Heat cycle system, in-wheel motor and vehicle

Abstract

To provide a heat cycle system which can reduce electric power consumption and has a low cost, provide an in-wheel motor driven by utilizing the heat cycle system, and provide a vehicle on which the heat cycle system is mounted.SOLUTION: A heat cycle system 400 includes a compressor 100, an accumulator 501, an electric drive part 200 comprising an electric motor 210, coolant compressed by the compressor 100, and an indoor heat exchanger 321 and an outdoor heat exchanger 311 which bear heat exchange of coolant. The heat cycle system 400 comprises a single circulation path which circulates the coolant, and has a four-way valve 102 capable of switching a connection destination of a coolant discharging part of the compressor 100 to the indoor heat exchanger 321 or the outdoor heat exchanger 311. A cooling part 211 of the electric driving part 210 is arranged on the upstream side of the accumulator 501 on a flow of the coolant.SELECTED DRAWING: Figure 2A

Description

[Technical field]

[0001] The present invention relates to a heat cycle system including an air conditioning system, a cooling system, etc., mounted on a moving vehicle such as an automobile, a construction machine, or a railway vehicle. [Background technology]

[0002] In recent years, the electrification of automobiles has progressed rapidly, and there is a growing need to reduce the power consumption (hereinafter referred to as "electricity consumption") of electric drive systems. In particular, electric vehicles (hereinafter referred to as "EVs") have the problem that heating energy must be supplied from the battery in winter, which significantly reduces the driving range. Conventional internal combustion engine vehicles do not have this problem because heating energy is supplied by exhaust heat from the engine.

[0003] Here, there are two main forms of heating energy supply for EVs: one is by PTC heater (electrical resistance heating) and the other is by heat pump (heat cycle of domestic air conditioner). The former has an issue with high power consumption as heating is done by electrical resistance, but has a great advantage in that it has a simple configuration and can reduce installation costs. Existing engine vehicles are equipped with air conditioners that only perform cooling, but the fact that this can be used as is also helps reduce installation costs. The latter heat pump is configured to perform both cooling and heating, so there is an issue of an increased number and size of parts compared to air conditioners that only perform cooling, but it excels in reducing power consumption.

[0004] Patent Document 1 discloses a technology that enables heating, cooling, and dehumidification with one heat pump cycle. Patent Document 2 discloses a technology that uses the refrigerant for air conditioning to cool the electric drive system, thereby sharing the heat exchanger for the electric drive system and the outdoor heat exchanger for air conditioning, thereby reducing the number of heat exchangers from the conventional three to two (Patent Document 2 refers to the two heat exchangers as the condenser and evaporator). [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Publication No. 6-213531 [Patent Document 2] International Publication No. 2019 / 098224 Summary of the Invention [Problem to be solved by the invention]

[0006] EVs use an electric drive system (hereinafter, e-Axle) consisting of a motor, inverter, etc., and the e-Axle is cooled by a water-cooled or oil-cooled cooling system. Therefore, a heat exchanger, circulation pump, piping, etc. are required for the e-Axle, and the increase in the number of parts increases the cost of the vehicle, and the vehicle weight increases, which creates the problem of reduced power consumption. When using a heat pump such as that described in Patent Document 1, an outdoor heat exchanger and an indoor heat exchanger are also required, as well as an air conditioning compressor and refrigerant piping, resulting in a huge number of parts.

[0007] To solve this problem, in Patent Document 2, the refrigerant for air conditioning is used to cool the e-Axle, and the e-Axle heat exchanger and the outdoor heat exchanger for air conditioning are shared, reducing the number of heat exchangers from the conventional three to two. However, since the piping for supplying the refrigerant to the e-Axle needs to branch off from the piping for air conditioning, a new flow control valve is required. Also, in addition to the expansion valve for air conditioning, a new expansion valve for the e-Axle is required. Furthermore, in addition to the piping for air conditioning, a new branch piping for the e-Axle is required. For this reason, although the number of heat exchangers can be reduced, there are many issues, such as the number of additional parts increasing costs, the installation area for the additional parts increasing, reducing the degree of freedom in layout, and not being able to achieve a weight reduction effect.

[0008] As described above, with conventional technology, it was difficult to avoid increases in cost and weight when introducing a cooling system for an e-Axle.

[0009] An object of the present invention is to provide a heat cycle system capable of reducing power consumption and at low cost, an in-wheel motor driven using this heat cycle system, and a vehicle equipped with this heat cycle system. [Means for solving the problem]

[0010] In order to achieve the above object, the present invention includes various embodiments. As an example, the driven heat cycle system of the present invention includes: A heat cycle system for controlling interior air conditioning of a vehicle, The refrigerant compressor includes a compressor, an accumulator, an electric drive unit including an electric motor and an electric component for supplying an appropriate amount of power to the electric motor, a refrigerant compressed by the compressor, and an indoor heat exchanger and an outdoor heat exchanger for exchanging heat with the refrigerant. The heat cycle system consists of a single circulation path for circulating the refrigerant, and has a four-way valve that can switch the connection of the refrigerant discharge port of the compressor to the indoor heat exchanger or the outdoor heat exchanger, and the cooling section of the electric drive unit is arranged upstream of the accumulator in the flow of the refrigerant. Effect of the Invention

[0011] According to the present invention, it is possible to provide a heat cycle system capable of reducing power consumption and at low cost, an in-wheel motor driven using this heat cycle system, and a vehicle equipped with this heat cycle system.

[0012] Problems, configurations and effects other than those described above will become apparent from the following description of the embodiments. [Brief description of the drawings]

[0013] [Figure 1A] FIG. 1 is an explanatory diagram of a driving heat cycle system according to a first embodiment of the present invention. [Figure 1B] FIG. 2 is an explanatory diagram of a driving heat cycle system according to a comparative example (first comparative example) of the present invention. [Figure 1C]FIG. 4 is an explanatory diagram of a driving heat cycle system according to a comparative example (second comparative example) of the present invention. [Figure 2A] FIG. 2 is an explanatory diagram of the driving heat cycle system in the first embodiment of the present invention, showing the case where heating operation is performed. [Figure 2B] FIG. 2 is an explanatory diagram of the driving heat cycle system in the first embodiment of the present invention, showing the case where cooling operation is performed. [Figure 2C] FIG. 2 is a diagram showing an operation pattern of the driven heat cycle system according to the first embodiment of the present invention. [Figure 2D] FIG. 2 is a diagram showing a control sequence of the driving heat cycle system in the first embodiment of the present invention. [Diagram 3] FIG. 4 is an explanatory diagram of another form of the driven heat cycle system in the first embodiment of the present invention. [Figure 4A] FIG. 11 is an explanatory diagram of a driving heat cycle system in a second embodiment of the present invention, showing a case where an air conditioner is operated in heating mode and a battery is heated. [Figure 4B] FIG. 11 is an explanatory diagram of a driving heat cycle system in a second embodiment of the present invention, illustrating a case where an air conditioner is operated in heating mode while refrigerant is not circulated through a battery. [Figure 4C] FIG. 11 is an explanatory diagram of a driving heat cycle system in a second embodiment of the present invention, showing a case where the heating operation of the air conditioner is stopped and refrigerant is not circulated through the battery. [Figure 4D] FIG. 11 is an explanatory diagram of a driving heat cycle system in a second embodiment of the present invention, illustrating a case where the heating operation of the air conditioner is stopped and the refrigerant is circulated through the battery. [Figure 4E] FIG. 11 is an explanatory diagram of a driving heat cycle system in a second embodiment of the present invention, illustrating a case where an air conditioner is in cooling operation and a refrigerant is circulated through a battery. [Figure 4F] FIG. 11 is a diagram showing an operation pattern of a driven heat cycle system according to a second embodiment of the present invention. [Figure 4G] FIG. 6 is a diagram showing a control sequence of a driving heat cycle system according to a second embodiment of the present invention. [Figure 4H]FIG. 11 is an explanatory diagram of another form of the driven heat cycle system in the second embodiment of the present invention. [Figure 4I] FIG. 11 is an explanatory diagram of another form of the driven heat cycle system in the second embodiment of the present invention. [Figure 5A] FIG. 11 is an explanatory diagram of a driving heat cycle system in a third embodiment of the present invention, showing the case where an air conditioner is in heating operation. [Figure 5B] FIG. 11 is an explanatory diagram of a driving heat cycle system in a third embodiment of the present invention, showing the case where an air conditioner is in cooling operation. [Figure 5C] FIG. 11 is a diagram showing an operation pattern of a driven heat cycle system according to a third embodiment of the present invention. [Figure 5D] FIG. 11 is a diagram showing a control sequence of a driving heat cycle system according to a third embodiment of the present invention. [Figure 6] FIG. 11 is an explanatory diagram of another form of the driven heat cycle system according to the third embodiment of the present invention. [Figure 7A] FIG. 11 is an explanatory diagram of another form of the driven heat cycle system according to the third embodiment of the present invention. [Figure 7B] FIG. 11 is an explanatory diagram of another form of the driven heat cycle system according to the third embodiment of the present invention. [Figure 8A] FIG. 2 is a schematic diagram showing an embodiment of a compressor of the driving heat cycle system according to the present invention. [Figure 8B] FIG. 2 is a cross-sectional view showing the internal structure of an embodiment of a compressor of the driving heat cycle system according to the present invention. [Figure 9A] FIG. 13 is a perspective view showing the appearance of an outer rotor type in-wheel motor according to a fourth embodiment of the present invention. [Figure 9B] FIG. 9B is an exploded perspective view showing the in-wheel motor of FIG. 9A separated along the rotation axis. [Figure 10] FIG. 13 is a schematic plan view of a vehicle according to a fifth embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0014] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In the following description, the same components are given the same symbols. Their names and functions are the same, so duplicated explanations will be avoided. The following description is directed to a driving heat cycle system for an automobile, but the effects of the present invention are not limited thereto and can be applied to moving vehicles in general.

[0015] [Example 1] A first embodiment of the present invention will be described below with reference to FIGS.

[0016] First, the difference between the prior art and the present invention will be described with reference to FIGS. 1A to 1C. Fig. 1A is an explanatory diagram of a driven heat cycle system 400 in a first embodiment of the present invention. Fig. 1B is an explanatory diagram of a driven heat cycle system (conventional system) 400b according to a comparative example (first comparative example) to the present invention. Fig. 1C is an explanatory diagram of a driven heat cycle system (conventional system) 400' according to a comparative example (second comparative example) to the present invention.

[0017] An EV is equipped with an electric drive unit 200 called e-Axle, which is made up of an electric motor (motor) and electrical equipment (inverter), and the electric drive unit 200 is cooled by a water-cooled or oil-cooled cooling system. As shown in Fig. 1B, in the conventional system, an air-conditioning heat cycle system (air-conditioning heat cycle system) 400a and an e-Axle heat cycle system (drive heat cycle system) 400b are configured separately. The air-conditioning heat cycle system 400a is made up of a compressor 100 installed in the drive equipment mounting space 300, an outdoor heat exchanger 311a which exchanges heat with the outside 310 via an outdoor fan 312a, an expansion valve 502, and an indoor heat exchanger 321 which exchanges heat with the inside 320 via an indoor fan 322. The thermal cycle system 400b for the e-Axle requires a heat exchanger 311b, a circulation pump 201, piping 503b, etc. in addition to the above. The increased number of parts increases the vehicle cost, and the increased vehicle weight poses the problem of reduced electricity consumption.

[0018] In order to solve this problem, in Patent Document 2, as shown in FIG. 1C, the refrigerant 401a for air conditioning is used to cool the electric drive unit 200, and the heat exchanger for the electric drive unit 200 is shared with the outdoor heat exchanger 311 for air conditioning, thereby reducing the number of heat exchangers from the conventional three to two. However, in order to appropriately supply the refrigerant 401a to the electric drive unit 200, it is necessary to branch off the piping 503a for air conditioning to the piping 503b for the electric drive unit 200 downstream of the outdoor heat exchanger 311, and then appropriately control the supply flow rate by the flow rate control valve 202. For this reason, the flow rate control valve 202 is newly required. In addition, in order to supply the low-temperature refrigerant 402a to the indoor exchanger 321 for air conditioning and the low-temperature refrigerant 402b to the electric drive unit 200, in addition to the expansion valve 502a for air conditioning, an expansion valve 502b for the electric drive unit 200 is newly required. Furthermore, in addition to the piping 503a for air conditioning, a new branch piping 503b for the electric drive unit 200 is required. For this reason, although the number of heat exchangers can be reduced, there are many issues, such as an increase in the number of additional parts, which leads to an increase in costs, an increase in the installation area for the additional parts, which reduces the degree of freedom in layout, and a lack of weight reduction effects.

[0019] In this embodiment, to address such issues, we have devised a configuration that simultaneously establishes an air conditioning system and a heat cycle system for the electric drive unit without increasing the number of parts. The greatest feature of this embodiment is that, as shown in Figure 1A, piping 503 for circulating refrigerant 401 for air conditioning constitutes a single circulation path, and the air conditioning system and the cooling system for the electric drive unit are arranged on this single circulation path.

[0020] Here, the configuration in which the air conditioning system and the cooling system of the electric drive unit are arranged in a single circulation path means a configuration in which the compressor 100, the expansion valve 502, the outdoor heat exchanger 311, the indoor heat exchanger 321, and the electric drive unit 200 are arranged in one circulation path through which the same refrigerant flows. In this case, the electric drive unit 200 may be composed of a plurality of electric drive units as in the embodiment described below, and each electric drive unit may be arranged in a circulation path of the refrigerant branched in parallel. In this case, too, if each electric drive unit arranged in the circulation path of the refrigerant branched in parallel is regarded as one electric drive unit group, the compressor 100, the expansion valve 502, the outdoor heat exchanger 311, the indoor heat exchanger 321, and the electric drive unit group are arranged in one circulation path through which the same refrigerant flows.

