Heat management method for vehicle, and vehicle

Abstract

Provided is a heat management method for a vehicle, the method comprising: when a physical quantity indicating a heat dissipation state of a radiator reaches a prescribed threshold, supplying air by means of a blower into a warm air passage which is connected to an intake port capable of introducing air from outside the vehicle and in which the blower and a heater core are disposed from an upstream side; controlling the opening and closing of a branch opening that leads to a cold air passage separating an evaporator from the heater core downstream of the blower, said branch opening being disposed between the blower and the evaporator; controlling the opening and closing of an exhaust port that connects the warm air passage to the outside of the vehicle; controlling the opening and closing of a first air outlet that connects the warm air passage to an occupant cabin; and controlling the opening and closing of a second air outlet that connects the cold air passage to the occupant cabin.

Description

Vehicle heat management method and vehicle

[0001] The present invention relates to a vehicle thermal management method and a vehicle.

[0002] Patent Literature 1 discloses a refrigerant circuit system and a control method thereof that can appropriately and efficiently control multiple refrigerant circuits, each of which may include, for example, a first refrigerant circuit for cooling a battery and a second refrigerant circuit for cooling a vehicle cabin. The refrigerant circuit system includes a compressor that compresses the refrigerant, a condenser that dissipates heat from the compressed refrigerant, first and second expansion valves that reduce the pressure and expand the heat-dissipated refrigerant, a first evaporator that absorbs heat from the refrigerant reduced and expanded by the first expansion valve, a second evaporator that is arranged in parallel with the first evaporator and absorbs heat from the refrigerant reduced and expanded by the second expansion valve, and a control device.

[0003] JP 2023-037294 A

[0004] As disclosed in Patent Document 1, it is important to properly manage the heat generated inside a vehicle in order to meet the air conditioning demands of the passenger compartment and the cooling demands of other parts of the vehicle. In particular, it is necessary to properly discharge the heat of the refrigerant in multiple refrigerant circuits, but Patent Document 1 does not take this into consideration.

[0005] In one aspect, the present invention has been made in consideration of the above circumstances, and its purpose is to provide a vehicle thermal management method for appropriately managing heat generated within a vehicle, and a vehicle capable of executing the management method.

[0006] A thermal management method according to one aspect of the present invention is a thermal management method for a vehicle comprising: an electric powertrain including a motor for driving a vehicle; a coolant circuit through which a coolant can circulate, wherein the coolant recovers heat from the electric powertrain and dissipates it via a radiator; a passage that can communicate with the coolant circuit via a valve device, the passage having a passage through which the coolant can circulate upstream of the radiator, and which performs heat exchange between the coolant circulating within the passage and ambient air; a refrigeration cycle circuit in which a compressor, a condenser, an expansion valve, and an evaporator are connected in this order; a blower that can send air toward the heater core and the evaporator; and an inlet that can introduce air from outside the vehicle, wherein the vehicle is connected to the inlet and has a refrigeration cycle circuit that can communicate with the blower and the evaporator from the upstream side. and the heater core are arranged therein; a cold air passage that branches off from the hot air passage downstream of the blower and separates the evaporator from the heater core; a first air outlet downstream of the heater core that connects the hot air passage with the passenger compartment; a first opening / closing mechanism that opens and closes the first air outlet; an exhaust outlet downstream of the heater core that connects the hot air passage with the outside of the vehicle; an exhaust outlet opening / closing mechanism that opens and closes the exhaust outlet; a second air outlet downstream of the evaporator that connects the cold air passage with the passenger compartment; a second opening / closing mechanism that opens and closes the second air outlet; a third opening / closing mechanism that is arranged between the blower and the evaporator and that opens and closes a branch opening that leads from the hot air passage to the cold air passage; and an acquisition unit that acquires a physical quantity that indicates the heat dissipation state of the radiator. The thermal management method includes, when the physical quantity reaches a predetermined threshold, when the refrigeration cycle circuit and the blower are operating to cool the passenger compartment, and when the set value set in the blower as the cooling air volume is not maximum, controlling the valve device to connect the passage to the coolant circuit, controlling the exhaust outlet opening / closing mechanism to open the exhaust outlet, controlling the first opening / closing mechanism to close the first air outlet, controlling the second opening / closing mechanism to open the second air outlet, controlling the blower so that the air output volume of the blower exceeds the set value, and controlling the third opening / closing mechanism to open the branch outlet.

[0007] According to the present invention, heat generated inside a vehicle can be appropriately managed.

[0008] 1 is a circuit configuration diagram of a vehicle equipped with a thermal management system according to an embodiment; 2 is a flowchart showing a process flow for determining a mode of the thermal management system; 3 is a flowchart showing a process flow for a first HC cooling mode; 4 is a diagram showing the state of each part of the vehicle in the first HC cooling mode; 5 is a flowchart showing a process flow for a second HC cooling mode; 6 is a diagram showing the state of each part of the vehicle in the second HC cooling mode; 7 is a flowchart showing a process flow for a third HC cooling mode; 8 is a diagram showing the state of each part of the vehicle in the third HC cooling mode; 9 is a flowchart showing a process flow for a fourth HC cooling mode; 10 is a diagram showing the state of each part of the vehicle in the fourth HC cooling mode; 11 is a flowchart showing a process flow for a fifth HC cooling mode; 12 is a diagram showing the state of each part of the vehicle in the fifth HC cooling mode.

[0009] An embodiment according to one aspect of the present invention (hereinafter also referred to as "the present embodiment") will be described below with reference to the drawings. However, the embodiment described below is merely an example of the present invention in all respects. Needless to say, various improvements and modifications can be made without departing from the scope of the present invention. In other words, when implementing the present invention, specific configurations according to the embodiment may be appropriately adopted. Note that, although data appearing in this embodiment is described in natural language, more specifically, it is specified using pseudo-language, commands, parameters, machine language, etc. that can be recognized by a computer.

[0010] 1. Overall Configuration FIG. 1 is a circuit diagram showing the configuration of a thermal management system for a vehicle 1 according to this embodiment, and FIG. 2 is a block diagram showing the electrical configuration of the thermal management system. The vehicle 1 is an electric vehicle and includes an electric powertrain 62, a battery 30, a controller 2, a first refrigerant circuit 3, a second refrigerant circuit 4, a refrigeration cycle circuit 5, and a coolant circuit 6. The electric powertrain 62 includes a motor and an inverter for driving the vehicle (not shown). The battery 30 is capable of supplying power to the motor. The controller 2 executes a thermal management method for the vehicle 1 according to this embodiment. The vehicle 1 further includes a passenger compartment C in which a passenger sits, and a hot air passage 100 and a cold air passage 101, which are spaces partitioned from the passenger compartment C. Each component will be described below.

