Vehicle and refrigerant-coolant heat exchanger

Abstract

This refrigerant-coolant heat exchanger is provided with: a first coolant chamber through which a coolant flows; a second coolant chamber which is arranged adjacent to the first coolant chamber, and through which the coolant flows; refrigerant pipes some of which are located in the first coolant chamber, and through which a refrigerant flows; a heater which is located in the second coolant chamber, and which generates heat by means of electric power from the outside; a coolant input part into which the coolant enters from a coolant circuit; a coolant adjustment part which changes the flow rate of the coolant to be input from the coolant input part to the first coolant chamber and the flow rate of the coolant to be input from the coolant input part to the second coolant chamber; a first coolant output part through which the coolant is discharged from the first coolant chamber; a second coolant output part through which the coolant is discharged from the second coolant chamber; a refrigerant input part through which the refrigerant is input to some of the refrigerant pipes of the first coolant chamber; and a refrigerant output part through which the refrigerant is output from some of the refrigerant pipes of the first coolant chamber. Predetermined surfaces of some of the refrigerant pipes in the first coolant chamber are arranged adjacent to the second coolant chamber.

Description

Vehicle and refrigerant-coolant heat exchanger

[0001] The present disclosure relates to a vehicle and a refrigerant-coolant heat exchanger.

[0002] Patent Document 1 discloses a battery pack thermal management system for electric vehicles. The battery pack thermal management system includes: a refrigerant cycle circuit that circulates refrigerant through a compressor, a condenser, an expander, and an evaporator; a coolant circulation circuit in which water circulates inside the battery pack by a circulation pump; a heat exchange module arranged to share a part of the refrigerant cycle circuit and the coolant circulation circuit; and the battery pack is cooled using water, or water is electrically heated, and then the heated water is used to heat the battery pack, so that heat is exchanged between the refrigerant branched from the refrigerant cycle circuit, water, and the refrigerant.

[0003] International Publication No. 2016 / 200144

[0004] In Patent Document 1, when cooling the battery pack, water flows through the installation portion of the OFF heater and the heat exchange module (chiller); when heating the battery pack, water flows through the installation portion of the OFF heater and the heat exchange module. That is, in Patent Document 1, since the heater installation portion and the heat exchange module are arranged in series in the flow path of the coolant (water), pressure loss and / or heat loss occurs in the flow of the coolant.

[0005] Accordingly, an object of the present disclosure is to provide a technique for reducing pressure loss and / or heat loss in the flow of coolant.

[0006] One aspect of the present disclosure is a vehicle comprising: a vehicle body; first wheels and second wheels attached to the vehicle body; an electric motor for driving at least one of the first wheels and the second wheels; a group of secondary battery modules arranged in the vehicle body and supplying power to the electric motor; a battery heat exchanger through which coolant flows and which exchanges heat with the group of secondary battery modules; a coolant circuit for circulating the coolant to the battery heat exchanger; a refrigerant circuit through which a refrigerant capable of exchanging heat with the outside of the vehicle body and / or with the interior of the vehicle body flows; coolant flowing through the coolant circuit; and a refrigerant coolant heat exchanger capable of exchanging heat with the refrigerant flowing through the refrigerant circuit, wherein the refrigerant coolant heat exchanger comprises: a first coolant chamber through which the coolant flows; a second coolant chamber arranged adjacent to the first coolant chamber through which the coolant flows; a refrigerant pipe, partly located in the first coolant chamber and through which the refrigerant flows; and the second coolant chamber The present invention provides a vehicle comprising: a heater that generates heat using external power; a coolant input unit connected to the coolant circuit into which coolant enters from the coolant circuit; a coolant adjustment unit that changes the flow rate of the coolant input from the coolant input unit to the first coolant chamber and the flow rate of the coolant input from the coolant input unit to the second coolant chamber; a first coolant output unit connected to the coolant circuit into which coolant exits from the first coolant chamber; a second coolant output unit connected to the coolant circuit into which coolant exits from the second coolant chamber; a refrigerant input unit connected to the refrigerant circuit into which refrigerant enters a portion of the refrigerant pipes in the first coolant chamber; and a refrigerant output unit connected to the refrigerant circuit into which refrigerant exits a portion of the refrigerant pipes in the first coolant chamber, wherein a predetermined surface of a portion of the refrigerant pipes in the first coolant chamber is arranged adjacent to the second coolant chamber.

[0007] One aspect of the present disclosure is a refrigerant coolant heat exchanger configured to be mounted on a vehicle comprising: a vehicle body; first wheels and second wheels attached to the vehicle body; an electric motor for driving at least one of the first wheels and the second wheels; a group of secondary battery modules arranged on the vehicle body and supplying power to the electric motor; a battery heat exchanger through which coolant flows and which exchanges heat with the group of secondary battery modules; a coolant circuit for circulating the coolant through the battery heat exchanger; and a refrigerant circuit through which a refrigerant capable of exchanging heat with the outside of the vehicle body and / or with the interior of the vehicle body flows, wherein the refrigerant coolant heat exchanger is capable of exchanging heat with the coolant flowing in the coolant circuit and the refrigerant flowing in the refrigerant circuit, comprising: a first coolant chamber through which the coolant flows; a second coolant chamber arranged adjacent to the first coolant chamber through which the coolant flows; a refrigerant pipe, partly located in the first coolant chamber and through which the refrigerant flows; and The present invention provides a refrigerant coolant heat exchanger comprising: a heater that generates heat using external power; a coolant input unit connected to the coolant circuit into which the coolant enters from the coolant circuit; a coolant adjustment unit that changes the flow rate of the coolant input from the coolant input unit to the first coolant chamber and the flow rate of the coolant input from the coolant input unit to the second coolant chamber; a first coolant output unit connected to the coolant circuit into which the coolant exits from the first coolant chamber; a second coolant output unit connected to the coolant circuit into which the coolant exits from the second coolant chamber; a refrigerant input unit connected to the refrigerant circuit into which the refrigerant enters a portion of the refrigerant pipes in the first coolant chamber; and a refrigerant output unit connected to the refrigerant circuit into which the refrigerant exits a portion of the refrigerant pipes in the first coolant chamber, wherein a predetermined surface of a portion of the refrigerant pipes in the first coolant chamber is arranged adjacent to the second coolant chamber.

[0008] These comprehensive or specific embodiments may be implemented as systems, devices, methods, integrated circuits, computer programs, or recording media, or as any combination of systems, devices, methods, integrated circuits, computer programs, and recording media.

[0009] This disclosure provides a technology for reducing pressure loss and / or heat loss in the flow of coolant.

[0010] A plan view showing an example of the configuration of a vehicle according to Embodiment 1. A left side view showing an example of the configuration of a vehicle according to Embodiment 1. A diagram illustrating an example of the electrical circuit provided by the vehicle according to Embodiment 1. A diagram showing an example of the configuration of the first coolant circuit, second coolant circuit, and refrigerant circuit mounted on the vehicle according to Embodiment 1. A perspective view showing an example of the configuration of a refrigerant coolant heat exchanger according to Embodiment 1. A top view showing an example of the configuration of the second coolant chamber and heater provided by the refrigerant coolant heat exchanger according to Embodiment 1. An end view showing the case when the refrigerant coolant heat exchanger according to Embodiment 1 cools the coolant. Refrigerant coolant heat exchanger according to Embodiment 1 End view showing the case where the exchanger heats the coolant End view showing the case where the refrigerant coolant heat exchanger of Embodiment 1 heats the refrigerant End view showing an example of a modified configuration of the refrigerant coolant heat exchanger of Embodiment 1 Perspective view showing an example of the configuration of the heat transfer promoting member of Embodiment 1 End view showing an example of contact between the heat transfer promoting member of Embodiment 1 and the heater Figure illustrating the flow of refrigerant and coolant when the battery pack of Embodiment 1 is cooled and the in-vehicle air conditioning setting is OFF (operating mode A) The battery pack according to the first embodiment in the diagram is cooled to illustrate the flow of coolant, the battery pack according to the first embodiment in the diagram is cooled to illustrate the flow of refrigerant and coolant in the first control method (operating mode C1) when the in-vehicle air conditioning is set to heating, the battery pack according to the first embodiment in the diagram is cooled to illustrate the flow of refrigerant and coolant in the second control method (operating mode C2) when the in-vehicle air conditioning is set to heating, and the battery pack according to the first embodiment in the diagram is cooled to illustrate the flow of refrigerant and coolant in the third control method (operating mode C3) when the in-vehicle air conditioning is set to heating. The battery pack according to the 1st embodiment in Figure 1, which illustrates the flow of refrigerant and coolant when the air conditioning is set to cooling (operating mode D), is heated; the battery pack according to the 1st embodiment in Figure 1, which illustrates the flow of refrigerant and coolant when the in-vehicle air conditioning is set to cooling (operating mode E), is heated; the temperature of the battery pack according to the 1st embodiment in Figure 1, which illustrates the flow of refrigerant and coolant when the in-vehicle air conditioning is set to heating (operating mode F), is not controlled; the temperature of the battery pack according to the 1st embodiment in Figure 1, which illustrates the flow of refrigerant and coolant when the in-vehicle air conditioning is set to heating (operating mode G), is not controlled.Figure 1 illustrates the flow of refrigerant and coolant when the in-vehicle air conditioning is set to cooling mode (operating mode H). A flowchart shows an example of the method for switching operating modes according to Embodiment 1. A flowchart shows an example of waste heat utilization control according to Embodiment 1.

