Vehicle and vehicle control method

Abstract

To appropriately share a refrigerant by a hybrid type heat exchange plate and a vehicle interior air conditioner.SOLUTION: A vehicle includes a secondary battery, a heat exchange plate, a compressor, a capacitor, a heat generation part, a refrigerant circuit where a refrigerant flows, and coolant circuit where a coolant flows, wherein the refrigerant and the coolant enable heat exchange in the heat exchange plate, the heat exchange plate enables heat exchange with the secondary battery, heat generated by the heat generation part is used, where discharge of the refrigerant of the heat exchange plate to the refrigerant circuit is started between a reference time point, which is a time point when heating of the secondary battery is started through the coolant flowing in the coolant circuit and the heat exchange plate, and a first time point before first time, or between the reference time point and a second time point after second time.SELECTED DRAWING: Figure 38

Description

Technical Field

[0001] The present disclosure relates to a vehicle and a vehicle control method.

Background Art

[0002] Patent Document 1 discloses a configuration having a drive system cooling circuit and a battery cooling circuit, each connected via a four-way valve and having a common reservoir tank. Patent Document 2 discloses that in a system that performs cooling and heating using a refrigerant and cools a battery with water cooled by the refrigerant, there is a mode of heating the battery and air using water heated by a water heater.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0004] [[ID=##]] Vehicles equipped with secondary batteries such as battery electric vehicles (BEVs), plug-in hybrid vehicles (PHEVs), or hybrid vehicles (HEVs) include a heat exchange plate for temperature control of the secondary battery. As the heat exchange plate, a hybrid type heat exchange plate that utilizes a refrigerant and a coolant is known. Also, the vehicle includes an in-vehicle air conditioner for heating or cooling the air inside the vehicle compartment, and the in-vehicle air conditioner also uses a refrigerant.

[0005] An object of the present disclosure is to provide a vehicle and a vehicle control method capable of appropriately sharing a refrigerant between a hybrid type heat exchange plate and an in-vehicle air conditioner.

Means for Solving the Problems

[0006] One aspect of this disclosure is, The car body and, The first and second wheels are connected to the vehicle body, In the aforementioned vehicle body, a secondary battery is arranged along a predetermined surface, In the vehicle body, a heat exchange plate is arranged along the predetermined surface, The system includes an electric motor that drives at least the first wheel using power supplied from the secondary battery, The heat exchange plate is A refrigerant input section into which the refrigerant enters the heat exchange plate, and a refrigerant output section into which the refrigerant exits the heat exchange plate, A first coolant input / output unit for inputting and outputting coolant to the heat exchange plate, and a second coolant input / output unit for inputting and outputting coolant to the heat exchange plate, Equipped with, In the heat exchange plate, the refrigerant that enters from the refrigerant input section is configured to exit from the refrigerant output section, the coolant that enters from the first coolant input / output section is configured to exit from the second coolant input / output section, and the coolant that enters from the second coolant input / output section is configured to exit from the first coolant input / output section. In the vehicle, the refrigerant and the coolant are capable of heat exchange in the heat exchange plate, and the heat exchange plate is also capable of heat exchange with the secondary battery. A refrigerant circuit is connected to the refrigerant input and refrigerant output sections and has at least a compressor and a condenser through which the refrigerant flows. The system further comprises a coolant circuit connected to the first coolant input / output unit and the second coolant input / output unit, through which the coolant flows at least to the heat-generating section, Using the heat generated by the heating element, the point in time when heating begins to the secondary battery via the coolant flowing through the coolant circuit and the heat exchange plate is defined as the reference point, and between the reference point and the first point in time which is 1 hour prior, or between the reference point and the second point in time which is 2 hours later, the refrigerant from the heat exchange plate is discharged into the refrigerant circuit. We will provide the vehicle.

[0007] One aspect of this disclosure is, The car body and, The first and second wheels are connected to the vehicle body, In the aforementioned vehicle body, a secondary battery is arranged along a predetermined surface, In the vehicle body, a heat exchange plate is arranged along the predetermined surface, The system includes an electric motor that drives at least the first wheel using power supplied from the secondary battery, The heat exchange plate is A refrigerant input section into which the refrigerant enters the heat exchange plate, and a refrigerant output section into which the refrigerant exits the heat exchange plate, A first coolant input / output unit for inputting and outputting coolant to the heat exchange plate, and a second coolant input / output unit for inputting and outputting coolant to the heat exchange plate, Equipped with, In the heat exchange plate, the refrigerant that enters from the refrigerant input section is configured to exit from the refrigerant output section, the coolant that enters from the first coolant input / output section is configured to exit from the second coolant input / output section, and the coolant that enters from the second coolant input / output section is configured to exit from the first coolant input / output section. In the heat exchange plate, the refrigerant and the coolant are capable of exchanging heat, and the heat exchange plate is also capable of exchanging heat with the secondary battery. A refrigerant circuit is connected to the refrigerant input and refrigerant output sections and has at least a compressor and a condenser through which the refrigerant flows. A vehicle control method usable in a vehicle further comprising a coolant circuit connected to the first coolant input / output unit and the second coolant input / output unit, wherein the coolant flows to at least the heat-generating part, Using the heat generated by the heating element, the point in time when heating begins to the secondary battery via the coolant flowing through the coolant circuit and the heat exchange plate is defined as the reference point, and between the reference point and the first point in time which is 1 hour prior, or between the reference point and the second point in time which is 2 hours later, the refrigerant from the heat exchange plate is discharged into the refrigerant circuit. A vehicle control method is provided. [Effects of the Invention]

[0008] According to the present disclosure, a refrigerant can be appropriately shared between a hybrid-type heat exchange plate and an in-vehicle air conditioner.

Brief Description of the Drawings

[0009] [Figure 1] Plan view showing a configuration example of a vehicle according to an embodiment of the present disclosure [Figure 2] Left side view showing a configuration example of a vehicle according to an embodiment of the present disclosure [Figure 3] Diagram for explaining an example of an electric circuit included in a vehicle according to an embodiment of the present disclosure [Figure 4] Perspective view showing a configuration example of a battery pack according to an embodiment of the present disclosure [Figure 5] Cross-sectional view taken along line A-A of the battery pack shown in FIG. 4 [Figure 6] Diagram showing a first configuration example of a heat management system according to Embodiment 1 [Figure 7] Diagram for explaining a first operation pattern of the heat management system when heating the interior of the vehicle according to the first configuration example [Figure 8] Diagram for explaining a second operation pattern of the heat management system when heating the interior of the vehicle according to the first configuration example [Figure 9] Diagram for explaining a third operation pattern of the heat management system when heating the interior of the vehicle according to the first configuration example [Figure 10] Diagram for explaining a fourth operation pattern of the heat management system when heating the interior of the vehicle according to the first configuration example [Figure 11] Diagram for explaining a fifth operation pattern of the heat management system when heating the interior of the vehicle according to the first configuration example [Figure 12] Diagram for explaining a sixth operation pattern of the heat management system when heating the interior of the vehicle according to the first configuration example [Figure 13] Diagram for explaining an operation pattern of the heat management system when cooling the interior of the vehicle according to the first configuration example [Figure 14] A diagram illustrating the first operating pattern of a thermal management system for heating a secondary battery, relating to the first configuration example. [Figure 15] A diagram illustrating the second operating pattern of the thermal management system for heating a secondary battery, relating to the first configuration example. [Figure 16] A diagram illustrating the operating pattern of the thermal management system for cooling a secondary battery, relating to the first configuration example. [Figure 17] This figure shows a second example configuration of the thermal management system according to Embodiment 1. [Figure 18] A diagram illustrating the first operating pattern of the thermal management system when heating the vehicle interior, relating to the second configuration example. [Figure 19] A diagram illustrating the second operating pattern of the thermal management system when heating the vehicle interior, relating to the second configuration example. [Figure 20] A diagram illustrating the third operating pattern of the thermal management system when heating the vehicle interior, relating to the second configuration example. [Figure 21] A diagram illustrating the fourth operating pattern of the thermal management system when heating the vehicle interior, relating to the second configuration example. [Figure 22] A diagram illustrating the operating pattern of the thermal management system when cooling the vehicle interior, relating to the second configuration example. [Figure 23] A diagram illustrating the first operating pattern of the thermal management system for heating a secondary battery, relating to the second configuration example. [Figure 24] A diagram illustrating the second operating pattern of the thermal management system when heating a secondary battery, relating to the second configuration example. [Figure 25] A diagram illustrating the operating pattern of the thermal management system for cooling a secondary battery, relating to the second configuration example. [Figure 26] This figure shows a third configuration example of the thermal management system according to Embodiment 1. [Figure 27]A diagram illustrating the first operating pattern of the thermal management system when heating the vehicle interior, relating to the third configuration example. [Figure 28] A diagram illustrating the second operating pattern of the thermal management system when heating the vehicle interior, relating to the third configuration example. [Figure 29] A diagram illustrating the third operating pattern of the thermal management system when heating the vehicle interior, relating to the third configuration example. [Figure 30] A diagram illustrating the fourth operating pattern of the thermal management system when heating the vehicle interior, relating to the third configuration example. [Figure 31] A diagram illustrating the operating pattern of the thermal management system when cooling the vehicle interior, relating to the third configuration example. [Figure 32] A diagram illustrating the first operating pattern of the thermal management system for heating a secondary battery, relating to the third configuration example. [Figure 33] A diagram illustrating the second operating pattern of the thermal management system when heating a secondary battery, relating to the third configuration example. [Figure 34] A diagram illustrating the operating pattern of the thermal management system for cooling a secondary battery, relating to the third configuration example. [Figure 35] This figure shows an example configuration of a thermal management system, including an ECU, related to the second configuration example. [Figure 36] A flowchart showing an example of processing performed by the ECU of the thermal management system according to Embodiment 1. [Figure 37] A diagram showing an example configuration of the thermal management system according to Embodiment 2. [Figure 38] Diagram illustrating the refrigerant discharge timing according to Embodiment 2. [Figure 39] A flowchart showing an example of processing performed by the ECU of the thermal management system according to Embodiment 2. [Figure 40] A diagram showing a modified configuration of the thermal management system according to Embodiment 2.

[0010] Embodiments of the present disclosure will be described in detail below, with appropriate reference to the drawings. However, unnecessary details may be omitted. For example, detailed explanations of already well-known matters and redundant explanations of substantially identical configurations may be omitted. This is to avoid the following explanation becoming unnecessarily verbose and to facilitate understanding by those skilled in the art. The accompanying drawings and the following explanation are provided to enable those skilled in the art to fully understand the present disclosure and are not intended to limit the subject matter of the claims.

[0011] (Embodiments of the present disclosure) <Vehicle Configuration> Figure 1 is a plan view showing an example of the configuration of vehicle 1 according to an embodiment of the present disclosure. Figure 2 is a left side view showing an example of the configuration of vehicle 1 according to an embodiment of the present disclosure.

[0012] For the sake of explanation, as shown in Figures 1 and 2, the axis extending in the height direction of vehicle 1 is defined as the Z-axis. The axis perpendicular to the Z-axis (i.e., parallel to the ground) and extending in the direction of vehicle 1's movement is defined as the Y-axis. The axis perpendicular to the Y-axis and Z-axis (i.e., the axis in the width direction of vehicle 1) is defined as the X-axis. Also, for the sake of explanation, the positive direction of the Z-axis may be referred to as "up," the negative direction of the Z-axis as "down," the positive direction of the Y-axis as "forward," the negative direction of the Y-axis as "backward," the positive direction of the X-axis as "right," and the negative direction of the X-axis as "left." These expressions are also used in other drawings that indicate the XYZ axes. These directional expressions are used for the sake of explanation and are not intended to limit the orientation of the structure during actual use.

[0013] As shown in Figure 1 or Figure 2, the vehicle 1 comprises a body 2, wheels 3, an electric motor 4, and a battery pack 10. The vehicle 1 may be, for example, an electric vehicle (BEV), a plug-in hybrid vehicle (PHEV), or a hybrid vehicle (HEV).

[0014] The battery pack 10 is housed in the vehicle body 2. The battery pack 10 has one or more rechargeable secondary batteries 30 (see Figure 4). An example of a secondary battery 30 is a lithium-ion battery. The secondary battery 30 described below may be one or more. The secondary battery 30 supplies (discharges) the stored power to the electric motor 4, etc. The secondary battery 30 may also store (charge) the power generated by the electric motor 4 through regenerative energy. The battery pack 10 may be housed under the floor in the center of the vehicle body 2, as shown in Figure 1. Further details of the battery pack 10 will be described later.

[0015] The wheels 3 are connected to the vehicle body 2. Although Figures 1 and 2 show a vehicle 1 having four wheels 3, the vehicle 1 only needs to have at least one wheel 3. For example, the vehicle 1 may be a motorcycle with two wheels 3, or a vehicle with three or five or more wheels 3. Furthermore, one of the multiple wheels 3 of the vehicle 1 may be called the first wheel 3a, and one of the multiple wheels 3 different from the first wheel 3a may be called the second wheel 3b. The first wheel 3a may be the front wheel of the vehicle 1, and the second wheel 3b may be the rear wheel of the vehicle 1. The vehicle 1 is movable in a predetermined direction (for example, the front and rear direction) by the first wheel 3a and the second wheel 3b.

[0016] The electric motor 4 uses power supplied from the secondary battery 30 to drive at least one wheel 3 (for example, the first wheel 3a). The vehicle 1 is equipped with at least one electric motor 4. The vehicle 1 may be configured such that the electric motor 4 drives the front wheels (i.e., front-wheel drive). Alternatively, the vehicle 1 may be configured such that the electric motor 4 drives the rear wheels (i.e., rear-wheel drive), or the electric motor 4 drives both the front and rear wheels (i.e., four-wheel drive). Alternatively, the vehicle 1 may be equipped with multiple electric motors 4, each of which drives a wheel 3 individually. The electric motors 4 may be installed in a motor room (engine room) located at the front of the vehicle 1.

