Temperature adjustment device

Abstract

This invention provides a temperature adjustment device applied to a vehicle having an electric drive unit (23) that outputs motive power for traveling, a battery (24) that supplies electric power to the electric drive unit, and a vehicle air conditioner including a refrigeration cycle (10) in which a refrigerant circulates. The temperature adjustment device comprises: a heat medium circuit (21) in which a heat medium that exchanges heat with the electric drive unit and the battery circulates; a heat exchange unit (16) that is provided in the heat medium circuit and that causes heat exchange between the refrigerant and the heat medium that exchanged heat with the electric drive unit and the battery; and one circuit switching unit (40) that is connected to the electric drive unit, the battery, and the heat exchange unit, that is provided in the heat medium circuit, and that switches the heat medium circuit. The circuit switching unit switches the heat medium circuit to form a first circuit that guides the heat medium that exchanged heat with the electric drive unit to the battery, a second circuit that guides the heat medium that exchanged heat with the electric drive unit to the heat exchange unit, and a third circuit that returns the heat medium that exchanged heat with the battery to the battery by bypassing the electric drive unit and the heat exchange unit.

Description

Temperature control device CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application is based on Japanese Patent Application No. 2023-168643, filed on September 28, 2023, the contents of which are incorporated herein by reference.

[0002] The present disclosure relates to a temperature adjustment device.

[0003] A known temperature control device includes a heat medium circuit through which a heat medium flows, a motor, a battery that supplies power to the motor, a chiller that removes heat from the heat medium, a radiator that cools the heat medium, and multiple switching units that switch between the heat medium circuits (see, for example, Patent Document 1). This heat medium circuit includes a first loop through which the heat medium passes through the motor and the chiller, a second loop through which the heat medium circulates through the battery, and a third loop through which the heat medium passes through the motor, the chiller, and the battery. The heat medium circuit also includes a bypass flow path that bypasses the chiller and a bypass flow path that bypasses the radiator. The temperature control device described in Patent Document 1 uses multiple valves to switch between the heat medium circuits through which the heat medium flows, among the first, second, and third loops. The temperature control device also uses multiple valves to switch whether the heat medium passes through the chiller and the radiator. For example, the temperature control device uses a first switching unit, which is one of the multiple switching units, to switch between a first mode in which the heat medium flows independently through the first and second loops and a second mode in which the heat medium flows through a third loop. The temperature control device also uses an adjustment valve, which is one of the multiple switching units, to open and close a bypass flow path that bypasses the chiller in the second mode. Furthermore, the temperature control device also uses a third switching unit, which is one of the multiple switching units, to switch between whether the heat medium passes through the radiator in the first mode and whether the heat medium passes through the radiator in the second mode.

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

[0005] International Publication No. 2022 / 185561

[0006] In a temperature control device, the more circuit switching units that switch the heat medium circuit, the more complex the heat medium circuit becomes. However, a more complex heat medium circuit leads to factors such as an increase in the size of the housing of the temperature control device and an increase in heat loss when the heat medium flows through the heat medium circuit.

[0007] An object of the present disclosure is to provide a temperature adjustment device that can reduce the number of circuit switching units.

[0008] According to one aspect of the present disclosure, a temperature control device applicable to a vehicle having an electric drive unit that outputs power for traveling, a battery that supplies power to the electric drive unit, and a vehicle air conditioning system including a refrigeration cycle through which a refrigerant circulates comprises: a heat medium circuit through which a heat medium that exchanges heat with the electric drive unit and the battery circulates; a heat exchange unit that is provided in the heat medium circuit and exchanges heat between the heat medium that has exchanged heat between the electric drive unit and the battery and the refrigerant; and a circuit switching unit that is provided in the heat medium circuit and connected to the electric drive unit, the battery, and the heat exchange unit and switches the heat medium circuit, wherein the circuit switching unit switches the heat medium circuit to form a first circuit that guides the heat medium that has exchanged heat in the electric drive unit to the battery, a second circuit that guides the heat medium that has exchanged heat in the electric drive unit to the heat exchange unit, and a third circuit that returns the heat medium that has exchanged heat in the battery to the battery, bypassing the electric drive unit and the heat exchange unit.