[0011] [First Refrigerant Circuit] The first refrigerant circuit 3 is a circuit in which a battery cooler 31, a chiller 43, and a pump 32 are connected in this order, and a first refrigerant can circulate through these. The battery cooler 31 includes a passage (not shown) through which the first refrigerant circulates and a cooling plate (not shown) that contacts the battery 30. The cooling plate is a metal member that transfers heat generated in the battery 30 to the first refrigerant. In other words, the first refrigerant recovers heat from the battery 30 via the cooling plate.

[0012] In this embodiment, the first refrigerant is Long Life Coolant (LLC), and the pump 32 is a water pump that circulates the first refrigerant in one direction. The chiller 43 has a passage through which the first refrigerant circulates and a passage through which a second refrigerant (described later) circulates, and heat is exchanged between the first refrigerant and the second refrigerant. The temperature of the first refrigerant flowing into the chiller 43 is higher than the temperature of the second refrigerant flowing into the chiller 43. As a result, heat recovered from the battery 30 is transferred from the first refrigerant to the second refrigerant.

[0013] [Second Refrigerant Circuit] The second refrigerant circuit 4 is a circuit in which an air conditioning compressor 41, a water-cooled condenser 42, an expansion valve 40, and a chiller 43 are connected in this order, and a second refrigerant can circulate through these components. The air conditioning compressor 41 compresses the gaseous second refrigerant. The water-cooled condenser 42 dissipates heat from the compressed second refrigerant, liquefying it. The expansion valve 40 reduces the pressure of the second refrigerant. The chiller 43 evaporates the second refrigerant using the heat of the first refrigerant. The water-cooled condenser 42 includes a passage through which the second refrigerant circulates and a passage through which the coolant (LLC) of the coolant circuit 6 circulates, thereby exchanging heat between the second refrigerant and the coolant. As a result, the water-cooled condenser 42 thermally connects the second refrigerant circuit 4 and the coolant circuit 6. The temperature of the second refrigerant flowing into the water-cooled condenser 42 is higher than the temperature of the coolant flowing into the water-cooled condenser 42. As a result, the heat collected by the first refrigerant from the battery 30 is further transferred from the second refrigerant to the coolant. In other words, the first refrigerant circuit 3 is thermally connected to the coolant circuit 6 via the second refrigerant circuit 4.

[0014] [Refrigeration Cycle Circuit] The refrigeration cycle circuit 5 is a circuit for cooling the passenger compartment C of the vehicle 1. The refrigeration cycle circuit 5 is a circuit in which an air conditioning compressor 41, a water-cooled condenser 42, an expansion valve 51, and an evaporator 50 are connected in this order, and a second refrigerant can circulate. The expansion valve 51 reduces the pressure of the second refrigerant. The evaporator 50 exchanges heat between the reduced pressure second refrigerant and the surrounding air, thereby evaporating the second refrigerant and cooling the surrounding air. Of the refrigeration cycle circuit 5, the evaporator 50 is disposed in a cold air passage 101, which will be described later.

[0015] [Coolant Circuit] The coolant circuit 6 is a circuit through which coolant can circulate and which dissipates heat generated in the electric powertrain 62 to the outside of the vehicle 1 via a radiator 63. The coolant circuit 6 includes a water-cooled condenser 42, a pump 60, a pump 61, the electric powertrain 62, a radiator 63, a temperature sensor 64, a valve device 65, and a valve device 66. The valve device 65 and the valve device 66 switch between a communication state and a non-communication state between the coolant circuit 6 and a passage of a heater core 8 (described later). More specifically, when the valve device 65 is open and the valve device 66 is closed, the coolant cannot circulate through the passage of the heater core 8, and the coolant circuit 6 is separated from the passage of the heater core 8. On the other hand, when the valve device 65 is closed and the valve device 66 is open, the coolant can circulate through the passage of the heater core 8. The operation of the coolant circulating through the passage of the heater core 8 will be described later.

[0016] The water-cooled condenser 42 and the electric powertrain 62 (more precisely, a cooler that is in contact with the electric powertrain 62 and exchanges heat between the electric powertrain 62 and the coolant) are connected in parallel. In this embodiment, pumps 60 and 61 are water pumps, respectively, and send coolant to the water-cooled condenser 42 and the cooler of the electric powertrain 62. The coolant sent by the pump 60 to a passage in the water-cooled condenser 42 recovers heat from a second refrigerant circulating in another passage in the water-cooled condenser 42 and flows into the radiator 63. In addition, the coolant sent by the pump 61 to the cooler of the electric powertrain 62 recovers heat from the electric powertrain 62 and flows into the radiator 63.

[0017] The radiator 63 is disposed inside a front grill (not shown) of the vehicle 1. The vehicle 1 further includes a fan 630 disposed near the radiator 63 and blowing air onto the radiator 63. As a result, the radiator 63 is exposed to at least one of the wind generated by the vehicle 1 while it is moving and the wind generated by the fan 630, and heat exchange occurs between the coolant passing through the radiator 63 and the surrounding air. In other words, heat is discharged from the coolant passing through the radiator 63 to the air outside the vehicle 1.

[0018] The temperature sensor 64 detects the temperature of the coolant downstream of the radiator 63 (i.e., discharged from the radiator 63). In other words, the temperature sensor 64 detects the temperature of the coolant after heat is discharged by the radiator 63 and before heat is recovered by the water-cooled condenser 42 and the electric powertrain 62. The temperature sensor 64 transmits the detected temperature to the controller 2 at a predetermined interval or in response to a request from the controller 2. The temperature sensor 64 is not particularly limited as long as it detects the temperature of the coolant and outputs an electrical signal corresponding to the detected value, and any temperature sensor can be used.

[0019] [Heater Core] The vehicle 1 further includes a heater core 8 and a heater 9 disposed near the heater core 8. These are disposed in a hot air passage 100, which will be described later. The heater core 8 includes a passage through which coolant can circulate and fins around the passage, and performs heat exchange between the coolant circulating in the passage and the surrounding air. When the valve device 65 is closed and the valve device 66 is open, the coolant discharged from the water-cooled condenser 42 and the electric powertrain 62 and before flowing into the radiator 63 circulates through the passage of the heater core 8. This allows the coolant to dissipate heat not only in the radiator 63 but also in the heater core 8. The air heated by the heater core 8 can be used to heat the passenger compartment C in response to a request from an air conditioning system (not shown) of the vehicle 1.