[0011] Embodiments of the present disclosure will be described in detail below, with appropriate reference to the drawings. However, unnecessary details may be omitted. For example, detailed explanations of already well-known matters and redundant explanations of substantially identical configurations may be omitted. This is to avoid the following explanation becoming unnecessarily verbose and to facilitate understanding by those skilled in the art. The accompanying drawings and the following explanation are provided to enable those skilled in the art to fully understand the present disclosure and are not intended to limit the subject matter of the claims.

[0012] (Embodiment 1) <Vehicle Configuration> Figure 1 is a plan view showing an example of the configuration of vehicle 1 according to Embodiment 1. Figure 2 is a left side view showing an example of the configuration of vehicle 1 according to Embodiment 1.

[0013] For the sake of explanation, as shown in Figures 1 and 2, the axis extending in the height direction of vehicle 1 is defined as the Z-axis. The axis perpendicular to the Z-axis (i.e., parallel to the ground) and extending in the direction of vehicle 1's movement is defined as the Y-axis. The axis perpendicular to the Y-axis and Z-axis (i.e., the axis in the width direction of vehicle 1) is defined as the X-axis. Also, for the sake of explanation, the positive direction of the Z-axis may be referred to as "up," the negative direction of the Z-axis as "down," the positive direction of the Y-axis as "forward," the negative direction of the Y-axis as "backward," the positive direction of the X-axis as "right," and the negative direction of the X-axis as "left." These expressions are also used in other drawings that indicate the XYZ axes. These directional expressions are used for the sake of explanation and are not intended to limit the orientation of the structure during actual use.

[0014] As shown in Figures 1 and 2, the vehicle 1 comprises a body 2, wheels 3, an electric motor 4, a control device 5, a battery pack 6, and a battery heat exchanger 7.

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

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

[0017] The control device 5 performs various controls on the vehicle 1. The control device 5 may also be read as a vehicle control device, Electronic Control Unit (ECU), processor, or controller, etc.

[0018] The battery pack 6 has one or more rechargeable secondary batteries. One or more battery packs 6 may be read as a group of secondary battery modules. An example of a secondary battery is a lithium-ion battery. The secondary battery supplies (discharges) the stored power to the electric motor 4, etc. The secondary battery may also store (charge) the power generated by the electric motor 4 through regenerative energy. The battery heat exchanger 7 and the battery pack 6 may be housed under the floor in the center of the vehicle body 2, as shown in Figures 1 and 2.

[0019] The battery heat exchanger 7 may be arranged along a predetermined direction (for example, the front-to-rear direction of the vehicle 1). Alternatively, the battery heat exchanger 7 may be arranged along a direction perpendicular to the predetermined direction (for example, the front-to-rear direction of the vehicle 1), and the perpendicular direction may be the horizontal direction (for example, the width direction of the vehicle 1).

[0020] The battery pack 6 is positioned on top of the battery heat exchanger 7, in contact with the battery heat exchanger 7. The battery pack 6 and the battery heat exchanger 7 are housed in the vehicle body 2.

[0021] The battery heat exchanger 7 has a coolant flowing through it, and the battery pack 6 and the coolant exchange heat, thereby controlling the temperature of the battery pack 6 (heating or cooling).

[0022] <Configuration of the electrical circuit> Figure 3 is a diagram illustrating an example of the electrical circuit provided in the vehicle 1 according to Embodiment 1.

[0023] The battery pack 6, which includes a secondary battery, has a high-voltage connector and a low-voltage connector. In this disclosure, the high-voltage connector and the low-voltage connector are referred to as electrical connectors without distinction.

[0024] A high-voltage distributor may be connected to the high-voltage connector. A drive inverter, electric compressor, onboard charger, and fast-charging port may be connected to the high-voltage distributor. A Controller Area Network (CAN), Heating, Ventilation, and Air Conditioning (HVAC), and a 12V power supply system may be connected to the low-voltage connector.

[0025] An electric motor 4 may be connected to the drive inverter. That is, the power output from the secondary battery may be supplied to the electric motor 4 through a high-voltage connector, a high-voltage distributor, and a drive inverter.

[0026] <Configuration of Refrigerant Circuit and Coolant Circuit> Figure 4 shows an example of the configuration of the first coolant circuit 100, the second coolant circuit 200, and the refrigerant circuit 300 installed in the vehicle 1 according to Embodiment 1.

[0027] Vehicle 1 includes a first coolant circuit 100, a second coolant circuit 200, and a refrigerant circuit 300.

[0028] The first coolant circuit 100 is a circuit through which the coolant circulates via at least a portion of the first water pump 101, a battery heat exchanger 7 capable of exchanging heat with the battery pack 6, a first four-way valve 111, a second four-way valve 112, and a refrigerant coolant heat exchanger 10.

[0029] The coolant flowing through the first coolant circuit 100 can heat or cool the battery pack 6 by exchanging heat with it as it flows through the battery heat exchanger 7.

[0030] The second coolant circuit 200 is a path through which the coolant circulates via at least a portion of the second water pump 201, the three-way valve 202, the water-cooled condenser 302, the second four-way valve 112, and the radiator 206.

[0031] The coolant flowing through the second coolant circuit 200 can cool the motor 203, inverter 204, and charger 205, etc., by exchanging heat with them, which are located in the middle of the second coolant circuit 200.

[0032] Furthermore, when the radiator 206 is in operation, the coolant flowing through it may be cooled down by exchanging heat with the outside air.

[0033] The circuit through which the coolant circulates changes depending on the opening and closing (switching) of the first four-way valve 111, the second four-way valve 112, and the three-way valve 202. For example, by opening the second four-way valve 112, a part of the first coolant circuit 100 and a part of the second coolant circuit 200 may be connected, and the coolant may circulate through that connected coolant circuit. Further details will be described later.

[0034] The refrigerant circuit 300 is a circuit through which the refrigerant circulates via the compressor 301, the first valve 311, the water-cooled condenser 302, the second valve 312, the condenser 303, the first EXV 321, the evaporator 304, the second EXV 322, and at least a portion of the refrigerant coolant heat exchanger 10. EXV stands for Electronic Expansion Valves. EXV may be read as expansion valve. The circuit through which the refrigerant circulates changes depending on the opening and closing of the first valve 311, the second valve 312, the first EXV 321, and the second EXV 322.

[0035] The refrigerant flowing through the refrigerant circuit 300 can cool or heat the air inside the vehicle by exchanging heat with the air inside the vehicle in the evaporator 304 or condenser 303.

[0036] The refrigerant coolant heat exchanger 10 is configured to allow heat exchange between the refrigerant flowing through the refrigerant circuit 300 and the coolant flowing through the first coolant circuit 100. In other words, the refrigerant coolant heat exchanger 10 functions as a chiller. Furthermore, the refrigerant coolant heat exchanger 10 is equipped with a heater 40, and by turning on the heater 40, the refrigerant and / or coolant flowing inside can be heated. Next, the refrigerant coolant heat exchanger 10 will be described in detail.

[0037] <Refrigerant Coolant Heat Exchanger> Figure 5 is a perspective view showing an example of the configuration of the refrigerant coolant heat exchanger 10 according to Embodiment 1. Figure 6 is a top view showing an example of the configuration of the second coolant chamber 12B and heater 40 provided in the refrigerant coolant heat exchanger 10 according to Embodiment 1. Figure 7 is an end view showing the case in which the refrigerant coolant heat exchanger 10 according to Embodiment 1 cools the coolant. Figure 8 is an end view showing the case in which the refrigerant coolant heat exchanger 10 according to Embodiment 1 heats the coolant. Figure 9 is an end view showing the case in which the refrigerant coolant heat exchanger 10 according to Embodiment 1 heats the refrigerant. Next, the configuration and operation of the refrigerant coolant heat exchanger 10 will be described with reference to Figures 5 to 9.

[0038] The refrigerant coolant heat exchanger 10 comprises a first coolant chamber 12A, a second coolant chamber 12B, a refrigerant pipe 20, a heater 40, a coolant input section 31, a coolant adjustment section 50, a first coolant output section 32A, a second coolant output section 32B, a refrigerant input section 21, and a refrigerant output section 22.

[0039] Coolant flows through the first coolant chamber 12A. The second coolant chamber 12B is located adjacent to the first coolant chamber 12A and coolant flows through it. A portion of the refrigerant pipe 20 is located in the first coolant chamber 12A and refrigerant flows through it. The heater 40 is located in the second coolant chamber 12B and generates heat using external power. The coolant input section 31 is connected to the first coolant circuit 100 and coolant enters from the first coolant circuit 100.

[0040] The coolant adjustment unit 50 changes the flow rate of coolant input from the coolant input unit 31 to the first coolant chamber 12A and the flow rate of coolant input from the coolant input unit 31 to the second coolant chamber 12B. For example, the coolant adjustment unit 50 is configured to include a switching valve, and the switching valve changes between a first operating mode in which coolant is input from the coolant input unit 31 to the first coolant chamber 12A, as shown in Figure 7; a second operating mode in which coolant is input from the coolant input unit 31 to the second coolant chamber 12B, as shown in Figure 8; and a third operating mode in which coolant is input from the coolant input unit 31 to both the first coolant chamber 12A and the second coolant chamber 12B, as shown in Figure 9.

[0041] In other words, the coolant adjustment unit 50 changes to a first operating mode when cooling the coolant flowing through the first coolant circuit 100, changes to a second operating mode when heating the coolant, and changes to a third operating mode when heating the refrigerant flowing through the refrigerant circuit 300.

[0042] In the first operating mode, the first flow rate of coolant supplied from the coolant input section 31 to the first coolant chamber 12A may be greater than the second flow rate of coolant supplied from the coolant input section 31 to the second coolant chamber 12B. Here, the second flow rate may be basically zero or a small amount.