[0021] Specifically, the refrigerant 401 heated to a high temperature by the compressor 100 dissipates heat by the outdoor heat exchanger 311, and is then changed to a low-temperature refrigerant 402 by the expansion valve 502, after which it absorbs heat from the indoor heat exchanger 321 and the electric drive unit 200. That is, the refrigerant 402 supplies cooling energy to the room 320 and cools the electric drive unit 200. At this time, the relationship between the heat generation amount Pd of the electric drive unit 200, the heat exchange capacity Pi of the indoor heat exchanger 321, and the heat exchange capacity Pe of the outdoor heat exchanger 311 is as follows:

[0022] Pd+Pi ≦ Pe (1) Here, in the conventional system of FIG. 1B, the heat exchange capacity Pe1 of the outdoor heat exchanger 311a was set according to the maximum cooling energy, and the heat exchange capacity Pe2 of the outdoor heat exchanger 311b was set according to the maximum output of the electric drive unit 200.

[0023] In this embodiment, the electric drive unit 200 is cooled by the refrigerant 402 for air conditioning, so that the electric drive unit 200 can be cooled at a lower temperature than the refrigerant 402b of the conventional system shown in FIG. 1B. That is, since the actual operating temperature can be reduced relative to the upper operating temperature limit of the electric drive unit 200, the electric drive unit 200 can be operated below the upper operating temperature limit even if the cooling capacity of the electric drive unit 200 is reduced, and as a result, the heat exchange capacity of the outdoor heat exchanger 311 can be reduced. Therefore, the heat exchange capacity Pe of the outdoor heat exchanger 311 can be reduced relative to the total heat exchange capacity Pe1+Pe2 of the outdoor heat exchangers 311a and 311b of the conventional system, so that the size and weight of the outdoor heat exchanger 311 can also be reduced. Furthermore, the cooling pump 201, the flow control valve 202, the dedicated expansion valve 502b, the dedicated piping 503b, and the like for the electric drive unit 200 are not required, so there is no increase in cost of additional parts, and there is no increase in weight. In the conventional technology, the heat cycle for air conditioning and the cooling cycle for the drive unit were controlled independently so as not to limit the user's demands for drivability (vehicle driving performance), which resulted in increased system costs and weight. In contrast, the present invention devisees the above-mentioned configuration, which makes it possible to meet various user demands without increasing system costs and weight.

[0024] In addition, in this embodiment, it is extremely rare for Pe1 and Pe2 to be operated at their maximum values ​​at the same time, and it is considered that the user benefits are not so great compared to the high cost of the system and the deterioration of fuel efficiency due to the weight increase shown in Figures 1B and 1C. In other words, based on the idea that the true user benefits come from reducing the system cost of EVs, which are rapidly spreading, and improving the power consumption by reducing the total weight of the driving heat system, it is considered that the size and weight of the outdoor heat exchanger should be further reduced. Specifically, the heat exchange capacity Pe of the outdoor heat exchanger 311 of the present invention is set to a value larger than the maximum heat generation amount Pd of the electric drive unit 200, while being set to a capacity that is significantly reduced compared to the total heat exchange capacity Pe1+Pe2 of the conventional system. When the electric drive unit 200 is operated at high output and the heat generation amount Pd increases, the indoor fan 322 is controlled so that the heat exchange capacity Pi for supplying cooling energy becomes relatively small, and the air volume 420 flowing through the indoor heat exchanger 321 is reduced. On the other hand, when the electric drive unit 200 is operated at low output and the heat generation amount Pd decreases, the indoor fan 322 is controlled to increase the heat exchange capacity Pi, and the air volume 420 flowing through the indoor heat exchanger 321 is increased to supply more cooling energy.

[0025] When starting to drive in midsummer, it is assumed that the cooling energy inside the vehicle will be maximized while the engine is idling, but in this case, the electric drive unit 200 is not operating and the heat generation amount Pd is zero, so it is possible to supply the same amount of cooling energy as before. Also, when the electric drive unit 200 is operated continuously for a long period of time, such as during long-distance travel in midsummer, cooling of the electric drive unit 200 (heat generation amount Pd) becomes the main focus, but the cooling energy (heat exchange capacity Pi) for maintaining a constant indoor temperature can be smaller than the maximum heat exchange capacity Pi,max of the indoor heat exchanger 321. Therefore, the maximum heat exchange capacity Pe,max of the outdoor heat exchanger 311 is the sum of Pd and Pi, so although it is larger than Pd, it does not need to be significantly larger.

[0026] The above-mentioned operation is a system in which cooling of the electric drive unit 200 is mainly performed and cooling energy is incidentally adjusted. In contrast, it is also possible to adjust cooling of the electric drive unit 200 mainly by cooling energy and incidentally. That is, when it is desired to increase cooling energy, the indoor fan 322 is controlled so that the heat exchange capacity Pi is increased, the air volume 420 flowing through the indoor heat exchanger 321 is increased, and output restriction is applied so as to reduce the heat generation amount Pd of the electric drive unit 200. By performing such operation, it is possible to significantly reduce the size of the outdoor heat exchanger compared to the conventional system. As described above, the thermal management system of the vehicle judges whether to prioritize drivability (driving performance of the vehicle) by mainly cooling the electric drive unit 200 or to mainly use cooling energy, and notifies the user via a display device or the like. When the vehicle is traveling, from the viewpoint of prioritizing the safety of the vehicle, basically, drivability (driving performance of the vehicle) is prioritized by mainly cooling the electric drive unit 200, while when the indoor temperature is significantly high, drivability is temporarily restricted by mainly using cooling energy. However, situations in which air conditioning energy is the main source of energy are limited to when the vehicle is restarted after being parked under the scorching sun of midsummer, and the indoor temperature can also be reduced by opening the vehicle windows, so the time ratio of such use in operational situations is extremely small, and the impact of the reduction in user benefits is extremely minor.

[0027] The coolant 402 circulates at least in the outer periphery or inside the housing of the electric drive unit 200. The flow path of the coolant 402 may be provided in the same space as the stator or rotor of the electric motor (for example, inside the housing), or a partition (for example, a housing component) may be provided for the storage space of the stator or rotor, and a separate flow path filled with the coolant 402 may be provided (for example, on the outer periphery of the housing). In the latter case, the storage space of the stator or rotor of the electric motor may be filled with air, or may be filled with a cooling oil different from the coolant 402. When filling the storage space with cooling oil, the storage space may be filled to the full extent, or the stator or rotor may be filled so that a part of the stator or rotor is immersed. When a part of the stator or rotor is immersed, a configuration for stirring up the cooling oil may be provided in a part of the rotor, so that the rotational action of the rotor can be used to stir the cooling oil in the storage space, which further improves the heat dissipation performance of the electric motor and also provides a lubricating effect for bearings and oil-tight seal materials. Similarly, in electrical equipment, the flow path of the coolant 402 may be provided in the same space as a heat generating part such as a power semiconductor, or a partition may be provided in the storage space for the power semiconductor, and a separate flow path filled with the coolant 402 may be provided.

[0028] The difference between this embodiment and the prior art has been described above. Although the air conditioning operation mode is limited to cooling in Fig. 1A to Fig. 1C, the present invention can also be applied to operation modes other than cooling, and the details thereof will be described with reference to Fig. 2A to Fig. 2D.

[0029] FIG. 2A is an explanatory diagram of the driving heat cycle system 400 in the first embodiment of the present invention, showing a case where the system is in heating operation. FIG. 2B is an explanatory diagram of the driving heat cycle system 400 in the first embodiment of the present invention, showing a case where the system is in cooling operation. FIG. 2C is a diagram showing an operation pattern of the driving heat cycle system 400 in the first embodiment of the present invention. FIG. 2D is a diagram showing a control sequence of the driving heat cycle system 400 in the first embodiment of the present invention.

[0030] The configuration of the driving heat cycle system 400 of this embodiment will be described in more detail below with reference to Fig. 2A. The driving heat cycle system 400 includes a compressor 100, an accumulator 501, an expansion valve 502, an electric motor 210 equipped with a cooling unit 211, an electric device (inverter) 220 equipped with a cooling unit 221, an electric driving unit 200 consisting of the electric motor 210 and the electric device 220, a refrigerant 401 compressed by the compressor 100, and an indoor heat exchanger 321 and an outdoor heat exchanger 311 that perform heat exchange of the refrigerant. The driving heat cycle system 400 includes a single circulation path for circulating the refrigerant, and has a four-way valve 102 that can switch the connection destination of the refrigerant discharge part of the compressor 100 to the indoor heat exchanger 321 and the outdoor heat exchanger 311. The cooling units 211 and 221 of the electric driving unit 200 are arranged upstream of the accumulator 501 in the flow of the refrigerant.

[0031] 2A shows the configuration during heating operation, and by setting the four-way valve 102 to state A (first state), the piping connecting the compressor 100 to the four-way valve 102 and the piping connecting the four-way valve 102 to the indoor heat exchanger 321 are connected to each other. Similarly, the piping connecting the outdoor heat exchanger 311 to the four-way valve 102 and the piping connecting the four-way valve 102 to the electric drive unit 200 are connected to each other. With this configuration, the refrigerant 401, which has been heated to a high temperature by the compressor 100, dissipates heat by the indoor heat exchanger 321, and is further changed to a low-temperature refrigerant 402 by the expansion valve 502, and then absorbs heat from the outdoor heat exchanger 311 and the electric drive unit 200. That is, the refrigerant 401 supplies heating energy to the room via the indoor heat exchanger 321 and cools the electric drive unit 200. At this time, the heat exchange capacity Pi of the indoor heat exchanger 321, the heat generation amount Pd of the electric drive unit 200, and the heat exchange capacity Pe of the outdoor heat exchanger 311 are operated so that the relationship therebetween is as follows:

[0032] Pe+Pd ≦ Pi (2) In this operation, the heat cycle system 400 is established if the heat absorption process of the refrigerant 402 is carried out by the electric drive unit 200, so the heat absorption process by the outdoor exchanger 311 is not necessarily required. Therefore, if the heat exchange capacity Pe of the outdoor heat exchanger 311 is set to zero by stopping the outdoor fan 312, the maximum cooling capacity (upper limit of the heat generation amount Pd) of the electric drive unit 200 can be raised to the same as the heat exchange capacity Pi of the indoor heat exchanger 321, as is clear from the formula (2). On the other hand, if it is desired to reduce the heating energy supplied to the room, it is necessary to control the indoor fan 322 so that the heat exchange capacity Pi of the indoor heat exchanger 321 is reduced, and the air volume 420 flowing through the indoor heat exchanger 321 is reduced. At this time, the maximum cooling capacity (upper limit of the heat generation amount Pd) of the electric drive unit 200 is limited to the same as the heat exchange capacity Pi, so that the output of the electric drive unit 200 needs to be limited. The present invention can provide a solution to this problem, and a specific means for doing so will be described later with reference to FIG.

[0033] Note that an arrow filled with dots, such as air volume 410, represents heat absorption, and an arrow filled with diagonal lines, such as air volume 420, represents heat radiation.

[0034] 2B shows the configuration during cooling operation, and by setting the four-way valve 102 to state B (second state), the piping connecting the compressor 100 to the four-way valve 102 and the piping connecting the four-way valve 102 to the outdoor heat exchanger 311 are connected to each other. Similarly, the piping connecting the indoor heat exchanger 321 to the four-way valve 102 and the piping connecting the four-way valve 102 to the electric drive unit 200 are connected to each other. With this configuration, the refrigerant 401, which has been heated to a high temperature by the compressor 100, dissipates heat by the outdoor heat exchanger 311, and is further changed to a low-temperature refrigerant 402 by the expansion valve 502, and then absorbs heat from the indoor heat exchanger 321 and the electric drive unit 200. That is, the refrigerant 402 supplies cooling energy to the room via the indoor heat exchanger 321 and cools the electric drive unit 200. The above-mentioned FIG. 1A shows the above configuration in a simplified form, and the operation of FIG. 2B overlaps with the explanation of FIG. 1A, so it will be omitted here.

[0035] FIG. 2C summarizes the operating method of the driving heat cycle system 400 of this embodiment. In FIG. 2C, the temperature of the electric drive unit 200 is classified into "low" when it is less than 10°C, "medium" when it is equal to the outside air temperature (10°C or higher), and "high" when it is higher than the outside air temperature (10°C or higher), and the relationship between the state of the four-way valve 102 and the action of the refrigerant in a total of six operating modes is shown with three operating modes of the air conditioner: heating, cooling, and stop. The symbols A (first state) and B (second state) representing the state of the four-way valve 102 have the same definition as the symbols A and B shown near the four-way valve 102 in FIGS. 2A and 2B. In addition, the heat dissipation (heating) action brought about by the refrigerant is shown with a black circle, and the heat absorption (cooling) action is shown with a circle. #1 to #3 are cases where the temperature of the electric drive unit 200 is "low" or "medium", and it is assumed that the electric drive unit 200 is not operating. #4 to #6 are cases where the temperature of the electric drive unit 200 is "high", and it is assumed that the electric drive unit 200 is in operation or has been in operation. Whether the temperature of the electric drive unit 200 corresponds to #1 to #3 or #4 to #6 is detected by a temperature sensor provided in the electric drive unit 200 and an outside air temperature sensor provided in the vehicle. In cold regions, the temperature may be "low" even when the electric drive unit 200 is in operation or has been in operation. In this case, it is determined that there is no need to actively cool the electric drive unit 200, so there is no problem in operating it in any of #1 to #3. In addition, although 10°C is set as the boundary value for defining the temperature of the electric drive unit 200, this value does not necessarily have to be set to 10°C, and any temperature near 10°C may be set as long as the heating, cooling, and cooling of the electric drive unit 200 can be achieved in a well-balanced manner. The specific operating methods of #1 to #6 in FIG. 2C will be described in detail below.

