Vehicle temperature control system

Abstract

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

Description

Technical Field

[0001] The present disclosure relates to a temperature control system for vehicles.

Background Art

[0002] Regarding a temperature control system for electric vehicles, Patent Document 1 discloses a battery temperature control system for electric vehicles. This temperature control system cools the inverter and cools and preheats the battery by circulating a liquid between a reserve tank for storing the liquid and the inverter and the battery.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In order to enable an electric vehicle to be properly used in a cold environment, a temperature control system that can effectively heat heating objects and batteries mounted on the vehicle while realizing cooling of cooling objects and batteries mounted on the vehicle is desired.

Means for Solving the Problems

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

[0006] (1) According to a first embodiment of the present disclosure, a vehicle temperature control system for use in electric vehicles is provided. This vehicle temperature control system includes a reserve tank for storing temperature control fluid, a cooling circuit configured to circulate the temperature control fluid in the order of the reserve tank, a first cooling unit for cooling the temperature control fluid, and an object to be cooled provided in the electric vehicle, a heater circuit configured to circulate the temperature control fluid in the order of the reserve tank, a heater for heating the temperature control fluid, and an object to be heated provided in the electric vehicle, a temperature control circuit having (i) a heating channel connected to the heater circuit for flowing the temperature control fluid heated by the heater from the reserve tank toward a drive battery provided in the electric vehicle, (ii) a cooling channel for flowing the cooled temperature control fluid from the reserve tank toward the battery and a charging unit for charging the battery, and (iii) a recovery channel for flowing the temperature control fluid from the heating channel and the cooling channel toward the reserve tank, and a first valve configured to open and close the heating channel. In this configuration, the temperature-controlled fluid, after cooling the objects to be cooled, the battery, and the charging unit in both the cooling circuit and the temperature-controlled circuit, is collected in a reserve tank. This allows the waste heat from the vehicle's temperature control system to be used to raise the temperature of the temperature-controlled fluid in the reserve tank. This temperature-controlled fluid can then be used to heat the objects to be heated in the heater circuit and to heat the battery in the heating channel connected to the heater circuit. As a result, the battery and objects to be heated can be heated effectively in the vehicle's temperature control system. (2) In the above configuration, the cooling channel may further include a second valve configured to open and close the second cooling channel, which branches at a branching point into a first cooling channel for directing the temperature-controlled liquid toward the battery and a second cooling channel for directing the temperature-controlled liquid toward the charging unit. In this configuration, by opening and closing the second cooling channel using the second valve, it is possible to switch between a state in which the temperature-controlled liquid flows to the charging unit and a state in which it does not flow through the cooling channel. For example, by closing the second cooling channel when the battery needs to be cooled but the charging unit does not, the battery can be cooled more effectively. (3) In the above configuration, the cooling channel may further include a third valve provided at the connection point between the cooling circuit and the cooling channel, which is connected to a first portion of the cooling circuit located downstream of the first cooling section and upstream of the object to be cooled, and is configured to open and close the cooling circuit and the cooling channel. In such a configuration, the battery and charging unit can be cooled using the temperature-controlled liquid cooled in the cooling circuit. (4) In the above configuration, the cooling channel may pass through a second cooling section that cools the temperature-controlled liquid flowing through a second portion of the cooling channel located upstream of the battery and the charging unit. In this configuration, the battery can be cooled using the temperature-controlled liquid cooled by the second cooling section in the cooling channel. (5) In the above configuration, the second cooling unit may have a radiator and a chiller for cooling the temperature-controlled liquid. In such a configuration, the battery can be cooled more effectively in the cooling passage. (6) In the above configuration, the chiller may be configured to supply heat from the temperature-controlled liquid to the heater circuit. In this configuration, the temperature-controlled liquid can be cooled by the chiller in the cooling channel, and the heat from the temperature-controlled liquid can be supplied to the heater circuit. Therefore, waste heat can be utilized more effectively in the vehicle temperature control system. (7) In the above configuration, the cooling channel is provided with a first adjustment valve configured to adjust the flow rate of the cooled temperature-controlled liquid flowing through the cooling channel from the reserve tank toward the battery, and the heating channel is provided with a second adjustment valve configured to adjust the flow rate of the temperature-controlled liquid flowing through the heating channel from the heater circuit toward the battery, and the configuration further includes a temperature sensor for measuring the temperature of the battery, and a control unit for controlling the first adjustment valve and the second adjustment valve, wherein the control unit controls the first adjustment valve and the second adjustment valve according to the measurement value of the temperature sensor. In such a configuration, the flow rate of the temperature-controlled liquid flowing through the cooling channel toward the battery and the flow rate of the temperature-controlled liquid flowing through the heating channel toward the battery can be adjusted according to the temperature of the battery. As a result, the temperature of the battery can be controlled more precisely. (8) In the above configuration, the object to be cooled may include at least one of a motor and an inverter, which are powered by the battery and used to drive the electric vehicle, and the object to be heated may include a heater core used to heat the passenger compartment of the electric vehicle. In such a configuration, the motor and inverter can be cooled by the cooling circuit, and the heater core for heating the passenger compartment can be heated by the heater circuit.