[0043] In the second operation mode, a third flow rate of the coolant input from the coolant input portion 31 to the first coolant chamber 12A may be smaller than a fourth flow rate of the coolant input from the coolant input portion 31 to the second coolant chamber 12B. Here, the third flow rate may be basically zero or a trace amount.

[0044] In the third operation mode, a fifth flow rate of the coolant input from the coolant input portion 31 to the first coolant chamber 12A may be larger than the third flow rate, and a sixth flow rate of the coolant input from the coolant input portion 31 to the second coolant chamber 12B may be larger than the second flow rate. Here, the fifth flow rate and the sixth flow rate may be essentially significant flow rates that are larger than zero.

[0045] The first coolant output portion 32A is connected to a first coolant circuit 100, and coolant flows out from the first coolant chamber 12A. The second coolant output portion 32B is connected to the first coolant circuit 100, and coolant flows out from the second coolant chamber 12B.

[0046] The refrigerant input portion 21 is connected to a refrigerant circuit 300, and refrigerant is input into part of the refrigerant pipes 20 in the first coolant chamber 12A. The refrigerant output portion 22 is connected to the refrigerant circuit 300, and refrigerant is output from part of the refrigerant pipes 20 in the first coolant chamber 12A.

[0047] A predetermined surface of a part of the refrigerant pipe 20 located in the first coolant chamber 12A may be disposed adjacent to the second coolant chamber 12B. For example, between the first coolant chamber 12A and the second coolant chamber 12B, there is a partition that separates the first coolant chamber 12A and the second coolant chamber 12B (hereinafter may be referred to as a "coolant chamber partition"), and a predetermined surface of a part of the refrigerant pipe 20 (hereinafter may be referred to as a "predetermined surface of the refrigerant pipe") is in contact with the coolant chamber partition. That is, in the first coolant chamber 12A, there may be no space for coolant to flow between a part of the refrigerant pipe 20 and the coolant chamber partition. As described above, the coolant chamber partition and the predetermined surface of the refrigerant pipe may be separate members and simply in contact with each other, or the coolant chamber partition and the predetermined surface of the refrigerant pipe may be integrated. When the coolant chamber partition and the predetermined surface of the refrigerant pipe are integrated, heat can be efficiently exchanged between the refrigerant flowing through the refrigerant pipe 20 having the predetermined surface of the refrigerant pipe and the coolant flowing through the second coolant chamber 12B (see FIG. 9). Furthermore, since the heater 40 is provided in the second coolant chamber 12B, the heat generated by the heater 40 can be efficiently transferred to the refrigerant in the refrigerant pipe 20 via the coolant in the second coolant chamber 12B (see FIG. 9).

[0048] Further, according to the configuration of the refrigerant-coolant heat exchanger 10 described above, the coolant that exchanges heat with the refrigerant can flow into the first coolant chamber 12A, and the coolant heated by the heater 40 can flow into the second coolant chamber 12B. Therefore, compared with a conventional configuration in which the coolant passes in series through a portion that exchanges heat with the refrigerant and a portion heated by the heater, pressure loss and / or heat loss of the coolant can be reduced.

[0049] The predetermined surface of a part of the refrigerant pipe 20 located in the first coolant chamber 12A (that is, the predetermined surface of the refrigerant pipe) may be in contact with the coolant flowing through the second coolant chamber 12B. In this case, the coolant chamber partition and the predetermined surface of the refrigerant pipe may be integrated. This allows efficient heat exchange between the coolant flowing through the second coolant chamber 12B and the refrigerant flowing through the refrigerant pipe 20 having the predetermined surface located in the first coolant chamber 12A.

[0050] A portion of the refrigerant pipe 20 in the first coolant chamber 12A may have a first surface 23A and a second surface 23B opposite to the first surface 23A. A first plate-shaped refrigerant pipe 20A through which the refrigerant flows may be provided between the first surface 23A and the second surface 23B. A predetermined surface of the refrigerant pipe may be at least a portion of the first surface 23A of the first plate-shaped refrigerant pipe 20A.

[0051] A portion of the refrigerant pipe 20 in the first coolant chamber 12A may have a third surface 23C and a fourth surface 23D opposite to the third surface 23C. A second plate-shaped refrigerant pipe 20B through which the refrigerant flows may be provided between the third surface 23C and the fourth surface 23D. In the first coolant chamber 12A, coolant may flow between the second surface 23B of the first plate-shaped refrigerant pipe 20A and the third surface 23C of the second plate-shaped refrigerant pipe 20B.

[0052] The refrigerant coolant heat exchanger 10 comprises a housing 11. The housing 11 may be in the shape of a rectangular parallelepiped, as shown in Figure 6. At least a second coolant chamber 12B is formed by the inner surface of the housing 11. The housing 11 comprises a first wire 41 and a second wire 42 that supply power from the outside to a heater 40 located in the second coolant chamber 12B. The housing 11 comprises a power input section 43 through which the first wire 41 and the second wire 42 pass.

[0053] The heater 40 located in the second coolant chamber 12B is either tubular (see Figure 6) or plate-shaped.

[0054] The second coolant chamber 12B includes a top surface 51, a bottom surface 52 facing the top surface 51, and a side surface 53 connecting the top surface 51 and the bottom surface 52. A predetermined surface of a portion of the refrigerant pipe 20 that becomes the first coolant chamber 12A (a predetermined surface of the refrigerant pipe) may be positioned adjacent to the top surface 51 of the second coolant chamber 12B. The heater 40 may be positioned closer to the top surface 51 than to the bottom surface 52 within the second coolant chamber 12B. This improves the heat transfer efficiency from the heater 40 to the refrigerant flowing through the refrigerant pipe 20.

[0055] Figure 10 is an end view showing a modified configuration example of the refrigerant coolant heat exchanger 10 according to Embodiment 1. Figure 11 is a perspective view showing a configuration example of the heat transfer promoting member 60 according to Embodiment 1. Figure 12 is an end view showing an example of contact between the heat transfer promoting member 60 and the heater 40 of Embodiment 1.

[0056] As shown in Figure 10, the second coolant chamber 12B may be equipped with a heat transfer promoting member 60 arranged along the top surface 51. The heater 40 may be positioned in contact with the heat transfer promoting member 60.

[0057] The heat transfer promoting member 60 may have fins 62 on its surface with an uneven shape as shown in Figures 11 and 12.

[0058] As shown in Figures 11 and 12, the fins 62 may have holes 61 in the direction in which the coolant flows in the second coolant chamber 12B. As shown in Figures 11 and 12, the fins 62 may be arranged alternately in the direction in which the coolant flows in the second coolant chamber 12B. The coolant may flow not only on the surface of the fins 62 but also through the holes 61. This allows for efficient heat exchange between the coolant flowing through the refrigerant pipe 20 in the first coolant chamber 12A and the coolant flowing along the fins 62 in the second coolant chamber 12B.

[0059] As shown in Figure 12, at least a portion of the contact area of ​​the heater 40 that is in contact with the heat transfer promoting member 60 may have a first curved surface 44. At least a portion of the contact area of ​​the heat transfer promoting member 60 that is in contact with the heater 40 may have a second curved surface 45. The first curved surface 44 and the second curved surface 45 correspond to each other. This increases heat conduction between the heater 40 and the refrigerant flowing through the refrigerant pipe 20 in the second coolant chamber 12B via the fins 62, enabling efficient heat exchange.

[0060] Furthermore, in the refrigerant coolant heat exchanger 10 shown in Figures 7 to 10, the portion where the first coolant chamber 12A, the coolant adjustment unit 50, and the second coolant output unit 32B are connected, which is located on top of the housing 11 (second coolant chamber 12B) (i.e., the portion above the top surface 51), may be constructed as a single integrated component. This integrated component may function as the lid of the housing 11. This improves the assembly efficiency of the refrigerant coolant heat exchanger 10.

[0061] Next, we will explain the operation in each pattern (hereinafter referred to as "operating mode") in the circuit configuration including the refrigerant coolant heat exchanger 10 shown in Figure 4, where the battery pack 6 is heated or cooled and the in-vehicle air conditioning is set to heating, OFF, or cooling.

[0062] <Operating Mode A: When the battery pack 6 is cooled and the in-vehicle air conditioning is turned OFF> Figure 13 is a diagram illustrating the flow of refrigerant and coolant when the battery pack 6 according to Embodiment 1 is cooled and the in-vehicle air conditioning is turned OFF (operating mode A).

[0063] In operating mode A, each device is controlled as follows: First valve 311: ON Second valve 312: OFF First EXV 321: OFF Second EXV 322: ON Three-way valve 202: ON First four-way valve 111: ON Second four-way valve 112: ON First water pump 101: ON Second water pump 201: ON Compressor 301: ON Heater 40: OFF

[0064] In operating mode A, the coolant adjustment unit 50 (switching valve) of the refrigerant coolant heat exchanger 10 changes to a first operating mode that flows the coolant into the first coolant chamber 12A, as shown in Figure 7. In operating mode A, the coolant circulates in the first coolant circuit 100 through the first water pump 101, the battery heat exchanger 7 where the battery pack 6 is located, and the first coolant chamber 12A (chiller) of the refrigerant coolant heat exchanger 10. The coolant flowing through the battery heat exchanger 7 cools the battery pack 6.

[0065] In operating mode A, the coolant circulates through the second coolant circuit 200, passing through the second water pump 201, the water-cooled condenser 302, and the operating radiator 206. The coolant flowing through the second coolant circuit 200 cools the motor 203, the inverter 204, and the charger 205.

