat dissipation part generated by the electric heater. A vehicle.

2. The vehicle according to claim 1, wherein In the power waste control, the control device When the outside air temperature is equal to or lower than a first temperature, heat is dissipated from the radiator, When the outside air temperature is higher than the first temperature, the electric compressor is operated to dissipate heat from the outdoor heat exchanger. A vehicle.

3. The vehicle according to claim 2, wherein In the power waste control, the control device When the outside air temperature is less than or equal to the first temperature, set the first valve mechanism to the communicating state, and set the second valve mechanism to the non-bypass state, and dissipate heat from the radiator. When the outside air temperature is higher than the first temperature, set the first valve mechanism to the non-communicating state, operate the electric compressor, and dissipate heat from the outdoor heat exchanger. Vehicle.

4. The vehicle according to any one of claims 1 to 3, having a heater core and a second electric heater, and further comprising a heater core circuit through which a third refrigerant flows, the condenser is configured such that the second refrigerant flowing through the refrigeration cycle and the third refrigerant flowing through the heater core circuit can exchange heat, the control device, in the waste power control, when the occupant is using the air conditioner, further operates the second electric heater. Vehicle.

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