[0017] <Electrical Circuit Configuration> Figure 3 is a diagram illustrating an example of an electrical circuit provided in a vehicle 1 according to an embodiment of the present disclosure.

[0018] The battery pack 10, which includes a secondary battery 30, has a high-voltage connector and a low-voltage connector. In this disclosure, the high-voltage connector and the low-voltage connector are referred to as electrical connectors without distinction.

[0019] A high-voltage distributor may be connected to the high-voltage connector. The high-voltage distributor may be connected to a drive inverter, electric compressor, HVAC (Heating, Ventilation, and Air Conditioning), onboard charger, and fast-charging port. The low-voltage connector may be connected to a CAN (Controller Area Network) and a 12V power supply system.

[0020] A motor 4 may be connected to the drive inverter. That is, the power output from the secondary battery 30 may be supplied to the motor 4 through a high-voltage connector, a high-voltage distributor, and a drive inverter.

[0021] <Battery pack configuration> Figure 4 is a perspective view showing an example of the configuration of a battery pack 10 according to an embodiment of this disclosure. Figure 5 is a cross-sectional view AA of the battery pack 10 shown in Figure 4.

[0022] The battery pack 10 includes a housing 20, a secondary battery 30, and a heat exchange plate 100. The housing 20 houses the secondary battery 30 and the heat exchange plate 100.

[0023] The heat exchange plate 100 has, for example, a flattened, substantially rectangular parallelepiped shape. The heat exchange plate 100 may be interpreted as a heat exchanger. As shown in Figure 5, the heat exchange plate 100 comprises a first surface 101 arranged along a predetermined plane and a second surface 102 arranged along a predetermined plane. The predetermined plane may be the floor surface of the vehicle body 2. The members of the first surface 101 and the second surface 102 may be made of metal, for example, aluminum. However, the first surface 101 and the second surface 102 are not limited to metal and may be made of other materials.

[0024] The secondary battery 30 is positioned opposite to the second surface 102, with respect to the first surface 101. In other words, the second surface 102, the first surface 101, and the secondary battery 30 are arranged in order from closest to the floor of the vehicle body 2.

[0025] The heat exchange plate 100 has a coolant layer 200 for circulating coolant and a refrigerant layer 300 for circulating refrigerant between a first surface 101 and a second surface 102. The heat exchange plate 100 performs heat exchange between the coolant moving in the coolant layer 200 and the secondary battery 30 via the first surface 101. The heat exchange plate 100 also performs heat exchange between the coolant moving in the coolant layer 200 and the refrigerant moving in the refrigerant layer 300. An example of the coolant is antifreeze containing ethylene glycol. An example of the refrigerant is HFC (hydrofluorocarbon). In other words, the heat exchange plate 100 is a hybrid type heat exchange plate that utilizes both refrigerant and coolant, thereby allowing the secondary battery 30 to be cooled overall by using the refrigerant to remove waste heat and using the coolant to equalize the temperature.

[0026] In this embodiment, the heat exchange plate 100 is configured such that a coolant layer 200 is placed on top of a refrigerant layer 300. However, the heat exchange plate 100 may also be configured such that a refrigerant layer 300 is placed on top of a coolant layer 200. The coolant layer 200 may be read as a coolant plate. The refrigerant layer 300 may be read as a refrigerant plate.

[0027] In this embodiment, the end of the heat exchange plate 100 in a predetermined direction (for example, the positive direction of the Y-axis) is referred to as the first end 71, and the end in the opposite direction to the first end 71 (for example, the negative direction of the Y-axis) is referred to as the second end 72. The first end 71 is on the side in the direction of travel of the vehicle 1, and the second end 72 may be on the opposite side from the direction of travel of the vehicle 1.

[0028] As shown in Figure 4, a refrigerant input section 301, a refrigerant output section 302, a first coolant input / output section 201, and a second coolant input / output section 202 are arranged at the first end 71 of the heat exchange plate 100.

[0029] The refrigerant input section 301 is the part where refrigerant enters the refrigerant layer 300 from outside the heat exchange plate 100, and the refrigerant output section 302 is the part where refrigerant exits the refrigerant layer 300 to the outside of the heat exchange plate 100.

[0030] The first coolant input / output section 201 is the part where coolant enters the coolant layer 200 from outside the heat exchange plate 100, and the second coolant input / output section 202 is the part where coolant exits the coolant layer 200 to the outside of the heat exchange plate 100. Alternatively, the second coolant input / output section 202 may be the part where coolant enters the coolant layer 200 from outside the heat exchange plate 100, and the first coolant input / output section 201 may be the part where coolant exits the coolant layer 200 to the outside of the heat exchange plate 100. In the following description, the first coolant input / output section 201 will be referred to as the coolant input section 203 (see Figure 6), and the second coolant input / output section 202 as the coolant output section 204 (see Figure 6), but the second coolant input / output section 202 may be referred to as the coolant input section 203, and the first coolant input / output section 201 as the coolant output section 204.

[0031] (Embodiment 1) Embodiment 1 describes a vehicle 1 and thermal management system that can appropriately share a refrigerant between a hybrid heat exchange plate 100 and an in-vehicle air conditioner. This makes it possible to create fewer parts for the vehicle 1, improve manufacturing efficiency, and improve heat exchange efficiency. In addition, it is possible to appropriately control the temperature of the secondary battery 30 to suppress deterioration and to realize heat pump heating. A detailed explanation follows below.

[0032] <Example of a thermal management system configuration> Figure 6 shows a first example configuration of the thermal management system according to Embodiment 1.

[0033] The thermal management system according to Embodiment 1 includes a refrigerant circuit 310, a coolant circuit 210, and a heat exchange plate 100.

[0034] The refrigerant circuit 310 includes a compressor 321, an in-vehicle condenser 322 capable of exchanging heat with the air inside the vehicle 1, an external heat exchanger 323 capable of exchanging heat with the air outside the vehicle, and a refrigerant input section 301 and a refrigerant output section 302 of the refrigerant layer 300 in the heat exchange plate 100. In this embodiment, suppressing the rotation speed of the compressor 321 to 0 or nearly 0 is sometimes expressed as turning off the compressor 321, and increasing the rotation speed of the compressor 321 to more than 0 is sometimes expressed as turning on the compressor 321.

[0035] The refrigerant circuit 310 further includes a first on-off valve 331 positioned between the in-vehicle condenser 322 and the external heat exchanger 323, and an orifice valve 330 positioned to straddle the first on-off valve 331. The first on-off valve 331 may be an electromagnetic on-off valve.

[0036] The refrigerant circuit 310 further includes an evaporator 324 positioned between the external heat exchanger 323 and the compressor 321, and a first EXV 341 that controls the flow rate of refrigerant entering (or leaving) the evaporator 324. The first EXV 341 may be an electronic expansion valve. In this embodiment, suppressing the flow rate of refrigerant entering (or leaving) the evaporator 324 to 0 or nearly 0 may be expressed as closing the first EXV 341.

[0037] The refrigerant circuit 310 further includes a TXV340 that controls the flow rate of refrigerant entering the refrigerant input section 301 (or exiting the refrigerant output section 302). The TXV341 may be a mechanical expansion valve. In this embodiment, suppressing the flow rate of refrigerant entering the refrigerant input section 301 (or exiting the refrigerant output section 302) to 0 or nearly 0 may be described as closing the TXV340.

[0038] The refrigerant circuit 310 further includes a bypass path 311 that connects the external heat exchanger 323 and the compressor 321 and bypasses the refrigerant layer 300 and the evaporator 324, and a second on-off valve 332 located in the bypass path 311. The second on-off valve 332 may be an electromagnetic on-off valve.

[0039] The coolant circuit 210 includes a first pump 221, a coolant input section 203 and a coolant output section 204 of the coolant layer 200 in the heat exchange plate 100, a heating heater 240, a heat generating section 250, a radiator 242, a second pump 222, and a first three-way valve 231. The heat generating section 250 is a device that exchanges heat with a device that generates heat during operation, provided by the vehicle 1. The heat generating section 250 may include, for example, at least one of the following: an electric motor heat exchanger 251 that exchanges heat with an electric motor, a charger heat exchanger 252 that exchanges heat with a charger, an inverter heat exchanger 253 that exchanges heat with an inverter, a converter heat exchanger 254 that exchanges heat with a converter, and an ECU heat exchanger 255 that exchanges heat with an ECU 500 (see Figure 35).

[0040] The charger controls the charging of the secondary battery 30 and also functions as a heat exchanger. The inverter converts the DC current of the secondary battery 30 into AC current that drives the motor. The converter converts the AC current generated by the motor's regeneration into DC current used to charge the secondary battery 30. The ECU 500 performs vehicle-related information processing.

[0041] The cooling fluid circuit 210 further includes a first branch cooling fluid passage 211 connecting a location between the first three-way valve 231 and the first pump 221 and a location between the heating heater 240 and the heat generating section 250.

[0042] The cooling fluid circuit 210 according to the first configuration example further includes a first three-way valve 231 and a second branch cooling fluid passage 212 connecting a position between the heating heater 240 and the heat-generating section 250, on the side closer to the heat-generating section 250 than the first branch cooling fluid passage 211.

[0043] When the first three-way valve 231 is ON, it opens the path from the second pump 222 to the first pump 221 and closes the path to the second branch coolant passage 212. When the first three-way valve 231 is OFF, it opens the path to the second branch coolant passage 212 and closes the path from the second pump 222 to the first pump 221.

[0044] Next, we will describe the operating pattern of the thermal management system according to the first configuration example shown in Figure 6.

[0045] Figure 7 is a diagram illustrating the first operating pattern of the thermal management system when heating the vehicle interior, according to the first configuration example.

[0046] The refrigerant circuit 310 is configured to turn on the compressor 321, turn on the fan of the in-vehicle condenser 322, close the first on-off valve 331, open the orifice valve 330, turn on the fan of the external heat exchanger 323, close the TXV 340, close the first EXV 341, and open the second on-off valve 332. In this case, the refrigerant moves through the refrigerant circuit 310 as shown by the thick arrows on the refrigerant circuit 310 in Figure 7.

[0047] The high-temperature, high-pressure refrigerant released from the ON compressor 321 enters the in-vehicle condenser 322 in the gas phase. The refrigerant that enters the in-vehicle condenser 322 exchanges heat with the air inside the vehicle (for example, warms the air inside the vehicle) in the in-vehicle condenser 322 with the fan ON, and exits the in-vehicle condenser 322 in the liquid phase, for example. The refrigerant that exits the in-vehicle condenser 322 does not pass through the closed first on-off valve 331, but passes through the open orifice valve 330 and enters the external heat exchanger 323. The refrigerant that enters the external heat exchanger 323 exchanges heat with the air outside the vehicle (for example, absorbs heat from the air outside the vehicle) in the external heat exchanger 323 with the fan ON, and exits the external heat exchanger 323 in the gas phase, for example. The refrigerant that exits the external heat exchanger 323 does not pass through the closed TXV 340 and the closed first EXV 341, but passes through the bypass passage 311 and the open second on-off valve 332 and enters the compressor 321.

[0048] As a result, the refrigerant moving through the refrigerant circuit 310 can use the heat obtained from the outside air in the external heat exchanger 323 (i.e., through the mechanism of a heat pump) to heat the air inside the vehicle in the internal condenser 322.

[0049] Figure 8 is a diagram illustrating the second operating pattern of the thermal management system when heating the vehicle interior, according to the first configuration example.

[0050] In the coolant circuit 210, the first pump 221 is turned on, the heating element 240 is turned off, and the first three-way valve 231 is turned off. In this case, the coolant circulates in the following order as shown by the thick arrows on the coolant circuit 210 in Figure 8: the first pump 221, the coolant input section 203, the coolant layer 200, the coolant output section 204, the heating element 240, and the first branched coolant passage 211.

[0051] The refrigerant circuit 310 is configured to turn on the compressor 321, turn on the fan of the in-vehicle condenser 322, close the first on-off valve 331, open the orifice valve 330, turn on the fan of the external heat exchanger 323, open the TXV 340, close the first EXV 341, and close the second on-off valve 332. In this case, as indicated by the thick arrows on the refrigerant circuit 310 shown in Figure 8, the refrigerant moves through the refrigerant circuit 310 as follows.

[0052] The high-temperature, high-pressure refrigerant released from the ON compressor 321 enters the in-vehicle condenser 322 in the gas phase. The refrigerant that enters the in-vehicle condenser 322 exchanges heat with the air inside the vehicle (for example, warms the air inside the vehicle) in the in-vehicle condenser 322 with the fan ON, and exits the in-vehicle condenser 322 in the liquid phase. The refrigerant that exits the in-vehicle condenser 322 does not pass through the closed first on-off valve 331, but passes through the open orifice valve 330 and enters the external heat exchanger 323. The refrigerant that enters the external heat exchanger 323 exchanges heat with the air outside the vehicle (for example, absorbs heat from the air outside the vehicle) in the external heat exchanger 323 with the fan ON, and exits the external heat exchanger 323 in a gas-liquid two-phase state, for example. The refrigerant that exits the external heat exchanger 323 does not pass through the closed first EXV 341 and the closed second on-off valve 332, but passes through the open TXV 340 and the refrigerant input section 301 and enters the refrigerant layer 300. The refrigerant that enters the refrigerant layer 300 exchanges heat with the secondary battery 30 and the coolant in the coolant layer 200 (for example, it is warmed by the waste heat of the secondary battery 30), and exits from the refrigerant output unit 302 in the gas phase. The refrigerant that exits from the refrigerant output unit 302 enters the compressor 321.