[0066] In operating mode A, the refrigerant circulates through the refrigerant circuit 300, passing through the compressor 301, the water-cooled condenser 302, the second EXV 322, and the refrigerant pipes 20 of the refrigerant coolant heat exchanger 10.

[0067] Therefore, the first coolant chamber 12A of the refrigerant coolant heat exchanger 10 receives the coolant that has absorbed heat from the battery pack 6 and the refrigerant that has absorbed heat from the water-cooled condenser 302. In the first coolant chamber 12A of the refrigerant coolant heat exchanger 10, heat exchange takes place between the coolant and the refrigerant, causing the coolant to cool down and the refrigerant to heat up. Consequently, the refrigerant coolant heat exchanger 10 outputs the cooled coolant and the heated refrigerant. As a result, the battery pack 6 can be cooled by the coolant circulating in the first coolant circuit 100.

[0068] <Operating Mode B: When the battery pack 6 is heated and the in-vehicle air conditioning is turned OFF> Figure 14 is a diagram illustrating the flow of refrigerant and coolant when the battery pack 6 according to Embodiment 1 is heated and the in-vehicle air conditioning is turned OFF (operating mode B).

[0069] In operating mode B, each device is controlled as follows: First valve 311: OFF Second valve 312: OFF First EXV 321: OFF Second EXV 322: OFF Three-way valve 202: OFF First four-way valve 111: ON Second four-way valve 112: ON First water pump 101: ON Second water pump 201: OFF Compressor 301: OFF Heater 40: ON

[0070] In operating mode B, the coolant adjustment unit 50 (switching valve) of the refrigerant coolant heat exchanger 10 changes to a second operating mode in which the coolant flows into the second coolant chamber 12B, as shown in Figure 8. In operating mode B, the coolant circulates in the first coolant circuit 100 through the first water pump 101, the battery heat exchanger 7 where the battery pack 6 is located, and the second coolant chamber 12B of the refrigerant coolant heat exchanger 10. The coolant flowing through the battery heat exchanger 7 heats the battery pack 6.

[0071] In operating mode B, the refrigerant does not circulate through the refrigerant circuit 300.

[0072] Therefore, the coolant that has lost heat to the battery pack 6 is input to the second coolant chamber 12B of the refrigerant coolant heat exchanger 10. The refrigerant coolant heat exchanger 10 heats the coolant flowing through the second coolant chamber 12B with the ON heater 40 and outputs it from the second coolant output unit 32B. As a result, the battery pack 6 can be heated by the circulating coolant.

[0073] <Operating Mode C1: When the battery pack 6 is cooled and the in-vehicle air conditioning is set to heating (1)> Figure 15 is a diagram illustrating the flow of refrigerant and coolant in the first control method (operating mode C1) according to Embodiment 1 when the battery pack 6 is cooled and the in-vehicle air conditioning is set to heating.

[0074] In operating mode C1, each device is controlled as follows: First valve 311: OFF Second valve 312: ON First EXV 321: OFF Second EXV 322: ON Three-way valve 202: ON First four-way valve 111: OFF Second four-way valve 112: OFF First water pump 101: ON Second water pump 201: ON Compressor 301: ON Heater 40: ON

[0075] In operating mode C1, the first four-way valve 111, the second four-way valve 112, and the three-way valve 202 are turned OFF, and a portion of the first coolant circuit 100 and the second coolant circuit 200 are connected, and the coolant circulates as follows: The coolant circulates through the first water pump 101, the battery heat exchanger 7 where the battery pack 6 is located, the operating radiator 206, and the second water pump 201. The coolant flowing through the battery heat exchanger 7 cools the battery pack 6. In addition, the coolant cools the motor 203, the inverter 204, and the charger 205. The coolant that has absorbed heat through this cooling is cooled as it passes through the operating radiator 206. As a result, the battery pack 6 can be cooled by the circulating coolant.

[0076] In operating mode C1, the refrigerant circulates through the refrigerant circuit 300, passing through the compressor 301, the condenser 303, the second EXV 322, and the refrigerant pipes 20 of the refrigerant coolant heat exchanger 10. The refrigerant flowing through the refrigerant circuit 300 heats the air inside the vehicle in the condenser 303.

[0077] Therefore, the refrigerant that has had heat removed by the air inside the vehicle in the condenser 303 is input to the refrigerant pipe 20 of the refrigerant coolant heat exchanger 10.

[0078] In operating mode C1, the coolant adjustment unit 50 (switching valve) of the refrigerant coolant heat exchanger 10 changes to a third operating mode, as shown in Figure 9, which flows the coolant to the first coolant chamber 12A and the second coolant chamber 12B. The refrigerant coolant heat exchanger 10 heats the coolant in the second coolant chamber 12B with the ON heater 40. The refrigerant flowing through the refrigerant pipe 20 of the refrigerant coolant heat exchanger 10 is heated by heat transfer from the heater 40 and heat transfer from the coolant in the second coolant chamber 12B which has been heated by the heater 40. As a result, the air inside the vehicle can be heated by the circulating refrigerant.

[0079] <Operating Mode C2: When the battery pack 6 is cooled and the in-vehicle air conditioning is set to heating (2)> Figure 16 is a diagram illustrating the flow of refrigerant and coolant in the second control method (operating mode C2) according to Embodiment 1 when the battery pack 6 is cooled and the in-vehicle air conditioning is set to heating. Operating mode C2 may be applied when the in-vehicle heating load is small and the temperature of the battery pack 6 is high. In operating mode C2, the refrigerant is heated using the waste heat from the battery pack 6.

[0080] In operating mode C2, each device is controlled as follows: First valve 311: OFF Second valve 312: ON First EXV 321: OFF Second EXV 322: ON Three-way valve 202: OFF First four-way valve 111: ON Second four-way valve 112: ON First water pump 101: ON Second water pump 201: OFF Compressor 301: ON Heater 40: OFF

[0081] In operating mode C2, the coolant adjustment unit 50 (switching valve) of the refrigerant coolant heat exchanger 10 changes to a first operating mode that flows the coolant into the first coolant chamber 12A, as shown in Figure 7. In operating mode C2, the coolant circulates in the first coolant circuit 100 through the first water pump 101, the battery heat exchanger 7 where the battery pack 6 is located, and the first coolant chamber 12A of the refrigerant coolant heat exchanger 10. The coolant flowing through the battery heat exchanger 7 cools the battery pack 6.

[0082] In operating mode C2, the refrigerant circulates through the refrigerant circuit 300, passing through the compressor 301, the condenser 303, the second EXV 322, and the refrigerant pipes 20 of the refrigerant coolant heat exchanger 10. The refrigerant flowing through the refrigerant circuit 300 heats the air inside the vehicle in the condenser 303.

[0083] Therefore, the first coolant chamber 12A of the refrigerant coolant heat exchanger 10 receives the coolant that has absorbed heat from the battery pack 6 and the refrigerant that has absorbed heat from the air inside the vehicle. Heat exchange takes place between the coolant and the refrigerant in the first coolant chamber 12A of the refrigerant coolant heat exchanger 10, causing the coolant to cool down and the refrigerant to heat up. Consequently, the refrigerant coolant heat exchanger 10 outputs the cooled coolant and the heated refrigerant. This allows the battery pack 6 to be cooled by the circulating coolant and the air inside the vehicle to be heated by the circulating refrigerant.

[0084] <Operating Mode C3: When the battery pack 6 is cooled and the in-vehicle air conditioning is set to heating (3)> Figure 17 is a diagram illustrating the flow of refrigerant and coolant in the third control method (operating mode C3) according to Embodiment 1 when the battery pack 6 is cooled and the in-vehicle air conditioning is set to heating. Operating mode C3 may be applied when the heating load is small and the temperature of the battery pack 6 is high. In operating mode C3, the refrigerant is heated using the waste heat from the powertrain (motor 203, inverter 204, charger 205) and the waste heat from the battery pack 6.

[0085] In operating mode C3, each device is controlled as follows: First valve 311: OFF Second valve 312: ON First EXV 321: OFF Second EXV 322: ON Three-way valve 202: OFF First four-way valve 111: ON Second four-way valve 112: OFF First water pump 101: ON Second water pump 201: ON Compressor 301: ON Heater 40: OFF

[0086] In operating mode C3, the coolant adjustment unit 50 (switching valve) of the refrigerant coolant heat exchanger 10 changes to a first operating mode that flows the coolant into the first coolant chamber 12A, as shown in Figure 7. In operating mode C3, the first four-way valve 111 is ON, the second four-way valve 112 is OFF, and the three-way valve 202 is OFF, connecting a part of the first coolant circuit 100 and the second coolant circuit 200, and the coolant circulates as follows: The coolant circulates through the first water pump 101, the battery heat exchanger 7 where the battery pack 6 is located, the second water pump 201, and the first coolant chamber 12A of the refrigerant coolant heat exchanger 10. In operating mode C3, the radiator 206 does not need to be operated. The coolant flowing through the battery heat exchanger 7 cools the battery pack 6. In addition, the coolant cools the motor 203, the inverter 204, and the charger 205.

[0087] In operating mode C3, the refrigerant circulates through the refrigerant circuit 300, passing through the compressor 301, the condenser 303, the second EXV 322, and the refrigerant pipes 20 of the refrigerant coolant heat exchanger 10. The refrigerant flowing through the refrigerant circuit 300 heats the air inside the vehicle in the condenser 303.