[0020] In the flow path connecting the coolant circuit 6 and the heater core 8, temperature sensors 81 and 82 are installed upstream and downstream of the heater core 8, respectively. The temperature sensors 81 and 82 are not particularly limited as long as they detect the temperature of the coolant and output an electrical signal corresponding to the detected value, and any temperature sensors can be used. The temperature sensors 81 and 82 transmit the detected temperatures to the controller 2 at predetermined intervals or in response to a request from the controller 2. As will be described later, the temperature sensor 81 detects the temperature of the coolant flowing into the heater core 8, and the temperature sensor 82 detects the temperature of the coolant discharged from the heater core 8, thereby allowing the amount of heat dissipated by the coolant in the heater core 8 to be calculated.

[0021] [Heater] The heater 9 operates appropriately in accordance with the ambient temperature of the vehicle 1 and the heating demand, and, if necessary, further heats the air that has passed through the heater core 8. In this embodiment, the heater 9 is a PTC heater, but is not particularly limited to this.

[0022] The vehicle 1 further includes a temperature sensor 80 and a temperature sensor 90. The temperature sensor 80 is disposed near the heater core 8 and upstream of the heater core 8. The temperature sensor 80 detects the temperature of air sent from the blower 7 before passing through the heater core 8. The temperature sensor 90 is disposed near the heater 9 and downstream of the heater 9. The temperature sensor 90 detects the temperature of the heater core 8 and the air that has passed through the heater 9. When the heater 9 is not operating, the temperature detected by the temperature sensor 90 is substantially the temperature of the air that has passed through the heater core 8. Therefore, the location of the temperature sensor 90 does not have to be downstream of the heater 9. The temperature sensors 80 and 90 are not particularly limited as long as they detect the air temperature and output an electrical signal corresponding to the detected value, and any temperature sensor can be used. The temperature sensors 80 and 90 transmit the detected temperatures to the controller 2 at a predetermined interval or in response to a request from the controller 2.

[0023] [Blower] The vehicle 1 further includes a blower 7 and a partition wall 10 disposed in a space R partitioned from the passenger compartment C. The space R is an air passage extending between the inlet 15 and the first air outlet 11, the second air outlet 12, and the exhaust outlet 14. The inlet 15 is an air vent that connects the interior and exterior of the vehicle 1 and is opened and closed by an inlet opening / closing mechanism 150. The blower 7 is an air sending device equipped with a motor and a fan, and is capable of sending air toward the heater core 8 and the evaporator 50. By operating the blower 7 in this manner, outside air can be introduced into the space R through the inlet 15 in an open state. The partition wall 10 separates the space R along the air flow direction, defining a hot air passage 100 and a cold air passage 101 that branches off from the hot air passage 100 downstream of the blower 7.

[0024] [Hot Air Passage] The hot air passage 100 is an air passage through which the blower 7, heater core 8, and heater 9 are arranged from the upstream side, and is connected to the inlet 15 on the upstream side and to the first outlet 11 and the outlet 14 on the downstream side. The first outlet 11 connects the hot air passage 100 to the passenger compartment C. In other words, the first outlet 11 is an outlet for blowing hot air into the passenger compartment C during heating. The outlet 14 is an air vent that connects the hot air passage 100 to the outside of the vehicle 1. In other words, the outlet 14 is an air vent for discharging hot air to the outside of the vehicle 1 during non-heating.

[0025] [Cold Air Passage] The partition wall 10 extends into the space R downstream of the blower 7, passing between the heater core 8 and the evaporator 50. This defines a cold air passage 101 that has the branch port 13 as an inlet and separates the evaporator 50 from the heater core 8. The cold air passage 101 is connected to the second outlet 12 on the downstream side. The second outlet 12 connects the cold air passage 101 to the passenger compartment C. In other words, the second outlet 12 is an outlet for blowing cool air into the passenger compartment C during cooling. As can be seen from the above, in the vehicle 1, the air that has exchanged heat with the heater core 8 and the air that has exchanged heat with the evaporator 50 are supplied to the passenger compartment C via separate passages.

[0026] [Opening and Closing Mechanisms] The vehicle 1 further includes an inlet opening and closing mechanism 150, a first opening and closing mechanism 110, a second opening and closing mechanism 120, a third opening and closing mechanism 130, and an outlet opening and closing mechanism 140. The inlet opening and closing mechanism 150 opens and closes the inlet 15. The first opening and closing mechanism 110 opens and closes the first air outlet 11. The second opening and closing mechanism 120 opens and closes the second air outlet 12. The third opening and closing mechanism 130 is disposed between the blower 7 and the evaporator 50 and opens and closes the branch outlet 13. The outlet opening and closing mechanism 140 opens and closes the outlet 14. The opening and closing mechanisms 110, 120, 130, 140, and 150 are not particularly limited as long as they can open and close their respective openings, and may each be a door type, a shutter type, or a blind type. Furthermore, the opening and closing mechanisms 110, 120, 130, 140, and 150 are each controlled by the controller 2. As will be described later, when the vehicle 1 is in the cooling mode, the opening degree of the opening / closing mechanism 130 (the degree to which the branch outlet 13 is opened) is adjusted by the controller 2 .

[0027] [Controller] The controller 2 is composed of an electronic control unit (ECU). The electronic control unit includes a non-volatile storage device storing programs and information necessary for calculations, a processor for performing various calculations, a memory used for the processor's calculations, and an input / output interface. The input / output interface is a communication module for communicating with the temperature sensors 64, 80, 81, 82, and 90, the pumps 60 and 61, the opening / closing mechanisms 110, 120, 130, 140, and 150, the valve devices 65 and 66, the air conditioning compressor 41, the fan 630, the blower 7, and other controllers. In particular, the controller 2 obtains motor rotation speeds from the fan 630 and the pumps 60 and 61 and liquid or gas temperatures from the temperature sensors 64, 80, 81, 82, and 90, while controlling the operation of the opening / closing mechanisms 110, 120, 130, 140, and 150, the valve devices 65 and 66, the air conditioning compressor 41, and the blower 7. The controller 2 may also serve as a controller for an air conditioning unit (not shown). The air conditioning unit includes, but is not limited to, a refrigeration cycle circuit 5, a blower 7, a heater core 8, a first air outlet 11, a second air outlet 12, a first opening / closing mechanism 110, and a second opening / closing mechanism 120, as well as an operation unit that can be operated from the passenger compartment C to switch between ON and OFF, switch between operating modes (e.g., outside air cooling, inside air circulation cooling, outside air heating, and inside air circulation heating), set the cooling / heating temperature, and set the cooling / heating airflow rate.