[0036] First, #1 to #3 are cases where the temperature of the electric actuator 200 is detected as "low" or "medium".

[0037] Among these, #1 is the case where the air conditioner operation mode is set to heating, and at this time, the four-way valve 102 is set to state A (see FIG. 2A). The refrigerant releases heat of Pi through the indoor heat exchanger 321, while absorbing heat of Pe through the outdoor heat exchanger 311 and heat of Pd through the cooling parts 211 and 221 of the electric drive unit 200. However, since the temperature of the electric drive unit 200 is sufficiently low at "low" or "medium", and the heat amount Pd that can be absorbed by this part is small, the heat cycle system 400 is established mainly by absorbing the heat amount Pe. This operation is the same as the heating operation of a normal air conditioner. On the other hand, in the conventional air conditioner, when the outside air temperature is below freezing, the heat amount Pe that can be absorbed by the outdoor heat exchanger 311 is small, so there was a problem that sufficient heating energy could not be supplied. This embodiment can also solve such a problem. Specifically, a current pattern (hereinafter, zero torque current) that does not generate driving force from the electric drive unit 200 is applied to generate a current loss in the electric motor 210 and the electric device 220, and the heat generation amount Pd corresponding to this loss is absorbed by the refrigerant. In this operation, although power consumption occurs due to the current loss, the heat pump action can supply heating energy that is greater than the power consumption, resulting in a significant reduction in the power consumption of the PTC heater.

[0038] The driving heat cycle system 400 of this embodiment includes an air-conditioning heat cycle system, and may be referred to simply as a "heat cycle system" in the following description.

[0039] Next, operation #2 is when the air conditioner operation mode is set to cooling, and at this time the four-way valve 102 is set to state B (see FIG. 2B). The refrigerant releases heat Pe via the outdoor heat exchanger 311, while absorbing heat Pi via the indoor heat exchanger 321 and heat Pd via the cooling sections 211, 221 of the electric drive section 200. However, since the temperature of the electric drive section 200 is sufficiently low at "low" or "medium", and the amount of heat Pd that can be absorbed by this section is small, the heat cycle system 400 is established mainly by absorbing the amount of heat Pi. This operation is the same as the cooling operation of a normal air conditioner. On the other hand, as shown in Fig. 2B, the low-temperature refrigerant 402 always passes through the cooling units 211, 221 of the electric drive unit 200 after passing through the indoor heat exchanger 321, so if the electric drive unit 200 is not in operation for a long time, the electric drive unit 200 can be cooled to a temperature equivalent to that of the refrigerant 402. In this case, the initial temperature of the electric drive unit 200 can be kept low, so that the temperature after operation is lower than normal, reducing the electric resistance value of the electric motor 210, and also reducing the current value because the magnetic flux of the permanent magnet increases. This reduces the current loss, and therefore the power consumption when the electric drive unit 200 is in operation can be reduced.

[0040] Next, operation of #3 is when the air conditioner operation mode is set to stop, and in this case, the four-way valve 102 is set to state B (see FIG. 2B). It is the same as operation of #2, except that the indoor fan 322 is stopped. However, the compressor 100 and the outdoor fan 312 may be stopped.

[0041] Next, #4 to #6 are cases where the temperature of the electric drive unit 200 is detected as "high".

[0042] Among these, #4 is a case where the air conditioner operation mode is set to heating, and at this time, the four-way valve 102 is set to state A (see FIG. 2A). The refrigerant releases heat of Pi through the indoor heat exchanger 321, while absorbing heat of Pd through the cooling units 211 and 221 of the electric drive unit 200. In this operation, the process of absorbing heat of Pe by the outdoor heat exchanger 311 is not required. That is, by stopping the outdoor fan 312, the heat amount Pe absorbed through the outdoor heat exchanger 311 is set to zero. This makes it possible to raise the maximum cooling capacity (upper limit of the heat generation amount Pd) of the electric drive unit 200 to the same as the heat exchange capacity Pi of the indoor heat exchanger 321. On the other hand, when it is desired to reduce the heating energy supplied to the room, the heat amount Pi that can be released through the indoor heat exchanger 321 is reduced, and therefore the heat amount Pd that can be absorbed by the electric drive unit 200 is also reduced, and it becomes necessary to limit the output of the electric drive unit 200. In order to solve such a problem, in this embodiment, a method is devised in which, when it becomes necessary to reduce heating energy during operation of #4, the operation is quickly switched to operation of #6.

[0043] #6 is the case where the air conditioner operation mode is set to stopped, and at this time the four-way valve 102 is set to state B (see FIG. 2B). The indoor fan 322 is stopped. The compressor 100 and the outdoor fan 312 are operated, and the refrigerant releases heat of Pe via the outdoor heat exchanger 311, while absorbing heat of Pd via the cooling sections 211, 221 of the electric drive unit 200 after passing through the indoor heat exchanger 321 (the indoor fan 322 is stopped and does not absorb heat). With this operation, the amount of heat Pd that can be absorbed by the electric drive unit 200 can be increased to be equivalent to the heat exchange capacity Pe of the outdoor heat exchanger 311, eliminating the need to limit the output of the electric drive unit 200.

[0044] On the other hand, if operation of #6 continues, the room temperature will drop because the state in which heating energy is not supplied will continue. Therefore, when the room temperature falls below an arbitrary threshold 1 based on the air conditioner set temperature (for example, a temperature 1°C lower than the air conditioner set temperature), operation is promptly switched to operation of #4. If operation of #4 continues further, the room temperature will rise because the state in which sufficient heating energy is supplied will continue. Therefore, when the room temperature exceeds an arbitrary threshold 2 based on the air conditioner set temperature (for example, a temperature 1°C higher than the air conditioner set temperature), operation is promptly switched to operation of #6 (hereinafter referred to as operation pattern switching control). This makes it possible to maintain the room temperature close to the air conditioner set temperature, and at the same time, to increase the amount of heat Pd that can be absorbed by the electric drive unit 200 to the same level as the heat exchange capacity Pi of the indoor heat exchanger 321 or the heat exchange capacity Pe of the outdoor heat exchanger 311. Therefore, even when the electric drive unit 200 is operating, the relevant unit can be sufficiently cooled, and there is no need to impose output restrictions.

[0045] The remaining operation of #5 is when the air conditioner operation mode is set to cooling, and at this time the four-way valve 102 is set to state B (see FIG. 2B). It is the same as the operation of #6 except that the indoor fan 322 is turned ON. The refrigerant releases heat amount Pe via the outdoor heat exchanger 311, while absorbing heat amount Pi and heat amount Pd of the electric drive unit 200 via the indoor heat exchanger 321. In this operation, the more the cooling energy (heat amount Pi) is reduced, the more the heat amount Pd that can be absorbed by the electric drive unit 200 can be increased. In other words, since the cooling capacity of the electric drive unit 200 can be improved, it becomes possible to keep the temperature of the electric drive unit 200 low during operation, and it is possible to significantly reduce the current loss and power consumption.

[0046] The operation patterns of the driving heat cycle system 400 of this embodiment described above are controlled by the driving heat cycle system control unit 600. As shown in Fig. 2D, the control sequence of the driving heat cycle system control unit 600 is composed of steps S0 to S3. Note that #1 to #6 in Fig. 2D have the same definitions as the operation patterns #1 to #6 shown in Fig. 2C.

[0047] First, in step S0, the outside air temperature is detected from the outside air temperature sensor 710 provided in the vehicle. Also, the temperature of the electric drive unit 200 is detected from the temperature sensor 720 provided in the electric drive unit 200. Also, the room temperature is detected from the temperature sensor 730 provided in the room 320. Also, the air conditioner set temperature set by the operation panel 800 is detected. Next, in step S1, the electric drive unit temperature determination unit 601 uses the temperature detected in step S0 to determine whether the temperature of the electric drive unit 200 corresponds to "low", "medium", or "high". Next, in step S2, the air conditioner operation mode determination unit 602 uses the temperature detected in step S0 to determine whether the air conditioner operation mode corresponds to cooling, heating, or stop. If the air conditioner is OFF, it is determined to be stopped. Each time the air conditioner is turned ON or the air conditioner set temperature is changed, a determination calculation is performed in step S2, and if the room temperature is lower than the air conditioner set temperature, it is determined to be heating, and if it is higher or equal to the air conditioner set temperature, it is determined to be cooling. Next, in step S3, the four-way valve 102, the indoor fan 322, the outdoor fan 312, and the zero torque current are controlled by the four-way valve control unit 603, the indoor fan control unit 604, the outdoor fan control unit 605, and the zero torque current control unit 606. Specifically, the state of the four-way valve 102 is set to A or B using the determination results in steps S1 and S2. Similarly, the indoor fan 322 and the outdoor fan 312 are set to ON or OFF, respectively. In addition, the zero torque current control unit 606 also uses the temperature of the outdoor air temperature sensor 710 to determine whether to apply a zero torque current to the electric drive unit 200.

[0048] The combination of the judgment results in steps S1 and S2 univocally derives which of the operation patterns #1 to #6 applies, and univocally determines to which state the four-way valve 102, the indoor fan 322, the outdoor fan 312, and the zero torque current are to be controlled for the derived operation pattern. When operation pattern #1 is derived, a zero torque current is applied when the outside air temperature is below a preset threshold (e.g., 0°C). When operation pattern #4 is derived, switching to operation pattern #6 is repeated by the operation pattern switching control described above.

[0049] As described above, according to the configuration of this embodiment, it is possible to provide a low-cost air conditioning system and cooling system capable of reducing power consumption, and a mobile vehicle equipped with the same.

[0050] FIG. 3 is an explanatory diagram of another embodiment of the driven heat cycle system 400 in the first embodiment of the present invention.

[0051] The difference between the driving heat cycle system 400 in Fig. 3 and Fig. 2A is that the cooling section 211 of the electric motor 210 and the cooling section 221 of the electric device 220 are arranged in parallel. With this configuration, the temperature of the refrigerant passing through the electric motor 210 can be reduced more than that in Fig. 2, so that the temperature during operation of the electric driving section 200 can be kept low, and the current loss and power consumption can be significantly reduced. In Fig. 3, the housing of the electric driving section 200 has one inlet of the flow path, and the flow paths of the electric motor 210 and the electric device 220 are branched inside the housing, but in order to simplify the refrigerant flow path inside the housing, the inlets of the flow paths of the electric motor 210 and the electric device 220 may be provided in the housing.

[0052] [Example 2] A second embodiment of the present invention will be described below with reference to FIGS. 4A to 4G.

[0053] FIG. 4A is an explanatory diagram of a driving heat cycle system 400 in a second embodiment of the present invention, showing a case where an air conditioner is operated in heating mode and a battery 230 is heated. The difference between the driving heat cycle system in Fig. 4A and Fig. 2A is that a battery 230 and a switching valve 103 are added to a single circulation path for circulating a refrigerant. According to this embodiment, in a simple heat cycle system composed of a single circulation path, in addition to being able to appropriately cool the electric driving unit 200, the battery 230 can also be appropriately heated or cooled. The principle is described below.

[0054] FIG. 4A shows a case where the air conditioner is operated in heating mode and the battery is warmed in winter. By setting the switching valve 103 to state B (fourth state), the pipe connecting the four-way valve 102 to the switching valve 103 and the pipe connecting the switching valve 103 to the battery 230 are connected to each other. Similarly, the pipe connecting the indoor heat exchanger 321 to the switching valve 103 and the pipe connecting the switching valve 103 to the battery 230 are connected to each other. In addition, by setting the four-way valve 102 to state A (first state), the refrigerant 401, which has been heated to a high temperature by the compressor 100, dissipates heat by the battery 230 and the indoor heat exchanger 321, and is further changed to a low-temperature refrigerant 402 by the expansion valve 502, and then absorbs heat from the outdoor heat exchanger 311 and the electric drive unit 200. That is, the refrigerant 401 warms the battery 230, supplies heating energy to the room via the indoor heat exchanger 321, and cools the electric drive unit 200. The relationship between the amount of heat Pb for heating the battery, the heat exchange capacity Pi of the indoor heat exchanger 321, the amount of heat generated by the electric drive unit 200 Pd, and the heat exchange capacity Pe of the outdoor heat exchanger 311 is as follows.

[0055] Pe+Pd ≦ Pi+Pb (3) However, if a large amount of high-temperature refrigerant 401 is supplied from the compressor 100 to the battery 230, a significant temperature difference occurs between the inside and outside of the components of the battery 230, and the life of the battery 230 is reduced. Therefore, when heating the battery 230, the compressor 100 is driven at a light load to appropriately control the amount of refrigerant 401 supplied to the battery 230. In winter, the outside air temperature is low and the temperature of the refrigerant 401 discharged from the compressor 100 is also low, so by combining this with the above-mentioned light load driving, the battery 230 can be heated without causing a significant temperature difference in the components, and a reduction in life can be avoided. When the outside air temperature is below freezing, the heat amount Pe that can be absorbed by the exterior heat exchanger 311 is very small, but if the EV is running, the heat amount Pd of the electric drive unit 200 can be absorbed, so the heat cycle system is established without any problems. On the other hand, if the EV is stopped and the electric drive unit 200 is not operating, there are cases where sufficient heating energy cannot be supplied to the battery 230. In this case, a current pattern (zero torque current) is applied such that the electric drive unit 200 does not generate driving force, causing a current loss in the electric motor 210 and the electrical equipment 220, and the heat generation amount Pd corresponding to this loss is absorbed by the refrigerant. This makes it possible to supply appropriate heating energy to the battery 230 even in a sub-freezing environment. Note that while the power corresponding to the current loss and the power for driving the compressor 100 are supplied from the battery 230, this is extremely small compared to the power supplied to the electric drive unit 200 during EV running, and therefore the load on the battery 230 is also small, and this operation does not cause a significant shortening of the battery life.