[0007] This disclosure can be implemented in various forms other than the vehicle temperature control system described above, such as a control method for a vehicle temperature control system or an electric vehicle equipped with a vehicle temperature control system. [Brief explanation of the drawing]

[0008] [Figure 1] An explanatory diagram showing the schematic configuration of the temperature control system in the first embodiment. [Figure 2] An explanatory diagram showing examples of control modes for a temperature control system. [Figure 3] An explanatory diagram showing how the temperature control system is controlled in the first mode. [Figure 4] An explanatory diagram showing how the temperature control system is controlled in second mode. [Figure 5]An explanatory diagram showing how the temperature control system is controlled in the third mode. [Figure 6] An explanatory diagram showing how the temperature control system is controlled in the fourth mode. [Figure 7] An explanatory diagram showing how the temperature control system is controlled in the sixth mode. [Figure 8] An explanatory diagram showing how the temperature control system is controlled in the seventh mode. [Figure 9] An explanatory diagram showing how the temperature control system is controlled in mode 8. [Figure 10] An explanatory diagram showing how the temperature control system is controlled in mode 9. [Figure 11] An explanatory diagram showing how the temperature control system is controlled in mode 10. [Figure 12] An explanatory diagram showing how the temperature control system is controlled in mode 11. [Figure 13] An explanatory diagram showing how the temperature control system is controlled in mode 12. [Figure 14] An explanatory diagram showing the schematic configuration of the temperature control system in the second embodiment. [Figure 15] An explanatory diagram showing the schematic configuration of the temperature control system in the third embodiment. [Modes for carrying out the invention]

[0009] A. First Embodiment: Figure 1 is an explanatory diagram showing the schematic configuration of the temperature control system 100 in the first embodiment. The temperature control system 100 is a vehicle temperature control system installed in an electric vehicle Vc, and regulates the temperature of various parts of the electric vehicle Vc using a temperature control liquid Lq. The temperature control liquid Lq is a liquid used in the temperature control system 100 to regulate the temperature of various parts of the electric vehicle Vc. For example, water may be used as the temperature control liquid Lq, or a long-life coolant (LLC) mainly composed of ethylene glycol or propylene glycol may be used.

[0010] In this embodiment, the electric vehicle Vc is configured as a BEV (Battery Electric Vehicle), and includes a battery DB, a motor Mt, and an inverter Iv that are respectively used to drive the electric vehicle Vc, and a charging unit CU for charging the battery DB. In other embodiments, the electric vehicle Vc may be configured as a BEV as long as it includes the battery DB and the charging unit CU. For example, it may be a PHEV (Plug-in Hybrid Electric Vehicle) or a FCV (Fuel Cell Vehicle).

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

[0012] The temperature control system 100 includes a reserve tank 101 for storing a temperature control liquid Lq, a cooling circuit 110 used for cooling a cooling object 20, a heater circuit 130 used for heating a heating object 30, a temperature control circuit 150 used for cooling and heating a battery DB and cooling a charging unit CU, and a control unit 300. The temperature control liquid Lq flows through each of these circuits. In FIG. 1, the direction of the flow of the temperature control liquid Lq in each circuit is appropriately indicated by white arrows. In the reserve tank 101 in the present embodiment, a pump 102 for supplying the temperature control liquid Lq to each of the above circuits is fixed. The reserve tank 101 and the pump 102 in the present embodiment are commonly used for each circuit in order to circulate the temperature control liquid Lq through the cooling circuit 110, the heater circuit 130, and the temperature control circuit 150. Hereinafter, objects to be heated or cooled by the temperature control liquid Lq in the temperature control system 100, such as the cooling object 20, the heating object 30, the battery DB, and the charging unit CU, are also referred to as temperature control objects without distinction. In other embodiments, the pump 102 may not be fixed to the reserve tank 101.

[0013] The cooling object 20 in the present embodiment is the motor Mt and the inverter Iv described above. The heating object 30 is a heater core HC used for heating the passenger compartment of the electric vehicle Vc. The heater core HC constitutes a part of the HVAC (Heating, Ventilation, and Air Conditioning) system 250 of the electric vehicle Vc.

[0014] The cooling circuit 110 is configured to circulate the temperature-controlled liquid Lq in the following order: reserve tank 101, first cooling unit 111 for cooling the temperature-controlled liquid Lq, and object to be cooled 20. The cooling circuit 110 includes a first flow path 11 connecting the reserve tank 101 and the first cooling unit 111, a second flow path 12 connecting the first cooling unit 111 and object to be cooled 20, and a third flow path 13 connecting the object to be cooled 20 and the reserve tank 101. In this embodiment, the first flow path 11 is connected to the pump 102. In the cooling circuit 110, the second flow path 12 is located downstream of the first flow path 11, and the third flow path 13 is located downstream of the second flow path 12. Hereinafter, the part of the cooling circuit 110 located downstream of the first cooling unit 111 and upstream of the object to be cooled 20 will also be referred to as the first part. In this embodiment, the second flow path 12 corresponds to the first part. Each of the flow paths included in the cooling circuit 110, and each of the flow paths included in the heater circuit 130 and temperature control circuit 150 described later, are each made of, for example, rubber hoses or nylon tubes.