[0028] The thermal management system according to this embodiment includes the controller 2, the first refrigerant circuit 3, the second refrigerant circuit 4, the refrigeration cycle circuit 5, the coolant circuit 6, the blower 7, the heater core 8, the fan 630, the temperature sensors 64, 80, 81, 82, 90, and the opening and closing mechanisms 110, 120, 130, 140, 150. A thermal management method for the vehicle 1 implemented by this thermal management system will now be described.

[0029] 2. Thermal Management Method The thermal management method of the vehicle 1 according to this embodiment is executed in situations requiring higher cooling capacity for the battery 30. Examples of such situations include towing another vehicle and rapid charging of the battery 30. This thermal management method utilizes the heater core 8 for heat dissipation in addition to heat dissipation using the radiator 63 and the fan 630. Therefore, this thermal management method is executed in several different modes depending on the air conditioning setting of the vehicle 1 set by the occupant. FIG. 2 is a flowchart showing the conditions under which the thermal management method of the vehicle 1 is executed and the process flow for determining the mode to be executed. As shown in FIG. 2, the thermal management method according to this embodiment executes one of five modes, including a first HC cooling mode to a fifth HC cooling mode, depending on the heat dissipation state of the radiator 63 and the air conditioning setting of the passenger compartment C.

[0030] Steps S1 and S2 are steps for determining whether or not a mode described below needs to be executed based on a physical quantity indicating the heat dissipation state of the radiator 63. In step S1, the controller 2 acquires the current rotation speed (motor rotation speed) of the fan 630 as a physical quantity indicating the heat dissipation state of the radiator 63. Furthermore, the controller 2 determines whether the acquired rotation speed has reached a predetermined threshold. In this embodiment, the predetermined threshold is the maximum rotation speed of the fan 630, so the controller 2 determines whether the current rotation speed of the fan 630 is maximum. If it is determined that the rotation speed of the fan 630 is not maximum (NO), it can be determined that there is still room for heat dissipation by the coolant circuit 6. In this case, the thermal management method according to this embodiment is not executed, and a normal cooling operation is performed. On the other hand, if it is determined that the rotation speed of the fan 630 is maximum (YES), it can be determined that the heat dissipation capacity of the coolant circuit 6 is insufficient. In this case, step S2 is next executed.

[0031] In step S2, the controller 2 acquires the coolant temperature from the temperature sensor 64 as a physical quantity indicating the heat dissipation state of the radiator 63. Furthermore, the controller 2 determines whether the acquired temperature has reached a predetermined threshold. When it is determined that the coolant temperature is below the predetermined threshold (NO), it can be determined that the radiator 63 still has sufficient heat dissipation capacity. In this case, the thermal management method according to this embodiment is not executed, and a normal cooling operation is performed. On the other hand, when it is determined that the coolant temperature is equal to or higher than the predetermined threshold (YES), it can be determined that the radiator 63 does not have sufficient heat dissipation capacity. In this case, step S3 is next executed.

[0032] In step S3, the controller 2 determines whether an air conditioning unit (not shown) of the vehicle 1 is OFF. If it is determined that the air conditioning unit is OFF (YES), a first heater core cooling mode (hereinafter also referred to as "first HC cooling mode") is executed (step S4). Details of the first HC cooling mode will be described later. On the other hand, if it is determined that the air conditioning unit is operating in the cooling mode or the heating mode, step S5 is executed.

[0033] In step S5, the controller 2 determines whether the air conditioning unit is operating in the cooling mode. If it is determined that the air conditioning unit is operating in the cooling mode (YES), step S6 is executed. On the other hand, if it is determined that the air conditioning unit is not operating in the cooling mode, i.e., is operating in the heating mode (NO), step S11 is executed.

[0034] In step S6, the controller 2 determines whether the cooling mode is the outside air introduction mode. If it is determined that the cooling mode is the outside air introduction mode (YES), step S7 is executed next. On the other hand, if it is determined that the cooling mode is not the outside air introduction mode, that is, the inside air circulation mode (NO), step S9 is executed next. Note that in the outside air introduction mode, the inlet opening / closing mechanism 150 opens the inlet 15, and air outside the vehicle 1 is introduced into the space R. On the other hand, in the inside air circulation mode, the inlet opening / closing mechanism 150 closes the inlet 15, and air circulates between the space R and the passenger compartment C.

[0035] In steps S7 and S9, the controller 2 determines whether the airflow setting (airflow setting) set for the air conditioning unit as the cooling airflow rate is maximum. In other words, steps S7 and S9 are steps for determining whether the blower 7 has spare capacity. In both the outside air introduction mode and the inside air circulation mode, if the airflow rate setting is maximum, the blower 7 is controlled to maximize the airflow rate, and the third opening / closing mechanism 130 is controlled to distribute the entire airflow rate to the cold air passage 101. In other words, if the airflow rate setting is maximum, the third opening / closing mechanism 130 closes the hot air passage 100 downstream of the blower 7, and the air blown by the blower 7 is not sent to the hot air passage 100. In such a case, the blower 7 cannot be used for the thermal management method according to this embodiment. Therefore, when it is determined in steps S7 and S9 that the airflow rate setting is maximum (YES), the thermal management method according to this embodiment is not executed, and a normal cooling operation is performed. On the other hand, if it is determined in step S7 that the airflow rate is not maximum (NO), the second HC cooling mode is executed (step S8). If it is determined in step S9 that the airflow rate is not maximum (NO), the third HC cooling mode is executed (step S10). Details of the modes in steps S8 and S10 will be described later.

[0036] In step S11, similar to step S6, the controller 2 determines whether the heating mode is the outside air introduction mode. If it is determined that the heating mode is the outside air introduction mode (YES), the fourth cooling mode is executed (step S12). On the other hand, if it is determined that the heating mode is not the outside air introduction mode, i.e., the inside air circulation mode (NO), the fifth HC cooling mode is executed (step S13). Details of each mode in steps S12 and S13 will be described later.

[0037] As described above, the thermal management method for the vehicle 1 according to this embodiment is executed in five modes, namely, the first to fifth HC cooling modes. The thermal management method in each mode will be described below.

[0038] [First HC Cooling Mode] Figure 3A is a flowchart showing the processing flow of the first HC cooling mode, and Figure 3B is a diagram showing the state of each part of the vehicle 1 during the first HC cooling mode. The first HC cooling mode includes steps S41 to S46. Note that at least some of steps S41 to S46 may be executed simultaneously, or the order of at least some of the steps may be changed from that of the flowchart in Figure 3A.

[0039] In step S41, the controller 2 controls the inlet opening / closing mechanism 150 to open the inlet 15. This allows outside air to be introduced into the space R.