[0056] FIG. 4B is an explanatory diagram of the driving heat cycle system 400 in the second embodiment of the present invention, showing a case where the air conditioner is operated in heating mode while the refrigerant is not circulated through the battery 230.

[0057] FIG. 4B corresponds to a state in FIG. 4A in which heating of the battery 230 is stopped after the battery 230 has been sufficiently heated. The difference from FIG. 4A is that the piping connecting the four-way valve 102 to the switching valve 103 and the piping connecting the indoor heat exchanger 321 to the switching valve 103 are connected to each other by setting the switching valve 103 to the state A (third state). In addition, the two pipings connecting the switching valve 103 to the battery 230 are connected to each other. This prevents the refrigerant from circulating to the battery 230. In addition, by setting the four-way valve 102 to the state A (first state), the refrigerant 401, which has been heated by the compressor 100, dissipates heat by the indoor heat exchanger 321, and is further changed to a low-temperature refrigerant 402 by the expansion valve 502, and then absorbs heat from the outdoor heat exchanger 311 and the electric drive unit 200. That is, the refrigerant 401 supplies heating energy to the room via the indoor heat exchanger 321 and cools the electric drive unit 200. The heat exchange balance at this time is as shown in equation (3), but since heating of the battery 230 is stopped, Pb on the right side becomes zero.

[0058] In this operation, the heat cycle system 400 is established if the heat absorption process of the refrigerant 402 is carried out by the electric drive unit 200, so the heat absorption process by the outdoor exchanger 311 is not necessarily required. Therefore, if the heat exchange capacity Pe of the outdoor heat exchanger 311 is set to zero by stopping the outdoor fan 312, the maximum cooling capacity (upper limit of the heat generation amount Pd) of the electric drive unit 200 can be raised to the same as the heat exchange capacity Pi of the indoor heat exchanger 321, as is clear from the formula (3). On the other hand, if it is desired to reduce the heating energy supplied to the room, it is necessary to control the indoor fan 322 so that the heat exchange capacity Pi of the indoor heat exchanger 321 is reduced, and the air volume 420 flowing through the indoor heat exchanger 321 is reduced. At this time, the maximum cooling capacity (upper limit of the heat generation amount Pd) of the electric drive unit 200 is limited to the same as the heat exchange capacity Pi, so that the output of the electric drive unit 200 needs to be limited.

[0059] In order to avoid such a situation, when it is desired to reduce the heating energy supplied to the room, the air conditioner operation mode is stopped as shown in FIG. 4C.

[0060] FIG. 4C is an explanatory diagram of driving heat cycle system 400 in a second embodiment of the present invention, showing a case where the heating operation of the air conditioner is stopped and refrigerant is not circulated through battery 230. At this time, the four-way valve 102 is set to state B (second state), and the switching valve 103 is set to state A (third state). The indoor fan 322 is stopped. The relationship between the heat generation amount Pd of the electric drive unit 200 and the heat exchange capacity Pe of the outdoor heat exchanger 311 is as follows.

[0061] Pd ≦ Pe (4) In this operation, the switching valve 103 is set to the state A, so that the refrigerant 402 does not pass through the battery 230. On the other hand, when the compressor 100 and the outdoor fan 312 are operated, the refrigerant dissipates heat of Pe through the outdoor heat exchanger 311, and then absorbs heat of Pd through the cooling parts 211 and 221 of the electric drive unit 200. Therefore, the heat amount Pd that can be absorbed by the electric drive unit 200 can be increased to be equal to the heat exchange capacity Pe of the outdoor heat exchanger 311 as is clear from the formula (4), so there is no need to limit the output of the electric drive unit 200. On the other hand, the indoor temperature drops because the state in which heating energy is not supplied continues. Therefore, by using the above-mentioned operation pattern switching control to repeatedly switch between FIG. 4B and FIG. 4C, the indoor temperature can be maintained near the air conditioner set temperature.

[0062] When further cooling of the battery becomes necessary, the switching valve 103 is switched to state B as shown in Fig. 4D. Fig. 4D is an explanatory diagram of a driving heat cycle system 400 in a second embodiment of the present invention, and shows a case where the heating operation of the air conditioner is stopped and the refrigerant is circulated through the battery 230.

[0063] In this case, the four-way valve 102 is set to state B (second state), the switching valve 103 is set to state B (fourth state), and the indoor fan 322 is stopped. The compressor 100 and the outdoor fan 312 are operated, and the refrigerant releases heat of Pe via the outdoor heat exchanger 311, while passing through the indoor heat exchanger 321 (the indoor fan 322 is stopped and does not absorb heat), after which the battery 103 absorbs heat of Pb, and the battery 103 further absorbs heat of Pd via the cooling units 211, 221 of the electric drive unit 200. At this time, the following relational expression is established.

[0064] Pb+Pd≦Pe (5) This operation is also applied when the battery 230 is rapidly charged. When the battery 230 is rapidly charged, it is assumed that the electric drive unit 200 is not operating, so Pd in ​​formula (5) is zero. Therefore, as is clear from formula (5), the amount of heat Pb that can be absorbed by the battery 230 can be increased to be equal to the heat exchange capacity Pe of the outdoor heat exchanger 311, so that the problem of the battery heating being a problem during rapid charging and not being able to shorten the charging time can be solved. In addition, since the battery 230 is cooled by the air-conditioning refrigerant 402, it is possible to cool the battery 230 at a lower temperature than in the past. That is, since the actual operating temperature can be reduced relative to the upper operating temperature limit of the battery 230, it is possible to avoid high-temperature operation of the battery 230, and thus to avoid a reduction in the lifespan. Furthermore, since the low-temperature refrigerant 402 that has passed through the battery 230 necessarily passes through the cooling units 211, 221 of the electric drive unit 200, if the electric drive unit 200 is not in operation for a long time, the electric drive unit 200 can be cooled to a temperature equivalent to that of the refrigerant 402. Therefore, since the initial temperature of the electric drive unit 200 can be kept low, the temperature after operation becomes lower than normal, and the electric resistance value of the electric motor 210 can be reduced, and since the magnetic flux of the permanent magnet increases, the current value can also be reduced. This reduces the current loss, and therefore the power consumption when the electric drive unit 200 is in operation can be reduced.

[0065] When the air conditioner is operated in cooling mode, the indoor fan 322 is controlled to be ON from the state of Fig. 4D to the state of Fig. 4E. Fig. 4E is an explanatory diagram of a driving heat cycle system 400 in a second embodiment of the present invention, and shows a case where the air conditioner is operated in cooling mode and the refrigerant is circulated through the battery 230.

[0066] In this case, the four-way valve 102 is set to state B (second state), the switching valve 103 is set to state B (fourth state), and the indoor fan 322 is driven.

[0067] The relationship between the heat exchange capacity Pe of the outdoor heat exchanger 311, the heat exchange capacity Pi of the indoor heat exchanger 321, the amount of heat absorbed Pb from the battery, and the amount of heat generated Pd of the electric drive unit 200 is as follows.

[0068] Pi+Pb+Pd ≦ Pe (6) In this operation, the more the cooling energy (amount of heat Pi) is reduced, the more the amount of heat Pb that can be absorbed by the battery 230 and the amount of heat Pd that can be absorbed by the electric drive unit 200 can be increased. That is, since the cooling capacity of the battery 230 can be improved, it is possible to prevent the battery 230 from operating at high temperatures, and it is possible to avoid a shortened lifespan. In addition, since the cooling capacity of the electric drive unit 200 can be improved, it is possible to keep the temperature of the electric drive unit 200 low during operation, and it is possible to significantly reduce current loss and power consumption.

[0069] As described above, in a simple heat cycle system composed of a single circulation path, in addition to being able to appropriately cool the electric drive unit 200, it has been shown that the battery 230 can also be appropriately heated or cooled. In the conventional technology, in order not to restrict the user's demand for drivability, separate piping was provided for each of the heat cycle system for air conditioning, the cooling system for the electric drive unit 200, and the heat cycle system for the battery 230, and the refrigerant was circulated through these piping. For this reason, there were many problems, such as an increase in the number of parts, which leads to an increase in cost, an increase in the installation area for the additional parts, which reduces the degree of freedom in layout, and an increase in weight, which leads to a decrease in power consumption. In the present invention, in addition to cooling the electric drive unit 200, the battery 230 can also be freely heated or cooled by a single circulation path through which the air conditioning refrigerant 402 flows. This makes it possible to cool the battery 230 and the electric drive unit 200 at a lower temperature than before. That is, since the actual operating temperature can be reduced relative to the upper operating temperature limit of the battery 230 and the electric drive unit 200, operation at or below the upper operating temperature limit is possible even if the cooling capacity of the battery 230 and the electric drive unit 200 is reduced, and as a result, the heat exchange capacity, size, and weight of the outdoor heat exchanger 311 can be reduced. Therefore, it is possible to respond to various user requests without increasing the system cost and weight.

[0070] Next, a description will be given of a method of operating the driven heat cycle system 400 in the second embodiment of the present invention. Fig. 4F is a diagram showing an operation pattern of the driven heat cycle system 400 according to the second embodiment of the present invention.

[0071] The difference from FIG. 2C is that the temperature of the battery 203 and the state of the switching valve 103 are added. The symbols A and B representing the states of the four-way valve 102 and the switching valve 103 have the same definitions as the symbols A and B shown near the four-way valve 102 and the switching valve 103 in FIGS. 4A to 4E. #1 to #3 are cases where the temperatures of the electric drive unit 200 and the battery 230 are both "low", assuming the start of the vehicle in winter (warming of the battery 230 is required). #4 to #6 are cases where the temperatures of the electric drive unit 200 and the battery 230 are both "medium", assuming the start of the vehicle in other than winter (warming of the battery 230 is not required). #7 to #9 are cases where the temperature of the electric drive unit 200 is "low" or "medium" and the temperature of the battery 230 is "high", assuming mainly rapid charging. #10 to #12 are cases where the temperatures of the electric drive unit 200 and the battery 230 are both "high", and are mainly assumed to be when the vehicle is running. The temperatures of the electric drive unit 200 and the battery 230 are detected by temperature sensors provided in each. Since the operating temperature range of a battery is generally about 10 to 40°C, the boundary value between "low" and "medium" temperatures is set to 10°C in order to avoid a decrease in the battery's lifespan. However, this value does not necessarily have to be set to 10°C, and may be set to any temperature near 10°C as long as it is a temperature that can avoid a decrease in the battery's lifespan. Specific operating methods for #1 to #12 in FIG. 4F will be described in detail below.

[0072] First, #1 to #3 are cases where the temperatures of both the electric drive unit 200 and the battery 230 are detected as "low." At this time, the electric drive unit 200 is not operating, or is operating but has a "low" temperature, and the battery 230 needs to be heated.

[0073] Among these, #1 is the case where the air conditioner operation mode is set to heating, and at this time, the four-way valve 102 is set to state A, and the switching valve 103 is set to state B (see FIG. 4A). The refrigerant releases heat Pb+Pi via the battery 230 and the indoor heat exchanger 321, while absorbing heat Pe+Pd via the outdoor heat exchanger 311 and the electric drive unit 200. However, since the temperature of the electric drive unit 200 is "low" and thus sufficiently low, the amount of heat Pd that can be absorbed by this unit is small, so the heat cycle system 400 is established by mainly absorbing the amount of heat Pe. When the outdoor air temperature is below freezing, there is an issue that the amount of heat Pe that can be absorbed by the outdoor heat exchanger 311 is small, but in that case, a torque zero current is applied to generate a current loss Pd, thereby ensuring the amount of heat absorption required to establish the heat cycle. On the other hand, since the heating energy Pb to the battery 230 is suppressed, there is an advantage in terms of preventing a decrease in the battery's lifespan that the battery 230 can be heated without causing a significant temperature difference in its components.

[0074] Next, the operation of #2 is when the air conditioner operation mode is set to cooling. This operation is very rare when the temperatures of both the electric drive unit 200 and the battery 230 are in the "low" state (when the outside air temperature is low), but the present invention can handle it. At this time, the four-way valve 102 is set to the state B, the switching valve 103 is set to the state A, and the refrigerant is not circulated to the battery 230. The refrigerant releases heat Pe via the outdoor heat exchanger 311, while absorbing heat Pi+Pd via the indoor heat exchanger 321 and the electric drive unit 200. However, since the temperature of the electric drive unit 200 is "low" and thus sufficiently low, the amount of heat Pd that can be absorbed by that unit is very small, so the heat cycle system 400 is established by mainly absorbing the amount of heat Pi. In this operation, heating energy cannot be supplied to the battery 230. On the other hand, a small amount of power needs to be supplied from the battery 230 to drive the compressor 100, and this power supply causes the battery 230 to self-heat, gradually increasing its temperature from a "low" state. Therefore, the battery temperature can be raised to within an appropriate operating range without causing a significant temperature difference in the components of the battery 230, so that a reduction in the battery's life can be prevented without heating the battery.

[0075] Next, operation #3 corresponds to the case where the air conditioner operation mode is set to stop, and is the same as operation #1 except that the indoor fan 322 is stopped and the amount of heat radiation Pi is set to zero.

[0076] Next, #4 to #6 are cases where the temperatures of both the electrically driven unit 200 and the battery 230 are detected as "medium." At this time, the electrically driven unit 200 is in an inoperative state. Also, the temperature of the battery 230 is within the appropriate operating temperature range, and heating is not required.

