Patent Publication Number: US-2022227205-A1

Title: Temperature management system

Description:
TECHNICAL FIELD 
     The present disclosure relates to a temperature management system. 
     BACKGROUND 
     Patent Document 1 discloses a system for cooling an inverter and a battery in an electric automobile. This system includes a reserve tank that stores a liquid, a first circulation path, and a second circulation path. The first circulation path allows the liquid to be circulated between the reserve tank, the inverter, and the radiator. The second circulation path allows the liquid to be circulated between the reserve tank and the battery. 
     PRIOR ART DOCUMENT 
     Patent Document 
     Patent Document 1: JP 2014-058241 A 
     SUMMARY OF THE INVENTION 
     Problems to be Solved 
     Meanwhile, an air-conditioning refrigerant circuit may be provided in an electric automobile. In this case, an air-conditioning refrigerant tank is provided separately. In recent years, there has been an increasing demand for further space saving in automobiles. 
     Therefore, an object of the present disclosure is to achieve a reduction in the space taken up by a temperature management system in an electric automobile. 
     Means to Solve the Problem 
     A temperature management system according to the present disclosure is a temperature management system for an electric automobile, including: an air-conditioning refrigerant circuit through which a refrigerant for adjusting a temperature in a passenger compartment of the electric automobile flows; a high-voltage device refrigerant circuit through which a refrigerant for cooling a high-voltage device flows; a battery refrigerant circuit through which a refrigerant for cooling a battery flows; and a tank that stores a refrigerant, wherein the air-conditioning refrigerant circuit, the high-voltage device refrigerant circuit, and the battery refrigerant circuit are connected to the tank, and a refrigerant is supplied from the tank to the air-conditioning refrigerant circuit, the high-voltage device refrigerant circuit, and the battery refrigerant circuit. 
     Effect of the Invention 
     According to the present disclosure, it is possible to achieve a reduction in the space taken up by a temperature management system in an electric automobile. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a diagram showing a temperature management system according to Embodiment 1. 
         FIG. 2  is a diagram showing an exemplary arrangement of portions through which a refrigerant passes in the temperature management system. 
         FIG. 3  is a schematic cross-sectional view showing a pipe and wires. 
         FIG. 4  is a schematic cross-sectional view showing a pipe and a wire according to another example. 
         FIG. 5  is a schematic cross-sectional view showing a refrigerant pipe and a wire according to another example. 
         FIG. 6  is a schematic cross-sectional view showing a refrigerant pipe and wires according to another example. 
     
    
    
     DETAILED DESCRIPTION TO EXECUTE THE INVENTION 
     Description of Embodiments of the Present Disclosure 
     First, aspects of the present disclosure will be listed and described. 
     A temperature management system according to the present disclosure is as follows. 
     (1) A temperature management system for an electric automobile includes: an air-conditioning refrigerant circuit through which a refrigerant for adjusting a temperature in a passenger compartment of the electric automobile flows; a high-voltage device refrigerant circuit through which a refrigerant for cooling a high-voltage device flows; a battery refrigerant circuit through which a refrigerant for cooling a battery flows; and a tank that stores a refrigerant, wherein the air-conditioning refrigerant circuit, the high-voltage device refrigerant circuit, and the battery refrigerant circuit are connected to the tank, and a refrigerant is supplied from the tank to the air-conditioning refrigerant circuit, the high-voltage device refrigerant circuit, and the battery refrigerant circuit. Accordingly, the refrigerant is supplied from the same tank to the air-conditioning refrigerant circuit, the high-voltage device refrigerant circuit, and the battery refrigerant circuit. This makes it possible to reduce the number of tanks to be installed. Thus, it is possible to achieve a reduction in the space taken up by a temperature management system. 
     (2) The battery refrigerant circuit may be routed through a lithium ion battery serving as the battery. This allows the lithium ion battery to be efficiently cooled by a water-cooled cooling system. 
     (3) The high-voltage device refrigerant circuit may include a front high-voltage device refrigerant circuit and a rear high-voltage device refrigerant circuit, the front high-voltage device refrigerant circuit may be routed through a front high-voltage device provided on a front side in the electric automobile, the rear high-voltage device refrigerant circuit may be routed through a rear high-voltage device provided on a rear side in the electric automobile, and the refrigerant from the tank may separately flow through the front high-voltage device refrigerant circuit and the rear high-voltage device refrigerant circuit. Accordingly, effective cooling is performed between the front side and the rear side of the electric automobile. 