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

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

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

[0018] In this embodiment, the cooling channel 152 is configured as a channel that branches at branching point 159, and has a common channel 153, a first cooling channel 154, and a second cooling channel 155. The common channel 153 is a channel that goes from the battery DB to branching point 159. The first cooling channel 154 is a channel that extends from branching point 159 and flows the temperature-controlled fluid Lq toward the battery DB. The second cooling channel 155 is a channel that extends from branching point 159 and flows the temperature-controlled fluid Lq toward the charging unit CU. In other words, the cooling channel 152 branches into the first cooling channel 154 and the second cooling channel 155 at branching point 159. The recovery channel 156 is connected to channels 51 and 162 at the confluence point 50 where a channel 51 extending from the battery DB toward the reserve tank 101 and a channel 52 extending from the charging unit CU toward the reserve tank 101 merge.

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

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

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

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

[0023] The first valve 61 is configured to open and close the heating channel 151. In this embodiment, the first valve 61 is located at the connection point CP1 between the fifth channel 32 and the heating channel 151. Furthermore, the first valve 61 is configured to open and close not only the heating channel 151 but also the fifth channel 32. More specifically, the first valve 61 is configured to switch between a state where both the heating channel 151 and the fifth channel 32 are open, a state where only the heating channel 151 is open, a state where only the fifth channel 32 is open, and a state where both are closed. It can also be said that the first valve 61 regulates and allows flow f1 and flow f2, respectively. Flow f1 is the flow of temperature-controlled liquid Lq from the heater circuit 130 toward the heating channel 151 at the connection point CP1. Flow f2 is the flow of temperature-controlled liquid Lq from the heater 131 toward the heater core HC at the connection point CP1.

[0024] The second valve 62 is configured to open and close the second cooling passage 155. In this embodiment, the second valve 62 is located at the branching point 159. In addition to the second cooling passage 155, the second valve 62 is also configured to open and close the first cooling passage 154. More specifically, the second valve 62 is configured to switch between a state where both the first cooling passage 154 and the second cooling passage 155 are open, a state where only the first cooling passage 154 is open, a state where only the second cooling passage 155 is open, and a state where both are closed. It can also be said that the second valve 62 regulates and allows flow f3 and flow f4, respectively. Flow f3 is the flow of temperature-controlled liquid Lq from the common passage 153 to the second cooling passage 155 at the branching point 159. Flow f4 is the flow of temperature-controlled liquid Lq from the common passage 153 to the first cooling passage 154 at the branching point 159.

[0025] The third valve 63 is located at the connection point CP2 between the cooling circuit 110 and the cooling passage 152. The third valve 63 is configured to open and close the cooling circuit 110 and the cooling passage 152. More specifically, the third valve 63 is configured to switch between a state where both the first passage 11 of the cooling circuit 110 and the common passage 153 of the cooling passage 152 are open, a state where only the first passage 11 is open, a state where only the common passage 153 is open, and a state where both are closed. The third valve 63 can also be said to regulate and allow flow f5 and flow f6, respectively. Flow f5 is the flow of temperature-controlled liquid Lq from the cooling circuit 110 to the common passage 153 at the connection point CP2. Flow f6 is the flow of temperature-controlled liquid Lq from upstream to downstream of the cooling circuit 110 at the connection point CP2.

[0026] The fourth valve 74 is located at the branching point 78 of the refrigerant flow path 70. The fourth valve 74 is configured to open and close the first refrigerant flow path 71 and the second refrigerant flow path 72. More specifically, the fourth valve 74 is configured to switch between a state where both the first refrigerant flow path 71 and the second refrigerant flow path 72 are open, a state where only the first refrigerant flow path 71 is open, a state where only the second refrigerant flow path 72 is open, and a state where both are closed. The fourth valve 74 can also be said to regulate and allow flow f7 and flow f8, respectively. Flow f7 is the flow of refrigerant from the water-cooled condenser 173 toward the first expansion valve 175 at the branching point 78. Flow f8 is the flow of refrigerant from the water-cooled condenser 173 toward the second expansion valve 176 at the connection point CP3.

[0027] The control unit 300 is a control device that controls the operation of the entire temperature control system 100. The control unit 300 is composed of a computer comprising one or more processors 310, a storage device 320 consisting of a main memory and an auxiliary storage device, an input / output interface for inputting and outputting signals to and from the outside, and an internal bus. The processors 310, the storage device 320, and the input / output interface are connected via the internal bus so as to be able to communicate bidirectionally. The processors 310 execute programs stored in the storage device 320, thereby enabling the control unit 300 to perform functions in the temperature control system 100, such as controlling the pump 102, the first cooling unit 111, the second cooling unit 160, the heater 131, the HVAC system 250, and various valves. In other embodiments, the control unit 300 may be composed of, for example, a combination of multiple circuits. Alternatively, for example, a control computer for controlling the drive and various operations of an electric vehicle Vc may function as the control unit 300.