[0053] As a result, the refrigerant can use the heat obtained from the outside air in the external heat exchanger 323 and the heat obtained from the waste heat of the secondary battery 30 in the refrigerant layer 300 to heat the air inside the vehicle in the internal condenser 322.

[0054] Figure 9 is a diagram illustrating the third operating pattern of the thermal management system when heating the vehicle interior, according to the first configuration example.

[0055] The coolant circuit 210 operates in the same manner as shown in Figure 8.

[0056] The refrigerant circuit 310 is configured to turn on the compressor 321, turn on the fan of the in-vehicle condenser 322, open the first on-off valve 331, close the orifice valve 330, turn off the fan of the external heat exchanger 323, open the TXV 340, close the first EXV 341, and close the second on-off valve 332. In this case, the refrigerant moves through the refrigerant circuit 310 as shown by the thick arrows on the refrigerant circuit 310 in Figure 9.

[0057] The high-temperature, high-pressure refrigerant released from the ON compressor 321 enters the in-cabin condenser 322, for example, in the gas phase. The refrigerant that enters the in-cabin condenser 322 exchanges heat with the air inside the vehicle (for example, warms the air inside the vehicle) in the in-cabin condenser 322 with the fan ON, and exits the in-cabin condenser 322 in the liquid phase. The refrigerant that exits the in-cabin condenser 322 does not pass through the closed orifice valve 330, but passes through the open first on-off valve 331 and enters the external heat exchanger 323. The refrigerant that enters the external heat exchanger 323 hardly exchanges heat with the outside air in the external heat exchanger with the fan OFF, and exits the external heat exchanger 323, for example, in the liquid phase. The refrigerant that exits the external heat exchanger 323 does not pass through the closed first EXV 341 and the closed second on-off valve 332, but passes through the open TXV 340 and the refrigerant input section 301 and enters the refrigerant layer 300. The refrigerant that enters the refrigerant layer 300 exchanges heat with the secondary battery 30 and the coolant in the coolant layer 200, and then enters the compressor 321, for example, in the gas phase.

[0058] As a result, the refrigerant can use the heat obtained from the waste heat of the secondary battery 30 in the refrigerant layer 300 to heat the air inside the vehicle in the in-vehicle condenser 322.

[0059] Figure 10 is a diagram illustrating the fourth operating pattern of the thermal management system when heating the vehicle interior, according to the first configuration example.

[0060] The coolant circuit 210 is configured with the first pump 221 turned on, the heating element 240 turned on, and the three-way valve turned off. In this case, the coolant circulates in the following order as shown by the thick arrows on the coolant circuit 210 in Figure 10: first pump 221, coolant input section 203, coolant layer 200, coolant output section 204, heating element 240, and first branch coolant passage 211. The coolant is heated by the turned-on heating element 240.

[0061] The refrigerant circuit 310 operates in the same manner as shown in Figure 9.

[0062] As a result, the refrigerant in the refrigerant layer 300 can use the heat obtained from the waste heat of the secondary battery 30 and the heat obtained from the coolant heated by the heating heater 240 to heat the air inside the vehicle in the in-vehicle condenser 322.

[0063] Figure 11 is a diagram illustrating the fifth operating pattern of the thermal management system when heating the vehicle interior, according to the first configuration example.

[0064] The coolant circuit 210 is configured with the first pump 221 turned on, the heating element 240 turned off, the radiator 242 fan turned off, and the first three-way valve 231 turned on. In this case, the coolant circulates in the following order, as indicated by the thick arrows on the coolant circuit 210 shown in Figure 11: first pump 221, coolant input section 203, coolant layer 200, coolant output section 204, heating element 240, heat generating section 250, radiator 242, second pump 222, and first three-way valve 231. The coolant exchanges heat with the heat generating section 250 (for example, it is heated by the waste heat from the heat generating section 250).

[0065] The refrigerant circuit 310 operates in the same manner as shown in Figure 9.

[0066] As a result, the refrigerant in the refrigerant layer 300 can use the heat obtained from the waste heat of the secondary battery 30 and the heat obtained from the coolant heated by the waste heat from the heat-generating section 250 to heat the air inside the vehicle in the in-vehicle condenser 322.

[0067] Figure 12 is a diagram illustrating the sixth operating pattern of the thermal management system when heating the vehicle interior, according to the first configuration example.

[0068] The coolant circuit 210 operates in the same manner as shown in Figure 8.

[0069] The refrigerant circuit 310 is configured to turn on the compressor 321, turn on the fan of the in-vehicle condenser 322, open the first on-off valve 331, close the orifice valve 330, turn on the fan of the external heat exchanger 323, open the TXV 340, close the first EXV 341, and close the second on-off valve 332. In this case, the refrigerant moves through the refrigerant circuit 310 as shown by the thick arrows on the refrigerant circuit 310 in Figure 12.

[0070] The high-temperature, high-pressure refrigerant released from the ON compressor 321 enters the in-vehicle condenser 322, for example, in the gas phase. The refrigerant that enters the in-vehicle condenser 322 exchanges heat with the air inside the vehicle (for example, warms the air inside the vehicle) in the in-vehicle condenser 322 with the fan ON, and exits the in-vehicle condenser 322 in a gas-liquid two-phase state. The refrigerant that exits the in-vehicle condenser 322 does not pass through the closed orifice valve 330, but passes through the open first on-off valve 331 and enters the external heat exchanger 323. The refrigerant that enters the external heat exchanger 323 exchanges heat with the air outside the vehicle in the external heat exchanger 323 with the fan ON, and exits the external heat exchanger 323, for example, in the liquid phase. The refrigerant that exits the external heat exchanger 323 does not pass through the closed first EXV 341 and the closed second on-off valve 332, but passes through the open TXV 340 and the refrigerant input section 301 and enters the refrigerant layer 300. The refrigerant that enters the refrigerant layer 300 exchanges heat with the secondary battery 30 and the coolant in the coolant layer 200 (for example, it is warmed by the waste heat of the secondary battery 30), and is then discharged from the refrigerant output unit 302 in the gas phase. The refrigerant discharged from the refrigerant output unit 302 enters the compressor 321.

[0071] As a result, the refrigerant can be discharged to the outside of the vehicle in the external heat exchanger 323, allowing the secondary battery 30 to be sufficiently cooled in the refrigerant layer 300.

[0072] Figure 13 is a diagram illustrating the operation pattern of the thermal management system when cooling the vehicle interior, according to the first configuration example.

[0073] The refrigerant circuit 310 is configured to turn on the compressor 321, turn off the fan of the in-vehicle condenser 322, open the first on-off valve 331, close the orifice valve 330, turn on the fan of the external heat exchanger 323, close the TXV 340, open the first EXV 341, and close the second on-off valve 332. In this case, the refrigerant moves through the refrigerant circuit 310 as shown by the thick arrows on the refrigerant circuit 310 in Figure 13.

[0074] The high-temperature, high-pressure refrigerant released from the ON compressor 321 enters the in-cabin condenser 322, for example, in the gas phase. The refrigerant that enters the in-cabin condenser 322 exits the in-cabin condenser 322 with the fan off, without exchanging much heat with the air inside the cabin. The refrigerant that exits the in-cabin condenser 322 bypasses the closed first on-off valve 331 and enters the external heat exchanger 323 through the open orifice valve 330. The refrigerant that enters the external heat exchanger 323 exchanges heat with the outside air in the external heat exchanger with the fan on (for example, by releasing heat into the outside air), and exits the external heat exchanger 323, for example, in the liquid phase. The refrigerant that exits the external heat exchanger 323 bypasses the closed TXV 340 and the closed second on-off valve 332 and enters the evaporator 324 through the open first EXV 341. The refrigerant that enters the evaporator 324 exchanges heat with the air inside the vehicle cabin in the evaporator 324 when the fan is on (for example, it cools the air inside the vehicle cabin), and exits the evaporator 324 in the gas phase, for example. The refrigerant that exits the evaporator 324 enters the compressor 321.

[0075] As a result, the refrigerant can cool the air inside the vehicle cabin in the evaporator 324 without being affected by the waste heat of the secondary battery 30.

[0076] Figure 14 is a diagram illustrating the first operating pattern of the thermal management system when heating the secondary battery 30, according to the first configuration example.

[0077] The coolant circuit 210 is configured to turn on the first pump 221, turn off the heating element 240, turn off the fan on the radiator 242, turn on the second pump 222, and turn on the first three-way valve 231. In this case, the coolant circulates in the following order as shown by the thick arrows on the coolant circuit 210 in Figure 14: first pump 221, coolant input section 203, coolant layer 200, coolant output section 204, heating element 240, heat generating section 250, radiator 242, second pump 222, and first three-way valve 231. The coolant is heated by heat exchange with the heat generating section 250.

[0078] The refrigerant circuit 310 turns off the compressor 321.

[0079] As a result, the coolant can use the heat obtained from the heat-generating section 250 to warm the secondary battery 30 in the coolant layer 200.

[0080] Figure 15 is a diagram illustrating a second operating pattern of the thermal management system when heating the secondary battery 30, according to the first configuration example.

[0081] The coolant circuit 210 is configured with the first pump 221 turned on, the heating element 240 turned on, and the first three-way valve 231 turned off. In this case, the coolant circulates in the following order as shown by the thick arrows on the coolant circuit 210 in Figure 15: first pump 221, coolant input section 203, coolant layer 200, coolant output section 204, heating element 240, and first branch coolant passage 211. The coolant is heated by the on heating element 240.

[0082] The refrigerant circuit 310 turns off the compressor 321.

[0083] As a result, the coolant can use the heat obtained from the ON heating heater 240 in the coolant layer 200 to warm the secondary battery 30.

[0084] Figure 16 is a diagram illustrating the operation pattern of the thermal management system for cooling the secondary battery 30 in the first configuration example.

[0085] The coolant circuit 210 is configured to turn on the first pump 221, turn off the heating element 240, turn on the fan of the radiator 242, turn on the second pump 222, and turn off the first three-way valve 231. In this case, the coolant passing through the coolant layer 200 circulates through the first pump 221, the coolant input section 203, the coolant layer 200, the coolant output section 204, the heating element 240, and the first branch coolant passage 211, as indicated by the thick arrows on the coolant circuit 210 shown in Figure 16. On the other hand, the coolant passing through the heat-generating section 250 circulates through the heat-generating section 250, the radiator 242 with the fan on, the second pump 222, the first three-way valve 231, and the second branch coolant passage 212, as indicated by the thick arrows on the coolant circuit 210 shown in Figure 16. This circulating coolant exchanges heat with the heat-generating section 250, and by exchanging heat with outside air in the radiator 242 with the fan on, the heat-generating section 250 can be cooled.

[0086] The refrigerant circuit 310 is configured to turn on the compressor 321, turn off the fan of the in-vehicle condenser 322, open the first on-off valve 331, close the orifice valve 330, turn on the fan of the external heat exchanger 323, open the TXV 340, close the first EXV 341, and close the second on-off valve 332. In this case, the refrigerant moves through the refrigerant circuit 310 as shown by the thick arrows on the refrigerant circuit 310 in Figure 16.

[0087] The high-temperature, high-pressure refrigerant released from the ON compressor 321 enters the in-cabin condenser 322, for example, in the gas phase. The refrigerant that enters the in-cabin condenser 322 exits the in-cabin condenser 322 with the fan off, without exchanging much heat with the air inside the cabin. The refrigerant that exits the in-cabin condenser 322 bypasses the closed orifice valve 330 and enters the external heat exchanger 323 through the open first on-off valve 331. The refrigerant that enters the external heat exchanger 323 exchanges heat with the outside air in the external heat exchanger with the fan on (for example, by releasing heat into the outside air), and exits the external heat exchanger 323, for example, in the liquid phase. The refrigerant that exits the external heat exchanger 323 bypasses the closed first EXV 341 and the closed second on-off valve 332 and enters the refrigerant layer 300 through the open TXV 340 and the refrigerant input section 301. The refrigerant that enters the refrigerant layer 300 exchanges heat with the secondary battery 30 and the coolant in the coolant layer 200, and is released, for example, in the gas phase from the refrigerant output unit 302. The refrigerant that exits from the refrigerant output unit 302 enters the compressor 321.

[0088] As a result, the refrigerant can exchange heat with the coolant in the refrigerant layer 300, thereby cooling the secondary battery 30.

[0089] <Second example configuration of a thermal management system> Figure 17 shows a second example configuration of the thermal management system according to Embodiment 1.

[0090] The refrigerant circuit 310 of the thermal management system according to the second configuration example further includes a branch refrigerant passage 312 and a third on-off valve 333 in addition to the refrigerant circuit 310 shown in Figure 6. The third on-off valve may be an electromagnetic on-off valve. Furthermore, the refrigerant circuit 310 according to the second configuration example replaces TXV340 in the refrigerant circuit 310 shown in Figure 6 with EXV. Hereinafter, the replaced EXV will be referred to as the second EXV342. The second EXV342 may be an electronic expansion valve.

[0091] The branched refrigerant passage 312 connects the location between the in-vehicle condenser 322 and the first on-off valve 331 to the location between the external heat exchanger 323 and the second EXV 342 (or first EXV 341). The third on-off valve 333 is located in the branched refrigerant passage 312. The third on-off valve 333 may be an electromagnetic on-off valve.

[0092] The coolant circuit 210 of the thermal management system according to the second configuration example is the same as the coolant circuit 210 shown in Figure 6.

[0093] Next, we will explain the operating pattern of the thermal management system according to the second configuration example shown in Figure 17.

[0094] Figure 18 is a diagram illustrating the first operating pattern of the thermal management system when heating the vehicle interior, according to the second configuration example.

[0095] The coolant circuit 210 is configured to turn on the first pump 221, turn off the heating element 240, and turn off the three-way valve. In this case, the coolant circulates in the following order as indicated by the thick arrows on the coolant circuit 210 shown in Figure 18: first pump 221, coolant input section 203, coolant layer 200, coolant output section 204, heating element 240, and first branch coolant passage 211.