[0088] Therefore, the first coolant chamber 12A of the refrigerant coolant heat exchanger 10 receives coolant that has absorbed heat from the battery pack 6 and the powertrain (motor 203, inverter 204, charger 205), and refrigerant that has absorbed heat from the air inside the vehicle. Heat exchange takes place between the coolant and refrigerant in the first coolant chamber 12A of the refrigerant coolant heat exchanger 10, causing the coolant to cool down and the refrigerant to heat up. Consequently, the refrigerant coolant heat exchanger 10 outputs cooled coolant and heated refrigerant. This allows the circulating coolant to cool the battery pack 6 and the powertrain, and the circulating refrigerant to heat the air inside the vehicle.

[0089] <Operating Mode D: When the battery pack 6 is cooled and the in-vehicle air conditioning is set to cooling> Figure 18 is a diagram illustrating the flow of refrigerant and coolant when the battery pack 6 according to Embodiment 1 is cooled and the in-vehicle air conditioning is set to cooling (operating mode D).

[0090] In operating mode D, each device is controlled as follows: First valve 311: ON Second valve 312: OFF First EXV 321: ON Second EXV 322: ON Three-way valve 202: ON First four-way valve 111: ON Second four-way valve 112: ON First water pump 101: ON Second water pump 201: ON Compressor 301: ON Heater 40: OFF

[0091] In operating mode D, the coolant adjustment unit 50 (switching valve) of the refrigerant coolant heat exchanger 10 changes to a first operating mode that flows the coolant into the first coolant chamber 12A, as shown in Figure 7. In operating mode D, the coolant circulates in the first coolant circuit 100 through the first water pump 101, the battery heat exchanger 7 where the battery pack 6 is located, and the first coolant chamber 12A of the refrigerant coolant heat exchanger 10. The coolant flowing through the battery heat exchanger 7 cools the battery pack 6.

[0092] In operating mode D, the coolant circulates through the second coolant circuit 200, passing through the second water pump 201, the water-cooled condenser 302, and the operating radiator 206. The coolant flowing through the second coolant circuit 200 cools the motor 203, the inverter 204, and the charger 205.

[0093] In operating mode D, the refrigerant circulates through the refrigerant circuit 300, through the compressor 301, the water-cooled condenser 302, the first EXV 321, the evaporator 304, the second EXV 322, and the refrigerant pipes 20 of the refrigerant coolant heat exchanger 10. As shown in Figure 18, the refrigerant may circulate in parallel between the first EXV 321 and the evaporator 304, and between the second EXV and the refrigerant coolant heat exchanger 10.

[0094] Therefore, the first coolant chamber 12A of the refrigerant coolant heat exchanger 10 receives the coolant that has absorbed heat from the battery pack 6 and the refrigerant that has absorbed heat from the water-cooled condenser 302. In the first coolant chamber 12A of the refrigerant coolant heat exchanger 10, heat exchange takes place between the coolant and the refrigerant, causing the coolant to cool down and the refrigerant to heat up. Consequently, the refrigerant coolant heat exchanger 10 outputs the cooled coolant and the heated refrigerant. This allows the battery pack 6 to be cooled by the circulating coolant.

[0095] Furthermore, since the refrigerant cooled by the water-cooled condenser 302 is input to the evaporator 304, the refrigerant can cool the air inside the vehicle.

[0096] <Operating Mode E: When the battery pack 6 is heated and the in-vehicle air conditioning is set to cooling> Figure 19 is a diagram illustrating the flow of refrigerant and coolant when the battery pack 6 according to Embodiment 1 is heated and the in-vehicle air conditioning is set to cooling (operating mode E).

[0097] In operating mode E, each device is set as follows: First valve 311: ON Second valve 312: OFF First EXV 321: ON Second EXV 322: OFF Three-way valve 202: ON First four-way valve 111: ON Second four-way valve 112: ON First water pump 101: ON Second water pump 201: ON Compressor 301: ON Heater 40: ON

[0098] In operating mode E, the coolant adjustment unit 50 (switching valve) of the refrigerant coolant heat exchanger 10 changes to a second operating mode in which the coolant flows into the second coolant chamber 12B, as shown in Figure 8. In operating mode E, the coolant circulates in the first coolant circuit 100 through the first water pump 101, the battery heat exchanger 7 where the battery pack 6 is located, and the second coolant chamber 12B of the refrigerant coolant heat exchanger 10. The coolant flowing through the battery heat exchanger 7 heats the battery pack 6.

[0099] In operating mode E, the coolant circulates through the second coolant circuit 200, passing through the second water pump 201, the water-cooled condenser 302, and the operating radiator 206. The coolant flowing through the second coolant circuit 200 cools the motor 203, the inverter 204, and the charger 205.

[0100] In operating mode E, the refrigerant circulates through the refrigerant circuit 300, passing through the compressor 301, the water-cooled condenser 302, the first EXV 321, and the evaporator 304. The refrigerant flowing through the refrigerant circuit 300 cools the air inside the vehicle in the evaporator 304.

[0101] Therefore, the coolant that has lost heat to the battery pack 6 is input to the second coolant chamber 12B of the refrigerant coolant heat exchanger 10. The refrigerant coolant heat exchanger 10 heats the coolant in the second coolant chamber 12B with the ON heater 40 and outputs it from the second coolant output unit 32B. This allows the battery pack 6 to be heated by the circulating coolant.

[0102] Furthermore, since the refrigerant is cooled in the water-cooled condenser 302 by the coolant circulating in the second coolant circuit 200, the evaporator 304 can cool the air inside the vehicle.

[0103] <Operating Mode F: When the battery pack 6 is heated and the in-vehicle air conditioning is set to heating> Figure 20 is a diagram illustrating the flow of refrigerant and coolant when the battery pack 6 according to Embodiment 1 is heated and the in-vehicle air conditioning is set to heating (operating mode F).

[0104] In operating mode F, each device is controlled as follows: First valve 311: OFF Second valve 312: ON First EXV 321: OFF Second EXV 322: ON Three-way valve 202: OFF First four-way valve 111: ON Second four-way valve 112: ON First water pump 101: ON Second water pump 201: OFF Compressor 301: ON Heater 40: ON

[0105] In operating mode F, the coolant adjustment unit 50 (switching valve) of the refrigerant coolant heat exchanger 10 changes to a third operating mode in which the coolant flows to the first coolant chamber 12A and the second coolant chamber 12B, as shown in Figure 9. In operating mode F, the coolant circulates in the first coolant circuit 100 through the first water pump 101, the battery heat exchanger 7 in which the battery pack 6 is located, and the first coolant chamber 12A and the second coolant chamber 12B of the refrigerant coolant heat exchanger 10. The coolant flowing through the battery heat exchanger 7 heats the battery pack 6.

[0106] In operating mode F, the refrigerant circulates through the refrigerant circuit 300, passing through the compressor 301, the condenser 303, the second EXV 322, and the refrigerant pipes 20 of the refrigerant coolant heat exchanger 10. The refrigerant flowing through the condenser 303 heats the air inside the vehicle.

[0107] Therefore, the first coolant chamber 12A and the second coolant chamber 12B of the refrigerant coolant heat exchanger 10 receive the coolant that has lost heat to the battery pack 6 and the refrigerant that has lost heat to the air inside the vehicle. In addition, the refrigerant coolant heat exchanger 10 heats the coolant in the second coolant chamber 12B with the ON heater 40 and outputs it from the second coolant output unit 32B. In the second coolant chamber 12B, the coolant heated by the heater 40 transfers heat to the refrigerant flowing through the refrigerant pipe 20 through the partition of the coolant chamber. As a result, the battery pack 6 can be heated by the circulating coolant and the air inside the vehicle can be heated by the circulating refrigerant.

[0108] <Operating Mode G: When the temperature of the battery pack 6 is not controlled and the in-vehicle air conditioning is set to heating> Figure 21 is a diagram illustrating the flow of refrigerant and coolant when the temperature of the battery pack 6 according to Embodiment 1 is not controlled and the in-vehicle air conditioning is set to heating (operating mode G).

[0109] In operating mode G, each device is controlled as follows: First valve 311: OFF Second valve 312: ON First EXV 321: OFF Second EXV 322: ON Three-way valve 202: OFF First four-way valve 111: ON Second four-way valve 112: ON First water pump 101: OFF Second water pump 201: OFF Compressor 301: ON Heater 40: ON

[0110] In operating mode G, the first coolant circuit 100 does not operate, so the coolant does not need to flow through the first coolant chamber 12A and / or the second coolant chamber 12B. Therefore, in operating mode G, the coolant adjustment unit 50 (switching valve) of the refrigerant coolant heat exchanger 10 may be in the first operating mode, the second operating mode, or the third operating mode. However, the heater 40 is ON.

[0111] In operating mode G, the refrigerant circulates through the refrigerant circuit 300, passing through the compressor 301, the condenser 303, the second EXV 322, and the refrigerant pipes 20 of the refrigerant coolant heat exchanger 10. The refrigerant flowing through the condenser 303 heats the air inside the vehicle.

[0112] Therefore, the refrigerant coolant heat exchanger 10 receives refrigerant that has lost heat from the air inside the vehicle, but no coolant is received. The refrigerant coolant heat exchanger 10 heats the coolant in the second coolant chamber 12B with the ON heater 40, and the heated coolant transfers heat to the refrigerant flowing through the refrigerant pipe 20 through the partition of the coolant chamber. This allows the refrigerant that has lost heat from the air inside the vehicle to be heated.

[0113] <Operating Mode H: When the temperature of the battery pack 6 is not controlled and the in-vehicle air conditioning is set to cooling> Figure 22 is a diagram illustrating the flow of refrigerant and coolant when the temperature of the battery pack 6 according to Embodiment 1 is not controlled and the in-vehicle air conditioning is set to cooling (operating mode H).