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

[0029] Figure 2 shows the mode selection conditions as "cabin air conditioning," "cooling of objects to be cooled," "battery temperature control," and "charging unit cooling." Figure 2 also shows the control details as whether each valve restricts or allows each flow, whether the heater 131 is turned on or off, and whether the chiller 170 is turned on or off.

[0030] Among the mode selection conditions, "cabin air conditioning" represents the demand for air conditioning in the cabin of the electric vehicle Vc, indicating whether heating or cooling of the cabin is required, or whether neither is needed.

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

[0032] "Battery Temperature Control" indicates the need for temperature control of the battery DB, and whether heating or cooling of the battery DB is required, or whether neither is necessary. In Figure 2, "Cooling (Strong)" indicates the need for high-intensity cooling of the battery DB. The control unit 300 determines that cooling of the battery DB is required if the measurement value of the temperature sensor 91 is higher than a predetermined optimal temperature range for the battery DB, and determines that heating of the battery DB is required if the measurement value of the temperature sensor is lower than the optimal temperature range. Furthermore, the control unit 300 determines that higher-intensity cooling is required if the value of the temperature sensor is lower than a predetermined temperature that is lower than the lower limit of the optimal temperature range. The optimal temperature range for the battery DB is defined, for example, as a temperature range in which high charge and discharge performance can be achieved by the battery DB. For example, if the battery DB is configured as a lithium-ion battery with electrolyte, the lower limit of the optimal temperature range for the battery DB is preferably 10°C or higher, and more preferably 20°C or higher. In this case, the upper limit of the optimal temperature range for the battery DB is preferably 30°C or lower, and more preferably 25°C or lower. The temperature of the battery DB decreases, for example, due to a decrease in ambient temperature, and increases due to the operation of the electric vehicle Vc and the charging of the battery DB using an external power source and charging unit CU. In particular, the temperature of the battery DB tends to rise more easily with high-speed operation than with normal operation, and more easily with rapid charging than with normal charging. Rapid charging refers to charging the battery DB at a faster speed than normal charging. For rapid charging, an external charger capable of supplying higher output power is used compared to the external charger used for normal charging of the battery DB.

[0033] "Charging unit cooling" indicates the need for cooling the charging unit CU and whether or not cooling of the charging unit CU is required. The control unit 300 determines that cooling of the charging unit CU is required, for example, when the measurement value of a temperature sensor (not shown) that measures the temperature of the charging unit CU is higher than a predetermined threshold. Preferably, this threshold is set so as to suppress a decrease in the charging performance of the battery DB caused by overheating of the charging unit CU. The charging performance of the charging unit CU decreases when, for example, the temperature of the connector part of the charging unit CU to which the external conductor is connected for charging the battery DB rises excessively. The charging unit CU does not operate when the electric vehicle Vc is running or simply stopped, but operates when charging the battery DB. Therefore, the temperature of the charging unit CU rises mainly when charging the battery DB, and is particularly prone to rising with rapid charging compared to normal charging.

[0034] As shown in Figure 2, modes 1 Md1 to 4 Md4 are selected when there is a demand for heating in the vehicle cabin. Therefore, modes 1 Md1 to 4 Md4 are likely to be selected, for example, in cold environments (e.g., winter). Modes 5 Md5 to 8 Md8 are executed when there is no demand for either heating or cooling. Therefore, modes 5 Md5 to 8 Md8 are likely to be selected, for example, in spring or autumn. Modes 9 Md9 to 12 Md12 are executed when there is a demand for cooling in the vehicle cabin. Therefore, modes 9 Md9 to 12 Md12 are likely to be selected, for example, in summer.

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

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

[0037] Figure 5 is an explanatory diagram showing the temperature control system 100 being controlled in third mode Md3, similar to Figure 3. Third mode Md3 is selected, for example, when the electric vehicle Vc is operating at high speed in winter. As shown in Figures 2 and 5, in third mode Md3, the first valve 61 is controlled to allow only flow f2, the second valve 62 is controlled to restrict flow f3 and allow only flow f4, the third valve 63 is controlled to allow flows f5 and f6, the fourth valve 74 is controlled to restrict flows f7 and f8, the heater 131 is controlled to be on, and the chiller 170 is controlled to be off. As a result, in third mode Md3, the object to be cooled 20 is cooled by the cooling circuit 110, and the battery DB is cooled by supplying the temperature-controlled liquid Lq cooled by the radiator 161 of the second cooling unit 160 to the battery DB via the first cooling passage 154. Furthermore, the heater circuit 130 heats the object to be heated 30. The temperature-controlled liquid Lq used to cool the object to be cooled 20 in the cooling circuit 110 and the temperature-controlled liquid Lq used to cool the battery DB in the temperature-controlled circuit 150 are each recovered into the reserve tank 101. As a result, waste heat from the cooling circuit 110 and the temperature-controlled circuit 150 is recovered into the reserve tank 101 via the temperature-controlled liquid Lq. In other words, in the third mode Md3, the waste heat from the cooling circuit 110 and the temperature-controlled circuit 150, which is recovered into the reserve tank 101 via the temperature-controlled liquid Lq, can be used to heat the object to be heated 30.