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

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

[0011] FIG. 1 is an overall configuration diagram of a temperature adjustment device according to a first embodiment. FIG. 2 is a block diagram of a control device of the temperature adjustment device according to the first embodiment. FIG. 3 is a diagram showing the flows of refrigerant and cooling water when the temperature adjustment device according to the first embodiment executes a first mode. FIG. 4 is a diagram showing the flows of refrigerant and cooling water when the temperature adjustment device according to the first embodiment executes a second mode. FIG. 5 is a diagram showing the flows of refrigerant and cooling water when the temperature adjustment device according to the first embodiment executes a third mode. FIG. 6 is a flowchart showing control processing executed by a control device of the temperature adjustment device according to the first embodiment. FIG. 7 is a diagram for explaining heat transfer and a heat utilization method when the temperature adjustment device according to the first embodiment executes the first mode, the second mode, and the third mode. FIG. 8 is an overall configuration diagram of a comparative temperature adjustment device. FIG. 9 is a diagram for explaining heat transfer and a heat utilization method when the comparative temperature adjustment device executes the first mode and the third mode. FIG. 10 is a diagram for explaining the difference in energy consumption between the temperature adjustment device according to the first embodiment and the comparative temperature adjustment device. FIG. 11 is an overall configuration diagram of a temperature adjustment device according to a second embodiment. FIG. 12 is a diagram showing the flows of refrigerant and cooling water when the temperature adjustment device according to the second embodiment executes the second mode. FIG. 13 is an overall configuration diagram of a temperature adjustment device according to a third embodiment. FIG. 14 is a diagram showing the flows of refrigerant and cooling water when the temperature adjustment device according to the third embodiment executes the second mode. FIG. 15 is an overall configuration diagram of a temperature adjustment device according to a fourth embodiment. 10A to 10C are diagrams showing the flows of refrigerant and cooling water when a temperature adjustment device according to a fourth embodiment executes a first mode, a second mode, and a third mode, respectively.

[0012] Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. In the following embodiments, parts that are the same as or equivalent to those described in the preceding embodiments will be given the same reference numerals, and their description may be omitted. Furthermore, in the embodiments, when only some of the components are described, the components described in the preceding embodiments can be applied to the remaining components. The following embodiments can be partially combined with each other, even if not specifically stated, as long as there is no particular problem with the combination.

[0013] First Embodiment A temperature control device 1 according to this embodiment will be described with reference to FIGS. 1 to 10 . In this embodiment, an example in which the temperature control device 1 is applied to an electric vehicle will be described. As shown in FIG. 1 , the temperature control device 1 includes a refrigeration cycle 10 that circulates a refrigerant serving as a heat medium, as well as a fluid circuit system 20 that circulates a fluid serving as a heat medium. The temperature control device 1 distributes heat generated in the refrigeration cycle 10 and heat generated in heat-generating devices in the fluid circuit system 20 to various components requiring heat via the refrigerant circulating through the refrigeration cycle 10 and the fluid circulating through the fluid circuit system 20. The temperature control device 1 is used to appropriately adjust the temperatures of the refrigerant and the fluid when distributing heat to the various components. The temperature control device 1 switches the flow of the refrigerant circulating through the refrigeration cycle 10 and the fluid circulating through the fluid circuit system 20 depending on an operating mode, which will be described later.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

[0034] The battery 24 generates heat when it supplies charged power to the outside. Furthermore, the battery 24, which is a secondary battery, is prone to a decrease in output at low temperatures and a rapid deterioration at high temperatures. Therefore, the temperature of the battery 24 must be maintained at a temperature that provides the output necessary for the vehicle to run and prevents deterioration, even in a low-temperature environment where the outside air temperature is relatively low.

[0035] For this reason, the batteries 24 are housed in a battery case, and a water passage is formed inside the battery case to circulate coolant, which is a heat medium circulating through the fluid circuit system 20. The water passage is formed to allow uniform temperature adjustment of all battery cells. The water passage is also formed to allow heat exchange between the coolant flowing through the water passage and the batteries 24 that have stored heat, thereby outputting the heat stored in the batteries 24 to the coolant.