[0077] Of these, #4 is when the air conditioner operation mode is set to heating, and at this time, the four-way valve 102 is set to state A, and the switching valve 103 is set to state A (see FIG. 4B). The refrigerant is configured not to circulate through the battery 230. The refrigerant releases heat of Pi via the indoor heat exchanger 321, while absorbing heat of Pe+Pd via the outdoor heat exchanger 311 and the electric drive unit 200. However, since the temperature of the electric drive unit 200 is "medium", and thus sufficiently low, the amount of heat Pd that can be absorbed by that unit is small, and therefore the heat cycle system 400 is established by mainly absorbing the amount of heat Pe.

[0078] Next, the operation of #5 is when the air conditioner operation mode is set to cooling. At this time, the four-way valve 102 is set to state B, and the switching valve 103 is set to state B (see FIG. 4E). The refrigerant releases heat of Pe through the outdoor heat exchanger 311, while absorbing heat of Pi+Pb+Pd through the indoor heat exchanger 321, the battery 230, and the electric drive unit 200. However, since the temperature of the electric drive unit 200 is "medium" and is sufficiently low, the amount of heat Pd that can be absorbed by that unit is small, so the heat cycle system 400 is established by mainly absorbing the amount of heat Pi. In this operation, a small amount of power needs to be supplied from the battery 230 to drive the compressor 100, and the battery 230 generates heat by itself due to this power supply, but the heat generation amount Pb at that time can be absorbed (cooled) by the refrigerant 402. Also, if the non-operating time of the electric drive unit 200 is long, the electric drive unit 200 can be cooled to a temperature equivalent to that of the refrigerant 402. In this case, the initial temperature of the electric drive unit 200 can be kept low, so that the temperature after operation is lower than normal and electrical loss can be reduced, thereby reducing power consumption when the electric drive unit 200 is operating.

[0079] Next, operation #6 corresponds to the case where the air conditioner operation mode is set to stop, and is the same as operation #5 except that the indoor fan 322 is stopped and the amount of heat absorption Pi is set to zero.

[0080] Next, #7 to #9 are cases where the temperature of the electric drive unit 200 is detected as "low" or "medium" and the temperature of the battery 230 is detected as "high". At this time, the electric drive unit 200 is in an inoperative state. Meanwhile, the temperature of the battery 230 has risen due to charging or discharging and it is in a state in which cooling is required. A typical operating mode is assumed to be during quick charging.

[0081] Among these, #7 is the case where the air conditioner operation mode is set to heating, and is the same as #4 except that the temperature of the battery 230 is "high". Since the refrigerant is not circulated in the battery 230, the battery 230 cannot be cooled, and if this continues, the lifespan will be shortened. In order to solve this problem, the present invention devised a method of appropriately switching the operation of #7 to the operation of #9.

[0082] Operation #9 is when the air conditioner operation mode is set to stop, and is the same as operation #6, except that the amount of heat absorption Pb in the battery 230 is large. With this operation, the amount of heat Pb that can be absorbed by the battery 230 can be increased to be almost equal to the heat exchange capacity Pe of the outdoor heat exchanger 311, so that a reduction in the lifespan of the battery 230 can be avoided.

[0083] On the other hand, if operation in #9 continues, the room temperature will drop because no heating energy will be supplied. Therefore, by repeatedly switching to operation pattern #7 using the operation pattern switching control described above, the room temperature can be maintained close to the air conditioner set temperature, and at the same time, the amount of heat Pb that can be absorbed by battery 230 can be increased to the same level as the heat exchange capacity Pi of indoor heat exchanger 321 or the heat exchange capacity Pe of outdoor heat exchanger 311. This makes it possible to avoid a decrease in the lifespan of battery 230.

[0084] Next, operation #8 is when the air conditioner operation mode is set to cooling, and is the same as operation #5 except that the heat generation amount Pb of the battery 230 is large.

[0085] Next, #10 to #12 are cases where the temperature of the electric drive unit 200 is detected as "high" and the temperature of the battery 230 is detected as "high". At this time, the electric drive unit 200 is in operation or has just finished operation. Meanwhile, the temperature of the battery 230 has risen due to charging or discharging and it is in a state in which cooling is required. Typical operating modes are assumed to be during or after driving, and during charging after driving.

[0086] Among these, #10 is a case where the air conditioner operation mode is set to heating, and at this time, the four-way valve 102 is set to state A, and the switching valve 103 is set to state A (see FIG. 4B). The refrigerant releases heat of Pi through the indoor heat exchanger 321, while absorbing heat of Pd through the electric drive unit 200. In this operation, the process of absorbing heat of Pe by the outdoor heat exchanger 311 is not required. Therefore, by stopping the outdoor fan 312, the heat amount Pe absorbed through the outdoor heat exchanger 311 is set to zero. This makes it possible to raise the maximum cooling capacity (upper limit of the heat generation amount Pd) of the electric drive unit 200 to the same as the heat exchange capacity Pi of the indoor heat exchanger 321. On the other hand, when it is desired to reduce the heating energy supplied to the room, the heat amount Pi that can be released through the indoor heat exchanger 321 is reduced, and therefore the heat amount Pd that can be absorbed by the electric drive unit 200 is also reduced, and it becomes necessary to limit the output of the electric drive unit 200. Also, since the refrigerant does not circulate in the battery 230, the battery 230 cannot be cooled, resulting in a shortened lifespan. In order to solve such problems, in this embodiment, when it becomes necessary to reduce heating energy in the operation of #10 or when it becomes necessary to cool the battery 230, a method of quickly switching to the operation of #12 is devised.

[0087] #12 is a case where the air conditioner operation mode is set to stop, and is the same as the operation of #6, except that the amount of heat absorbed Pb+Pd in ​​the battery 230 and the electric drive unit 200 is large. With this operation, the amount of heat Pb+Pd that can be absorbed by the battery 230 and the electric drive unit 200 can be increased to be equal to the heat exchange capacity Pe of the outdoor heat exchanger 311, eliminating the need to limit the output of the electric drive unit 200 and also making it possible to avoid a decrease in the lifespan of the battery 230.

[0088] On the other hand, if operation in #12 continues, the state in which heating energy is not supplied continues, and the indoor temperature drops. Therefore, by repeatedly switching to operation pattern #10 using the operation pattern switching control described above, the indoor temperature can be maintained close to the air conditioner set temperature, and the amount of heat Pb+Pd that can be absorbed by the battery 230 and the electric drive unit 200 can be increased to the same level as the heat exchange capacity Pi of the indoor heat exchanger 321 or the heat exchange capacity Pe of the outdoor heat exchanger 311. As a result, the electric drive unit 200 can be sufficiently cooled, there is no need to limit the output, and further, a reduction in the life of the battery 230 can be avoided.

[0089] The remaining operation #11 is when the air conditioner operation mode is set to cooling, and is the same as the operation #5 except that the heat values ​​Pb, Pd of the battery 230 and the electric drive unit 200 are large.

[0090] The operation pattern of the driving heat cycle system 400 of this embodiment described above is controlled by the driving heat cycle system control unit 600. Fig. 4G is a diagram showing a control sequence of the driving heat cycle system 400 according to the second embodiment of the present invention.

[0091] As shown in Fig. 4G, the control sequence of the driving heat cycle system control unit 600 is composed of steps S0 to S4. Note that #1 to #12 in Fig. 4G have the same definitions as the operation patterns #1 to #12 shown in Fig. 4F.

[0092] First, in step S0, the outside air temperature is detected by the outside air temperature sensor 710 provided in the vehicle. Also, the temperatures of the electric drive unit 200 and the battery 230 are detected by the temperature sensors 720, 740 provided in the electric drive unit 200 and the battery 230, respectively. Also, the room temperature is detected by the temperature sensor 730 provided in the room 320. Also, the air conditioner set temperature is detected. Next, in step S1, the electric drive unit temperature determination unit 601 uses the temperature detected in step S0 to determine whether the temperature of the electric drive unit 200 corresponds to "low", "medium", or "high". Next, in step S2, the battery temperature determination unit 607 uses the temperature detected in step S0 to determine whether the temperature of the battery 230 corresponds to "low", "medium", or "high". Next, in step S3, the air conditioner operation mode determination unit 602 uses the temperature detected in step S0 to determine whether the air conditioner operation mode corresponds to cooling, heating, or stop. If the air conditioner is OFF, it is determined to be stopped. When the air conditioner is turned on or the air conditioner set temperature is changed by the operation panel 800, a judgment calculation is executed each time, and if the indoor temperature is lower than the air conditioner set temperature, it is judged to be heating, and if it is higher or equal to the air conditioner set temperature, it is judged to be cooling. Next, in step S4, the four-way valve 102, the switching valve 103, the indoor fan 322, the outdoor fan 312, and the zero torque current are controlled by the four-way valve control unit 603, the switching valve control unit 608, the indoor fan control unit 604, the outdoor fan control unit 605, and the zero torque current control unit 606. Specifically, using the judgment results in steps S1 to S3, the four-way valve 102 and the switching valve 103 are set to the states A or B, respectively. Similarly, the indoor fan 322 and the outdoor fan 312 are set to ON or OFF, respectively. In addition, the zero torque current control unit 606 also uses the temperature of the outdoor air temperature sensor 710 to judge whether to apply a zero torque current to the electric drive unit 200.

[0093] Depending on the combination of the judgment results in steps S1 to S3, it is univocally derived which of the operation patterns #1 to #12 applies, and it is univocally determined which state the four-way valve 102, the switching valve 103, the indoor fan 322, the outdoor fan 312, and the zero torque current should be controlled to for the derived operation pattern. When operation patterns #1 and #3 are derived, a zero torque current is applied when the outside air temperature is below a preset threshold value (for example, 0°C). When operation pattern #7 is derived, the above-mentioned operation pattern switching control is used to repeat switching to operation pattern #9. Similar switching is repeated for operation patterns #10 and #12.

[0094] As described above, according to the configuration of this embodiment, it is possible to provide a low-cost air conditioning system and cooling system capable of reducing power consumption, and a mobile vehicle equipped with the same.

[0095] Fig. 4H is an explanatory diagram of another embodiment of the driven heat cycle system 400 in the second embodiment of the present invention. Fig. 4I is an explanatory diagram of another embodiment of the driven heat cycle system 400 in the second embodiment of the present invention.

[0096] As shown in Figs. 4H and 4I, the switching valve 103 and the battery 230 may be disposed in a path connecting the indoor heat exchanger 322 and the expansion valve 502. The operation modes of Figs. 4H and 4I are similar to those described in Figs. 4F and 4G, respectively, and only the arrangement of the switching valve 103 and the battery 230 is different. With the arrangement of Fig. 4H, the high-temperature refrigerant 401 supplied from the compressor 100 always dissipates heat in the indoor heat exchanger 322. Therefore, the refrigerant 401 is not shared with the battery 230 while remaining at a high temperature, and therefore no significant temperature difference occurs between the inside and outside of the components of the battery 230 compared to Fig. 4A, and a reduction in the lifespan of the battery 230 can be avoided.

[0097] In this example, the system includes a battery 230 that supplies power to the electric drive unit 200, an expansion valve 502 that changes a high-temperature refrigerant into a low-temperature refrigerant, and a switching valve 103 that is connected to the battery 230. The battery 230, the switching valve 103, and the expansion valve 502 are arranged in a single circulation path of the refrigerant, and the battery 230 and the switching valve 103 are arranged in a path that connects the indoor heat exchanger 322 and the expansion valve 502 in the single circulation path. The switching valve 103 is freely switched between a third state (state A) in which the connection destination is the battery 230 and the refrigerant is not circulated to the battery 230, and a fourth state (state B) in which the refrigerant is circulated also to the battery 230 in the single circulation path.

[0098] [Example 3] A third embodiment of the present invention will be described below with reference to Figs. 5A to 5D. Fig. 5A is an explanatory diagram of a driving heat cycle system in a third embodiment of the present invention, showing a case where an air conditioner is operated in heating mode. The difference from Fig. 4A is that the battery 230 is disposed between the electric driving unit 200 and the compressor 100, and the switching valve 103 is not required. According to this embodiment, in a simple heat cycle system composed of a single circulation path, in addition to being able to appropriately cool the electric driving unit 200, the battery 230 can also be appropriately heated or cooled without using the switching valve 103. The principle is described below.

[0099] As shown in Fig. 5A, in the case of heating operation, the four-way valve 102 is set to the state A, and the refrigerant 401 heated by the compressor 100 releases heat by the indoor heat exchanger 321, and is changed to low-temperature refrigerant 402 by the expansion valve 502, and then absorbs heat from the outdoor heat exchanger 311 and the electric drive unit 200. The battery 230 is heated or cooled, and which one is to be heated or cooled is passively determined by the battery temperature. A detailed operation related to this will be described later with reference to Fig. 5C. When the battery 230 is heated, the relationship between the amount of heat Pb used to heat the battery, the heat exchange capacity Pi of the indoor heat exchanger 321, the amount of heat generated Pd of the electric drive unit 200, and the heat exchange capacity Pe of the outdoor heat exchanger 311 is as follows:

[0100] Pe+Pd-Pb ≦ Pi (7) On the other hand, when the battery 230 is cooled, the following equation holds:

[0101] Pe+Pd+Pb ≦ Pi (8) In equation (8), Pb represents the amount of heat absorbed from the battery.