[0038] Furthermore, the first mode Md1 described above can also be selected, for example, when the electric vehicle Vc has been driven under normal or high-speed conditions and then stopped. More specifically, the first mode Md1 is selected when the temperature of the battery DB falls below the appropriate temperature range due to the influence of low ambient temperature while the electric vehicle Vc is stopped. In this case, the waste heat recovered in the reserve tank 101 in the second mode Md2 or third mode Md3 before the first mode Md1 is selected can be used to heat the battery DB. If cooling of the object to be cooled 20 is also required in addition to heating the battery DB, the object to be cooled 20 may be cooled by changing the control state of the third valve 63 from the control state of the third valve 63 in the first mode Md1 to allow flow f6.

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

[0040] The fifth mode, Md5, is selected immediately after starting the electric vehicle Vc, for example, in environments where air conditioning in the vehicle cabin is not required, such as in spring or autumn. As shown in Figure 2, in the fifth mode, Md5, each valve is controlled to restrict all flows from f1 to f8, and the heater 131 and chiller 170 are controlled to be off.

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

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

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

[0044] Figure 10 is an explanatory diagram showing the temperature control system 100 being controlled in mode 9 Md9, similar to Figure 6. Mode 9 Md9 is selected, for example, immediately after starting the electric vehicle Vc in the summer when the outside temperature is relatively high (e.g., 30°C). As shown in Figures 2 and 10, in mode 9 Md9, the first valve 61 is controlled to restrict flows f1 and f2, the second valve 62 is controlled to restrict flows f3 and f4, the third valve 63 is controlled to restrict flows f5 and f6, the fourth valve 74 is controlled to restrict flow f7 and allow only flow f8, the heater 131 is controlled to be off, and the chiller 170 is controlled to be on. As a result, in mode 9 Md9, temperature control is not performed using the temperature control fluid Lq in each circuit, and only the cooling of the vehicle compartment using the chiller 170 is performed.

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

[0046] Figure 12 is an explanatory diagram showing the temperature control system 100 being controlled in the 11th mode Md11, similar to Figure 6. The 11th mode Md11 is selected, for example, when the electric vehicle Vc is operating at high speed in the summer. As shown in Figures 2 and 12, in the 11th mode Md11, the first valve 61 is controlled to restrict flows f1 and f2, the second valve 62 is controlled to allow only flow f4, the third valve 63 is controlled to allow flows f5 and f6, the fourth valve 74 is controlled to allow only flow f8, the heater 131 is controlled to be off, and the chiller 170 is controlled to be on. As a result, in the 11th mode Md11, as shown in Figure 12, the object to be cooled 20 is cooled by the cooling circuit 110, and the battery DB is cooled by supplying the temperature-controlled liquid Lq cooled by the radiator 161 of the second cooling unit 160 to the battery DB via the cooling passage 152. In addition, the passenger compartments are air-conditioned using a chiller 170.

[0047] Figure 13 is an explanatory diagram showing the temperature control system 100 being controlled in the 12th mode Md12, similar to Figure 6. The 12th mode Md12 is selected, for example, when charging the battery DB in the summer, especially when rapidly charging the battery DB. As shown in Figures 2 and 13, in the 12th mode Md12, the first valve 61 is controlled to restrict flows f1 and f2, the second valve 62 is controlled to allow only flow f4, the third valve 63 is controlled to allow only flow f5, the fourth valve 74 is controlled to allow flows f7 and f8, the heater 131 is controlled to be off, and the chiller 170 is controlled to be on. As a result, in the 12th mode Md12, as shown in Figure 13, the battery DB is cooled by supplying the temperature-controlled fluid Lq cooled by the radiator 161 and chiller 170 of the second cooling unit 160 to the battery DB via the first cooling channel 154. Furthermore, the cooled temperature-controlled liquid Lq is supplied to the charging unit CU via the second cooling channel 155, thereby cooling the charging unit CU. In addition, the vehicle compartment is cooled using the chiller 170.

[0048] As described above, the temperature control system 100 in this embodiment allows for the temperature control of objects in each circuit while circulating the temperature control fluid Lq in the cooling circuit 110, heater circuit 130, and temperature control circuit 150. In this way, the temperature control fluid Lq remaining after the temperature control of objects in each circuit can be recovered into the reserve tank 101, and the waste heat from the temperature control system 100 can be used to raise the temperature of the temperature control fluid Lq in the reserve tank 101. Furthermore, the temperature control fluid Lq in the reserve tank 101 can be supplied to the battery DB via the heating channel 151 connected to the heater circuit 130, thereby heating the battery DB. Therefore, the temperature control system 100 can effectively control the temperature of the battery DB.

[0049] Furthermore, in this embodiment, the cooling channel 152 branches into a first cooling channel 154 and a second cooling channel 155 at a branching point 159, and a second valve 62 is provided at this branching point 159, which is configured to open and close the second cooling channel 155. In this way, by opening and closing the second cooling channel 155 using the second valve 62, it is possible to switch between a state in which the temperature-controlled liquid Lq flows to the charging unit CU in the cooling channel 152 and a state in which it does not flow. Therefore, for example, when cooling of the battery DB is required but cooling of the charging unit CU is not required, the battery DB can be cooled more effectively by closing the second cooling channel 155. In addition, since the flow of the temperature-controlled liquid Lq for heating the battery DB toward the charging unit CU can be suppressed, the battery DB can be heated more effectively.