[0036] When the outside air temperature is low, the internal temperature of the battery 24 is relatively low immediately after the start of power supply to the inverter 23b and the compressor 12. In such a case, if coolant at a temperature higher than the temperature of the battery 24 itself flows through the water passage, the battery 24 absorbs heat from the coolant and becomes heated. An eight-way valve 40 is connected to both the inlet and outlet sides of the water passage of the battery 24.

[0037] Furthermore, the internal temperature of the battery 24 rises due to its own heat generation some time after the start of power supply to the inverter 23b and the compressor 12. In such a case, if cooling water at a temperature lower than the temperature of the battery 24 itself flows through the water passage, the battery 24 dissipates heat into the cooling water and is cooled.

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

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

[0040] The inverter 23b converts the DC voltage supplied from the battery 24 into AC voltage. The inverter 23b converts the DC voltage supplied from the battery 24 into AC voltage and outputs it to the traction motor of the motor generator 23c. A water passage is formed inside the inverter 23b to circulate coolant, which is a heat medium circulating through the fluid circuit system 20. The water passage of the inverter 23b is connected to the inlet side of the water passage with the water passage of the DCDC converter 23a, and is connected to the outlet side of the water passage with a water passage (described later) of the MG oil cooler 23d.

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

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

[0043] The first pump 25 a, the second pump 25 b, and the third pump 25 c generate a flow of the cooling water that flows through the cooling water circulation flow path 21.

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

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

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

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

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

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

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

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

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

[0053] The eight-way valve 40 is an electric valve device including a valve element configured to change its rotational position and an electric actuator that changes the opening degree of the valve element. By adjusting the rotational position of the valve element, the eight-way valve 40 changes which of the eight-way first inlet 40a, second inlet 40b, third inlet 40c, and fourth inlet 40d is connected to the eight-way first outlet 40e, second outlet 40f, third outlet 40g, and fourth outlet 40h.

[0054] For example, in the 8-way valve 40, the rotational position of the valve disc can be adjusted to connect the 8-way first inlet 40a to the 8-way second outlet 40f. Furthermore, in the 8-way valve 40, the rotational position of the valve disc can be adjusted to connect the 8-way second inlet 40b to one of the 8-way first outlet 40e, the 8-way third outlet 40g, or the 8-way fourth outlet 40h. Furthermore, in the 8-way valve 40, the rotational position of the valve disc can be adjusted to connect the 8-way third inlet 40c to one of the 8-way third outlet 40g or the 8-way fourth outlet 40h. Furthermore, in the 8-way valve 40, the rotational position of the valve disc can be adjusted to connect the 8-way fourth inlet 40d to one of the 8-way second outlet 40f or the 8-way third outlet 40g. The 8-way valve 40 is electrically connected to a control device 60, and the rotational position of the valve disc is controlled by a control signal output from the control device 60.

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

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

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

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

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

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

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

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

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

[0064] (1) First Mode In the first mode, the vehicle interior is heated by utilizing heat contained in the air. As shown in Fig. 3, in the first mode, the control device 60 opens the first valve 18a, closes the second valve 18b, closes the first expansion valve 17a, and opens the second expansion valve 17b.

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

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

[0067] In the first mode in which the refrigerant and coolant circulate as described above, the coolant is heated by absorbing heat from the outside air in the radiator 22. The heated coolant and the refrigerant are then heat-exchanged in the chiller 16 to heat the refrigerant, thereby enabling the heat of the outside air to be used to heat the vehicle interior. The automotive air-conditioning system heats the blown air passing through the interior condenser 13 by heat-exchanging the high-temperature, high-pressure refrigerant discharged from the compressor 12 with the blown air.