[0114] In operating mode H, each component is set as follows: First valve 311: ON Second valve 312: OFF First EXV 321: ON Second EXV 322: OFF Three-way valve 202: ON First four-way valve 111: ON Second four-way valve 112: ON First water pump 101: OFF Second water pump 201: ON Compressor 301: ON Heater 40: OFF

[0115] In operating mode H, the first coolant circuit 100 does not operate, so the coolant does not need to flow through the first coolant chamber 12A and / or the second coolant chamber 12B. Therefore, in operating mode H, the coolant adjustment unit 50 (switching valve) of the refrigerant coolant heat exchanger 10 may be in any of the first operating mode, second operating mode, or third operating mode.

[0116] In operating mode H, the coolant circulates through the second coolant circuit 200, passing through the second water pump 201, the water-cooled condenser 302, and the operating radiator 206. The coolant flowing through the second coolant circuit 200 cools the motor 203, the inverter 204, and the charger 205.

[0117] In operating mode H, the refrigerant circulates through the refrigerant circuit 300, passing through the compressor 301, the water-cooled condenser 302, the first EXV 321, and the evaporator 304. The refrigerant flowing through the refrigerant circuit 300 cools the air inside the vehicle in the evaporator 304.

[0118] The refrigerant, which has absorbed heat from the air inside the vehicle, is cooled in the water-cooled condenser 302 by exchanging heat with the coolant circulating in the second coolant circuit. This allows the circulating refrigerant to cool the air inside the vehicle.

[0119] <Flowchart> Figure 23 is a flowchart showing an example of a method for switching operating modes according to Embodiment 1. Next, the above-described method for switching operating modes will be explained with reference to Figure 23.

[0120] The control device 5 detects the battery temperature Tbat (S101). The battery temperature Tbat is the temperature of the battery pack 6 and may be measured by a battery temperature sensor 71 (see Figure 4) attached to the battery pack 6.

[0121] The control device 5 determines whether the battery temperature Tbat is less than the lower limit temperature Tmin of the battery (S102). The lower limit temperature Tmin of the battery may be a value predetermined based on the characteristics of the battery pack 6, for example, 5°C.

[0122] Next, we will explain the case in step S102 when the control device 5 determines that the battery temperature Tbat is less than the lower limit temperature Tmin of the battery (S102: YES).

[0123] The control device 5 determines whether the in-vehicle air conditioning setting is "heating," "off," or "cooling" (S103).

[0124] When the in-vehicle air conditioning setting is "heating" (S103: heating), the control device 5 controls each device in the operation mode F described in Figure 20 (S104). Specifically, the control device 5 turns on the second valve 312, the second EXV 322, the first four-way valve 111, the second four-way valve 112, the first water pump 101, the compressor 301, and the heater 40 (S104). Then the process returns to step S101.

[0125] If the in-vehicle air conditioning setting is "OFF" (S103: OFF), the control device 5 controls each device in the case of operating mode B as described in Figure 14 (S105). Specifically, the control device 5 turns on the first four-way valve 111, the second four-way valve 112, the first water pump 101, and the heater 40. Then the process returns to step S101.

[0126] When the in-vehicle air conditioning setting is set to "cooling" (S103: Cooling), the control device 5 controls each device in the operating mode E described in Figure 19 (S106). Specifically, the control device 5 turns on the first valve 311, the first EXV 321, the three-way valve 202, the first four-way valve 111, the second four-way valve 112, the first water pump 101, the second water pump 201, the compressor 301, and the heater 40 (S106). Then the process returns to step S101.

[0127] In step S102, if it is determined that the battery temperature Tbat is greater than or equal to the lower limit temperature Tmin (S102: NO), the control device 5 determines whether the battery temperature Tbat is greater than the upper limit temperature Tmax (S110). The upper limit temperature Tmax may be a value predetermined based on the characteristics of the battery pack 6, for example, 50°C.

[0128] Next, we will explain the case in step S110 when it is determined that the battery temperature Tbat is greater than the upper limit temperature Tmax of the battery (S110: YES).

[0129] The control device 5 determines whether the in-vehicle air conditioning setting is "heating," "off," or "cooling" (S111).

[0130] If the in-vehicle air conditioning setting is "heating" (S111: heating), the control device 5 performs waste heat utilization control (S112). Details of waste heat utilization control will be described later (see Figure 24). Then, the process returns to step S101.

[0131] If the in-vehicle air conditioning setting is "OFF" (S111: OFF), the control device 5 controls each device in the case of operating mode A as described in Figure 13 (S113). Specifically, the control device 5 turns on the first valve 311, the second EXV 322, the three-way valve 202, the first four-way valve 111, the second four-way valve 112, the first water pump 101, the second water pump 201, and the compressor 301. Then the process returns to step S101.

[0132] When the in-vehicle air conditioning setting is set to "cooling" (S111: Cooling), the control device 5 controls each device in the case of operating mode D as described in Figure 18 (S114). Specifically, the control device 5 turns on the first valve 311, the first EXV 321, the second EXV 322, the three-way valve 202, the first four-way valve 111, the second four-way valve 112, the first water pump 101, the second water pump 201, and the compressor 301 (S115). Then the process returns to step S101.

[0133] Next, we will explain the case in step S110 when it is determined that the battery temperature Tbat is less than or equal to the upper limit temperature Tmax of the battery (S110: NO).

[0134] The control device 5 determines whether the in-vehicle air conditioning setting is "heating," "off," or "cooling" (S121).

[0135] When the in-vehicle air conditioning setting is "heating" (S121: heating), the control device 5 controls each device in the operating mode G described in Figure 21 (S122). Specifically, the control device 5 turns on the second valve 312, the second EXV 322, the first four-way valve 111, the second four-way valve 112, the compressor 301, and the heater 40. Then the process returns to step S101.

[0136] If the in-car air conditioning setting is "OFF" (S121: OFF), the process returns to step S101.

[0137] When the in-vehicle air conditioning setting is "cooling" (S121: cooling), the control device 5 controls each device in the operation mode H described in Figure 22 (S123). Specifically, the control device 5 turns on the first valve 311, the first EXV 321, the first four-way valve 111, the second four-way valve 112, the second water pump 201, and the compressor 301. Then the process returns to step S101.

[0138] <Heat Waste Utilization Control> Figure 24 is a flowchart showing an example of heat waste utilization control according to Embodiment 1. Figure 24 corresponds to a detailed explanation of step S112 in Figure 23.

[0139] The control device 5 acquires the outside air temperature Tair and the coolant temperature Twat (S201). The outside air temperature Tair is the temperature of the air outside the vehicle and may be measured by an outside air temperature sensor 72 (see Figure 4) mounted on the outside of the vehicle 1. The coolant temperature Twat is the temperature of the coolant just before it enters the radiator 206 and may be measured by a water temperature sensor 73 (see Figure 4) mounted just before the radiator 206 of the second coolant circuit 200.

[0140] The control device 5 determines whether the ambient temperature Tair is greater than the ambient threshold temperature Tair1 (S202). The ambient threshold temperature Tair1 may be a predetermined threshold, for example, 10°C.

[0141] If the ambient temperature Tair is less than or equal to the ambient threshold temperature Tair1 (S202: NO), the control device 5 controls each device in the operating mode C1 described in Figure 15 (S210). Specifically, the control device 5 turns on the second valve 312, the second EXV 322, the three-way valve 202, the first water pump 101, the second water pump 201, the compressor 301, and the heater 40. Then, the process returns to step S101 in Figure 23.

[0142] If the ambient temperature Tair is greater than the ambient threshold temperature Tair1 (S202: YES), the control device 5 determines whether the battery temperature Tbat is greater than the battery threshold temperature Tbat1 (S203). The battery threshold temperature Tbat1 may be a predetermined threshold, for example, 55°C.

[0143] If the battery temperature Tbat is less than or equal to the battery threshold temperature Tbat1 (S203: NO), the control device 5 controls each device in the operating mode C1 described in Figure 15 (S210). Specifically, the control device 5 turns on the second valve 312, the second EXV 322, the three-way valve 202, the first water pump 101, the second water pump 201, the compressor 301, and the heater 40. Then the process returns to step S101 in Figure 23.

[0144] If the battery temperature Tbat is greater than the battery threshold temperature Tbat1 (S203: YES), the control device 5 determines whether the coolant temperature Twat is greater than the coolant threshold temperature Twat1 (S204). The coolant threshold temperature Twat1 may be a predetermined threshold, for example, 55°C.

[0145] If the coolant temperature Twat is less than or equal to the coolant threshold temperature Twat1 (S204: NO), the control device 5 controls each device in the operating mode C2 described in Figure 16 (S205). Specifically, the control device 5 turns on the second valve 312, the second EXV 322, the first four-way valve 111, the second four-way valve 112, the first water pump 101, and the compressor 301. Then, the process returns to step S101 in Figure 23.

[0146] If the coolant temperature Twat is greater than the coolant threshold temperature Twat1 (S204: YES), the control device 5 controls each device in the operating mode C3 described in Figure 17 (S206). Specifically, the control device 5 turns on the second valve 312, the second EXV 322, the first four-way valve 111, the first water pump 101, the second water pump 201, and the compressor 301. Then, the process returns to step S101 in Figure 23.

[0147] As shown in Figures 23 and 24 above, an appropriate operating mode is selected based on the temperature of the battery pack 6, the setting of the in-vehicle air conditioning, the outside air temperature, and the coolant temperature, thereby enabling proper temperature control of the battery pack 6 and the air inside the vehicle. Furthermore, as shown in operating modes C2 and C3 of Figure 24, the waste heat from the battery pack 6 and / or the powertrain (motor 203, inverter 204, charger 205) can be used to heat the coolant, depending on the outside air temperature and the coolant temperature.