[0050] Furthermore, in this embodiment, the cooling channel 152 passes through the second cooling unit 160. Therefore, the battery DB can be cooled in the cooling channel 152 using the temperature-controlled liquid Lq cooled by the second cooling unit 160.

[0051] Furthermore, in this embodiment, the second cooling unit 160 includes a radiator 161 and a chiller 170. Therefore, when there is a need to cool the battery DB with higher intensity, the chiller 170 can be used to cool the battery DB with higher intensity, as in the fourth mode Md4, eighth mode Md8, and twelfth mode Md12 described above. Also, when there is a need to cool the battery DB with relatively low intensity, the radiator 161 can be used to cool the battery DB without operating the chiller 170, as in the third mode Md3, seventh mode Md7, and eleventh mode Md11 described above. In this way, the battery DB can be cooled more effectively in the cooling channel 152.

[0052] Furthermore, in this embodiment, the chiller 170 is configured to supply heat from the temperature-controlled liquid Lq to the heater circuit 130. In this way, the temperature-controlled liquid Lq can be cooled by the chiller 170 in the cooling channel 152, and the heat supplied from the temperature-controlled liquid Lq to the refrigerant during the cooling of the temperature-controlled liquid Lq can be supplied to the heater circuit 130. Therefore, waste heat can be utilized more effectively in the temperature control system 100.

[0053] Furthermore, in this embodiment, the object to be cooled 20 includes the motor Mt and inverter Iv for driving the electric vehicle Vc, and the object to be heated 30 includes the heater core HC used for heating the passenger compartment of the electric vehicle Vc. Therefore, the motor Mt and inverter Iv can be cooled by the cooling circuit 110, and the heater core HC can be heated by the heater circuit 130. As mentioned above, the need to cool the charging unit CU mainly arises when charging the battery DB. Also, the need to cool the inverter Iv and motor Mt, which are the objects to be cooled 20 in the cooling circuit 110, mainly arises when driving the electric vehicle Vc. Therefore, by configuring the temperature control system 100 so that the charging unit CU is cooled by the temperature control circuit 150, as in this embodiment, the cooling efficiency of the inverter Iv, motor Mt and charging unit CU can be increased compared to, for example, the case where the charging unit CU is cooled together with the inverter Iv and motor Mt by the cooling circuit 110.

[0054] In other embodiments, the object to be cooled 20 may include, for example, only one of the motor Mt and the inverter Iv. In this case, the other component not included in the object to be cooled 20 may be oil-cooled by a cooling system different from the temperature control system 100. In other embodiments, the object to be cooled 20 may not include, for example, the motor Mt and the inverter Iv. In this case, the object to be cooled 20 may be any component, such as a battery configured as a lead-acid battery, an engine mounted on the electric vehicle Vc, various motors, various inverters, various converters, a control computer, etc. Furthermore, the object to be heated 30 does not have to be a heater core HC, but may be, for example, washer fluid for cleaning the electric vehicle Vc, or the seat, backrest, or headrest of a vehicle seat where the occupants of the electric vehicle Vc sit.

[0055] B. Second Embodiment: Figure 14 is an explanatory diagram showing the schematic configuration of the temperature control system 100b in the second embodiment. In this embodiment, unlike the first embodiment, the cooling channel 152b of the temperature control circuit 150b is connected to the second channel 12, which corresponds to the first part of the cooling circuit 110b. As described in the first embodiment, the first part is the part of the cooling circuit 110b located downstream of the first cooling unit 111 and upstream of the object to be cooled 20. More specifically, in this embodiment, the common channel 153b of the cooling channel 152b is connected to the second channel 12. The configuration of the temperature control system 100b is the same as in the first embodiment unless otherwise described.

[0056] Similar to the first embodiment, a third valve 63 is provided at the connection point CP2 between the cooling passage 152b and the cooling circuit 110b. The second cooling unit 160b in this embodiment has a chiller 170, similar to the first embodiment, but unlike the first embodiment, it does not have a radiator 161. In addition, the temperature control system 100b of this embodiment can also use control modes similar to those shown in Figure 2, for example.

[0057] In the second embodiment of the temperature control system 100b described above, the cooling channel 152b is connected to the first portion of the cooling circuit 110b. A third valve 63 is also provided at the connection point CP2. In this way, the temperature control fluid Lq cooled in the cooling circuit 110b can be used to cool the battery DB and the charging unit CU in the temperature control circuit 150b. Therefore, for example, as described above, the radiator 161 of the second cooling section 160b can be omitted, and the battery DB and the charging unit CU can be effectively cooled.

[0058] C. Third Embodiment: Figure 15 is an explanatory diagram showing the schematic configuration of the temperature control system 100c in the third embodiment. In this embodiment, unlike the first embodiment, a first adjustment valve is provided in the cooling channel 152. Also, a second adjustment valve is provided in the heating channel 151. The configuration of the temperature control system 100c is the same as in the first embodiment unless otherwise described.