[0102] 5B is an explanatory diagram of a driving heat cycle system in a third embodiment of the present invention, showing the case where an air conditioner is in cooling operation. By setting the four-way valve 102 to state B, the refrigerant 401 heated to a high temperature by the compressor 100 dissipates heat by the outdoor heat exchanger 311, and is further changed to a low-temperature refrigerant 402 by the expansion valve 502, after which heat is absorbed by the indoor heat exchanger 321, the electric drive unit 200, and the battery 230. A detailed operation related to this will be described later with reference to FIG. 5C. The relationship between the heat exchange capacity Pe of the outdoor heat exchanger 311, the heat exchange capacity Pi of the indoor heat exchanger 321, the heat generation amount Pd of the electric drive unit 200, and the heat absorption amount Pb from the battery is as follows: Pi+Pd+Pb ≦ Pe (9) It will look like this.

[0103] Next, a description will be given of an operation method of the driven heat cycle system 400 in the third embodiment of the present invention. Fig. 5C is a diagram showing an operation pattern of the driven heat cycle system according to the third embodiment of the present invention.

[0104] The difference from Fig. 4F is that there is no state of the switching valve 103. The specific operation method of #1 to #12 in Fig. 5C will be described in detail below.

[0105] First, #1 to #3 are cases where the temperatures of both the electric drive unit 200 and the battery 230 are detected as "low." At this time, the electric drive unit 200 is not operating, or is operating but has a "low" temperature, and the battery 230 needs to be heated.

[0106] Among these, #1 is a case where the air conditioner operation mode is set to heating, and at this time, the four-way valve 102 is set to state A (see FIG. 5A). The refrigerant releases heat of Pi through the indoor heat exchanger 321, while absorbing heat of Pe through the outdoor heat exchanger 311. However, when the outdoor air temperature is below freezing, there is a problem that the amount of heat Pe that can be absorbed by the outdoor heat exchanger 311 is small, so in that case, a torque zero current is applied to generate a current loss Pd, thereby ensuring the amount of heat absorption required to establish the thermal cycle. This makes it possible to supply heating energy Pb to the battery when the refrigerant passes through the battery 230. Also, a small amount of power needs to be supplied from the battery 230 to drive the compressor 100, and this power supply causes the battery 230 to generate heat by itself, so that the temperature gradually rises from the "low" state. Therefore, the battery temperature can be raised to fall within the appropriate operating range without causing a significant temperature difference in the components of the battery 230, and the life of the battery can be prevented from decreasing.

[0107] Next, the operation of #2 is when the air conditioner operation mode is set to cooling. It is very rare that such an operation occurs when the temperatures of both the electric drive unit 200 and the battery 230 are in the "low" state (when the outside air temperature is low), but this embodiment can handle it. At this time, the four-way valve 102 is set to state B (see FIG. 5B). The refrigerant releases heat of Pe through the outdoor heat exchanger 311, while absorbing heat of Pi through the indoor heat exchanger 321. As in the operation of #1, a small amount of power needs to be supplied from the battery 230 to drive the compressor 100, and this power supply causes the battery 230 to self-heat, so that the temperature gradually rises from the "low" state. It is also possible to increase the heating energy Pb to the battery by applying a zero torque current to the electric drive unit 200 to generate a current loss Pd.

[0108] Next, operation #3 corresponds to the case where the air conditioner operation mode is set to stop, and is the same as operation #2 except that the indoor fan 322 is stopped and the amount of heat absorption Pi is set to zero.

[0109] As described above, the operation of #1 to #3 in this embodiment is advantageous in that the battery 230 is disposed between the electric drive unit 200 and the compressor 100, and a zero torque current is applied to the electric drive unit 200 to generate a current loss, which is then absorbed by the refrigerant, thereby making it possible to heat the battery 230.

[0110] Next, #4 to #6 are cases where the temperatures of both the electrically driven unit 200 and the battery 230 are detected as "medium." At this time, the electrically driven unit 200 is in an inoperative state. Also, the temperature of the battery 230 is within the appropriate operating temperature range, and heating is not required.

[0111] Among these, #4 is the case where the air conditioner operation mode is set to heating, and at this time, the four-way valve 102 is set to state A (see FIG. 5A). The refrigerant releases heat of Pi through the indoor heat exchanger 321, while absorbing heat of Pe+Pd+Pb through the outdoor heat exchanger 311, the electric drive unit 200, and the battery 230. However, since the temperatures of the electric drive unit 200 and the battery 230 are both "medium" and thus sufficiently low, the amounts of heat Pd and Pb that can be absorbed by these units are small, so the heat cycle system 400 is established by mainly absorbing the amount of heat Pe. In this operation, a small amount of power needs to be supplied from the battery 230 to drive the compressor 100, and the battery 230 generates heat by itself due to this power supply, but the amount of heat generated at that time Pb can be absorbed (cooled) by the refrigerant 402. Also, if the time that the electric drive unit 200 is not in operation is long, the electric drive unit 200 can be cooled to a temperature equivalent to that of the refrigerant 402. In this case, the initial temperature of the electric drive unit 200 can be kept low, so that the temperature after operation is lower than normal and electrical loss can be reduced, thereby reducing power consumption when the electric drive unit 200 is operating.

[0112] Next, operation #5 is when the air conditioner operation mode is set to cooling. At this time, the four-way valve 102 is set to state B (see FIG. 5B). The refrigerant releases heat of Pe via the outdoor heat exchanger 311, while absorbing heat of Pi+P1b+Pd via the indoor heat exchanger 321, the battery 230, and the electric drive unit 200. Compared to operation #4, the relationship of heat release and absorption in Pi and Pe is reversed, but the same can be said about the electric drive unit 200 and the battery 230 as in operation #4.

[0113] Next, operation #6 corresponds to the case where the air conditioner operation mode is set to stop, and is the same as operation #5 except that the indoor fan 322 is stopped and the amount of heat absorption Pi is set to zero.

[0114] Next, #7 to #9 are cases where the temperature of the electric drive unit 200 is detected as "low" or "medium" and the temperature of the battery 230 is detected as "high". At this time, the electric drive unit 200 is in an inoperative state. Meanwhile, the temperature of the battery 230 has risen due to charging or discharging and it is in a state in which cooling is required. A typical operating mode is assumed to be during quick charging.

[0115] Among these, #7 is a case where the air conditioner operation mode is set to heating. At this time, the four-way valve 102 is set to state A (see FIG. 5A). The refrigerant releases heat of Pi through the indoor heat exchanger 321, while absorbing heat of Pd+Pb through the electric drive unit 200 and the battery 230. In this operation, the process of absorbing heat of Pe by the outdoor heat exchanger 311 is unnecessary. That is, by stopping the outdoor fan 312, the heat amount Pe absorbed through the outdoor heat exchanger 311 is set to zero. In addition, since the temperature of the electric drive unit 200 is "low" or "medium", it is sufficiently low, and the heat amount Pd absorbed by the relevant unit is very small. This makes it possible to raise the maximum cooling capacity of the battery 230 (upper limit of the heat generation amount Pb) to approximately the same as the heat exchange capacity Pi of the indoor heat exchanger 321. This solves the problem that the heat generation of the battery during quick charging makes it difficult to shorten the charging time. On the other hand, when it is desired to reduce the heating energy supplied to the room, the amount of heat Pi that can be dissipated through the indoor heat exchanger 321 decreases, and therefore the amount of heat Pb that can be absorbed by the battery 230 also decreases, resulting in insufficient cooling of the battery 230. In order to solve such problems, in this embodiment, a method is devised to quickly switch to operation #9 when it becomes necessary to reduce heating energy in operation #7 or when it becomes necessary to increase the cooling energy of the battery 230.

[0116] #9 is a case where the air conditioner operation mode is set to stop, and is the same as the operation of #6, except that the amount of heat absorption Pb in the battery 230 is large. With this operation, the amount of heat Pb that can be absorbed by the battery 230 can be increased to be equal to the heat exchange capacity Pe of the outdoor heat exchanger 311, so that insufficient cooling of the battery 230 and thus a shortened lifespan can be avoided.

[0117] On the other hand, if operation in #9 continues, the state in which heating energy is not supplied will continue, and the indoor temperature will drop. Therefore, by repeatedly switching to operation pattern #7 using the operation pattern switching control described above, the indoor temperature can be maintained close to the air conditioner set temperature, and at the same time, the amount of heat Pb that can be absorbed by battery 230 can be increased to approximately the same as the heat exchange capacity Pi of indoor heat exchanger 321 or the heat exchange capacity Pe of outdoor heat exchanger 311. This makes it possible to avoid a decrease in the lifespan of battery 230.

[0118] Next, operation #8 is when the air conditioner operation mode is set to cooling, and is the same as operation #5 except that the amount of heat absorption Pb in the battery 230 is large.

[0119] Next, #10 to #12 are cases where the temperature of the electric drive unit 200 is detected as "high" and the temperature of the battery 230 is detected as "high". At this time, the electric drive unit 200 is in operation or has just finished operation. Meanwhile, the temperature of the battery 230 has risen due to charging or discharging and it is in a state in which cooling is required. Typical operating modes are assumed to be during or after driving, and during charging after driving.

[0120] Among these, #10 is the case where the air conditioner operation mode is set to heating, and at this time, the four-way valve 102 is set to state A (see FIG. 5A). The refrigerant releases heat of Pi via the indoor heat exchanger 321, while absorbing heat of Pd+Pb via the electric drive unit 200 and the battery 230. In this operation, the process of absorbing heat of Pe by the outdoor heat exchanger 311 is unnecessary. Therefore, by stopping the outdoor fan 312, the heat amount Pe absorbed via the outdoor heat exchanger 311 is set to zero. This makes it possible to raise the maximum cooling capacity (upper limit of the heat generation amount Pd+Pb) of the electric drive unit 200 and the battery 230 to the same as the heat exchange capacity Pi of the indoor heat exchanger 321. On the other hand, when it is desired to reduce the heating energy supplied to the room, the amount of heat Pi that can be dissipated through the indoor heat exchanger 321 decreases, and therefore the amount of heat Pd+Pb that can be absorbed by the electric drive unit 200 and the battery 230 also decreases, resulting in a limit on the output of the electric drive unit 200 and insufficient cooling of the battery 230. In order to solve such problems, in this embodiment, a method is devised to quickly switch to operation #12 when it becomes necessary to reduce the heating energy during operation #10 or when it becomes necessary to cool the battery 230.

[0121] #12 is a case where the air conditioner operation mode is set to stop, and is the same as the operation of #9, except that the amount of heat absorption Pd in ​​the electric drive unit 200 is large. With this operation, the amount of heat Pb+Pd that can be absorbed by the battery 230 and the electric drive unit 200 can be increased to be equal to the heat exchange capacity Pe of the outdoor heat exchanger 311, eliminating the need to limit the output of the electric drive unit 200 and making it possible to avoid insufficient cooling of the battery 230 and thus a shortened lifespan.

[0122] On the other hand, if operation in #12 continues, the state in which heating energy is not supplied continues, and the indoor temperature drops. Therefore, by repeatedly switching to operation pattern #7 using the operation pattern switching control described above, the indoor temperature can be maintained close to the air conditioner set temperature, and the amount of heat Pb+Pd that can be absorbed by the battery 230 and the electric drive unit 200 can be increased to the same level as the heat exchange capacity Pi of the indoor heat exchanger 321 or the heat exchange capacity Pe of the outdoor heat exchanger 311. As a result, the electric drive unit 200 can be sufficiently cooled, there is no need to limit the output, and further, a reduction in the life of the battery 230 can be avoided.

[0123] The remaining operation #11 is when the air conditioner operation mode is set to cooling, and is the same as the operation #8, except that the heat generation amount Pd of the electric drive unit 200 is large.

[0124] The operation pattern of the driven heat cycle system 400 of this embodiment described above is controlled by the driven heat cycle system control section 600. Fig. 5D is a diagram showing a control sequence of the driven heat cycle system according to the third embodiment of the present invention.

[0125] As shown in Fig. 5D, the control sequence of the driving heat cycle system control unit 600 is composed of steps S0 to S4. Note that #1 to #12 in Fig. 5D have the same definitions as the operation patterns #1 to #12 shown in Fig. 5C. Also, the process of steps S0 to S3 is the same as that in Fig. 4G, so a description thereof will be omitted. Also, the process of step S4 is the same as that in Fig. 4G, except that control of the switching valve is not required.

[0126] Depending on the combination of the judgment results in steps S1 to S3, it is unequivocally determined which of the operation patterns #1 to #12 applies, and it is unequivocally determined which state the four-way valve 102, the indoor fan 322, the outdoor fan 312, and the zero torque current should be controlled to for the derived operation pattern. When operation patterns #1 to #3 are derived, a zero torque current is applied when the outside air temperature is below a preset threshold (for example, 0°C). When operation pattern #7 is derived, switching to operation pattern #9 is repeated using the operation pattern switching control described above. Similar switching is repeated for operation patterns #10 and #12.

[0127] As described above, according to the configuration of this embodiment, it is possible to provide a low-cost air conditioning system and cooling system capable of reducing power consumption, and a mobile vehicle equipped with the same.

[0128] Another embodiment of the driven heat cycle system 400 in the third embodiment will be described with reference to Fig. 6. Fig. 6 is an explanatory diagram of another embodiment of the driven heat cycle system in the third embodiment of the present invention.

[0129] The difference from FIG. 5A is that the electric drive units 200a and 200b are arranged in parallel. Specifically, it is assumed that an electric drive unit is arranged for each of the front and rear wheels, or an electric drive unit is arranged for each wheel, such as an in-wheel motor. Although FIG. 6 shows a case where there are two electric drive units, three or more may be used. In this configuration, batteries 230a and 230b are arranged between the electric drive units 200a and 200b and the compressor 100, respectively. This makes it possible to reduce the temperature difference between the inlet and outlet of the batteries 230a and 230b, thereby preventing a decrease in the life of the batteries.