     (4) The temperature management system may further include a radiator that cools a refrigerant, wherein the high-voltage device refrigerant circuit and the battery refrigerant circuit may be routed through the radiator via separate flow paths. This makes it possible to separately manage the temperatures of the refrigerant flowing through the high-voltage device refrigerant circuit and the refrigerant flowing through the battery refrigerant circuit, while using the same radiator. 
     (5) The temperature management system may further include a heat exchanger that exchanges heat between the air-conditioning refrigerant circuit and the battery refrigerant circuit. This makes it possible to manage the temperature of the refrigerant flowing through the battery refrigerant circuit, using the refrigerant flowing through the air-conditioning refrigerant circuit. 
     (6) The temperature management system may further include a wire, at least a portion of which is disposed along at least a portion of the air-conditioning refrigerant circuit, the high-voltage device refrigerant circuit, and the battery refrigerant circuit. This allows the wire and the refrigerant circuit to be mounted in a compact form in the vehicle. 
     (7) The wire may be a wire having a heat-resistant temperature of 175° C. or less in a long-term heat aging test according to ISO 6722, a heat-resistant temperature of 175° C. or less in a short-term heat aging test according to ISO 6722, and a heat-resistant temperature of 175° C. or less in an overload heating test according to ISO 6722. At least a portion of the wire is disposed along at least a portion of the air-conditioning refrigerant circuit, the high-voltage device refrigerant circuit, and the battery refrigerant circuit. This allows the wire to be efficiently cooled. Accordingly, a wire having a heat-resistant temperature of 175° C. or less in a long-term heat aging test according to ISO 6722, a heat-resistant temperature of 175° C. or less in a short-term heat aging test according to ISO 6722, and a heat-resistant temperature of 175° C. or less in an overload heating test according to ISO 6722 may be used as the wire. 
     Details of Embodiments of the Present Disclosure 
     Specific examples of a temperature management system according to the present disclosure will be described below with reference to the drawings. It should be noted that the present disclosure is not limited to these examples, but is defined by the claims, and is intended to include all modifications which fall within the scope of the claims and the meaning and scope of equivalents thereof. 
     Embodiment 1 
     In the following, a temperature management system according to an embodiment will be described.  FIG. 1  is a diagram showing a temperature management system  20  according to an embodiment, and  FIG. 2  is a diagram showing an exemplary arrangement of portions through which a refrigerant passes in the temperature management system  20 . Note that  FIG. 2  schematically shows the shape of an electric automobile  10 . A front compartment  11  is provided on the front side of the electric automobile  10 , and a passenger compartment  12  is provided on the rear side thereof. A partition wall  13  is provided between the front compartment  11  and the passenger compartment  12 . A motor for driving the electric automobile  10  to travel may be provided in the front compartment  11 . If the electric automobile  10  has an internal combustion engine, the internal combustion engine may be provided in the front compartment  11 . Here, the front and the rear as mentioned with regard to the electric automobile  10  are defined with respect to a normal traveling direction of the electric automobile  10 . The normal traveling direction of the electric automobile  10  is the front side, and the backward direction is the rear side. 
     The temperature management system  20  is incorporated in the electric automobile  10 . The description here will be given assuming that the electric automobile  10  is a battery electric vehicle (BEV). Here, a BEV is a vehicle that includes a battery charged by an external power supply and travels using the energy stored in the battery. Here, a BEV means a vehicle that travels using only the energy stored in the battery as the power source. Note that the temperature management system  20  of the present embodiment can be applied not only to a BEV, but also to an electric automobile that travels in response to the driving of an electric motor. 
     In order to drive the electric motor, a high-voltage electric device  48  and a battery  58  are mounted on the electric automobile  10 . The temperature management system  20  is effective at managing the temperatures of the high-voltage electric device  48  and the battery  58 . Note that a high voltage refers to a voltage greater than 60 V, for example. Accordingly, a high-voltage electric device is an electric device to which a voltage greater than, for example, 60 V is applied. The battery  58  is a battery that supplies power for causing the electric automobile  10  to travel. The voltage supplied from the battery  58  is, for example, 400 to 800 V. For the electric automobile  10 , a refrigerant is used to adjust the temperature in the passenger compartment  12 . The temperature management system  20  is effective at managing the temperature of such a refrigerant. In addition to the above-described BEV, a hybrid electric vehicle (HEV), a plug-in hybrid electric vehicle (PHEV), a fuel cell vehicle (FCV), and so forth are envisaged as the electric automobile  10  that travels in response to the driving of the electric motor. 