[0040] In step S42, the controller 2 controls the third opening and closing mechanism 130 to close the branch outlet 13. In other words, the controller 2 controls the third opening and closing mechanism 130 to close the cold air passage 101. This makes it possible for the blower 7 to send all of the air introduced from the inlet 15 to the hot air passage 100.

[0041] In step S43, the controller 2 controls the first opening / closing mechanism 110 and the second opening / closing mechanism 120 to close the first air outlet 11 and the second air outlet 12. This blocks communication between the space R and the passenger compartment C.

[0042] In step S44, the controller 2 controls the valve device 65 and the valve device 66 so that the valve device 65 is in a closed state and the valve device 66 is in an open state. This allows the coolant circuit 6 and the passage of the heater core 8 to communicate with each other, allowing the coolant to circulate through the passage of the heater core 8.

[0043] In step S45, the controller 2 controls the blower 7 so as to maximize the amount of air blown by the blower 7. This control can be performed, for example, by adjusting the drive voltage of the motor of the blower 7 so as to maximize the rotation speed of the motor. As a result, the air blown out from the blower 7 flows into the hot air passage 100, where it exchanges heat with the coolant circulating in the heater core 8.

[0044] In step S46, the controller 2 controls the exhaust port opening / closing mechanism 140 to open the exhaust port 14. As a result, the air that has passed through the heater core 8 is not sent to the passenger compartment C, but is instead discharged to the outside of the vehicle 1 via the exhaust port 14. Since the temperature of the air that has passed through the heater core 8 is higher than the outside air temperature, discharging this air to the outside of the vehicle 1 can improve the heat dissipation capacity without affecting the temperature inside the passenger compartment C.

[0045] [Second HC Cooling Mode] Figure 4A is a flowchart showing the processing flow of the second HC cooling mode, and Figure 4B is a diagram showing the state of each part of the vehicle 1 during the second HC cooling mode. The second HC cooling mode includes steps S81 to S86. At least some of steps S81 to S85 may be executed simultaneously, or the order of at least some of the steps may be changed from that of the flowchart in Figure 4A. Furthermore, the timing at which step S86 is executed may be changed as appropriate, as long as it is after step S85.

[0046] When the second HC cooling mode is executed, the second refrigerant circulates through the refrigeration cycle circuit 5, and heat exchange between the second refrigerant and air occurs in the evaporator 50. That is, a portion of the second refrigerant discharged from the air conditioning compressor 41 is supplied to the evaporator 50. In addition, the second air outlet 12 is opened by the second opening / closing mechanism 120. This allows air in the cool air passage 101 to be sent to the passenger compartment C. Furthermore, the inlet opening / closing mechanism 150 opens the inlet 15, allowing outside air to be introduced into the space R.

[0047] In step S81, the controller 2 controls the first opening / closing mechanism 110 to close the first air outlet 11. This blocks communication between the hot air passage 100 and the passenger compartment C. Note that if step S81 has already been executed, this step can be omitted.

[0048] In step S82, the controller 2 controls the valve device 65 and the valve device 66 so that the valve device 65 is in a closed state and the valve device 66 is in an open state. This allows the coolant circuit 6 and the passage of the heater core 8 to communicate with each other, allowing the coolant to circulate through the passage of the heater core 8.

[0049] In step S83, the controller 2 controls the exhaust port opening / closing mechanism 140 to open the exhaust port 14. This prevents the air that has passed through the heater core 8 from being sent to the passenger compartment C, and allows it to be discharged to the outside of the vehicle 1 through the exhaust port 14.

[0050] In step S84, the controller 2 controls the blower 7 so that the blowing amount of the blower 7 is maximized. As a result, a portion of the air sent out from the blower 7 flows into the hot air passage 100 and passes through the heater core 8 from upstream to downstream. This causes heat exchange between the air around the heater core 8 and the coolant circulating in the heater core 8. The rest of the air sent out from the blower 7 flows into the cold air passage 101 and passes through the evaporator 50 from upstream to downstream. This causes heat exchange between the air around the evaporator 50 and the second refrigerant circulating in the evaporator 50. Here, the amount W sent out to the cold air passage 101 EThe air flow rate is controlled by adjusting the opening of the third opening / closing mechanism 130 so that it approaches the set value for the air conditioning unit. This control is performed in the following steps.

[0051] In step S85, the controller 2 determines the amount of air sent from the blower 7 to the cold air passage 101 W E [m 3 For this estimation, first, the amount of air sent from the blower 7 to the hot aisle 100 W H The controller 2 obtains the temperatures of the coolant upstream and downstream of the heater core 8 from the temperature sensors 81 and 82, and calculates the difference ΔT L Next, the controller 2 acquires the rotational speeds of the pumps 60 and 61, and calculates the flow rate M of the coolant circulating through the passage of the heater core 8 and the coolant circuit 6 based on these rotational speeds. L The controller 2 calculates the amount of heat Q [W] that the coolant dissipates in the heater core 8 based on the following formula: L is the specific heat of the coolant [J / (g·K)], and is a constant pre-stored in the storage area of ​​the controller 2. L ×M L ×ΔT L

[0052] Next, the controller 2 acquires the temperatures of the air before and after passing through the heater core 8 from the temperature sensor 80 and the temperature sensor 90, and calculates the difference ΔT A Next, the controller 2 calculates the flow rate M of air passing through the heater core 8 based on the following formula: A [g / s] is calculated. A is the specific heat of air [J / (g·K)], and is a constant pre-stored in the storage area of ​​the controller 2. A = Q / (C A ×ΔT A )

[0053] Furthermore, the controller 2 calculates the delivery amount W based on the following formula: H [m 3 / s] is calculated, where D A is the density of air [g / m 3], which is a constant pre-stored in the storage area of ​​the controller 2. H = M A / D A

[0054] The maximum airflow rate of the blower 7 is a specified value W, which is stored in advance in the storage area of ​​the controller 2. The controller 2 determines the airflow rate W from the blower 7 to the cold air passage 101. E is estimated based on the following formula: E =W-W H

[0055] In step S85, the controller 2 calculates the estimated delivery amount W E Based on this, the opening degree of the third opening / closing mechanism 130 is adjusted so that the amount of air sent from the blower 7 to the cold passage 101 approaches a set value. Relationship specifying information that specifies the relationship between the opening degree of the third opening / closing mechanism 130 and the amount of air sent to the cold passage 101 is stored in advance in a storage area of ​​the controller 2. The relationship specifying information is not limited to this, but can be, for example, a regression equation in which the opening degree of the third opening / closing mechanism 130 is an explanatory variable and the amount of air sent to the cold passage 101 is a target variable, or a map created on a plane in which the opening degree of the third opening / closing mechanism 130 is the first axis and the amount of air sent to the cold passage 101 is the second axis.