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

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

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

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

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

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

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

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

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

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

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

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

[0080] In the third mode in which the refrigerant and coolant circulate as described above, the coolant passing through these heat-generating devices is heated by the self-heat generated by the operation of the DCDC converter 23a, inverter 23b, motor generator 23c, and battery 24. The heated coolant and the refrigerant are then heat-exchanged in the chiller 16 to heat the refrigerant, thereby allowing the self-heat generated by the DCDC converter 23a, inverter 23b, motor generator 23c, and battery 24 to be used to heat the vehicle interior. In other words, in the third mode, the temperature adjustment device 1 recovers unnecessary waste heat generated by the operation of the DCDC converter 23a, inverter 23b, motor generator 23c, and battery 24, and uses the recovered waste heat to heat the vehicle interior.

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

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

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

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

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

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

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

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

[0089] In step S50, the control device 60 determines whether the battery temperature Tb is lower than a second determination temperature Tc2, which will be described later.

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

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

[0092] 7, in the second mode, the vehicle air conditioner heats the vehicle interior using waste heat from the DCDC converter 23a, the inverter 23b, and the motor generator 23c of the electric drive unit 23. The temperature control device 1 also heats the battery 24 by the heat generated by the battery 24 itself so that the temperature of the battery 24 remains constant.

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

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

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

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

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

[0098] 9, the comparative temperature adjustment device 100 operates in the first mode, recovering waste heat from the DCDC converter 23a, the inverter 23b, and the motor generator 23c to heat the battery 24, and also warming the battery 24 using heat generated by the battery 24. In this case, in the first mode, the vehicle air conditioner uses the heat of the outside air to heat the vehicle interior.

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

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

[0101] 10, the temperature control device 1 operating in the second mode can reduce the energy consumption due to the operation of the vehicle air conditioner by approximately 25% compared to the comparative temperature control device 100 not operating in the second mode. As a result, the temperature control device 1 can reduce the overall energy consumption of the battery 24 by approximately 7% compared to the comparative temperature control device 100.

[0102] The reason why the temperature adjustment device 1 can reduce the energy consumption of the battery 24 in this way compared to the comparative temperature adjustment device 100 will be explained below.

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

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

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

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

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

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

[0109] (2) In the above embodiment, the first circuit is configured by the eight-way valve 40 , the second pump 25 b , the third pump 25 c , and the piping that forms the cooling water circulation flow path 21 .

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

[0111] (3) In the above embodiment, the second circuit is configured by the eight-way valve 40 , the first pump 25 a , the third pump 25 c , and the piping that forms the cooling water circulation flow path 21 .

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

[0135] The 10-way valve 80 is an electric valve device including a valve element configured to change its rotational position and an electric actuator that changes the opening degree of the valve element. By adjusting the rotational position of the valve element, the 10-way valve 80 changes which of the 10-way first inlet 80a, the 10-way second inlet 80b, the 10-way third inlet 80c, the 10-way fourth inlet 80d, and the 10-way fifth inlet 80e communicates with the 10-way first outlet 80f, the 10-way second outlet 80g, the 10-way third outlet 80h, the 10-way fourth outlet 80i, and the 10-way fifth outlet 80j.

[0136] For example, in the 10-way valve 80, by adjusting the rotational position of the valve disc, the 10-way first inlet 80a can be connected to the 10-way second outlet 80g. Also, by adjusting the rotational position of the valve disc, the 10-way second inlet 80b can be connected to either the 10-way first outlet 80f, the 10-way third outlet 80h, or the 10-way fifth outlet 80j. Also, by adjusting the rotational position of the valve disc, the 10-way third inlet 80c can be connected to either the 10-way third outlet 80h or the 10-way fifth outlet 80j. Also, by adjusting the rotational position of the valve disc, the 10-way fifth inlet 80e can be connected to either the 10-way second outlet 80g or the 10-way third outlet 80h. The 10-way valve 80 is electrically connected to the control device 60 , and the rotational position of the valve element is controlled by a control signal output from the control device 60 .

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

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

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

[0140] 16, in the first mode in which the refrigerant and the coolant circulate, the coolant absorbs heat from the outside air and is heated in the radiator 22. The automotive air conditioner then uses the heat of the outside air to heat the passenger compartment.