[0130] In conventional systems, a similar effect can be achieved by branching the piping that supplies the refrigerant to the battery into two, but the amount of heat dissipated from the piping differs depending on the piping route, and the flow rate of the branched piping also varies, making it difficult to cool both batteries equally. This means that while the inlet temperature of one battery is kept low, the inlet temperature of the other battery is high, causing the outlet temperature to become even higher. As a result, a significant temperature difference occurs between the inside and outside of the battery components, which poses the problem of shortening the battery life.

[0131] In the configuration of this embodiment, the electric drive unit 200a and the battery 230a, and the electric drive unit 200b and the battery 230b are arranged as a set. As a result, in addition to being able to properly cool the electric drive units 200a and 200b according to the principles described in Figs. 5A to 5D, the batteries 230a and 230b can also be properly heated or cooled. Since the refrigerant is supplied in parallel to the two batteries, the system is similar to the conventional system in that the piping is branched, but before the refrigerant reaches the batteries, it necessarily passes through a process in which the refrigerant absorbs heat in the electric drive units 200a and 200b, so that the refrigerant can be controlled to a substantially uniform temperature. Therefore, the two batteries can be heated or cooled substantially equally, and the temperature difference between the inlet and outlet of the batteries 230a and 230b can be reduced.

[0132] In this embodiment, the two electric drive units 200a, 200b are each provided with an electric motor 210a, 210b equipped with a cooling unit 211a, 211b and a temperature sensor 720a, 720b, and an electric device (inverter) 220a, 220b equipped with a cooling unit 221a, 221b.

[0133] Another embodiment of the driven heat cycle system 400 in the third embodiment will be described with reference to Fig. 7A. Fig. 7A is an explanatory diagram of another embodiment of the driven heat cycle system in the third embodiment of the present invention.

[0134] The difference from FIG. 6 is that the output of the electric drive unit 200b is smaller than that of the electric drive unit 200a, while the battery capacity of the battery 230b is larger than that of the battery 230a. Specifically, it is assumed that electric drive units with different outputs are arranged for the front wheels and the rear wheels. In this configuration, a high-output electric drive unit 200a (heat generation amount Pd1) and a small-capacity battery 230a (heat generation amount Pb1) are arranged as a set. Similarly, a low-output electric drive unit 200b (heat generation amount Pd2) and a large-capacity battery 230b (heat generation amount Pb2) are arranged as a set. This makes it possible to equalize the heat generation amounts Pd1+Pb1 and Pd2+Pb2 in the two paths. This makes it possible to reduce the temperature difference between the batteries 230a and 230b, thereby preventing a decrease in the life of the batteries.

[0135] Further, another aspect of the third embodiment of the present invention will be described with reference to Fig. 7B, which is an explanatory diagram of another aspect of the driven heat cycle system in the third embodiment of the present invention.

[0136] As shown in FIG. 7B, it is also possible to dispose no battery between the high-output electric driving part 200a and the compressor 100, and to dispose a low-output electric driving part 200b and a battery 230 as a set.

[0137] [Example 4] 8A and 8B, the structure of the compressor 100 will be described below.

[0138] Fig. 8A is a schematic diagram showing an embodiment of a compressor of a driving heat cycle system according to the present invention. As shown in Fig. 8A, the compressor 100 is configured to be flat and is configured integrally with the electric drive unit 200, thereby saving space. In a conventional system, the compressor 100 and the electric drive unit 200 are arranged separately, so when trying to realize the configuration of the present invention described in the first to third embodiments, piping is required to connect the two, and the number of parts increases, which increases the vehicle cost, and the vehicle weight increases, which reduces the electric consumption.

[0139] In contrast, by adopting the configuration as shown in Fig. 8A, it is possible to significantly reduce the piping connecting the electric driving unit 200 and the compressor 100. In the third embodiment, the configuration as shown in Fig. 7B is adopted, and then the electric driving unit 200a and the compressor 100 are configured as shown in Fig. 8A.

[0140] The internal structure of the compressor 100 will be described below with reference to Fig. 8B. Fig. 8B is a cross-sectional view showing the internal structure of one embodiment of the compressor of the driving heat cycle system according to the present invention. In this embodiment, in contrast to Fig. 8A, the compressor motor 101 is configured inside (inside) the pressure vessel 70.

[0141] The compression mechanism 20 is formed by meshing a spiral wrap standing upright on the fixed scroll member 21 with a spiral wrap standing upright on the orbiting scroll member 22. The orbiting scroll member 22 is supported by a rotor support member 4 arranged on the inner periphery of the rotor 1. The rotor support member 4 is mechanically coupled to a crankshaft 31. The rotor 1 is composed of a rotor core 2 and a permanent magnet 3, and a stator 11 is arranged on the outer periphery via a predetermined gap provided in the radial direction. The stator 11 is composed of a stator core 12 and a stator winding 13, and a rotational torque is generated between the stator 1 and the rotor 1 by passing current through the stator winding 13. The rotor 1 and the rotation support member 4 are rotatably supported by bearings 30a and 30b.

[0142] The compression operation is performed by orbiting the orbiting scroll member 22 using the rotor support member 4 and the crankshaft 31. Of the compression chambers 23 formed by the fixed scroll member 21 and the orbiting scroll member 22, the compression chamber located on the outermost diameter side moves toward the center of both scroll members 21, 22 with the orbiting motion, and the volume gradually decreases. When the compression chamber reaches the vicinity of the center of both scroll members 21, 22, the compressed gas in the compression chamber 23 is discharged from a discharge port 24 communicating with the compression chamber 23. The discharged compressed gas passes through gas passages (not shown) provided in the fixed scroll member 21, the rotor support member 4, the stator 11, etc., to the lower part of the pressure vessel 70, and is discharged to the outside of the compressor from a discharge pipe (not shown) provided in the side wall of the pressure vessel 70. An oil reservoir 71 is provided in the lower part of the pressure vessel 70. The oil in the oil reservoir 71 passes through oil holes provided in the crankshaft 31 due to the pressure difference caused by the rotational motion, and is used to lubricate the sliding parts between the orbiting scroll member 21 and the crankshaft 31, the bearings 30a, 30b, etc.

[0143] With the above-mentioned configuration, the compressor 100 can be configured to be flat, and therefore it is possible to integrally arrange the compressor 100 with the electric driving unit 200, thereby making it possible to save space.

[0144] [Example 5] An embodiment of the in-wheel motor 1000 will be described with reference to Figures 9A and 9B. Figure 9A is a diagram according to a fourth embodiment of the present invention, and is a perspective view showing the appearance of an outer rotor type in-wheel motor 1000. Figure 9B is an exploded three-dimensional view showing the in-wheel motor 1000 of Figure 9A separated on the rotation axis.

[0145] The in-wheel motor 1000 includes a wheel 1020, a rotor assembly 1070, a stator assembly 1080, an electric component 220, and a first case portion 1040. The rotor assembly 1070 has a rotor, a rotor case 1041, and a second case portion 1042. The stator assembly 1080 has a stator 1081 and a stator case 1090. A disc brake 1110 that generates a braking force for braking the wheel is attached to the in-wheel motor 1000. The in-wheel motor 1000 is attached to a frame (vehicle body frame) that constitutes the vehicle body via a suspension device 1120.

[0146] In the in-wheel motor 1000 of this embodiment, the electric drive unit 200 is directly connected to the wheel only through a mechanical coupling portion, without the intervention of gears.

[0147] In this embodiment, the outer rotor type in-wheel motor 1000 is exemplified, but the present invention may also be applied to an inner rotor type in-wheel motor.

[0148] By applying the electric drive unit 200 (the electric motor 210 and the electric components 220) having the heat cycle system 400 of this embodiment to the in-wheel motor 1000, a cooling system that can reduce power consumption and is low cost can be provided.

[0149] [Example 6] FIG. 10 is a schematic plan view of a vehicle 1600 according to the fifth embodiment of the present invention.

[0150] The vehicle 1600 is equipped with an electric motor 210. The electric motor 210 is fixedly supported on a bogie 1640 by a support member 1610. A rotor of the electric motor 210 is directly connected to an axle 1630, and the electric motor 210 drives wheels 1620 via the axle 1630. The vehicle 1600 is equipped with a battery 1650 and electric equipment 220 that converts DC power of the battery 1650 into AC power and supplies the AC power to the electric motor 210.

[0151] In the vehicle 1600 of this embodiment, the electric drive unit 200 including the electric motor 210 and the electrical equipment 220 is incorporated into the heat cycle system 400 described in any of the above-mentioned embodiments. In this case, the electric drive unit 200 may be configured such that the torque of the electric drive unit 200 is directly transmitted to the wheels 1620. Alternatively, the electric drive unit 200 may be configured such that the torque of the electric drive unit 200 is transmitted to the wheels via a transmission.

[0152] As described above, by applying the heat cycle system 400 and the electric drive unit 200 (the electric motor 210 and the electric components 220) of this embodiment to the vehicle 1600, it is possible to provide an air conditioning system and a cooling system that can reduce power consumption and are low cost.

[0153] The present invention is not limited to the above-described embodiments, but includes various modified examples. For example, the above-described embodiments have been described in detail to clearly explain the present invention, and are not necessarily limited to those including all of the configurations. It is also possible to replace a part of the configuration of one embodiment with the configuration of another embodiment, and it is also possible to add the configuration of another embodiment to the configuration of one embodiment. It is also possible to add, delete, or replace a part of the configuration of each embodiment with another configuration. [Explanation of symbols]

[0154] 1... rotor of compressor motor, 2... rotor core of compressor motor, 3... permanent magnet of compressor motor, 4... rotor support member of compressor motor, 11... stator of compressor motor, 12... stator core of compressor motor, 13... stator winding of compressor motor, 20... compression mechanism, 21... fixed scroll member, 22... orbiting scroll member, 23... compression chamber, 24... discharge port, 30... bearing, 31... crankshaft, 70...pressure vessel, 100...compressor, 101...compressor motor, 102...four-way valve, 103...switching valve, 200...electric drive unit (e-Axle), 201...cooling pump, 202...flow control valve, 210...electric motor, 211...electric motor cooling unit, 220...electrical equipment, 221...electrical equipment cooling unit, 230...battery, 300...drive unit mounting space, 310...outdoor, 311...outdoor heat exchanger, 312...outdoor fan, 320...indoor, 32 1...indoor heat exchanger, 322...indoor fan, 400...heat cycle system, 401...arrow indicating the flow direction of refrigerant (high temperature), 402...arrow indicating the flow direction of refrigerant (low temperature), 410...arrow indicating the flow direction of air flowing through the outdoor unit, 420...arrow indicating the flow direction of air flowing through the indoor unit, 501...accumulator, 502...expansion valve, 503...piping, 600...heat cycle system control unit, 601...electric drive unit temperature determination unit, 602...air conditioner operation mode determination unit, 603...four-way valve control unit, 604...indoor fan control unit, 605...outdoor fan control unit, 606...torque zero current control unit, 607...battery temperature determination unit, 608...switching valve control unit, 710...outdoor air temperature sensor, 720...temperature sensor of electric drive unit 200, 730...indoor temperature sensor, 740...temperature sensor of battery 230, 1000...in-wheel motor, 1600...vehicle.

Claims

1. A heat cycle system for controlling interior air conditioning of a vehicle, The refrigerant compressor includes a compressor, an accumulator, an electric drive unit including an electric motor and an electric component for supplying an appropriate amount of power to the electric motor, a refrigerant compressed by the compressor, and an indoor heat exchanger and an outdoor heat exchanger for exchanging heat with the refrigerant. The heat cycle system is characterized in that it comprises a single circulation path for circulating the refrigerant, and has a four-way valve that can switch the connection of the refrigerant discharge port of the compressor to the indoor heat exchanger or the outdoor heat exchanger, and the cooling section of the electric drive unit is arranged upstream of the accumulator in the flow of the refrigerant.

2. The thermal cycle system according to claim 1, The four-way valve is set to a first state in which a refrigerant discharge port of the compressor is connected to the indoor heat exchanger, so that the refrigerant supplies heating energy to the room, The relationship between the heat generation amount Pd of the electric drive unit, the heat exchange capacity Pi of the indoor heat exchanger, and the heat exchange capacity Pe of the outdoor heat exchanger is P + Pd ≦ P The heat cycle system is characterized in that it is operated so as to

3. 2. The thermal cycle system according to claim 1, The four-way valve is set to a second state in which a refrigerant discharge port of the compressor is connected to the outdoor heat exchanger, so that the refrigerant supplies cooling energy to the room, The relationship between the heat generation amount Pd of the electric drive unit, the heat exchange capacity Pi of the indoor heat exchanger, and the heat exchange capacity Pe of the outdoor heat exchanger is Pd+Pi≦Pe The heat cycle system is characterized in that it is operated so as to

4. The thermal cycle system according to claim 1, A heat cycle system characterized in that, while maintaining a state in which mechanical operation of the electric drive unit is stopped, an electrical loss is generated in the electric drive unit, and a heat generation amount Pd corresponding to the electrical loss is absorbed by the refrigerant.

5. 2. The thermal cycle system according to claim 1, A heat cycle system, characterized in that the cooling section for the electrical equipment is arranged upstream of the cooling section for the electric motor in terms of the flow of refrigerant.

6. The thermal cycle system according to claim 1, A heat cycle system, characterized in that the cooling section for the electrical equipment is arranged in parallel with the cooling section for the electric motor in terms of the flow of refrigerant.