[0096] The refrigerant circuit 310 is configured to turn on the compressor 321, turn on the fan of the in-vehicle condenser 322, close the first on-off valve 331, close the orifice valve 330, open the third on-off valve 333, turn off the fan of the external heat exchanger 323, close the first EXV 341, open the second EXV 342, and close the second on-off valve 332. In this case, the refrigerant moves through the refrigerant circuit 310 as shown by the thick arrows on the refrigerant circuit 310 in Figure 18.

[0097] The high-temperature, high-pressure refrigerant released from the ON compressor 321 enters the in-cabin condenser 322. The refrigerant that enters the in-cabin condenser 322 exchanges heat with the air inside the cabin (for example, warms the air inside the cabin) in the in-cabin condenser 322 with the fan ON, and then exits from the in-cabin condenser 322. The refrigerant that exits from the in-cabin condenser 322 does not pass through the closed first on-off valve 331 and the closed orifice valve 330, but passes through the open third on-off valve 333 and exits from the branch refrigerant passage 312. The refrigerant that exits from the branch refrigerant passage 312 does not pass through the closed first EXV 341 and the closed second on-off valve 332, but passes through the open second EXV 342 and the refrigerant input section 301 and enters the refrigerant layer 300. The refrigerant that enters the refrigerant layer 300 exchanges heat with the secondary battery 30 and the coolant in the coolant layer 200 (for example, is warmed by the waste heat of the secondary battery 30), and then exits from the refrigerant output section 302. The refrigerant discharged from the refrigerant output unit 302 enters the compressor 321.

[0098] As a result, the refrigerant can use the heat obtained from the waste heat of the secondary battery 30 in the refrigerant layer 300 to heat the air inside the vehicle in the in-vehicle condenser 322.

[0099] Figure 19 is a diagram illustrating a second operating pattern of the thermal management system when heating the vehicle interior, according to a second configuration example.

[0100] The coolant circuit 210 is configured with the first pump 221 turned on, the heating heater 240 turned on, and the three-way valve turned off. In this case, the coolant circulates in the following order, as indicated by the thick arrows on the coolant circuit 210 shown in Figure 19: first pump 221, coolant input section 203, coolant layer 200, coolant output section 204, the turned-on heating heater 240, and the first branched coolant passage 211. The coolant is heated by the turned-on heating heater 240.

[0101] The refrigerant circuit 310 operates in the same manner as shown in Figure 18.

[0102] As a result, the refrigerant can use the heat obtained from the coolant heated by the heating heater 240, which is turned on in the refrigerant layer 300, to heat the air inside the vehicle in the in-vehicle condenser 322.

[0103] Figure 20 is a diagram illustrating a third operating pattern of the thermal management system when heating the vehicle interior, according to the second configuration example.

[0104] The coolant circuit 210 is configured with the first pump 221 turned on, the heating element 240 turned off, the radiator 242 fan turned off, the second pump 222 turned on, and the first three-way valve 231 turned on. In this case, the coolant circulates in the following order as shown by the thick arrows on the coolant circuit 210 in Figure 20: first pump 221, coolant input section 203, coolant layer 200, coolant output section 204, heating element 240, heat generating section 250, radiator 242, second pump 222, and first three-way valve 231. The coolant is heated by heat exchange with the heat generating section 250.

[0105] The refrigerant circuit 310 operates in the same manner as shown in Figure 18.

[0106] As a result, the refrigerant can use the heat obtained from the waste heat of the secondary battery 30 in the refrigerant layer 300 and the heat obtained from the coolant heated by the heater 240 in the refrigerant layer 300 to heat the air inside the vehicle in the in-vehicle condenser 322.

[0107] Figure 21 is a diagram illustrating the fourth operating pattern of the thermal management system when heating the vehicle interior, according to the second configuration example.

[0108] The coolant circuit 210 operates in the same manner as shown in Figure 18.

[0109] The refrigerant circuit 310 is configured to turn on the compressor 321, turn on the fan of the in-vehicle condenser 322, open the first on-off valve 331, close the orifice valve 330, close the third on-off valve 333, turn on the fan of the external heat exchanger 323, close the first EXV 341, open the second EXV 342, and close the second on-off valve 332. In this case, the refrigerant moves through the refrigerant circuit 310 as shown by the thick arrows on the refrigerant circuit 310 in Figure 21.

[0110] The high-temperature, high-pressure refrigerant released from the ON compressor 321 enters the in-vehicle condenser 322. The refrigerant that enters the in-vehicle condenser 322 exchanges heat with the air inside the vehicle (for example, warms the air inside the vehicle) in the in-vehicle condenser 322 with the fan ON, and then exits the in-vehicle condenser 322. The refrigerant that exits the in-vehicle condenser 322 does not pass through the closed orifice valve 330 and the closed third on-off valve 333, but passes through the open first on-off valve 331 and enters the external heat exchanger 323. The refrigerant that enters the external heat exchanger 323 exchanges heat with the air outside the vehicle (for example, absorbs heat from the air outside the vehicle) in the external heat exchanger 323 with the fan ON, and then exits the external heat exchanger 323. The refrigerant that exits the external heat exchanger 323 does not pass through the closed first EXV 341 and the closed second on-off valve 332, but passes through the open second EXV 342 and the refrigerant input section 301 and enters the refrigerant layer 300. The refrigerant that enters the refrigerant layer 300 exchanges heat with the secondary battery 30 and the coolant (for example, it is warmed by the waste heat of the secondary battery 30) and exits from the refrigerant output unit 302. The refrigerant that exits from the refrigerant output unit 302 enters the compressor 321.

[0111] As a result, the refrigerant can be discharged to the outside of the vehicle in the external heat exchanger 323, allowing the secondary battery 30 to be sufficiently cooled in the refrigerant layer 300.

[0112] Figure 22 is a diagram illustrating the operation pattern of the thermal management system when cooling the vehicle interior, according to the second configuration example.

[0113] The refrigerant circuit 310 is configured to turn on the compressor 321, turn off the fan of the in-vehicle condenser 322, open the first on-off valve 331, close the orifice valve 330, close the third on-off valve 333, turn on the fan of the external heat exchanger 323, open the first EXV 341, close the second EXV 342, and close the second on-off valve 332. In this case, the refrigerant moves through the refrigerant circuit 310 as shown by the thick arrows on the refrigerant circuit 310 in Figure 22.

[0114] The high-temperature, high-pressure refrigerant released from the ON compressor 321 enters the in-cabin condenser 322. The refrigerant that enters the in-cabin condenser 322 exits the in-cabin condenser 322 with the fan off, having performed almost no heat exchange with the air inside the cabin. The refrigerant that exits the in-cabin condenser 322 bypasses the closed orifice valve 330 and the closed third on-off valve 333, and enters the external heat exchanger 323 through the open first on-off valve 331. The refrigerant that enters the external heat exchanger 323 exchanges heat with the outside air in the external heat exchanger 323 with the fan on (for example, by releasing heat into the outside air), and exits the external heat exchanger 323. The refrigerant that exits the external heat exchanger 323 bypasses the closed second EXV 342 and the closed second on-off valve 332, and enters the evaporator 324 through the open first EXV 341. The refrigerant that enters the evaporator 324 exchanges heat with the air inside the vehicle cabin (for example, by cooling the air inside the vehicle cabin) in the evaporator 324 when the fan is on, and then exits the evaporator 324. The refrigerant that exits the evaporator 324 enters the compressor 321.

[0115] As a result, the refrigerant can cool the air inside the vehicle cabin in the evaporator 324 without being affected by the waste heat of the secondary battery 30.

[0116] Figure 23 is a diagram illustrating the first operating pattern of the thermal management system when heating the secondary battery 30, according to the second configuration example.

[0117] The coolant circuit 210 is configured as follows: the first pump 221 is turned on, the heating element 240 is turned off, the fan on the radiator 242 is turned off, the second pump 222 is turned on, and the first three-way valve 231 is turned on. In this case, the coolant circulates in the following order as shown by the thick arrows on the coolant circuit 210 in Figure 23: first pump 221, coolant input section 203, coolant layer 200, coolant output section 204, heating element 240, heat generating section 250, radiator 242, second pump 222, and first three-way valve 231. The coolant is heated by heat exchange with the heat generating section 250.

[0118] The refrigerant circuit 310 turns off the compressor 321.

[0119] As a result, the coolant can use the heat obtained from the heat-generating section 250 to warm the secondary battery 30 in the coolant layer 200.

[0120] Figure 24 is a diagram illustrating a second operating pattern of the thermal management system when heating the secondary battery 30, according to a second configuration example.

[0121] The coolant circuit 210 is configured with the first pump 221 turned on, the heating element 240 turned on, and the first three-way valve 231 turned off. In this case, the coolant circulates in the following order as shown by the thick arrows on the coolant circuit 210 in Figure 24: first pump 221, coolant input section 203, coolant layer 200, coolant output section 204, heating element 240, and first branch coolant passage 211. The coolant is heated by the on heating element 240.

[0122] The refrigerant circuit 310 turns off the compressor 321.

[0123] As a result, the coolant can use the heat obtained from the ON heating element 240 to warm the secondary battery 30 in the coolant layer 200.

[0124] Figure 25 is a diagram illustrating the operation pattern of the thermal management system for cooling the secondary battery 30 in the second configuration example.

[0125] In the coolant circuit 210, the first pump 221 is turned on, the heating element 240 is turned off, and the first three-way valve 231 is turned off. In this case, the coolant circulates in the following order as shown by the thick arrows on the coolant circuit 210 in Figure 25: first pump 221, coolant input section 203, coolant layer 200, coolant output section 204, heating element 240, and first branch coolant passage 211.

[0126] The refrigerant circuit 310 is configured as follows: compressor 321 is turned on, the fan of the in-vehicle condenser 322 is turned off, the first on-off valve 331 is opened, the orifice valve 330 is closed, the third on-off valve 333 is closed, the fan of the external heat exchanger 323 is turned on, the first EXV 341 is closed, the second EXV 342 is opened, and the second on-off valve 332 is closed. In this case, as indicated by the thick arrows on the refrigerant circuit 310 shown in Figure 25, the refrigerant moves through the refrigerant circuit 310 as follows.

[0127] The high-temperature, high-pressure refrigerant released from the ON compressor 321 enters the in-vehicle condenser 322. The refrigerant that enters the in-vehicle condenser 322 exits the in-vehicle condenser 322 with the fan off, having performed almost no heat exchange with the air inside the vehicle. The refrigerant that exits the in-vehicle condenser 322 bypasses the closed orifice valve 330 and the closed third on-off valve 333, and enters the external heat exchanger 323 through the open first on-off valve 331. The refrigerant that enters the external heat exchanger 323 exchanges heat with the outside air in the external heat exchanger 323 with the fan on (for example, by releasing heat into the outside air), and exits the external heat exchanger 323. The refrigerant that exits the external heat exchanger 323 bypasses the closed first EXV 341 and the closed second on-off valve 332, and enters the refrigerant layer 300 through the open second EXV 342 and the refrigerant input section 301. The refrigerant that enters the refrigerant layer 300 exchanges heat with the secondary battery 30 and the coolant, and exits from the refrigerant output unit 302. The refrigerant that exits from the refrigerant output unit 302 enters the compressor 321.

[0128] As a result, the refrigerant can exchange heat with the coolant in the refrigerant layer 300, thereby cooling the secondary battery 30.

[0129] <Third example configuration of a thermal management system> Figure 26 shows a third configuration example of the thermal management system according to Embodiment 1.

[0130] The cooling fluid circuit 210 of the thermal management system according to the third configuration example further includes a third branch cooling fluid passage 213 and a second three-way valve 232 in addition to the cooling fluid circuit 210 shown in Figure 17.

[0131] The second three-way valve 232 is located between the second pump 222 and the radiator 242. The third branch coolant passage 213 connects the second three-way valve 232 to a location between the heat-generating section 250 and the radiator 242. When the second three-way valve 232 is ON, it opens the path to the third branch coolant passage 213 and closes the path from the radiator 242 to the second pump 222. When the second three-way valve 232 is OFF, it opens the path from the radiator 242 to the second pump 222 and closes the path to the third branch coolant passage 213.

[0132] The refrigerant circuit 310 of the thermal management system according to the third configuration example is the same as the refrigerant circuit 310 shown in Figure 17.

[0133] Next, we will describe the operating pattern of the thermal management system according to the third configuration example shown in Figure 26.

[0134] Figure 27 is a diagram illustrating the first operating pattern of the thermal management system when heating the vehicle interior, according to the third configuration example.

[0135] The coolant circuit 210 is configured to turn on the first pump 221, turn off the heating element 240, and turn off the three-way valve. In this case, the coolant circulates in the following order as indicated by the thick arrows on the coolant circuit 210 shown in Figure 27: first pump 221, coolant input section 203, coolant layer 200, coolant output section 204, heating element 240, and first branch coolant passage 211.

[0136] The refrigerant circuit 310 operates in the same manner as shown in Figure 18.

[0137] As a result, similar to Figure 18, the refrigerant can use the heat obtained from the waste heat of the secondary battery 30 in the refrigerant layer 300 to warm the air inside the vehicle in the in-vehicle condenser 322.

[0138] Figure 28 is a diagram illustrating the second operating pattern of the thermal management system when heating the vehicle interior, according to the third configuration example.

[0139] The coolant circuit 210 is configured with the first pump 221 turned on, the heating element 240 turned on, and the three-way valve turned off. In this case, the coolant circulates in the following order, as indicated by the thick arrows on the coolant circuit 210 shown in Figure 28: first pump 221, coolant input section 203, coolant layer 200, coolant output section 204, the turned-on heating element 240, and the first branched coolant passage 211. The coolant is heated by the turned-on heating element 240.