[0056] In the second HC cooling mode, the hot air passage 100 and the cold air passage 101 are used in combination to cool the passenger compartment C, while the heater core 8 can be used for heat dissipation. Then, the air that has exchanged heat with the heater core 8 can be discharged to the outside of the vehicle 1 while being blocked from the passenger compartment C.

[0057] [Third HC Cooling Mode] Figure 5A is a flowchart showing the processing flow of the third HC cooling mode, and Figure 5B is a diagram showing the state of each part of the vehicle 1 during the third HC cooling mode. The third HC cooling mode includes steps S101 to S106. At least some of steps S101 to S105 may be executed simultaneously, or the order of at least some of the steps may be changed from that of the flowchart in Figure 5A. Furthermore, the timing at which step S106 is executed may be changed as appropriate, as long as it is after step S105.

[0058] 5A and 5B, the third HC cooling mode differs from the second HC cooling mode in that the inlet opening / closing mechanism 150 is controlled to close the inlet 15. That is, in the third HC cooling mode, the inlet 15 is closed to circulate the inside air between the space R and the passenger compartment C for cooling, but other controls are the same as those in the third HC cooling mode. Therefore, the same explanation as for steps S81 to S86 applies to steps S101 to S106, and therefore a repeated explanation will be omitted.

[0059] In the third HC cooling mode, the hot air passage 100 and the cold air passage 101 are used in combination to cool the passenger compartment C, while the heater core 8 can be used for heat dissipation. That is, in the third HC cooling mode, the air that has undergone heat exchange in the evaporator 50 can be circulated between the cold air passage 101 and the passenger compartment C, while the air that has undergone heat exchange in the heater core 8 can be discharged to the outside of the vehicle 1 while being isolated from the passenger compartment C.

[0060] [Fourth HC Cooling Mode] Figure 6A is a flowchart showing the processing flow of the fourth HC cooling mode, and Figure 6B is a diagram showing the state of each part of the vehicle 1 during the fourth HC cooling mode. The fourth HC cooling mode includes steps S121 to S127. At least some of steps S121 to S125 and step S127 may be executed simultaneously, or the order of at least some of the steps may be changed from that of the flowchart in Figure 6A. Furthermore, the timing at which step S126 is executed may be changed as appropriate, as long as it is after step S125.

[0061] When the fourth HC cooling mode is executed, the expansion valve 51 is closed to prevent the second refrigerant from circulating through the refrigeration cycle circuit 5. Furthermore, to heat the passenger compartment C, the coolant circuit 6 and the passage of the heater core 8 are connected, and the coolant circulates through the passage of the heater core 8. In addition, the first air outlet 11 is opened by the first opening / closing mechanism 110. Furthermore, the inlet 15 is opened by the inlet opening / closing mechanism 150, allowing outside air to be introduced into the space R.

[0062] In step S121, the controller 2 controls the third opening and closing mechanism 130 to close the branch outlet 13. In other words, the controller 2 controls the third opening and closing mechanism 130 to close the cold air passage 101. This makes it possible for the blower 7 to send all of the air introduced from the inlet 15 to the hot air passage 100.

[0063] In step S122, the controller 2 controls the second opening / closing mechanism 120 to close the second air outlet 12. As a result, the cool air passage 101 and the passenger compartment C are blocked from each other.

[0064] In step S123, the controller 2 controls the outlet opening / closing mechanism 140 to close the outlet 14.

[0065] In step S124, the controller 2 controls the airflow rate of the blower 7 based on the setting value (airflow rate setting) set by the occupant for the air conditioning unit as the heating airflow rate. Note that at least some of steps S121 to S124 may have already been executed while the air conditioning unit is operating in the heating mode. In such a case, the already executed steps of steps S121 to S124 may be omitted.

[0066] In step S125, the controller 2 determines a target outlet temperature. The target outlet temperature is a target value for the temperature of air discharged from the first outlet 11 and is determined to bring the temperature in the passenger compartment C closer to the set value. Therefore, the target outlet temperature is usually higher than the set value and may be determined, for example, by performing a predetermined conversion on the set value. Here, the temperature of the air after heat exchange with the heater core 8 depends on the temperature of the coolant circulating through the heater core 8. Therefore, the following step S126 is executed to control the temperature of the coolant.

[0067] In step S126, the controller 2 adjusts the rotation speed (of the motor) of the air conditioning compressor 41. Specifically, the controller 2 acquires the temperature of the coolant flowing into the passage of the heater core 8 from the temperature sensor 81. The controller 2 then adjusts the rotation speed of the air conditioning compressor 41 while comparing the acquired temperature with the target outlet temperature. This makes it possible to control the temperature of the coolant circulating in the passage of the heater core 8 so that it does not become too high relative to the target outlet temperature. The controller 2 may also acquire the temperature from the temperature sensor 90 and monitor the temperature of the air that has exchanged heat with the heater core 8.

[0068] In step S127, the controller 2 controls the first opening / closing mechanism 110 to open the first air outlet 11. This allows the air in the hot air passage 100 to be sent to the passenger compartment C. Note that if step S127 has already been executed while the air conditioning unit is operating in the heating mode, this step can be omitted.

[0069] [Fifth HC Cooling Mode] Figure 7A is a flowchart showing the processing flow of the fifth HC cooling mode, and Figure 7B is a diagram showing the state of each part of the vehicle 1 during the fifth HC cooling mode. The fifth HC cooling mode includes steps S131 to S137. At least some of steps S131 to S135 and step S137 may be executed simultaneously, or the order of at least some of the steps may be changed from that of the flowchart in Figure 7A. Furthermore, the timing of execution of step S136 may be changed as appropriate as long as it is after step S135.

[0070] 6B and 7B, the fifth HC cooling mode differs from the fourth HC cooling mode in that the inlet opening / closing mechanism 150 is controlled to close the inlet 15. That is, in the fifth HC cooling mode, the inlet 15 is closed to circulate the inside air between the space R and the passenger compartment C for heating, but other control is the same as in the fourth HC cooling mode. Therefore, the same explanation as for steps S121 to S127 applies to steps S131 to S137, and therefore a repeated explanation will be omitted.

[0071] 3. Features (1) The thermal management method and vehicle 1 according to the above embodiment can address situations where the load on the battery 30 is high and a higher cooling capacity is required from the existing cooling circuit connected to the radiator. Here, if heat exchange between the coolant in the coolant circuit 6 and air is performed via the heater core 8, as in the above embodiment, the destination of the high-temperature air after heat exchange becomes an issue. In the thermal management method according to the above embodiment, the vehicle 1 is provided with an exhaust port 14 and an exhaust port opening / closing mechanism 140, so that high-temperature air can be discharged to the outside of the vehicle 1 without adversely affecting the temperature environment inside the passenger compartment C. Furthermore, by separating the space R into the hot air passage 100 and the cold air passage 101 by the partition wall 10 and making the opening degree of the branch port 13 adjustable by the third opening / closing mechanism 130, it is possible to dissipate heat via the heater core 8 while also sending air that has exchanged heat with the evaporator 50 to the passenger compartment C.