7. The heat cycle system according to claim 4, An outside air temperature sensor for detecting an outside air temperature; an electric drive unit temperature sensor for detecting a temperature of the electric drive unit; An indoor temperature sensor for detecting an indoor temperature; an indoor fan for promoting heat exchange in the indoor heat exchanger; an outdoor fan for promoting heat exchange in the outdoor heat exchanger; an electric drive unit temperature determination unit that determines the temperature of the electric drive unit based on information detected by the outside air temperature sensor and the electric drive unit temperature sensor; an air conditioning operation mode determination unit that determines an operation mode of the indoor air conditioning based on information detected by the indoor temperature sensor and a set temperature of the indoor air conditioning; a heat cycle system control unit that controls the four-way valve, the indoor fan, the outdoor fan, and the occurrence of the electrical conduction loss based on the determination and calculation results of the electric drive unit temperature determination unit and the air conditioning operation mode determination unit; A heat cycle system comprising:

8. The thermal cycle system according to claim 7, When the four-way valve is set to a first state in which a connection destination of a refrigerant discharge portion of the compressor is connected to the indoor heat exchanger, the refrigerant supplies heating energy to the room, and the detected temperature of the indoor temperature sensor exceeds an arbitrary threshold value based on the set temperature, The heat cycle system control unit stops the indoor fan and sets the four-way valve to a second state in which a refrigerant discharge port of the compressor is connected to the outdoor heat exchanger.

9. The thermal cycle system according to claim 7, The four-way valve is set to a second state in which a connection destination of a refrigerant discharge portion of the compressor is connected to the outdoor heat exchanger, and the indoor fan is stopped. When the detected temperature of the indoor temperature sensor falls below an arbitrary threshold based on the set temperature, The heat cycle system control unit operates the indoor fan and sets the four-way valve to a first state in which a refrigerant discharge port of the compressor is connected to the indoor heat exchanger.

10. The thermal cycle system according to claim 7, The four-way valve is set to a first state in which a connection destination of a refrigerant discharge portion of the compressor is connected to the indoor heat exchanger, and the refrigerant supplies heating energy to the room, and when the detected temperature of the outside air temperature sensor falls below an arbitrary threshold value, The heat cycle system control unit issues a command to generate the current loss.

11. The thermal cycle system according to claim 1, a battery for supplying power to the electric drive; A heat cycle system, characterized in that the battery is arranged downstream of the cooling section of the electric drive unit and upstream of the accumulator in the flow of the refrigerant.

12. The thermal cycle system according to claim 11, The four-way valve is set to a first state in which a refrigerant discharge portion of the compressor is connected to the indoor heat exchanger, and the refrigerant supplies heating energy to the room and also supplies warming energy to the battery. The relationship between the heat generation amount Pd of the electric drive unit, the heat exchange capacity Pi of the indoor heat exchanger, the heat exchange capacity Pe of the outdoor heat exchanger, and the heat generation amount Pb for heating the battery is Pe+Pd-Pb ≦ Pi The heat cycle system is characterized in that it is operated so as to

13. The thermal cycle system according to claim 11, The four-way valve is set to a first state in which a refrigerant discharge portion of the compressor is connected to the indoor heat exchanger, and the refrigerant supplies heating energy to the indoor space and cools the battery. The relationship between the heat generation amount Pd of the electric drive unit, the heat exchange capacity Pi of the indoor heat exchanger, the heat exchange capacity Pe of the outdoor heat exchanger, and the heat generation amount Pb of the battery is Pe+Pd+Pb≦Pi The heat cycle system is characterized in that it is operated so as to

14. The thermal cycle system according to claim 11, The four-way valve is set to a second state in which a refrigerant discharge port of the compressor is connected to the outdoor heat exchanger, and the refrigerant supplies cooling energy to the room. The relationship between the heat generation amount Pd of the electric drive unit, the heat exchange capacity Pi of the indoor heat exchanger, the heat exchange capacity Pe of the outdoor heat exchanger, and the heat generation amount Pb of the battery is Pi+Pd+Pb≦Pe The heat cycle system is characterized in that it is operated so as to

15. The thermal cycle system according to claim 11, A heat cycle system comprising at least two sets of the electric drive units, the battery being disposed downstream in a flow of a refrigerant relative to at least one set of the electric drive units.

16. The thermal cycle system according to claim 11, An outside air temperature sensor for detecting an outside air temperature; an electric drive unit temperature sensor for detecting a temperature of the electric drive unit; An indoor temperature sensor for detecting an indoor temperature; a battery temperature sensor for detecting a battery temperature; an indoor fan for promoting heat exchange in the indoor heat exchanger; Each of the indoor heat exchangers and an outdoor fan; an electric drive unit temperature determination unit that determines the temperature of the electric drive unit based on information detected by the outside air temperature sensor and the electric drive unit temperature sensor; an air conditioning operation mode determination unit that determines an operation mode of the indoor air conditioning based on information detected by the indoor temperature sensor and a set temperature of the indoor air conditioning; a battery temperature determination unit that determines a temperature of the battery based on information detected by the outside air temperature sensor and the battery temperature sensor; While maintaining a state in which a mechanical operation of the electric drive unit is stopped, an electric current loss generated in the electric drive unit and a heat generation amount Pd corresponding to the electric current loss are absorbed by the refrigerant; a heat cycle system control unit that controls the four-way valve, the indoor fan, the outdoor fan, and the generation of current loss generated in the electric driving unit while maintaining a state in which mechanical operation of the electric driving unit is stopped, based on the determination and calculation results of the electric driving unit temperature determination unit, the air conditioning operation mode determination unit, and the battery temperature determination unit, A heat cycle system comprising: a refrigerant absorbing heat equivalent to the electrical conduction loss.

17. The thermal cycle system according to claim 16, The four-way valve is set to a first state in which a refrigerant discharge port of the compressor is connected to the indoor heat exchanger, and the refrigerant supplies heating energy to the room and cools the battery. When the detected temperature of the indoor temperature sensor exceeds an arbitrary threshold based on the set temperature, The heat cycle system control unit stops the indoor fan and sets the four-way valve to a second state in which a refrigerant discharge port of the compressor is connected to the outdoor heat exchanger.

18. The thermal cycle system according to claim 16, The four-way valve is set to a second state in which a connection destination of a refrigerant discharge portion of the compressor is connected to the outdoor heat exchanger, and the indoor fan is stopped. When the detected temperature of the indoor temperature sensor falls below an arbitrary threshold based on the set temperature, The heat cycle system control unit operates the indoor fan and sets the four-way valve to a first state in which a refrigerant discharge port of the compressor is connected to the indoor heat exchanger.

19. The thermal cycle system according to claim 16, The four-way valve is set to a first state in which a connection destination of a refrigerant discharge portion of the compressor is connected to the indoor heat exchanger, and the refrigerant supplies heating energy to the battery, and when the detected temperature of the outside air temperature sensor falls below an arbitrary threshold value, The heat cycle system control unit issues a command to generate the current loss.

20. The thermal cycle system according to claim 1, a battery for supplying power to the electric drive unit; and a switching valve disposed between the four-way valve and the indoor heat exchanger in the single circulation path, The switching valve is capable of freely switching between a third state in which the connection destination is the battery and the refrigerant is not circulated through the battery, and a fourth state in which the refrigerant is circulated also through the battery within the single circulation path.

21. 21. The thermal cycling system according to claim 20, The four-way valve is set to a first state in which a refrigerant discharge port of the compressor is connected to the indoor heat exchanger, and the refrigerant supplies heating energy to the room. The switching valve is set to the fourth state, and the refrigerant supplies heating energy to the battery, The relationship between the heat generation amount Pd of the electric drive unit, the heat exchange capacity Pi of the indoor heat exchanger, the heat exchange capacity Pe of the outdoor heat exchanger, and the heat generation amount Pb for heating the battery is Pe+Pd ≦ Pi+Pb The heat cycle system is characterized in that it is operated so as to

22. 21. The thermal cycling system according to claim 20, The four-way valve is set to a first state in which a refrigerant discharge port of the compressor is connected to the indoor heat exchanger, and the refrigerant supplies heating energy to the room. the switching valve is set to the third state and the refrigerant is not circulated through the battery; The relationship between the heat generation amount Pd of the electric drive unit, the heat exchange capacity Pi of the indoor heat exchanger, the heat exchange capacity Pe of the outdoor heat exchanger, and the heat generation amount Pb of the battery is P + Pd ≦ P The heat cycle system is characterized in that it is operated so as to

23. 21. The thermal cycling system according to claim 20, The four-way valve is set to a second state in which a connection destination of a refrigerant discharge portion of the compressor is connected to the outdoor heat exchanger, the switching valve is set to the third state, and the indoor fan of the indoor heat exchanger is stopped, The relationship between the heat generation amount Pd of the electric drive unit and the heat exchange capacity Pe of the outdoor heat exchanger is Pd≦Pe The heat cycle system is characterized in that it is operated so as to

24. 21. The thermal cycling system according to claim 20, The four-way valve is set to a second state in which a connection destination of a refrigerant discharge portion of the compressor is connected to the outdoor heat exchanger, the switching valve is set to the fourth state, and the indoor fan of the indoor heat exchanger is stopped, The relationship between the heat generation amount Pd of the electric drive unit, the heat exchange capacity Pe of the exterior heat exchanger, and the heat generation amount Pb of the battery is Pb+Pd≦Pe The heat cycle system is characterized in that it is operated so as to

25. 21. The thermal cycling system according to claim 20, In a state in which the four-way valve is set to a second state in which a connection destination of a refrigerant discharge portion of the compressor is connected to the outdoor heat exchanger, the switching valve is set to the fourth state, and the refrigerant supplies cooling energy to a room, The relationship between the heat generation amount Pd of the electric drive unit, the heat exchange capacity Pi of the indoor heat exchanger, the heat exchange capacity Pe of the outdoor heat exchanger, and the heat generation amount Pb of the battery is Pi+Pb+Pd≦Pe The heat cycle system is characterized in that it is operated so as to

26. 21. The thermal cycling system according to claim 20, An outside air temperature sensor for detecting an outside air temperature; an electric drive unit temperature sensor for detecting a temperature of the electric drive unit; An indoor temperature sensor for detecting an indoor temperature; a battery temperature sensor for detecting a battery temperature; an indoor fan for promoting heat exchange in the indoor heat exchanger; Each of the indoor heat exchangers and an outdoor fan; an electric drive unit temperature determination unit that determines the temperature of the electric drive unit based on information detected by the outside air temperature sensor and the electric drive unit temperature sensor; an air conditioning operation mode determination unit that determines an operation mode of the indoor air conditioning based on information detected by the indoor temperature sensor and a set temperature of the indoor air conditioning; a battery temperature determination unit that determines a temperature of the battery based on information detected by the outside air temperature sensor and the battery temperature sensor; While maintaining a state in which a mechanical operation of the electric drive unit is stopped, an electric current loss generated in the electric drive unit and a heat generation amount Pd corresponding to the electric current loss are absorbed by the refrigerant; a heat cycle system control unit that controls the four-way valve, the indoor fan, the outdoor fan, and the generation of current loss generated in the electric driving unit while maintaining a state in which mechanical operation of the electric driving unit is stopped, based on the determination and calculation results of the electric driving unit temperature determination unit, the air conditioning operation mode determination unit, and the battery temperature determination unit, A heat cycle system comprising: a refrigerant absorbing heat equivalent to the electrical conduction loss.

27. 27. The thermal cycling system according to claim 26, When the four-way valve is set to a first state in which a refrigerant discharge port of the compressor is connected to the indoor heat exchanger, and the switching valve is set to the third state, the refrigerant supplies heating energy to the room and does not circulate to the battery, and the detected temperature of the indoor temperature sensor exceeds an arbitrary threshold based on the set temperature, The heat cycle system control unit stops the indoor fan, sets the four-way valve to a second state in which a refrigerant discharge port of the compressor is connected to the outdoor heat exchanger, and sets the switching valve to the fourth state.

28. 27. The thermal cycling system according to claim 26, When the four-way valve is set to a second state in which a refrigerant discharge portion of the compressor is connected to the outdoor heat exchanger, the switching valve is set to the fourth state, and the indoor fan is stopped, and the detected temperature of the indoor temperature sensor falls below an arbitrary threshold value based on the set temperature, The heat cycle system control unit operates the indoor fan, sets the four-way valve to a first state in which the refrigerant discharge port of the compressor is connected to the indoor heat exchanger, and sets the switching valve to the third state.

29. 27. The thermal cycling system according to claim 26, When the four-way valve is set to a first state in which a refrigerant discharge portion of the compressor is connected to the indoor heat exchanger, the switching valve is set to the fourth state, the refrigerant supplies heating energy to the battery, and the detected temperature of the outside air temperature sensor falls below an arbitrary threshold value, The heat cycle system control unit issues a command to generate the current loss.

30. The thermal cycle system according to claim 1, a battery that supplies power to the electric drive unit, an expansion valve that changes a high-temperature refrigerant into a low-temperature refrigerant, and a switching valve that is connected to the battery, the battery, the switching valve, and the expansion valve are disposed in the single circulation path; the battery and the switching valve are disposed in a path connecting the indoor heat exchanger and the expansion valve in the single circulation path, The switching valve is capable of freely switching between a third state in which the connection destination is the battery and the refrigerant is not circulated through the battery, and a fourth state in which the refrigerant is circulated also through the battery within the single circulation path.

31. An in-wheel motor including a wheel and an electric drive unit, An in-wheel motor comprising the heat cycle system according to claim 1.

32. A vehicle including an electric drive unit, a battery, and an electric device that converts DC power of the battery into AC power and supplies the AC power to the electric drive unit, The thermal cycle system according to claim 1, The vehicle, wherein the electric drive unit is incorporated into the heat cycle system and configured such that torque of the electric drive unit is transmitted directly to wheels.

33. A vehicle including an electric drive unit, a battery, and an electric device that converts DC power of the battery into AC power and supplies the AC power to the electric drive unit, The thermal cycle system according to claim 1, The vehicle, wherein the electric drive unit is incorporated in the heat cycle system and configured such that torque of the electric drive unit is transmitted to wheels via a transmission.

Images