[0059] The first adjustment valve is configured to adjust the flow rate of cooled temperature-controlled fluid Lq flowing through the cooling channel 152 from the reserve tank 101 toward the battery DB. In this embodiment, the second valve 62b functions as the first adjustment valve. More specifically, the second valve 62b in this embodiment is configured not only to open and close the first cooling channel 154 and the second cooling channel 155, but also to adjust the opening degree of the first cooling channel 154. In this specification, "adjustable opening degree of a channel" means that it is possible not only to open and close the channel, but also to adjust the opening area of ​​the channel in steps or continuously. In this embodiment, with the flow f5 permitted by the third valve 63, the opening degree of the first cooling channel 154 is adjusted in this way, thereby adjusting the flow rate of temperature-controlled fluid Lq flowing through the first cooling channel 154 toward the battery DB and the flow rate of temperature-controlled fluid Lq flowing through the second cooling channel 155 toward the charging unit CU.

[0060] The second adjustment valve is configured to adjust the flow rate of temperature-controlled fluid Lq flowing through the heating channel 151 from the heater circuit 130 toward the battery DB. In this embodiment, the first valve 61b functions as the second adjustment valve. More specifically, in this embodiment, the first valve 61b is configured not only to open and close the fifth channel 32 and the heating channel 151, but also to adjust the opening degree of the heating channel 151. By adjusting the opening degree of the heating channel 151 in this way, the flow rate of temperature-controlled fluid Lq flowing through the heating channel 151 toward the battery DB is adjusted.

[0061] In this embodiment, the control unit 300 controls the second valve 62b, which functions as a first adjustment valve, and the first valve 61b, which functions as a second adjustment valve, according to the measurement value of the temperature sensor 91, that is, according to the temperature of the battery DB. For example, if the temperature of the battery DB is higher than the appropriate temperature range, the control unit 300 controls the second valve 62b and the first valve 61b to increase the opening of the first cooling channel 154 or decrease the opening of the heating channel 151 so that the flow rate of the temperature-controlled liquid Lq flowing through the first cooling channel 154 is relatively larger than the flow rate of the temperature-controlled liquid Lq flowing through the heating channel 151. If there is a need to cool the battery DB with higher intensity, the control unit 300 may further increase the opening of the first cooling channel 154 or further decrease the opening of the heating channel 151. Conversely, if the temperature of the battery DB is below the optimal temperature range, the control unit 300 controls the second valve 62b and the first valve 61b to reduce the opening of the first cooling channel 154 or increase the opening of the heating channel 151 so that the flow rate of the temperature-controlled fluid Lq flowing through the first cooling channel 154 is relatively smaller than the flow rate of the temperature-controlled fluid Lq flowing through the heating channel 151. If there is a need to heat the battery DB at a higher intensity, the control unit 300 may further reduce the opening of the first cooling channel 154 or further increase the opening of the heating channel 151.

[0062] For example, the temperature of the temperature-controlled fluid Lq in the first cooling channel 154 upstream of the confluence point 80 where the first cooling channel 154 and the heating channel 151 merge may be measured, and the temperature of the temperature-controlled fluid Lq in the heating channel 151 upstream of the confluence point 80 may be measured, and the opening of the first cooling channel 154 and the heating channel 151 may be adjusted according to each temperature. Alternatively, the temperature of the temperature-controlled fluid Lq in the channel 81 between the confluence point 80 and the battery DB may be measured, and the opening of the first cooling channel 154 and the heating channel 151 may be adjusted according to this temperature.

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

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

[0065] D. Other embodiments: (D1) In each of the above embodiments, a second valve 62 is provided in the cooling passage 152, but the second valve 62 is not required. Also, the cooling passage 152 is branched into a first cooling passage 154 and a second cooling passage 155 at the branching point 159, but this branching is not required. In this case, the battery DB may be cooled in the cooling passage 152, for example, upstream of the charging unit CU, or downstream of the charging unit CU.

[0066] (D2) In each of the above embodiments, the cooling channel 152 is connected to the cooling circuit 110, but it does not have to be connected to the cooling circuit 110. In this case, the cooling channel 152 may be connected to a pump different from the pump 102, which supplies temperature-controlled liquid Lq from the reserve tank 101 to the cooling channel 152. In this case, the flow of temperature-controlled liquid Lq from the reserve tank 101 to the cooling channel 152 can be restricted and permitted by controlling this pump with the control unit 300.

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

[0068] (D4) In each of the above embodiments, the cooling channel 152 passes through the second cooling section 160, but it does not have to pass through the second cooling section 160. In this case, the temperature-controlled liquid Lq cooled in the cooling circuit 110 may be supplied to the cooling channel 152. In this case, the temperature-controlled liquid Lq supplied to the cooling channel 152 may be cooled by the first cooling section 111 as described in the second embodiment, or it may be cooled by a cooling section different from the first cooling section 111.