[0072] (2) Batteries installed in vehicles are likely to become larger in size in the future. Accordingly, it is expected that there will be more situations requiring higher cooling capacity than before. However, if the radiator is enlarged to accommodate the battery, it may reduce the volume of the front trunk and the space for installing other components due to layout constraints within the vehicle. The thermal management method and vehicle 1 according to the above embodiment are also advantageous in that they can improve the cooling capacity of the battery 30 without enlarging the size of the radiator or adding new components.

[0073] (3) According to the vehicle 1 according to the above embodiment, the cold air passage 101 can be separated from the hot air passage 100. This improves cooling efficiency not only in situations where the heater core 8 is used to cool the battery 30 but also in other situations.

[0074] 4. Modifications Although the embodiments of the present invention have been described above in detail, the above description is merely an example of the present invention in every respect. It goes without saying that various improvements or modifications can be made without departing from the scope of the present invention. For example, the following modifications are possible. Note that, in the following, the same reference numerals are used for components similar to those in the above embodiment, and descriptions of the same points as those in the above embodiment are omitted where appropriate. The following modifications can be combined as appropriate.

[0075] (1) The configurations of the first refrigerant circuit 3, the second refrigerant circuit 4, the refrigeration cycle circuit 5, and the coolant circuit 6 are not limited to those in the above embodiment and can be modified as appropriate. That is, it is sufficient that the battery 30 and the radiator 63 are thermally connected so that heat from the battery 30 is ultimately dissipated via the radiator 63. Furthermore, there are no particular limitations on the substances used as the coolant, the first refrigerant, and the second refrigerant.

[0076] (2) The second HC cooling mode and the third HC cooling mode according to the above embodiment may be executed to supplementarily improve the cooling capacity of the refrigeration cycle circuit 5, independently of the cooling capacity of the battery 30. That is, the second HC cooling mode and the third HC cooling mode may be configured as a thermal management method that improves the cooling capacity of the refrigeration cycle circuit 5. The vehicle 1 may be configured to be able to execute the second HC cooling mode or the third HC cooling mode by performing steps S5 to S10 without performing the condition determinations of steps S1 to S2 in FIG.

[0077] (3) The discharge rate of the blower 7 in steps S84, S104, S124, and S134 does not necessarily have to be maximum. For example, in steps S104 and S124, the controller 2 may control the blower 7 so that the discharge rate of the blower 7 is greater than the current setting value.

[0078] (4) The physical quantity indicating the heat dissipation state of the radiator is not limited to the rotation speed of the fan 630 and the temperature of the coolant obtained from the temperature sensor 64. For example, the physical quantity may be at least one of these, or may be another physical quantity obtainable by the controller 2 in addition to or instead of these.

[0079] REFRIGERATION VALVEHICLE, 2...VEHICLE, 3...FIRST REFRIGERATOR CIRCUIT, 4...SECOND REFRIGERATOR CIRCUIT, 5...REFRIGERATION CYCLE CIRCUIT, 6...COOLANT CIRCUIT, 7...BLOWER, 8...HEATER CORE, 9...HEATER, 10...PARTITION WALL, 11...FIRST AIR OUTLET, 12...SECOND AIR OUTLET, 13...BRANCH OPENING PORT, 14...OUTLET, 15...INLET, 30...BATTERY, 41...AIR CONDITIONING COMPRESSOR, 42...WATER-COOLED condenser, 43...CHILLER, 50...EVAPER, 51...EXPANSION VALVE, 62... Electric powertrain, 63...radiator, 64...temperature sensor, 65...valve device, 66...valve device, 80...temperature sensor, 81...temperature sensor, 82...temperature sensor, 90...temperature sensor, 100...hot air aisle, 101...cold air aisle, 110...first opening / closing mechanism, 120...second opening / closing mechanism, 130...third opening / closing mechanism, 140...exhaust port opening / closing mechanism, 150...inlet port opening / closing mechanism, 630...fan, C...passenger compartment, R...space

Claims

1. A thermal management method for a vehicle comprising: an electric powertrain including a motor for driving the vehicle; a coolant circuit through which a coolant can circulate, wherein the coolant recovers heat from the electric powertrain and dissipates it via a radiator; a passage that can communicate with the coolant circuit via a valve device, the passage having a passage upstream of the radiator through which the coolant can circulate, and a heater core that exchanges heat between the coolant circulating within the passage and the ambient air; a refrigeration cycle circuit having a compressor, a condenser, an expansion valve, and an evaporator connected in this order; a blower that can send air toward the heater core and the evaporator; and an inlet that can introduce air from outside the vehicle, wherein the vehicle comprises: a hot air passage connected to the inlet and in which the blower and the heater core are disposed from the upstream side; a cold air passage that branches off from the hot air passage downstream of the blower and separates the evaporator from the heater core; and a first air outlet downstream of the heater core that connects the hot air passage with a passenger compartment. the first opening and closing mechanism opens and closes the first air outlet; an exhaust outlet downstream of the heater core that connects the hot air passage with the outside of the vehicle; an exhaust outlet opening and closing mechanism that opens and closes the exhaust outlet; a second air outlet downstream of the evaporator that connects the cold air passage with the passenger compartment; a second opening and closing mechanism that opens and closes the second air outlet; a third opening and closing mechanism that is disposed between the blower and the evaporator and that opens and closes a branch port that leads from the hot air passage to the cold air passage; and an acquisition unit that acquires a physical quantity that indicates a heat radiation state of the radiator, wherein the thermal management method further comprises the steps of: when the physical quantity reaches a predetermined threshold, when the refrigeration cycle circuit and the blower are operating to cool the passenger compartment, and when a setting value set in the blower as a cooling air volume is not maximum, controlling the valve device to connect the passage with the coolant circuit; controlling the exhaust outlet opening and closing mechanism to open the exhaust outlet; and controlling the first opening and closing mechanism to close the first air outlet. controlling the second opening / closing mechanism to open the second air outlet; and controlling the blower so that the air blowing amount of the blower exceeds the set value.controlling the third opening and closing mechanism to open the branch port.