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

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

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

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

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

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

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

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

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

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

[0151] Other Embodiments Although typical embodiments of the present disclosure have been described above, the present disclosure is not limited to the above-described embodiments and can be modified in various ways, for example, as follows.

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

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

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

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

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

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

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

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

[0160] In the above-described embodiments, it goes without saying that the elements constituting the embodiments are not necessarily essential unless they are specifically stated as essential or are clearly considered essential in principle.

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

[0162] In the above-described embodiments, when referring to the shapes, positional relationships, etc. of components, etc., the shapes, positional relationships, etc. are not limited to those unless otherwise specified or when they are fundamentally limited to specific shapes, positional relationships, etc.

[0163] The control device 60 and methods of the present disclosure may be implemented on a special-purpose computer by configuring a processor and memory programmed to perform one or more functions embodied in a computer program. The control device 60 and methods of the present disclosure may be implemented on a special-purpose computer by configuring a processor with one or more dedicated hardware logic circuits. The control device 60 and methods of the present disclosure may be implemented on one or more special-purpose computers configured with a processor and memory programmed to perform one or more functions and a processor configured with one or more hardware logic circuits. The computer program may also be stored on a computer-readable non-transitory tangible storage medium as instructions executed by the computer.

[0164] (Aspects of the present disclosure) The above-described present disclosure can be understood from the following aspects, for example. [First aspect] A temperature control device applied to a vehicle having an electric drive unit (23) that outputs power for traveling, a battery (24) that supplies power to the electric drive unit, and a vehicle air conditioning system including a refrigeration cycle (10) through which a refrigerant circulates, the temperature control device comprising: a heat medium circuit (21) through which a heat medium that exchanges heat with the electric drive unit and the battery circulates; a heat exchange unit (16) provided in the heat medium circuit and that exchanges heat between the heat medium that has exchanged heat with the electric drive unit and the battery and the refrigerant; and one circuit switching unit (40) provided in the heat medium circuit and connected to the electric drive unit, the battery, and the heat exchange unit, and that switches the heat medium circuit. The temperature control device according to the first aspect, wherein the circuit switching unit switches the heat medium circuit to form a first circuit that guides the heat medium that has undergone heat exchange in the electric drive unit to the battery, a second circuit that guides the heat medium that has undergone heat exchange in the electric drive unit to the heat exchange unit, and a third circuit that returns the heat medium that has undergone heat exchange in the battery to the battery, bypassing the electric drive unit and the heat exchange unit. [Second Aspect] The temperature control device according to the first aspect, wherein the circuit switching unit switches the heat medium circuit to form a fourth circuit that guides the heat medium that has undergone heat exchange in the electric drive unit and the battery to the heat exchange unit. [Third Aspect] The temperature control device according to the first or second aspect, wherein the heat medium circuit includes a pressure-feeding unit (25b, 25c) that pumps the heat medium, and the first circuit is constituted by the circuit switching unit, the pressure-feeding unit, and piping that forms the heat medium. [Fourth Aspect] The temperature adjustment device according to any one of the first to third aspects, further comprising a pressure-feeding unit (25a, 25c) that pressure-feeds the heat medium in the heat medium circuit, and the second circuit is configured by the circuit switching unit, the pressure-feeding unit, and a pipe through which the heat medium is formed. [Fifth Aspect] The temperature adjustment device according to any one of the first to fourth aspects, further comprising a pressure-feeding unit (25a, 25c) that pressure-feeds the heat medium in the heat medium circuit, and the second circuit is configured by the circuit switching unit, the pressure-feeding unit, and a pipe through which the heat medium is formed.[Sixth Aspect] The temperature adjustment device according to the fifth aspect, wherein the circuit switching unit is provided inside the battery, and the battery includes: an assembled battery group (24a) having a plurality of battery cells; a heat exchanger (24b) that exchanges heat between the assembled battery group and the heat medium; a first flow path (24c) that guides the heat medium flowing out of the circuit switching unit to the heat exchanger; and a second flow path (24d) that guides the heat medium flowing out of the heat exchanger to the circuit switching unit. [Seventh Aspect] The temperature control device according to the fifth aspect, wherein the battery includes an assembled battery group (24a) having a plurality of battery cells, a heat exchanger (24b) for exchanging heat between the assembled battery group and the heat medium, a first flow path (24c) for guiding the heat medium flowing out of the circuit switching unit to the heat exchanger, a second flow path (24d) for guiding the heat medium flowing out of the heat exchanger to the circuit switching unit, a battery bypass flow path (24e) for guiding the heat medium flowing through the second flow path to the first flow path, bypassing the circuit switching unit, and a check valve (24f) provided in the battery bypass flow path, allowing the heat medium to flow from the second flow path to the first flow path via the battery bypass flow path and prohibiting the heat medium from flowing from the first flow path to the second flow path via the battery bypass flow path. [Eighth Aspect] The temperature control device according to any one of the first to seventh aspects, wherein the circuit switching unit forms the third circuit when forming the second circuit.