[0069] (D5) In each of the above embodiments, the chiller 170 is configured to supply heat from the temperature-controlled liquid Lq to the heater circuit 130, but it is not required to be configured in this way. In this case, the chiller 170 may be configured, for example, to exchange heat between a coolant and a liquid different from the temperature-controlled liquid Lq in the water-cooled condenser 173. Alternatively, the chiller 170 may be equipped with an air-cooled condenser instead of the water-cooled condenser 173.

[0070] This disclosure is not limited to the embodiments described above, and can be implemented in various configurations without departing from its spirit. For example, the technical features in the embodiments corresponding to the technical features in each form described in the summary of the invention can be replaced or combined as appropriate in order to solve some or all of the above-described problems, or to achieve some or all of the above-described effects. Furthermore, if a technical feature is not described as essential in this specification, it can be deleted as appropriate. [Explanation of symbols]

[0071] 11...First channel, 12...Second channel, 13...Third channel, 20...Object to be cooled, 30...Object to be heated, 31...Fourth channel, 32...Fifth channel, 33...Sixth channel, 50...Confluence point, 51...Channel, 52...Channel, 61,61b...First valve, 62,62b...Second valve, 63...Third valve, 70...Refrigerant channel, 71...First refrigerant channel, 72...Second refrigerant channel, 74...Fourth valve, 78...Branching point, 79...Confluence point, 80...Confluence point, 81...Channel, 91...Temperature sensor, 100,100b,100c...Temperature control system, 101...Reserve tank, 102...Pump, 110,110b...Cold 111...First cooling section, 130...Heater circuit, 131...Heater, 150, 150b...Temperature control circuit, 151...Heating channel, 152, 152b...Cooling channel, 153, 153b...Common channel, 154...First cooling channel, 155...Second cooling channel, 156...Recovery channel, 159...Branching point, 160, 160b...Second cooling section, 161...Radiator, 170...Chiller, 172...Compressor, 173...Water-cooled condenser, 174...Second evaporator, 175...First expansion valve, 176...Second expansion valve, 250...HVAC system, 300...Control unit, 310...Processor, 320...Memory device

Claims

1. A vehicle temperature control system used in electric vehicles, A reserve tank for storing temperature-controlled fluid, A cooling circuit is configured to circulate the temperature-controlled liquid in the following order: the reserve tank, the first cooling unit for cooling the temperature-controlled liquid, and the object to be cooled provided in the electric vehicle. A heater circuit configured to circulate the temperature-controlled liquid in the following order: the reserve tank, the heater for heating the temperature-controlled liquid, and the object to be heated provided in the electric vehicle; (i) A heating channel connected to the heater circuit for flowing the temperature-controlled liquid heated by the heater from the reserve tank toward a drive battery provided in the electric vehicle; (ii) A cooling channel for flowing the cooled temperature-controlled liquid from the reserve tank toward the battery and a charging unit for charging the battery; (iii) A recovery channel for flowing the temperature-controlled liquid from the heating channel and the cooling channel toward the reserve tank; A vehicle temperature control system comprising a first valve configured to open and close the aforementioned heating channel.

2. A vehicle temperature control system according to claim 1, The cooling channel branches at the branching point into a first cooling channel for flowing the temperature-controlled liquid toward the battery and a second cooling channel for flowing the temperature-controlled liquid toward the charging unit. A vehicle temperature control system further comprising a second valve configured to open and close the second cooling channel.

3. A vehicle temperature control system according to claim 1, The cooling channel is connected to a first portion of the cooling circuit that is located downstream of the first cooling section and upstream of the object to be cooled. A vehicle temperature control system further comprising a third valve provided at the connection point between the cooling circuit and the cooling channel, and configured to open and close the cooling circuit and the cooling channel.

4. A vehicle temperature control system according to claim 1, A vehicle temperature control system wherein the cooling channel passes through a second cooling section that cools the temperature-controlled fluid flowing in a second portion of the cooling channel located upstream of the battery and the charging unit.

5. A vehicle temperature control system according to claim 4, The second cooling unit is a vehicle temperature control system having a radiator and a chiller for cooling the temperature control fluid.

6. A vehicle temperature control system according to claim 5, The chiller is configured to supply heat from the temperature-controlled liquid to the heater circuit, in a vehicle temperature control system.

7. A vehicle temperature control system according to claim 1, The cooling channel is provided with a first adjustment valve configured to adjust the flow rate of the cooled temperature-controlled liquid flowing through the cooling channel from the reserve tank toward the battery. The heating channel is provided with a second adjustment valve configured to adjust the flow rate of the temperature-controlled liquid flowing through the heating channel from the heater circuit toward the battery. A temperature sensor for measuring the temperature of the aforementioned battery, The system further comprises a control unit that controls the first adjustment valve and the second adjustment valve, The control unit controls the first adjustment valve and the second adjustment valve according to the temperature measurement value of the temperature sensor, in a vehicle temperature control system.

8. A vehicle temperature control system according to any one of claims 1 to 7, The object to be cooled includes at least one of a motor and an inverter, which are powered by the battery and used to drive the electric vehicle. The object to be heated is a vehicle temperature control system, which includes a heater core used for heating the passenger compartment of the electric vehicle.

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