[0140] The refrigerant circuit 310 operates in the same manner as shown in Figure 18.

[0141] As a result, similar to Figure 19, the refrigerant can use the heat obtained from the coolant heated by the heating heater 240, which is turned on in the refrigerant layer 300, to heat the air inside the vehicle in the in-vehicle condenser 322.

[0142] Figure 29 is a diagram illustrating a third operating pattern of the thermal management system when heating the vehicle interior, according to a third configuration example.

[0143] The coolant circuit 210 is configured with the first pump 221 turned on, the heating element 240 turned off, the first three-way valve 231 turned on, the second three-way valve 232 turned on, and the second pump 222 turned on. In this case, the coolant circulates in the following order as indicated by the thick arrows on the coolant circuit 210 shown in Figure 29: first pump 221, coolant input section 203, coolant layer 200, coolant output section 204, heating element 240, heat generating section 250, third branch coolant passage 213, second three-way valve 232, second pump 222, and first three-way valve 231. The coolant is heated by heat exchange with the heat generating section 250.

[0144] The refrigerant circuit 310 operates in the same manner as shown in Figure 18.

[0145] As a result, the refrigerant can use the heat obtained from the waste heat of the secondary battery 30 in the refrigerant layer 300 and the heat obtained from the coolant heated by the heat-generating unit 250 in the refrigerant layer 300 to heat the air inside the vehicle in the in-vehicle condenser 322.

[0146] Figure 30 is a diagram illustrating the fourth operating pattern of the thermal management system when heating the vehicle interior, according to the third configuration example.

[0147] The coolant circuit 210 operates in the same manner as shown in Figure 27.

[0148] The refrigerant circuit 310 operates in the same manner as shown in Figure 21.

[0149] As a result, similar to Figure 21, the refrigerant can be discharged to the outside of the vehicle in the external heat exchanger 323, allowing the secondary battery 30 to be sufficiently cooled in the refrigerant layer 300.

[0150] Figure 31 is a diagram illustrating the operation pattern of the thermal management system when cooling the vehicle interior, according to the third configuration example.

[0151] The refrigerant circuit 310 operates in the same manner as shown in Figure 22.

[0152] As a result, similar to Figure 22, the evaporator 324 can cool the air inside the vehicle without being affected by the waste heat of the secondary battery 30.

[0153] Figure 32 is a diagram illustrating the first operating pattern of the thermal management system for heating the secondary battery 30, according to the third configuration example.

[0154] The coolant circuit 210 is configured as follows: first pump 221 is turned on, heating element 240 is turned off, first three-way valve 231 is turned on, second three-way valve 232 is turned on, and second pump 222 is turned on. In this case, the coolant circulates in the following order as indicated by the thick arrows on the coolant circuit 210 shown in Figure 32: first pump 221, coolant input section 203, coolant layer 200, coolant output section 204, heating element 240, heat generating section 250, third branch coolant passage 213, second three-way valve 232, second pump 222, and first three-way valve 231. The coolant is heated by heat exchange with the heat generating section 250.

[0155] The refrigerant circuit 310 turns off the compressor 321.

[0156] As a result, similar to Figure 23, the coolant can use the heat obtained from the heat-generating unit 250 to warm the secondary battery 30 in the coolant layer 200.

[0157] Figure 33 is a diagram illustrating a second operating pattern of the thermal management system for heating the secondary battery 30, relating to a third configuration example.

[0158] The coolant circuit 210 is configured with the first pump 221 turned on, the heating element 240 turned on, and the first three-way valve 231 turned off. In this case, the coolant circulates in the following order as shown by the thick arrows on the coolant circuit 210 in Figure 33: first pump 221, coolant input section 203, coolant layer 200, coolant output section 204, heating element 240, and first branch coolant passage 211. The coolant is heated by the on heating element 240.

[0159] The refrigerant circuit 310 turns off the compressor 321.

[0160] As a result, similar to Figure 24, the coolant can use the heat obtained from the ON heating heater 240 to warm the secondary battery 30 in the coolant layer 200.

[0161] Figure 34 is a diagram illustrating the operation pattern of the thermal management system for cooling the secondary battery 30 in the third configuration example.

[0162] The coolant circuit 210 operates in the same manner as shown in Figure 25.

[0163] The refrigerant circuit 310 operates in the same manner as shown in Figure 25.

[0164] As a result, similar to Figure 25, the refrigerant can exchange heat with the coolant in the refrigerant layer 300, thereby cooling the secondary battery 30.

[0165] <System Configuration> Figure 35 shows an example configuration of the thermal management system according to the second configuration example, including the ECU500, etc. Note that the thermal management systems according to the first and third configuration examples may also have a configuration including the ECU500, etc., similar to Figure 35.

[0166] The thermal management system may include an ECU 500 that performs processing to realize the above-described operating patterns. Note that ECU 500 may be replaced with other terms such as processor, control unit, CPU, controller, or arithmetic unit.

[0167] As shown in Figure 35, the ECU 500 can control the on / off (speed control) of the compressor 321, the opening and closing of the first on-off valve 331, the opening and closing of the second on-off valve 332, the opening and closing of the third on-off valve 333, and the on / off of the fan of the external heat exchanger 323, for example, via the signal lines indicated by the dashed lines in Figure 35. The ECU 500 can also control the on / off of the first pump 221, the on / off of the second pump 222, the on / off of the heating heater 240, the on / off of the first three-way valve 231, and the on / off of the fan of the radiator 242, via the signal lines. The ECU 500 can receive a signal indicating the temperature of the secondary battery 30 from the battery temperature sensor 510, which measures the temperature of the secondary battery 30, via the signal lines. The ECU500 can receive a signal indicating the temperature of the coolant from the first coolant temperature sensor 511, which measures the temperature of the coolant before it enters the radiator 242 (or after it has passed through the heat-generating section 250), via a signal line.

[0168] <Flowchart> Figure 36 is a flowchart showing an example of processing performed by the ECU 500 of the thermal management system according to Embodiment 1. The ECU 500 may achieve each of the above-described operation patterns by performing the processing shown in Figure 36.

[0169] The ECU500 determines whether or not to use the heat from the coolant when heating the cabin (S101).

[0170] If the heat from the coolant is not used when heating the cabin (S101:NO), the ECU500 repeats the process in step S101.

[0171] When using the heat from the coolant to heat the cabin (S101: YES), ECU500 proceeds to the next step, S102.

[0172] The ECU500 closes the first on-off valve 331, closes the second on-off valve 332, opens the third on-off valve 333, closes the first EXV 341, turns on the first pump 221, and turns on the compressor 321 (S102). This corresponds to the operation pattern shown in Figures 9, 18, and 27.

[0173] The ECU 500 obtains the battery temperature Tbat of the secondary battery 30 from the battery temperature sensor 510 and determines whether "battery temperature Tbat < battery lower limit temperature Tmin" (S103). The battery lower limit temperature Tmin is a predetermined value, for example, 5 degrees.

[0174] Next, we will explain the case where "battery temperature Tbat < battery lower limit temperature Tmin" (S103: YES).

[0175] ECU500 turns on the second pump 222 and obtains the coolant temperature Twat1 of the coolant before it enters the radiator 242 from the first coolant temperature sensor 511 (S104).

[0176] ECU500 determines whether "coolant temperature Twat1 > battery temperature Tbat" (S105).

[0177] If "coolant temperature Twat1 > battery temperature Tbat" (S105: YES), the ECU 500 turns on the first three-way valve 231 and turns off the fan of the radiator 242 (S106). This corresponds to the operation pattern shown in Figures 11, 20, and 29. Then, the ECU 500 returns to step S101.

[0178] If "coolant temperature Twat1 ≤ battery temperature Tbat" (S105: NO), the ECU 500 turns on the heating element 240 (S107). This corresponds to the operation pattern shown in Figures 10, 19, and 28. The ECU 500 then returns to step S101.

[0179] Next, we will explain the case in step S103 where "battery temperature Tbat ≥ battery lower limit temperature Tmin" (S103:NO).

[0180] The ECU500 determines whether "battery temperature Tbat < battery upper temperature Tmax" (S110). The battery upper temperature Tmax is a predetermined value, for example, 40 degrees.

[0181] If "battery temperature Tbat < battery upper limit temperature Tmax" (S110: YES), ECU500 returns to step S101.

[0182] If "battery temperature Tbat ≥ battery upper limit temperature Tmax" (S110: NO), the ECU500 determines whether "compressor rotation speed Vc ≥ compressor upper limit rotation speed Vmax" (S111). The compressor upper limit rotation speed Vmax is a predetermined value, for example, 8300 rpm.

[0183] If "compressor rotation speed Vc ≥ compressor upper limit rotation speed Vmax" (S111: YES), the ECU 500 opens the first on-off valve 331, closes the third on-off valve 333, and turns on the fan of the external heat exchanger 323 (S112). This corresponds to the operation pattern shown in Figures 12, 21, and 30. Then, the ECU 500 returns to step S101.

[0184] If "compressor rotation speed Vc < compressor upper limit rotation speed Vmax" (S111: NO), ECU500 sets the compressor rotation speed Vc to "Vc + compressor rotation speed increase Vx" (S113). The compressor rotation speed increase Vx is a predetermined value, for example, 100 rpm. In other words, ECU500 increases the compressor rotation speed. Then, ECU500 returns to step S101.

[0185] Through the above process, the ECU 500 switches the operating patterns of the refrigerant circuit 310 and the coolant circuit 210 according to the temperature of the secondary battery 30, thereby appropriately controlling the temperature of the secondary battery 30, and also enabling heating of the vehicle interior using the refrigerant shared with the refrigerant layer 300 through heat exchange with the coolant and / or heat pump heating.

[0186] (Summary of Embodiment 1) Based on the description of Embodiment 1 above, the following technology is disclosed.

[0187] <Technology A1> The car body and, A passenger compartment located inside the aforementioned vehicle body, The first and second wheels are connected to the vehicle body, In the aforementioned vehicle body, a secondary battery is arranged along a predetermined surface, In the vehicle body, a heat exchange plate is arranged along the predetermined surface, An electric motor that drives at least the first wheel using power supplied from the secondary battery, The system comprises at least a compressor and an in-vehicle condenser capable of heat exchange with the air in the vehicle compartment, and a refrigerant circuit capable of moving the refrigerant between the compressor and the in-vehicle condenser, The heat exchange plate is The refrigerant circuit comprises a refrigerant input section into which the refrigerant discharged from the in-vehicle condenser enters the heat exchange plate, and a refrigerant output section into which the refrigerant exits the heat exchange plate to the compressor, A first coolant input / output unit for inputting and outputting coolant to the heat exchange plate, and a second coolant input / output unit for inputting and outputting coolant to the heat exchange plate, Equipped with, In the heat exchange plate, the refrigerant that enters from the refrigerant input section is configured to exit from the refrigerant output section, the coolant that enters from the first coolant input / output section is configured to exit from the second coolant input / output section, and the coolant that enters from the second coolant input / output section is configured to exit from the first coolant input / output section. In the vehicle, the refrigerant and the coolant are capable of heat exchange in the heat exchange plate, and the heat exchange plate is also capable of heat exchange with the secondary battery. The coolant that exits from the first coolant input / output section of the heat exchange plate can enter the second coolant input / output section. The refrigerant circulates at least through the compressor, the in-vehicle condenser, the heat exchange plate, and the compressor, thereby utilizing the heat generated by the secondary battery to warm the air in the vehicle's interior. vehicle.

[0188] <Technology A2> The vehicle described in Technical A1, The refrigerant circuit further includes an external heat exchanger between the in-vehicle condenser and the refrigerant input portion of the heat exchange plate. The refrigerant is movable between the compressor, the in-vehicle condenser, the external heat exchanger, and the refrigerant input section. The refrigerant circulates at least through the compressor, the in-vehicle condenser, the external heat exchanger, the heat exchange plate, and the compressor, thereby utilizing the heat from outside the vehicle and the heat generated by the secondary battery to warm the air in the vehicle's interior. vehicle.

[0189] <Technology A3> Vehicles described in Technology A1 or Technology A2, The heat exchange plate further comprises a coolant circuit in which the coolant exiting from the first coolant input / output section returns to the second coolant input / output section. The coolant circuit comprises at least a pump and a heating element that heats the coolant based on electrical energy. In the aforementioned cooling fluid circuit, the cooling fluid circulates between the heat exchange plate and the heating heater, The refrigerant circulates at least through the compressor, the in-vehicle condenser, the heat exchange plate, and the compressor, thereby utilizing the heat generated by the secondary battery and the heating element to warm the air in the vehicle cabin. vehicle.

[0190] <Technology A4> Vehicles described in Technology A1 or Technology A2, The heat exchange plate further comprises a coolant circuit in which the coolant exiting from the first coolant input / output section returns to the second coolant input / output section. The cooling fluid circuit comprises at least a pump and an electric motor heat exchanger that heats the cooling fluid based on the heat generated by the electric motor. In the aforementioned cooling fluid circuit, the cooling fluid circulates between the heat exchange plate and the motor heat exchanger, The refrigerant circulates at least through the compressor, the in-vehicle condenser, the heat exchange plate, and the compressor, thereby utilizing the heat generated by the secondary battery and the electric motor to warm the air in the vehicle compartment. vehicle.

[0191] <Technology A5> Vehicles described in Technical A3 or Technical A4, The aforementioned coolant circuit is An inverter heat exchanger that exchanges heat with an inverter that converts the DC power of the secondary battery into AC power to drive the motor, A converter heat exchanger that exchanges heat with a converter that converts the AC power generated by the regeneration of the electric motor into DC power used to charge the secondary battery, A charger that charges the secondary battery based on external power, and a charger heat exchanger that exchanges heat, or An ECU heat exchanger that exchanges heat with the ECU, which performs information processing related to the vehicle. comprising at least one of the following: vehicle.