Claims

1. A temperature control device applied to a vehicle having an electric drive unit (23) that outputs power for running, a battery (24) that supplies power to the electric drive unit, and a vehicle air conditioning device including a refrigeration cycle (10) in which a refrigerant circulates, the temperature control device comprising: a heat medium circuit (21) in which a heat medium that exchanges heat with the electric drive unit and the battery circulates; a heat exchange unit (16) provided in the heat medium circuit and exchanges heat between the heat medium that has exchanged heat with the electric drive unit and the battery and the refrigerant; and one circuit switching unit (40) provided in the heat medium circuit and connected to the electric drive unit, the battery, and the heat exchange unit, and switching between the heat medium circuits. The circuit switching unit switches the heat medium circuit to form a first circuit that guides the heat medium that has been heat exchanged in the electric drive unit to the battery, a second circuit that guides the heat medium that has been heat exchanged in the electric drive unit to the heat exchange unit, and a third circuit that returns the heat medium that has been heat exchanged in the battery to the battery, bypassing the electric drive unit and the heat exchange unit.

2. A temperature control device as described in claim 1, wherein the circuit switching unit switches the heat medium circuit to form a fourth circuit that guides the heat medium that has been heat exchanged in the electric drive unit and the battery to the heat exchange unit.

3. The temperature control device according to claim 1, further comprising a pressure-feeding section (25b, 25c) that pumps the heat medium in the heat medium circuit, and the first circuit is constituted by the circuit switching section, the pressure-feeding section, and piping that forms the heat medium.

4. The temperature control device according to claim 1, further comprising a pressure-feeding section (25a, 25c) that pumps the heat medium in the heat medium circuit, and the second circuit is constituted by the circuit switching section, the pressure-feeding section, and piping that forms the heat medium.

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

6. A temperature control device as described in claim 5, wherein the circuit switching unit is provided inside the battery, and the battery comprises: an assembled battery group (24a) having a plurality of battery cells; a heat exchanger (24b) for exchanging heat between the assembled battery group and the heat medium; a first flow path (24c) for guiding the heat medium flowing out of the circuit switching unit to the heat exchanger; and a second flow path (24d) for guiding the heat medium flowing out of the heat exchanger to the circuit switching unit.

7. The temperature control device according to claim 5, wherein the battery includes: an assembled battery group (24a) having a plurality of battery cells; a heat exchanger (24b) for exchanging heat between the assembled battery group and the heat medium; a first flow path (24c) for guiding the heat medium flowing out of the circuit switching unit to the heat exchanger; a second flow path (24d) for guiding the heat medium flowing out of the heat exchanger to the circuit switching unit; a battery bypass flow path (24e) for guiding the heat medium flowing through the second flow path to the first flow path, bypassing the circuit switching unit; and a check valve (24f) provided in the battery bypass flow path, which allows the heat medium to flow from the second flow path side to the first flow path side via the battery bypass flow path and prohibits the heat medium from flowing from the first flow path side to the second flow path via the battery bypass flow path.

8. The temperature adjustment device according to any one of claims 1 to 7, wherein the circuit switching section forms the third circuit when forming the second circuit.

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