2. The thermal management method described in claim 1, wherein the vehicle further comprises a battery capable of supplying power to the motor, and a refrigerant circuit in which refrigerant that has recovered heat from the battery can circulate, and the refrigerant circuit and the coolant circuit are connected so that heat can be exchanged between the refrigerant and the coolant.

3. A thermal management method as described in claim 1 or 2, wherein controlling the third opening / closing mechanism includes adjusting the opening of the branch port so that the amount of air sent out by the blower to the cold air passage approaches the set value.

4. A thermal management method for a vehicle comprising: an electric powertrain including a motor for driving the vehicle; a battery capable of supplying power to the motor; a refrigerant circuit in which a refrigerant that has recovered heat from the battery can circulate; a coolant circuit in which a coolant can circulate, the coolant circuit being connected to the refrigerant circuit so that heat is transferred from the refrigerant to the coolant, and in which the coolant that has recovered heat from the electric powertrain dissipates heat via a radiator; a passage that can communicate with the coolant circuit via a valve device, the passage having a passage upstream of the radiator through which the coolant can circulate, and the heater core exchanging heat between the coolant circulating within the passage and ambient air; a blower that can send air toward the heater core; an inlet that can introduce air from outside the vehicle; and a hot air passage connected to the inlet and in which the blower and the heater core are disposed from the upstream side, the vehicle comprising: a first air outlet downstream of the heater core that connects the hot air passage with a passenger compartment; the heat management method further comprises: an exhaust port downstream of the heater core that connects the hot air passage with the outside of the vehicle; a first opening / closing mechanism that opens and closes the first air outlet; an exhaust port opening / closing mechanism that opens and closes the exhaust port; and an acquisition unit that acquires a physical quantity that indicates a heat dissipation state of the radiator, the heat management method comprising: when the physical quantity reaches a predetermined threshold, controlling the first opening / closing mechanism to close the first air outlet; controlling the valve device to connect the passage with the coolant circuit; controlling the blower to send air to the heater core; and controlling the exhaust port opening / closing mechanism to open the exhaust port.

5. The thermal management method according to claim 4, wherein the vehicle further comprises: a refrigeration cycle circuit in which a compressor, a condenser, an expansion valve, and an evaporator are connected in this order, the evaporator being arranged downstream of the blower; a cold air passage branching off from the hot air passage downstream of the blower and separating the evaporator from the heater core; a second air outlet downstream of the evaporator connecting the cold air passage with the passenger compartment; a second opening / closing mechanism for opening and closing the second air outlet; and a third opening / closing mechanism arranged between the blower and the evaporator for opening and closing a branch opening leading from the hot air passage to the cold air passage, the method further comprising controlling the second opening / closing mechanism to close the second air outlet, and controlling the third opening / closing mechanism to close the branch opening.

6. A thermal management method for a vehicle comprising: an electric powertrain including a motor for driving the vehicle; a battery capable of supplying power to the motor; a refrigerant circuit in which a refrigerant that has recovered heat from the battery can circulate; a coolant circuit in which a coolant can circulate, the coolant circuit being connected to the refrigerant circuit so that heat is transferred from the refrigerant to the coolant, and in which the coolant that has recovered heat from the electric powertrain dissipates heat via a radiator; a passage that can communicate with the coolant circuit via a valve device, the passage having a passage upstream of the radiator through which the coolant can circulate, and a heater core that exchanges heat between the coolant circulating within the passage and ambient air; a refrigeration cycle circuit in which a compressor, a condenser, an expansion valve, and an evaporator are connected in this order; a blower that can send air toward the heater core and the evaporator; and an inlet that can introduce air from outside the vehicle, the vehicle comprising: a hot air passage connected to the inlet and in which the blower and the heater core are arranged from the upstream side; the vehicle interior coolant circuit is connected to the hot air passage downstream of the evaporator, and the cooling system further comprises: a cold air passage branching off from the hot air passage downstream of the blower and separating the evaporator from the heater core; a first air outlet downstream of the heater core connecting the hot air passage to a passenger compartment; a first opening / closing mechanism opening and closing the first air outlet; an exhaust outlet downstream of the heater core connecting the hot air passage to the outside of the vehicle; an exhaust outlet opening / closing mechanism opening and closing the exhaust outlet; a second air outlet downstream of the evaporator connecting the cold air passage to the passenger compartment; a second opening / closing mechanism opening and closing the second air outlet; a third opening / closing mechanism disposed between the blower and the evaporator and opening and closing a branch opening leading from the hot air passage to the cold air passage; and an acquiring unit that acquires a physical quantity indicative of a heat radiation state of the radiator, wherein the thermal management method further comprises: A thermal management method comprising: controlling the exhaust port opening / closing mechanism to close the exhaust port and controlling the first opening / closing mechanism to open the first air outlet; controlling the second opening / closing mechanism to close the second air outlet; and controlling the third opening / closing mechanism to close the branch port.

7. An electric powertrain including a motor for driving a vehicle; a battery capable of supplying power to the motor; a refrigerant circuit in which refrigerant that has recovered heat from the battery can circulate; a coolant circuit in which coolant can circulate, connected to the refrigerant circuit to allow heat exchange between the refrigerant and the coolant, and in which the coolant that has recovered heat from the electric powertrain dissipates heat via a radiator; a passage that can communicate with the coolant circuit via a valve device, having a passage upstream of the radiator through which the coolant can circulate, and a heater core that exchanges heat between the coolant circulating within the passage and ambient air; a refrigeration cycle circuit in which a compressor, a condenser, an expansion valve, and an evaporator are connected in this order; a blower that can send air toward the heater core and the evaporator; an inlet that can introduce air from outside the vehicle; an inlet opening / closing mechanism that opens and closes the inlet; a hot air passage connected to the inlet and in which the blower and the heater core are arranged from the upstream side; a cold air passage branching off from the hot air passage downstream of the blower and separating the evaporator from the heater core; a first air outlet downstream of the heater core connecting the hot air passage to a passenger compartment; a first opening / closing mechanism opening and closing the first air outlet; an exhaust outlet downstream of the heater core connecting the hot air passage to the outside of the vehicle; an exhaust outlet opening / closing mechanism opening and closing the exhaust outlet; a second air outlet downstream of the evaporator connecting the cold air passage to the passenger compartment; a second opening / closing mechanism opening and closing the second air outlet; a third opening / closing mechanism arranged between the blower and the evaporator and opening and closing a branch opening leading from the hot air passage to the cold air passage; and a controller that acquires a physical quantity indicating a heat dissipation state of the radiator, and controls the blower, the valve device, the inlet opening / closing mechanism, the exhaust outlet opening / closing mechanism, the first opening / closing mechanism, the second opening / closing mechanism, and the third opening / closing mechanism based on the physical quantity.

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