[0192] <Technology A6> The car body and, A passenger compartment located inside the aforementioned vehicle body, The first and second wheels are connected to the vehicle body, In the aforementioned vehicle body, a secondary battery is arranged along a predetermined surface, A thermal management system that can be mounted on a vehicle, comprising an electric motor that drives at least the first wheel using power supplied from the secondary battery, In the vehicle body, a heat exchange plate is arranged along the predetermined surface, The system comprises at least a compressor and an in-vehicle condenser capable of heat exchange with the air in the vehicle compartment, and a refrigerant circuit capable of moving the refrigerant between the compressor and the in-vehicle condenser, The heat exchange plate is The refrigerant circuit comprises a refrigerant input section into which the refrigerant discharged from the in-vehicle condenser enters the heat exchange plate, and a refrigerant output section into which the refrigerant exits the heat exchange plate to the compressor, The vehicle body comprises a first coolant input / output unit for inputting and outputting coolant to the heat exchange plate, and a second coolant input / output unit for inputting and outputting coolant to the heat exchange plate, and the vehicle body comprises a heat exchange plate that can be arranged along the predetermined surface, The refrigerant that enters from the refrigerant input unit is configured to exit from the refrigerant output unit, the coolant that enters from the first coolant input / output unit is configured to exit from the second coolant input / output unit, and the coolant that enters from the second coolant input / output unit is configured to exit from the first coolant input / output unit. In the heat exchange plate, the refrigerant and the coolant are capable of exchanging heat, and the heat exchange plate is also capable of exchanging heat with the secondary battery. The coolant that exits from the first coolant input / output section of the heat exchange plate can enter the second coolant input / output section. The refrigerant circulates at least through the compressor, the in-vehicle condenser, the heat exchange plate, and the compressor, thereby enabling the use of the heat generated by the secondary battery to warm the air in the vehicle cabin. Thermal management system.

[0193] <Technology A7> A thermal management system as described in Technical A6, The refrigerant circuit further includes an external heat exchanger between the in-vehicle condenser and the refrigerant input portion of the heat exchange plate. The refrigerant is movable between the compressor, the in-vehicle condenser, the external heat exchanger, and the refrigerant input section. The refrigerant circulates at least through the compressor, the in-vehicle condenser, the external heat exchanger, the heat exchange plate, and the compressor, thereby enabling the use of external heat and the heat generated by the secondary battery to warm the air in the vehicle's interior. Thermal management system.

[0194] <Technology A8> A thermal management system as described in Technical A6 or Technical A7, The heat exchange plate further comprises a coolant circuit in which the coolant exiting from the first coolant input / output section returns to the second coolant input / output section. The coolant circuit comprises at least a pump and a heating element that heats the coolant based on electrical energy. In the aforementioned cooling fluid circuit, the cooling fluid circulates between the heat exchange plate and the heating heater, The refrigerant circulates at least through the compressor, the in-vehicle condenser, the heat exchange plate, and the compressor, thereby enabling the use of the heat generated by the secondary battery and the heating element to warm the air in the vehicle cabin. Thermal management system.

[0195] <Technology A9> A thermal management system as described in Technical A6 or Technical A7, The heat exchange plate further comprises a coolant circuit in which the coolant exiting from the first coolant input / output section returns to the second coolant input / output section. The cooling fluid circuit comprises at least a pump and an electric motor heat exchanger that heats the cooling fluid based on the heat generated by the electric motor. In the aforementioned cooling fluid circuit, the cooling fluid circulates between the heat exchange plate and the motor heat exchanger, The refrigerant circulates at least through the compressor, the in-vehicle condenser, the heat exchange plate, and the compressor, thereby utilizing the heat generated by the secondary battery and the electric motor to heat the air in the vehicle compartment. Thermal management system.

[0196] <Technology A10> A thermal management system as described in Technical A8 or Technical A9, The aforementioned coolant circuit is An inverter heat exchanger that exchanges heat with an inverter that converts the DC power of the secondary battery into AC power to drive the motor, A converter heat exchanger that exchanges heat with a converter that converts the AC power generated by the regeneration of the electric motor into DC power used to charge the secondary battery, A charger that charges the secondary battery based on external power, and a charger heat exchanger that exchanges heat, or An ECU heat exchanger that exchanges heat with the ECU, which performs information processing related to the vehicle. comprising at least one of the following: Thermal management system.

[0197] (Embodiment 2) Embodiment 2 describes a vehicle, a thermal management system, and a vehicle control method that can share a refrigerant between a hybrid heat exchange plate 100 and an in-vehicle air conditioner. In particular, when the secondary battery 30 is heated using a coolant in the hybrid heat exchange plate 100, a technology for efficiently heating the secondary battery 30 by suppressing the loss of heat from the coolant to the refrigerant will be described. In Embodiment 2, components already described in Embodiment 1 will be given common reference numerals and their descriptions may be omitted.

[0198] <System Configuration> Figure 37 shows an example of the configuration of the thermal management system according to Embodiment 2.

[0199] The thermal management system according to Embodiment 2 comprises a refrigerant circuit 310, a coolant circuit 210, a heat exchange plate 100, and an ECU 500.

[0200] The refrigerant circuit 310 includes a compressor 321, a condenser 325, an evaporator 324, and a refrigerant input section 301 and a refrigerant output section 302 of the refrigerant layer 300 in the heat exchange plate 100.

[0201] The refrigerant circuit 310 further includes a first EXV 341 positioned between the condenser 325 and the evaporator 324, which controls the flow rate of refrigerant entering (or leaving) the evaporator 324. In this embodiment, suppressing the flow rate of refrigerant entering (or leaving) the evaporator 324 to 0 or nearly 0 may be described as closing the first EXV 341.

[0202] The refrigerant circuit 310 further includes a second EXV 342 that controls the flow rate of refrigerant entering the refrigerant input section 301 (or exiting the refrigerant output section 302). In this embodiment, suppressing the flow rate of refrigerant entering the refrigerant input section 301 (or exiting the refrigerant output section 302) to 0 or nearly 0 may be described as closing the second EXV 342.

[0203] The coolant circuit 210 includes a first pump 221, a coolant input section 203 and a coolant output section 204 of the coolant layer 200 in the heat exchange plate 100, a heating heater 240, a heat generating section 250, a radiator 242, a second pump 222, and a first three-way valve 231. The heat generating section 250 is a device that exchanges heat with a device that generates heat during operation, provided by the vehicle 1. The heat generating section 250 may include, for example, at least one of the following: an electric motor heat exchanger 251 that exchanges heat with an electric motor, a charger heat exchanger 252 that exchanges heat with a charger, an inverter heat exchanger 253 that exchanges heat with an inverter, a converter heat exchanger 254 that exchanges heat with a converter, and an ECU heat exchanger 255 that exchanges heat with an ECU 500.

[0204] The cooling fluid circuit 210 further includes a first branch cooling fluid passage 211 connecting a location between the first three-way valve 231 and the first pump 221 and a location between the heating heater 240 and the heat generating section 250.

[0205] The coolant circuit 210 further includes a first three-way valve 231 and a second branch coolant passage 212 connecting the heating heater 240 and the heat-generating section 250 to a location closer to the heat-generating section 250 than the first branch coolant passage 211.

[0206] When the first three-way valve 231 is ON, it opens the path from the second pump 222 to the first pump 221 and closes the path to the second branch coolant passage 212. When the first three-way valve 231 is OFF, it opens the path to the second branch coolant passage 212 and closes the path from the second pump 222 to the first pump 221.

[0207] As shown in Figure 37, the ECU 500 can control the on / off (speed control) of the compressor 321 and the on / off of the second EXV 342, for example, via the signal lines indicated by the dashed lines in Figure 37. The ECU 500 can also control the on / off of the first pump 221 and the second pump 222, the on / off of the heating element 240, the on / off of the first three-way valve 231, and the on / off of the radiator 242 fan via the signal lines. The ECU 500 can receive signals from the battery temperature sensor 510, which measures the temperature of the secondary battery 30, via the signal lines. The ECU 500 can receive signals indicating the temperature of the coolant from the first coolant temperature sensor 511, which measures the temperature of the coolant before it enters the radiator 242 (or the coolant after it has passed through the heat-generating section 250). The ECU 500 can receive a signal indicating the temperature of the coolant from the second coolant temperature sensor 512, which measures the temperature of the coolant before it enters the coolant input section 203, via a signal line. The ECU 500 can also receive a signal indicating the outside temperature from the outside temperature sensor 513, which measures the temperature of the outside air, via a signal line.

[0208] When air conditioning is performed inside the vehicle, the refrigerant circuit 310 turns on the compressor 321, opens the first EXV 341, and turns on the fan of the evaporator 324. At this time, by controlling the opening and closing of the second EXV 342 to adjust the flow rate of refrigerant input to (or output from) the refrigerant layer 300, the refrigerant can be shared to cool the secondary battery 30.

[0209] On the other hand, when heating the secondary battery 30, the coolant circuit 210 may, for example, have the first pump 221 turned on, the heating heater 240 turned on, and the first three-way valve 231 turned off. In this case, the coolant circulates in the following order: first pump 221, coolant input section 203, coolant layer 200, coolant output section 204, heating heater 240, and first branched coolant passage 211. The coolant can heat the secondary battery 30 in the coolant layer 200 using the heat obtained from the turned-on heating heater 240. Alternatively, when heating the secondary battery 30, the coolant circuit 210 may, for example, have the first pump 221 turned on, the heating heater 240 turned off, and the first three-way valve 231 turned on. In this case, the coolant circulates in the following order: first pump 221, coolant input section 203, coolant layer 200, coolant output section 204, heating heater 240, heat generating section 250, radiator 242, second pump 222, and first three-way valve 231. The coolant can use the heat obtained from the heat generating section 250 to heat the secondary battery 30 in the coolant layer 200.

[0210] However, when the refrigerant used to cool the air inside the vehicle enters the refrigerant layer 300, that refrigerant absorbs heat from the coolant, reducing the efficiency of heating the secondary battery 30 by the coolant.

[0211] Therefore, in this embodiment, when the secondary battery 30 is heated while the vehicle interior is being air-conditioned, the refrigerant is appropriately discharged from the refrigerant layer 300. This suppresses the refrigerant from absorbing heat from the coolant in the refrigerant layer 300, allowing the coolant to efficiently heat the secondary battery 30. Next, the timing of refrigerant discharge will be explained in detail.

[0212] <Timing of refrigerant discharge> Figure 38 is a diagram illustrating the refrigerant discharge timing according to Embodiment 2.

[0213] In this embodiment, the point in time when heating begins to the secondary battery 30 via the coolant flowing through the coolant circuit 210 and the heat exchange plate 100, utilizing the heat generated by the heat-generating unit 250, is defined as the reference point. In Figure 38, the thick arrows indicate the coolant discharge period.

[0214] As shown in Figure 38(a), the ECU 500 may start discharging the refrigerant from the heat exchange plate 100 into the refrigerant circuit 310 between the reference time and the first time point one hour prior. Alternatively, as shown in Figure 38(b), the ECU 500 may start discharging the refrigerant from the heat exchange plate 100 into the refrigerant circuit 310 between the reference time and the second time point two hours later.

[0215] As shown in Figure 38(c), the ECU 500 may complete the discharge of the refrigerant from the heat exchange plate 100 into the refrigerant circuit 310 between the reference time and the third time point, which is less than the first time and three hours prior. Alternatively, as shown in Figure 38(d), the ECU 500 may complete the discharge of the refrigerant from the heat exchange plate 100 into the refrigerant circuit 310 between the reference time and the fourth time point, which is four hours later.

[0216] According to the above process, when the heated coolant warms the secondary battery 30, the refrigerant is discharged from the refrigerant layer 300 at an appropriate timing and duration, thereby suppressing the refrigerant from absorbing heat from the coolant at the heat exchange plate 100. Therefore, the coolant in the coolant layer 200 can efficiently warm the secondary battery 30.

[0217] <Flowchart> Figure 39 is a flowchart showing an example of processing performed by the ECU 500 of the thermal management system according to Embodiment 2.

[0218] The ECU 500 obtains the battery temperature Tbat from the battery temperature sensor 510, the ambient temperature Tair from the ambient temperature sensor 513, and the coolant temperature Twat2 of the coolant entering the coolant input section 203 from the second coolant temperature sensor 512 (S201).

[0219] The ECU500 determines whether "battery temperature Tbat < battery lower limit temperature Tmin" (S202). The battery lower limit temperature Tmin is a predetermined value, for example, 5 degrees.

[0220] When "battery temperature Tbat ≥ battery lower limit temperature Tmin" (S202: NO), the ECU 500 returns the process to step S201.

[0221] When "battery temperature Tbat < battery lower limit temperature Tmin" (S202: YES), the ECU 500 closes the second EXV 342, initializes the elapsed time Ti to 0, and turns on the compressor 321 (S203). That is, the ECU 500 suppresses the refrigerant flowing into the refrigerant input section 301 by the second EXV 342 and discharges the refrigerant of the heat exchange plate 100 to the refrigerant circuit 310 by operating the compressor 321.

[0222] The ECU 500 determines whether "elapsed time Ti > refrigerant recovery operation time Tx" (S204). The refrigerant recovery operation time Tx is a predetermined value, for example, 1 minute. Alternatively, the refrigerant recovery operation time Tx may be the time indicated by the thick arrow in FIG. 35. The elapsed time Ti increases with the passage of time.

[0223] When "elapsed time Ti ≤ refrigerant recovery operation time Tx" (S204: NO), the ECU 500 repeats step S204. Thereby, the refrigerant is discharged from the refrigerant layer 300 and recovered by the compressor 321.