[0148] (Summary of Embodiment 1) The following technology is disclosed based on the description of Embodiment 1 above.

[0149] <Technical 1> A vehicle (1) according to one embodiment comprises a vehicle body (2), a first wheel (3a) and a second wheel (3b) attached to the vehicle body, an electric motor that drives at least one of the first wheel and the second wheel, a group of secondary battery modules (e.g., a battery pack 6) arranged in the vehicle body and supplying power to the electric motor (4), a battery heat exchanger (7) through which coolant flows and which exchanges heat with the group of secondary battery modules, a coolant circuit (100) that circulates the coolant to the battery heat exchanger, a refrigerant circuit (300) through which a refrigerant capable of exchanging heat with the outside of the vehicle body and / or with the interior of the vehicle body flows, a coolant flowing through the coolant circuit, and a refrigerant coolant heat exchanger (10) capable of exchanging heat with the refrigerant flowing through the refrigerant circuit. The refrigerant coolant heat exchanger comprises a first coolant chamber (12A) through which the coolant flows, a second coolant chamber (12B) adjacent to the first coolant chamber through which the coolant flows, a refrigerant pipe (20) through which the refrigerant flows, part of which is located in the first coolant chamber, a heater (40) located in the second coolant chamber that generates heat from external power, a coolant input section (31) connected to the coolant circuit through which the coolant enters from the coolant circuit, a flow rate of the coolant to be input from the coolant input section to the first coolant chamber, and the flow rate of the coolant to be input from the coolant input section to the second coolant chamber. The system includes a coolant adjustment unit (50) that changes the flow rate of the coolant input into the liquid chamber, a first coolant output unit (32A) connected to the coolant circuit and discharging the coolant from the first coolant chamber, a second coolant output unit (32B) connected to the coolant circuit and discharging the coolant from the second coolant chamber, a refrigerant input unit (21) connected to the refrigerant circuit and inputting the refrigerant into a portion of the refrigerant pipes in the first coolant chamber, and a refrigerant output unit (22) connected to the refrigerant circuit and discharging the refrigerant from a portion of the refrigerant pipes in the first coolant chamber. A predetermined surface of the portion of the refrigerant pipes in the first coolant chamber is arranged adjacent to the second coolant chamber.

[0150] This allows the coolant that exchanges heat with the refrigerant to flow into the first coolant chamber, and the coolant that is heated by the heater 40 to flow into the second coolant chamber. Therefore, compared to the conventional configuration in which the coolant passes in series between the part that exchanges heat with the refrigerant and the part that is heated by the heater, the pressure loss and / or heat loss of the coolant can be reduced.

[0151] <Technology 2> In the vehicle described in Technology 1, the predetermined surface of a portion of the refrigerant pipe in the first coolant chamber is in contact with the coolant flowing into the second coolant chamber.

[0152] This allows the coolant flowing through the second coolant chamber and the refrigerant flowing through the refrigerant pipe to exchange heat through a predetermined surface. For example, the coolant flowing through the second coolant chamber can heat the refrigerant flowing through the refrigerant pipe.

[0153] <Technology 3> In the vehicle described in Technology 1 or 2, the portion of the refrigerant pipe in the first coolant chamber has a first surface (23A) and a second surface (23B) opposite to the first surface, and comprises a plate-shaped refrigerant pipe (for example, a first plate-shaped refrigerant pipe 20A) through which the refrigerant flows between the first surface and the second surface, wherein the predetermined surface is at least a portion of the first surface of the plate-shaped refrigerant pipe.

[0154] This allows the coolant flowing through the second coolant chamber and the refrigerant flowing through the plate-shaped refrigerant pipe to exchange heat through a predetermined surface.

[0155] <Technology 4> In the vehicle described in Technology 3, the plate-shaped refrigerant pipe is designated as a first plate-shaped refrigerant pipe (20A), and a portion of the refrigerant pipe in the first coolant chamber has a third surface (23C) and a fourth surface (23D) opposite to the third surface, and a second plate-shaped refrigerant pipe (20B) through which the refrigerant flows is provided between the third surface and the fourth surface, and in the first coolant chamber, the coolant flows between the second surface of the first plate-shaped refrigerant pipe and the third surface of the second plate-shaped refrigerant pipe.

[0156] This allows heat exchange to occur between the coolant flowing through the first coolant chamber and the refrigerant flowing through the first and second plate-shaped refrigerant pipes.

[0157] <Technology 5> In the vehicle described in any one of Techniques 1 to 4, the refrigerant coolant heat exchanger comprises a housing (11), the inner surface of the housing forming at least the second coolant chamber, and a first wire (41) and a second wire (42) for supplying power from the outside to the heater located in the second coolant chamber, and the housing comprises a power input section (43) through which the first wire and the second wire pass.

[0158] This allows power to be supplied to the heater inside the enclosure through the first and second wires.

[0159] <Technology 6> In the vehicle described in any one of Technology 1 to 5, the heater in the second coolant chamber is tubular or plate-shaped.

[0160] This allows the heater to heat the coolant in the second coolant chamber.

[0161] <Technology 7> In the vehicle described in any one of Technology 1 to 6, the second coolant chamber comprises a top surface (51), a bottom surface (52) facing the top surface, and a side surface (53) connecting the top surface and the bottom surface, the predetermined surface of a portion of the refrigerant pipe that becomes the first coolant chamber is arranged adjacent to the top surface of the second coolant chamber, and the heater is arranged in the second coolant chamber closer to the top surface than to the bottom surface.

[0162] This allows the heat from the heater to be efficiently transferred to the refrigerant flowing through the refrigerant pipe, which forms the first coolant chamber.

[0163] <Technical 8> In the vehicle described in Technical 7, the second coolant chamber is provided with a heat transfer promoting member (60) arranged along the top surface, and the heater is arranged in contact with the heat transfer promoting member.

[0164] This allows the heat from the heater to be more efficiently transferred to the refrigerant flowing through the refrigerant pipe, which becomes the first coolant chamber, via the heat transfer facilitating member.

[0165] <Technical 9> In the vehicle described in Technical 8, at least a portion of the contact area of ​​the heater that is in contact with the heat transfer promoting member has a first curved surface (44), and at least a portion of the contact area of ​​the heat transfer promoting member that is in contact with the heater has a second curved surface (45), and the first curved surface and the second curved surface are corresponding to each other.

[0166] This allows the heat from the heater to be more efficiently transferred to the refrigerant flowing through the refrigerant pipe, which becomes the first coolant chamber, via the heat transfer facilitating member.

[0167] <Technology 10> A vehicle according to any one of Technologies 1 to 9, comprising: a first operating mode in which the first flow rate of the coolant input from the coolant input to the first coolant chamber is greater than the second flow rate of the coolant input from the coolant input to the second coolant chamber; a second operating mode in which the third flow rate of the coolant input from the coolant input to the first coolant chamber is less than the fourth flow rate of the coolant input from the coolant input to the second coolant chamber; and a third operating mode in which the fifth flow rate of the coolant input from the coolant input to the first coolant chamber is greater than the third flow rate, and the sixth flow rate of the coolant input from the coolant input to the second coolant chamber is greater than the second flow rate.

[0168] In this way, by switching the input destination of the coolant between the first operating mode, the second operating mode, and the third operating mode, it is possible to switch between cooling and heating of the coolant, as well as heating of the refrigerant.

[0169] While embodiments have been described above with reference to the attached drawings, this disclosure is not limited to such examples. It is clear to those skilled in the art that various modifications, alterations, substitutions, additions, deletions, and equivalents can be conceived within the scope of the claims, and these are also understood to fall within the technical scope of this disclosure. Furthermore, the components of the embodiments described above can be combined in any way without departing from the spirit of the invention.

[0170] This application is based on a Japanese patent application (Patent Application No. 2025-053890) filed on March 27, 2025, the contents of which are incorporated herein by reference.

[0171] The technology disclosed herein is useful for temperature control between the coolant flowing through the coolant circuit and the refrigerant flowing through the refrigerant circuit of a vehicle.

[0172] 1 Vehicle 2 Body 3 Wheels 3a First wheel 3b Second wheel 4 Electric motor 5 Control device 6 Battery pack 7 Battery heat exchanger 10 Refrigerant coolant heat exchanger 11 Housing 12A First coolant chamber 12B Second coolant chamber 20 Refrigerant pipe 20A First plate-shaped refrigerant pipe 20B Second plate-shaped refrigerant pipe 21 Refrigerant input section 22 Refrigerant output section 23A First surface 23B Second surface 23C Third surface 23D Fourth surface 31 Coolant input section 32A First coolant output section 32B Second coolant output section 40 Heater 41 First wire 42 Second wire 43 Power input section 44 First curved surface 45 Second curved surface 50 Coolant adjustment section 51 Top surface 52 Bottom surface 53 Side surface 60 Heat transfer promoting member 61 Hole 62 Fin 71 Battery temperature sensor 72 Ambient temperature sensor 73 Water temperature sensor 100 First coolant circuit 101 First water pump 111 First four-way valve 112 Second four-way valve 200 Second coolant circuit 201 Second water pump 202 Three-way valve 203 Motor 204 Inverter 205 Charger 206 Radiator 300 Refrigerant circuit 301 Compressor 302 Water-cooled condenser 303 Condenser 304 Evaporator 311 First valve 312 Second valve 321 First EXV 322 Second EXV