[0224] When "elapsed time Ti > refrigerant recovery operation time Tx" (S204: YES), the ECU 500 determines whether "coolant temperature Twat2 of the refrigerant liquid entering the coolant input section 203 > battery temperature Tbat" (S205).

[0225] When "coolant temperature Twat2 of the coolant entering the coolant input section 203 > battery temperature Tbat" (S205: YES), the ECU 500 turns on the first pump 221 (S206). Thereby, the secondary battery 30 is heated by the coolant having a temperature higher than the battery temperature Tbat. Then, the ECU 500 returns the process to step S201.

[0226] When "the coolant temperature Twat2 of the coolant entering the coolant input section 203 ≤ the battery temperature Tbat" (S205: NO), the ECU 500 turns on the second pump 222 and acquires the coolant temperature Twat1 of the coolant entering the radiator 242 from the first coolant temperature sensor 511 (S207). Note that the coolant entering the radiator 242 is heated by utilizing the heat generated by the heat generating section 250.

[0227] The ECU 500 determines whether "the coolant temperature Twat1 of the coolant entering the radiator 242 > the battery temperature Tbat" (S208).

[0228] When "the coolant temperature Twat1 of the coolant entering the radiator 242 > the battery temperature Tbat" (S208: YES), the ECU 500 turns on the first pump 221 and turns on the first three-way valve 231 (S209). That is, when the battery temperature Tat of the secondary battery 30 is less than a predetermined threshold value (for example, the battery lower limit temperature Tmin), the ECU 500 may start heating the secondary battery 30 with respect to the coolant flowing through the coolant circuit 210 and via the heat exchange plate 100 by utilizing the heat generated by the heat generating section 250. In other words, the first pump 211 sends the coolant heated by utilizing the heat generated by the heat generating section 250 to the coolant input section 203. At this time, the ECU 500 may suppress or stop the rotation of the fan provided in the radiator 242 as compared with the case where the coolant is not used for heating the secondary battery 30. This is to prevent the coolant heated by utilizing the heat generated by the heat generating section 250 from being cooled by the fan of the radiator 242. Thereby, the secondary battery 30 can be heated by the coolant having a temperature higher than the battery temperature Tbat and heated by utilizing the heat generated by the heat generating section 250. Then, the ECU 500 returns the process to step S201.

[0229] When "the coolant temperature Twat1 of the coolant entering the radiator 242 ≤ the battery temperature Tbat" (S208: NO), the ECU 500 determines whether "the outside air temperature Tair > the battery temperature Tbat" (S210).

[0230] If "ambient temperature Tair > battery temperature Tbat" (S210: YES), the ECU 500 turns on the first pump 221, the radiator fan 242, and the first three-way valve 231 (S211). This warms the secondary battery 30 with the coolant heated by the ambient temperature Tair, which is higher than the battery temperature Tbat. The ECU 500 then returns to step S201.

[0231] If "ambient temperature Tair ≤ battery temperature Tbat" (S210: NO), the ECU 500 turns on the first pump 221, turns on the heating heater 240, and turns off the first three-way valve 231 (S212). In this case, the coolant circulates through the first pump 221, coolant input section 203, coolant layer 200, coolant output section 204, heating heater 240, and first branched coolant passage 211. This allows the secondary battery 30 to be heated by the coolant heated by the heating heater 240. In this case, the coolant heated by the heat generated by the heat generating section 250 does not have to be used to heat the secondary battery 30, and may circulate through the radiator 242, second pump 222, first three-way valve 231, second branched coolant passage 212, and heat generating section 250. In other words, if the heat generated by the heat-generating unit 250 is not used to heat the coolant flowing through the coolant circuit 210 and the secondary battery 30 via the heat exchange plate 100, the coolant output from the radiator 242 may have a flow path that returns the coolant to the radiator 242 without being input to the coolant input unit 203. Then, the ECU 500 returns to step S201.

[0232] Through the above process, the coolant is appropriately heated in the coolant circuit 210 according to the situation, and the secondary battery 30 can be efficiently heated in the coolant layer 200.

[0233] <Variation> Figure 40 shows a modified example of the configuration of the thermal management system according to Embodiment 2. The coolant circuit 210 may have the following components added to the coolant circuit 210 shown in Figure 37.

[0234] The coolant circuit 210 further includes a third three-way valve 233 located between the first pump 221 and the first three-way valve 231, and between the first branch coolant passage 211 and the second branch coolant passage 212.

[0235] The coolant circuit 210 further includes a fourth branch coolant passage 214 connecting the location between the heating element 240 and the second branch coolant passage 212 to the third three-way valve 233.

[0236] The cooling fluid circuit 210 further includes a fifth branch cooling fluid passage 215 that connects a position between the first three-way valve 231 and the third three-way valve 233 with a position between the heating heater 240 and the heat-generating section 250, and between the second branch cooling fluid passage 212 and the fourth branch cooling fluid passage 214.

[0237] The fourth branch coolant passage 214 contains the third pump 223, a heating heater 243, and a heater core 244. The heating heater 243 generates heat using electrical energy and can heat the coolant passing through the fourth branch coolant passage 214. The heater core 244 is installed in the air conditioner inside the vehicle and is a heat exchanger that exchanges heat between the relatively high temperature coolant passing through the fourth branch coolant passage 214 and the relatively low temperature air inside the vehicle to generate warm air at an appropriate temperature.

[0238] The coolant circuit 210, which is a modified example shown in Figure 40, can also heat the coolant, and the heated coolant can then be used to heat the secondary battery 30 in the coolant layer 200.

[0239] (Summary of Embodiment 2) The following technology is disclosed based on the description of Embodiment 2 above.

[0240] <Technology B1> The car body and, The first and second wheels are connected to the vehicle body, In the aforementioned vehicle body, a secondary battery is arranged along a predetermined surface, In the vehicle body, a heat exchange plate is arranged along the predetermined surface, An electric motor that drives at least the first wheel using the power supplied from the secondary battery, and The heat exchange plate has A refrigerant input section where refrigerant enters the heat exchange plate, and a refrigerant output section where the refrigerant exits the heat exchange plate, A first coolant input / output section where coolant enters and exits the heat exchange plate, and a second coolant input / output section where coolant enters and exits the heat exchange plate, and is provided with <了 In the heat exchange plate, the refrigerant entering from the refrigerant input section is set to exit from the refrigerant output section, the coolant entering from the first coolant input / output section is set to exit from the second coolant input / output section, and the coolant entering from the second coolant input / output section is set to exit from the first coolant input / output section. In the heat exchange plate, the refrigerant and the coolant can exchange heat, and the heat exchange plate is a vehicle that can exchange heat with the secondary battery. Connected to the refrigerant input section and the refrigerant output section, having at least a compressor and a condenser, and a refrigerant circuit through which the refrigerant flows, Further provided with a coolant circuit connected to the first coolant input / output section and the second coolant input / output section, through which the coolant flows at least to a heat generating section. Using the heat generated by the heat generating section, taking as a reference time point the time when starting to warm the coolant flowing through the coolant circuit and the secondary battery via the heat exchange plate, between the reference time point and a first time point one hour before, or between the reference time point and a second time point two hours after, starting to discharge the refrigerant of the heat exchange plate into the refrigerant circuit. Vehicle.

[0241] <Technology B2> A vehicle according to Technology B1, Further provided with a control circuit, The control circuit starts to discharge the refrigerant of the heat exchange plate into the refrigerant circuit between the reference time point and the first time point one hour before, or between the reference time point and the second time point two hours after. To make it so. vehicle.

[0242] <Technology B3> Vehicles described in Technology B1 or Technology B2, The aforementioned heating element is A heater that generates heat using electricity. A motor heat exchanger capable of exchanging heat with the aforementioned motor, A charger that charges the secondary battery based on power from outside the vehicle, and a charger heat exchanger capable of heat exchange, or An inverter that converts the DC power of the secondary battery into AC power to be supplied to the electric motor, and an inverter heat exchanger capable of heat exchange, At least one of the following: vehicle.

[0243] <Technology B4> A vehicle described in any one of the following technical items B1 to B3: Using the heat generated by the heating element, the point in time when heating begins to the secondary battery via the coolant flowing through the coolant circuit and the heat exchange plate is designated as the reference point, and between the reference point and the first time point one hour prior, the refrigerant from the heat exchange plate is discharged into the refrigerant circuit. Between the aforementioned reference time and a third time point that is less than the first time and is three hours prior, the discharge of the refrigerant from the heat exchange plate into the refrigerant circuit is completed. vehicle.

[0244] <Technology B5> A vehicle described in any one of the following technical items B1 to B3: Using the heat generated by the heating element, the point in time when heating begins to the secondary battery via the coolant flowing through the coolant circuit and the heat exchange plate is designated as the reference point, and between the reference point and the first time point one hour prior, the refrigerant from the heat exchange plate is discharged into the refrigerant circuit. Between the aforementioned reference time and the fourth time point four hours later, the discharge of the refrigerant from the heat exchange plate into the refrigerant circuit is completed. vehicle.

[0245] <Technology B6> A vehicle described in any one of the following technical items B1 to B5: The refrigerant circuit further includes a valve positioned between the condenser and the refrigerant input section, which is capable of adjusting the amount of refrigerant supplied to the refrigerant input section. The valve suppresses the flow of the refrigerant into the refrigerant input section, and by operating the compressor, the refrigerant from the heat exchange plate is discharged into the refrigerant circuit. vehicle.

[0246] <Technology B7> A vehicle described in any one of the following technical items B1 to B6: When the temperature of the secondary battery is below a predetermined threshold, the heat generated by the heating element is used to start heating the secondary battery via the coolant flowing through the coolant circuit and the heat exchange plate. vehicle.

[0247] <Technology B8> A vehicle described in any one of the following technical items B1 to B7: The cooling fluid circuit has a pump, The pump sends the coolant, heated using the heat generated by the heating element, to the first coolant input / output unit or the second coolant input / output unit. vehicle.

[0248] <Technology B9> A vehicle described in any one of the following technical items B1 to B8: The coolant circuit further includes a radiator to which the coolant, heated using the heat generated by the heat-generating section, is input. The coolant output from the radiator is input to the first coolant input / output unit. When using the heat generated by the heating element to heat the secondary battery through the coolant flowing in the coolant circuit and the heat exchange plate, the rotation of the fan of the radiator is suppressed compared to when heating is not performed. vehicle.

[0249] <Technology B10> The vehicle described in Technical B9, The cooling fluid circuit has a flow path that, when the cooling fluid flowing through the cooling fluid circuit and the secondary battery are not heated using the heat generated by the heating element, the cooling fluid output from the radiator does not enter the first cooling fluid input / output unit but returns to the radiator. vehicle.

[0250] <Technology B11> The car body and, The first and second wheels are connected to the vehicle body, In the aforementioned vehicle body, a secondary battery is arranged along a predetermined surface, In the vehicle body, a heat exchange plate is arranged along the predetermined surface, The system includes an electric motor that drives at least the first wheel using power supplied from the secondary battery, The heat exchange plate is A refrigerant input section into which the refrigerant enters the heat exchange plate, and a refrigerant output section into which the refrigerant exits the heat exchange plate, A first coolant input / output unit for inputting and outputting coolant to the heat exchange plate, and a second coolant input / output unit for inputting and outputting coolant to the heat exchange plate, Equipped with, In the heat exchange plate, the refrigerant that enters from the refrigerant input section is configured to exit from the refrigerant output section, the coolant that enters from the first coolant input / output section is configured to exit from the second coolant input / output section, and the coolant that enters from the second coolant input / output section is configured to exit from the first coolant input / output section. In the heat exchange plate, the refrigerant and the coolant are capable of exchanging heat, and the heat exchange plate is also capable of exchanging heat with the secondary battery. A refrigerant circuit is connected to the refrigerant input and refrigerant output sections and has at least a compressor and a condenser through which the refrigerant flows. A vehicle control method usable in a vehicle further comprising a coolant circuit connected to the first coolant input / output unit and the second coolant input / output unit, wherein the coolant flows to at least the heat-generating part, Using the heat generated by the heating element, the point in time when heating begins to the secondary battery via the coolant flowing through the coolant circuit and the heat exchange plate is defined as the reference point, and between the reference point and the first point in time which is 1 hour prior, or between the reference point and the second point in time which is 2 hours later, the refrigerant from the heat exchange plate is discharged into the refrigerant circuit. Vehicle control method.

[0251] <Technology B12> A vehicle control method described in Technical 11, The aforementioned vehicle is further equipped with a control circuit, Vehicle control method.

[0252] <Technology B13> A vehicle control method described in Technology 11 or Technology B12, The aforementioned heating element is A heater that generates heat using electricity. A motor heat exchanger capable of exchanging heat with the aforementioned motor, A charger that charges the secondary battery based on power from outside the vehicle, and a charger heat exchanger capable of heat exchange, or An inverter that converts the DC power of the secondary battery into AC power to be supplied to the electric motor, and an inverter heat exchanger capable of heat exchange, At least one of the following: Vehicle control method.

[0253] <Technology B14> A vehicle control method described in any one of the items B11 to B13 of the Technical Sections, Using the heat generated by the heating element, the point in time when heating begins to the secondary battery via the coolant flowing through the coolant circuit and the heat exchange plate is designated as the reference point, and between the reference point and the first time point one hour prior, the refrigerant from the heat exchange plate is discharged into the refrigerant circuit. Between the aforementioned reference time and a third time point that is less than the first time and is three hours prior, the discharge of the refrigerant from the heat exchange plate into the refrigerant circuit is completed. Vehicle control method.

[0254] <Technology B15> A vehicle control method described in any one of the technical items B11 to B14, Using the heat generated by the heating element, the point in time when heating begins to the secondary battery via the coolant flowing through the coolant circuit and the heat exchange plate is designated as the reference point, and between the reference point and the first time point one hour prior, the refrigerant from the heat exchange plate is discharged into the refrigerant circuit. Between the aforementioned reference time and the fourth time point four hours later, the discharge of the refrigerant from the heat exchange plate into the refrigerant circuit is completed. Vehicle control method.

[0255] <Technology B16> A vehicle control method described in any one of the technical items B11 to B15, The refrigerant circuit further includes a valve positioned between the condenser and the refrigerant input section, which is capable of adjusting the amount of refrigerant supplied to the refrigerant input section. The valve suppresses the flow of the refrigerant into the refrigerant input section, and by operating the compressor, the refrigerant from the heat exchange plate is discharged into the refrigerant circuit. Vehicle control method.

[0256] <Technology B17> A vehicle control method described in any one of the items B11 to B16 of the Technical Standards, When the temperature of the secondary battery is below a predetermined threshold, the heat generated by the heating element is used to start heating the secondary battery via the coolant flowing through the coolant circuit and the heat exchange plate. Vehicle control method.

[0257] <Technology B18> A vehicle control method described in any one of the items B11 to B17 of the Technical Sections, The cooling fluid circuit has a pump, The pump sends the coolant, heated using the heat generated by the heating element, to the first coolant input / output unit or the second coolant input / output unit. Vehicle control method.

[0258] <Technology B19> A vehicle control method described in any one of the items B11 to B18 of the Technical Standards, The coolant circuit further includes a radiator to which the coolant, heated using the heat generated by the heat-generating section, is input. The coolant output from the radiator is input to the first coolant input / output unit. When using the heat generated by the heating element to heat the secondary battery through the coolant flowing through the coolant circuit and the heat exchange plate, the rotation of the fan provided by the radiator is suppressed compared to when heating is not performed. Vehicle control method.

[0259] <Technology B20> A vehicle control method described in Technical B19, The cooling fluid circuit has a flow path that, when the cooling fluid flowing through the cooling fluid circuit and the secondary battery are not heated using the heat generated by the heating element, the cooling fluid output from the radiator does not enter the first cooling fluid input / output unit but returns to the radiator. Vehicle control method.

[0260] While embodiments have been described above with reference to the attached drawings, this disclosure is not limited to such examples. It is clear to those skilled in the art that various modifications, alterations, substitutions, additions, deletions, and equivalents can be conceived within the scope of the claims, and these are also understood to fall within the technical scope of this disclosure. Furthermore, the components of the embodiments described above can be combined in any way without departing from the spirit of the invention. [Industrial applicability]

[0261] The technology disclosed herein is useful for vehicles that use a hybrid heat exchange plate to regulate the temperature of a secondary battery. [Explanation of symbols]

[0262] 1 vehicle 2 car bodies 3 wheels 3a 1st wheel 3b 2nd wheel 4 Electric motor 10 battery packs 20 cabinets 30 Secondary battery 71 First end 72 Second end 100 Heat exchange plate 101 Page 1 102 Side 2 200 Coolant layer 201 First Coolant Input / Output Section 202 Second Coolant Input / Output Section 203 Coolant input section 204 Coolant output section 210 Coolant circuit 211 First branch coolant passage 212 Second branch coolant passage 213 Third branch cooling fluid passage 214 Fourth branch coolant passage 215 Fifth branch coolant passage 221 Pump No. 1 222 Pump No. 2 223 Third Pump 231 First three-way valve 232 Second three-way valve 233 Third three-way valve 240 Heating heater 242 Radiator 243 Heating heater 244 Heater Core 250 Heat-generating section 251 Electric motor heat exchanger 252 Charger heat exchanger 253 Inverter Heat Exchanger 254 Converter Heat Exchanger 255 ECU heat exchanger 300 refrigerant layer 301 Refrigerant input section 302 Refrigerant output section 310 Refrigerant Circuit Route 311 Bypass 312 Branch refrigerant circuit 321 Compressor 322 In-car capacitor 323 External heat exchanger 324 Evaporator 325 Capacitor 330 Orifice Valve 331 First shut-off valve 332 Second shut-off valve 333 Third valve 341 First EXV 342 2nd EXV 510 Battery Temperature Sensor 511 First coolant temperature sensor 512 Second coolant temperature sensor 513 Outdoor temperature sensor Tair outside temperature Tbat battery temperature Tmax Battery upper limit temperature Tmin Battery lower limit temperature Twat1 Coolant temperature of the coolant entering the radiator Twat2 Coolant temperature of the coolant entering the coolant input section Vc Compressor rotation speed Vmax Compressor maximum rotation speed Vx Compressor rotation speed increase

Claims

1. The car body and, The first and second wheels are connected to the vehicle body, In the aforementioned vehicle body, a secondary battery is arranged along a predetermined surface, In the vehicle body, a heat exchange plate is arranged along the predetermined surface, The system includes an electric motor that drives at least the first wheel using power supplied from the secondary battery, The heat exchange plate is A refrigerant input section into which the refrigerant enters the heat exchange plate, and a refrigerant output section into which the refrigerant exits the heat exchange plate, A first coolant input / output unit that inputs and outputs coolant to the heat exchange plate, and a second coolant input / output unit that inputs and outputs coolant to the heat exchange plate, Equipped with, In the heat exchange plate, the refrigerant that enters from the refrigerant input section is configured to exit from the refrigerant output section, the coolant that enters from the first coolant input / output section is configured to exit from the second coolant input / output section, and the coolant that enters from the second coolant input / output section is configured to exit from the first coolant input / output section. In the vehicle, the refrigerant and the coolant are capable of heat exchange in the heat exchange plate, and the heat exchange plate is also capable of heat exchange with the secondary battery. A refrigerant circuit is connected to the refrigerant input and refrigerant output sections and has at least a compressor and a condenser through which the refrigerant flows. The system further comprises a coolant circuit connected to the first coolant input / output unit and the second coolant input / output unit, through which the coolant flows at least to the heat-generating section, Using the heat generated by the heating element, the point in time when heating begins to the secondary battery via the coolant flowing through the coolant circuit and the heat exchange plate is defined as the reference point, and between the reference point and the first point in time one hour prior, or between the reference point and the second point in time two hours later, the refrigerant from the heat exchange plate is discharged into the refrigerant circuit. The cooling fluid circuit has a pump, The pump sends the coolant, heated using the heat generated by the heating element, to the first coolant input / output unit or the second coolant input / output unit. The coolant circuit further includes a radiator to which the coolant, heated using the heat generated by the heat-generating section, is input. The coolant output from the radiator is input to the first coolant input / output unit. When using the heat generated by the heating element to heat the secondary battery through the coolant flowing in the coolant circuit and the heat exchange plate, the rotation of the fan of the radiator is suppressed compared to when heating is not performed. vehicle.

2. A vehicle according to claim 1, Furthermore, it is equipped with a control circuit. The control circuit starts discharging the refrigerant from the heat exchange plate to the refrigerant circuit between the reference time and the first time, which is one hour prior, or between the reference time and the second time, which is two hours later. To make it so vehicle.

3. A vehicle according to claim 1, The aforementioned heating element is A heater that generates heat using electricity. A motor heat exchanger capable of exchanging heat with the aforementioned motor, A charger that charges the secondary battery based on power from outside the vehicle, and a charger heat exchanger capable of heat exchange, or An inverter that converts the DC power of the secondary battery into AC power to be supplied to the electric motor, and an inverter heat exchanger capable of heat exchange, At least one of the following: vehicle.

4. A vehicle according to claim 1, Using the heat generated by the heating element, the point in time when heating begins to the secondary battery via the coolant flowing through the coolant circuit and the heat exchange plate is designated as the reference point, and between the reference point and the first time point one hour prior, the refrigerant from the heat exchange plate is discharged into the refrigerant circuit. Between the aforementioned reference time and a third time point that is less than the first time and is three hours prior, the discharge of the refrigerant from the heat exchange plate into the refrigerant circuit is completed. vehicle.

5. A vehicle according to claim 1, Using the heat generated by the heating element, the point in time when heating begins to the secondary battery via the coolant flowing through the coolant circuit and the heat exchange plate is designated as the reference point, and between the reference point and the first time point one hour prior, the refrigerant from the heat exchange plate is discharged into the refrigerant circuit. Between the aforementioned reference time and the fourth time point four hours later, the discharge of the refrigerant from the heat exchange plate into the refrigerant circuit is completed. vehicle.

6. A vehicle according to claim 1, The refrigerant circuit further includes a valve positioned between the condenser and the refrigerant input section, which is capable of adjusting the amount of refrigerant supplied to the refrigerant input section. The valve suppresses the flow of the refrigerant into the refrigerant input section, and by operating the compressor, the refrigerant from the heat exchange plate is discharged into the refrigerant circuit. vehicle.

7. A vehicle according to claim 1, When the temperature of the secondary battery is below a predetermined threshold, the heat generated by the heating element is used to start heating the secondary battery via the coolant flowing through the coolant circuit and the heat exchange plate. vehicle.

8. A vehicle according to claim 1, The cooling fluid circuit has a flow path that, when the cooling fluid flowing through the cooling fluid circuit and the secondary battery are not heated using the heat generated by the heating element, the cooling fluid output from the radiator does not enter the first cooling fluid input / output unit but returns to the radiator. vehicle.

9. The car body and, The first and second wheels are connected to the vehicle body, In the aforementioned vehicle body, a secondary battery is arranged along a predetermined surface, In the vehicle body, a heat exchange plate is arranged along the predetermined surface, The system includes an electric motor that drives at least the first wheel using power supplied from the secondary battery, The heat exchange plate is A refrigerant input section into which the refrigerant enters the heat exchange plate, and a refrigerant output section into which the refrigerant exits the heat exchange plate, A first coolant input / output unit that inputs and outputs coolant to the heat exchange plate, and a second coolant input / output unit that inputs and outputs coolant to the heat exchange plate, Equipped with, In the heat exchange plate, the refrigerant that enters from the refrigerant input section is configured to exit from the refrigerant output section, the coolant that enters from the first coolant input / output section is configured to exit from the second coolant input / output section, and the coolant that enters from the second coolant input / output section is configured to exit from the first coolant input / output section. In the heat exchange plate, the refrigerant and the coolant are capable of exchanging heat, and the heat exchange plate is also capable of exchanging heat with the secondary battery. A refrigerant circuit is connected to the refrigerant input and refrigerant output sections and has at least a compressor and a condenser through which the refrigerant flows. A vehicle control method usable in a vehicle further comprising a coolant circuit connected to the first coolant input / output unit and the second coolant input / output unit, wherein the coolant flows to at least the heat-generating part, Using the heat generated by the heating element, the point in time when heating begins to the secondary battery via the coolant flowing through the coolant circuit and the heat exchange plate is defined as the reference point, and between the reference point and the first point in time one hour prior, or between the reference point and the second point in time two hours later, the refrigerant from the heat exchange plate is discharged into the refrigerant circuit. The cooling fluid circuit has a pump, The pump sends the coolant, heated using the heat generated by the heating element, to the first coolant input / output unit or the second coolant input / output unit. The coolant circuit further includes a radiator to which the coolant, heated using the heat generated by the heat-generating section, is input. The coolant output from the radiator is input to the first coolant input / output unit. When using the heat generated by the heating element to heat the secondary battery through the coolant flowing through the coolant circuit and the heat exchange plate, the rotation of the fan provided by the radiator is suppressed compared to when heating is not performed. Vehicle control method.

10. A vehicle control method according to claim 9, The aforementioned vehicle is further equipped with a control circuit, Vehicle control method.

11. A vehicle control method according to claim 9, The aforementioned heating element is A heater that generates heat using electricity. A motor heat exchanger capable of exchanging heat with the aforementioned motor, A charger that charges the secondary battery based on power from outside the vehicle, and a charger heat exchanger capable of heat exchange, or An inverter that converts the DC power of the secondary battery into AC power to be supplied to the electric motor, and an inverter heat exchanger capable of heat exchange, At least one of the following: Vehicle control method.

12. A vehicle control method according to claim 9, Using the heat generated by the heating element, the point in time when heating begins to the secondary battery via the coolant flowing through the coolant circuit and the heat exchange plate is designated as the reference point, and between the reference point and the first time point one hour prior, the refrigerant from the heat exchange plate is discharged into the refrigerant circuit. Between the aforementioned reference time and a third time point that is less than the first time and is three hours prior, the discharge of the refrigerant from the heat exchange plate into the refrigerant circuit is completed. Vehicle control method.

13. A vehicle control method according to claim 9, Using the heat generated by the heating element, the point in time when heating begins to the secondary battery via the coolant flowing through the coolant circuit and the heat exchange plate is designated as the reference point, and between the reference point and the first time point one hour prior, the refrigerant from the heat exchange plate is discharged into the refrigerant circuit. Between the aforementioned reference time and the fourth time point four hours later, the discharge of the refrigerant from the heat exchange plate into the refrigerant circuit is completed. Vehicle control method.

14. A vehicle control method according to claim 9, The refrigerant circuit further includes a valve positioned between the condenser and the refrigerant input section, which is capable of adjusting the amount of refrigerant supplied to the refrigerant input section. The valve suppresses the flow of the refrigerant into the refrigerant input section, and by operating the compressor, the refrigerant from the heat exchange plate is discharged into the refrigerant circuit. Vehicle control method.

15. A vehicle control method according to claim 9, When the temperature of the secondary battery is below a predetermined threshold, the heat generated by the heating element is used to start heating the secondary battery via the coolant flowing through the coolant circuit and the heat exchange plate. Vehicle control method.

16. A vehicle control method according to claim 15, The cooling fluid circuit has a flow path that, when the cooling fluid flowing through the cooling fluid circuit and the secondary battery are not heated using the heat generated by the heating element, the cooling fluid output from the radiator does not enter the first cooling fluid input / output unit but returns to the radiator. Vehicle control method.

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