Claims

1. A vehicle comprising: a vehicle body; first wheels and second wheels attached to the vehicle body; an electric motor for driving at least one of the first wheels and the second wheels; a group of secondary battery modules arranged in the vehicle body and supplying power to the electric motor; a battery heat exchanger through which coolant flows and which exchanges heat with the group of secondary battery modules; a coolant circuit for circulating the coolant in the battery heat exchanger; a refrigerant circuit through which a refrigerant capable of exchanging heat with the outside of the vehicle body and / or with the interior of the vehicle body flows; a coolant flowing in the coolant circuit and a refrigerant coolant heat exchanger capable of exchanging heat with the refrigerant flowing in the refrigerant circuit, wherein the refrigerant coolant heat exchanger comprises: a first coolant chamber through which the coolant flows; a second coolant chamber arranged adjacent to the first coolant chamber through which the coolant flows; a refrigerant pipe, partly located in the first coolant chamber and through which the refrigerant flows; and a heater located in the second coolant chamber that generates heat from external power. A vehicle comprising: a coolant input section connected to the coolant circuit into which the coolant enters from the coolant circuit; a coolant adjustment section that changes the flow rate of the coolant input from the coolant input section to the first coolant chamber and the flow rate of the coolant input from the coolant input section to the second coolant chamber; a first coolant output section connected to the coolant circuit into which the coolant exits from the first coolant chamber; a second coolant output section connected to the coolant circuit into which the coolant exits from the second coolant chamber; a refrigerant input section connected to the refrigerant circuit into which the refrigerant enters a portion of the refrigerant pipes in the first coolant chamber; and a refrigerant output section connected to the refrigerant circuit into which the refrigerant exits a portion of the refrigerant pipes in the first coolant chamber, wherein a predetermined surface of the portion of the refrigerant pipes in the first coolant chamber is arranged adjacent to the second coolant chamber.

2. A vehicle according to claim 1, wherein the predetermined surface of a portion of the refrigerant pipe in the first coolant chamber is in contact with the coolant flowing into the second coolant chamber.

3. A vehicle according to claim 1, wherein a portion of the refrigerant pipe in the first coolant chamber has a first surface and a second surface opposite to the first surface, and comprises a plate-shaped refrigerant pipe through which the refrigerant flows between the first surface and the second surface, and the predetermined surface is at least a portion of the first surface of the plate-shaped refrigerant pipe.

4. A vehicle according to claim 3, wherein the plate-shaped refrigerant pipe is a first plate-shaped refrigerant pipe, and a portion of the refrigerant pipe in the first coolant chamber has a third surface and a fourth surface opposite to the third surface, and the vehicle further comprises a second plate-shaped refrigerant pipe through which the refrigerant flows between the third surface and the fourth surface, and in the first coolant chamber, the coolant flows between the second surface of the first plate-shaped refrigerant pipe and the third surface of the second plate-shaped refrigerant pipe.

5. A vehicle according to claim 1, wherein the refrigerant coolant heat exchanger comprises a housing, the inner surface of the housing constitutes at least the second coolant chamber, and comprises a first wire and a second wire for supplying power from the outside to the heater located in the second coolant chamber, and the housing comprises a power input section through which the first wire and the second wire pass.

6. The vehicle according to claim 1, wherein the heater in the second coolant chamber is tubular or plate-shaped.

7. A vehicle according to claim 1, wherein the second coolant chamber comprises a top surface, a bottom surface facing the top surface, and a side surface connecting the top surface and the bottom surface, the predetermined surface of a portion of the refrigerant pipe that becomes the first coolant chamber is arranged adjacent to the top surface of the second coolant chamber, and the heater is arranged in the second coolant chamber closer to the top surface than to the bottom surface.

8. A vehicle according to claim 7, wherein the second coolant chamber comprises a heat transfer promoting member arranged along the top surface, and the heater is arranged in contact with the heat transfer promoting member.

9. The vehicle according to claim 8, wherein at least a portion of the contact portion of the heater that is in contact with the heat transfer promoting member has a first curved surface, and at least a portion of the contact portion of the heat transfer promoting member that is in contact with the heater has a second curved surface, and the first curved surface and the second curved surface are corresponding to each other.

10. A vehicle according to claim 1, comprising: a first operating mode in which a first flow rate of the coolant introduced from the coolant input to the first coolant chamber is greater than a second flow rate of the coolant introduced from the coolant input to the second coolant chamber; a second operating mode in which a third flow rate of the coolant introduced from the coolant input to the first coolant chamber is less than a fourth flow rate of the coolant introduced from the coolant input to the second coolant chamber; and a third operating mode in which a fifth flow rate of the coolant introduced from the coolant input to the first coolant chamber is greater than the third flow rate, and a sixth flow rate of the coolant introduced from the coolant input to the second coolant chamber is greater than the second flow rate.

11. A refrigerant coolant heat exchanger configured to be mounted on a vehicle comprising: a vehicle body; first wheels and second wheels attached to the vehicle body; an electric motor for driving at least one of the first wheels and the second wheels; a group of secondary battery modules arranged on the vehicle body and supplying power to the electric motor; a battery heat exchanger through which coolant flows and which exchanges heat with the group of secondary battery modules; a coolant circuit for circulating the coolant through the battery heat exchanger; and a refrigerant circuit through which a refrigerant capable of exchanging heat with the outside of the vehicle body and / or with the interior of the vehicle body flows, wherein the refrigerant coolant heat exchanger is capable of exchanging heat with the coolant flowing in the coolant circuit and the refrigerant flowing in the refrigerant circuit, comprising: a first coolant chamber through which the coolant flows; a second coolant chamber arranged adjacent to the first coolant chamber through which the coolant flows; a refrigerant pipe through which the refrigerant flows, with part of it located in the first coolant chamber; and a heater located in the second coolant chamber that generates heat from external power. A refrigerant coolant heat exchanger comprising: a coolant input section connected to the coolant circuit into which the coolant enters from the coolant circuit; a coolant adjustment section that changes the flow rate of the coolant input from the coolant input section to the first coolant chamber and the flow rate of the coolant input from the coolant input section to the second coolant chamber; a first coolant output section connected to the coolant circuit into which the coolant exits from the first coolant chamber; a second coolant output section connected to the coolant circuit into which the coolant exits from the second coolant chamber; a refrigerant input section connected to the refrigerant circuit into which the refrigerant enters a portion of the refrigerant pipes in the first coolant chamber; and a refrigerant output section connected to the refrigerant circuit into which the refrigerant exits a portion of the refrigerant pipes in the first coolant chamber, wherein a predetermined surface of the portion of the refrigerant pipes in the first coolant chamber is arranged adjacent to the second coolant chamber.

12. A refrigerant coolant heat exchanger according to claim 11, wherein a predetermined surface of a portion of the refrigerant pipe in the first coolant chamber is in contact with the coolant flowing into the second coolant chamber.

13. A refrigerant coolant heat exchanger according to claim 11, wherein a portion of the refrigerant pipe in the first coolant chamber has a first surface and a second surface opposite to the first surface, and comprises a plate-shaped refrigerant pipe through which the refrigerant flows between the first surface and the second surface, and the predetermined surface is at least a portion of the first surface of the plate-shaped refrigerant pipe.

14. A refrigerant coolant heat exchanger according to claim 13, wherein the plate-shaped refrigerant pipe is a first plate-shaped refrigerant pipe, a portion of the refrigerant pipe in the first coolant chamber has a third surface and a fourth surface opposite to the third surface, and further comprises a second plate-shaped refrigerant pipe through which the refrigerant flows between the third surface and the fourth surface, and in the first coolant chamber, the coolant flows between the second surface of the first plate-shaped refrigerant pipe and the third surface of the second plate-shaped refrigerant pipe.

15. A refrigerant coolant heat exchanger according to claim 11, comprising a housing, wherein at least the second coolant chamber is formed by the inner surface of the housing, and comprising a first wire and a second wire for supplying power from the outside to the heater located in the second coolant chamber, and the housing comprising a power input section through which the first wire and the second wire pass.

16. A refrigerant coolant heat exchanger according to claim 11, wherein the heater in the second coolant chamber is tubular or plate-shaped.

17. A refrigerant coolant heat exchanger according to claim 11, wherein the second coolant chamber has a top surface, a bottom surface facing the top surface, and a side surface connecting the top surface and the bottom surface, the predetermined surface of a portion of the refrigerant pipe that becomes the first coolant chamber is arranged adjacent to the top surface of the second coolant chamber, and the heater is arranged in the second coolant chamber closer to the top surface than to the bottom surface.

18. A refrigerant coolant heat exchanger according to claim 17, wherein the second coolant chamber comprises a heat transfer promoting member arranged along the top surface, and the heater is arranged in contact with the heat transfer promoting member.

19. A refrigerant coolant heat exchanger according to claim 18, wherein at least a portion of the contact portion of the heater that is in contact with the heat transfer promoting member has a first curved surface, and at least a portion of the contact portion of the heat transfer promoting member that is in contact with the heater has a second curved surface, and the first curved surface and the second curved surface are corresponding to each other.

20. A refrigerant coolant heat exchanger according to claim 11, comprising: a first operating mode in which a first flow rate of the coolant input from the coolant input to the first coolant chamber is greater than a second flow rate of the coolant input from the coolant input to the second coolant chamber; a second operating mode in which a third flow rate of the coolant input from the coolant input to the first coolant chamber is less than a fourth flow rate of the coolant input from the coolant input to the second coolant chamber; and a third operating mode in which a fifth flow rate of the coolant input from the coolant input to the first coolant chamber is greater than the third flow rate, and a sixth flow rate of the coolant input from the coolant input to the second coolant chamber is greater than the second flow rate.

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