     Regarding Temperature Management System 
     The temperature management system  20  includes an air-conditioning refrigerant circuit  30 , a high-voltage device refrigerant circuit  40 , a battery refrigerant circuit  50 , and a tank  60 . 
     The air-conditioning refrigerant circuit  30  is a refrigerant circuit through which a refrigerant for adjusting the temperature in the passenger compartment  12  of the electric automobile  10  flows. 
     The high-voltage device refrigerant circuit  40  is a refrigerant circuit through which a refrigerant for cooling the high-voltage electric device  48  flows. 
     The battery refrigerant circuit  50  is a refrigerant circuit through which a refrigerant for cooling the battery  58  flows. 
     The tank  60  is a tank that stores a refrigerant. 
     The air-conditioning refrigerant circuit  30 , the high-voltage device refrigerant circuit  40 , and the battery refrigerant circuit  50  are connected to the same tank  60 . The refrigerant is supplied from the tank  60  to the air-conditioning refrigerant circuit  30 , the high-voltage device refrigerant circuit  40 , and the battery refrigerant circuit  50 . 
     The refrigerant circuits  30 ,  40 , and  50 , and the tank  60  will be described in more detail. 
     The tank  60  is mounted in the electric automobile  10 . The tank  60  is provided, for example, in the front compartment  11 . In  FIG. 2 , the tank  60  is provided at a position of the front compartment  11  that is located toward the passenger compartment  12  and is located toward one side. 
     The high-voltage device refrigerant circuit  40  is a circuit through which a refrigerant is to be passed. The high-voltage device refrigerant circuit  40  is configured to be routed through high-voltage electric devices  48 ( 1 ),  48 ( 2 ),  48 ( 3 ),  48 ( 4 ),  48 ( 5 ),  48 ( 6 ), and  48 ( 7 ). In  FIGS. 1 and 2 , the high-voltage electric devices are abbreviated as high-voltage devices. The high-voltage electric devices  48 ( 1 ),  48 ( 2 ),  48 ( 3 ),  48 ( 4 ),  48 ( 5 ),  48 ( 6 ), and  48 ( 7 ) collectively may be referred to as a high-voltage electric device  48 . 
     More specifically, the high-voltage device refrigerant circuit  40  includes a pump  41 , a valve  42 , a cooler  43 , a radiator  44 , a joint  45 , and a pipe  46 . Note that a part of the pipe  46  is illustrated in  FIG. 2 . 
     The pump  41  is connected to the tank  60 . The pump  41  delivers the refrigerant contained in the tank  60  such that the refrigerant passes through the devices via the pipe  46 . 
     The valve  42  is a two-way switching valve. An upstream connection port of the valve  42  is connected to the pump  41 . One of two downstream connection ports of the valve  42  is connected to the cooler  43 , and the other is connected to the radiator  44 . Under control performed by a control unit, the valve  42  switches the flow direction of the refrigerant between the cooler  43  side and the radiator  44  side. The switching may be performed between at least two of three states, namely, a state in which the refrigerant flows only through the cooler  43 , a state in which the refrigerant flows only through the radiator  44 , and a state in which the refrigerant flows through both the cooler  43  and the radiator  44 . 
     The cooler  43  is a portion that cools the refrigerant that has flowed through the valve  42 . A heat exchanger may be used as the cooler  43 . The cooler  43  may include a fan for forcefully cooling the refrigerant. Here, the cooler  43  is provided midway on an introduction path for introducing outside air for air-conditioning. In this case, the outside air for air-conditioning is heated by the waste heat of the cooler  43 . That is, the waste heat of the cooler  43  is used as the energy for heating the interior of the passenger compartment  12 . 
     The radiator  44  is a kind of heat exchanger that radiates the heat from a refrigerant. The radiator  44  is provided in a front portion of the electric automobile  10 . Wind generated by travelling passes through the radiator  44  while the electric automobile  10  is in motion. The radiator  44  is efficiently cooled using the wind generated by traveling. A fan for blowing air to forcefully cool the radiator  44  may be provided. 
     The switching timing of the valve  42  may be controlled in the following manner. For example, in a normal state, the valve  42  is switched such that the refrigerant passes only through the radiator  44 . When there is a need to increase the degree of cooling of the refrigerant, the valve  42  is switched such that the refrigerant passes through the radiator  44  and the cooler  43 . When the outside air for air-conditioning is to be heated by the waste heat of the cooler  43 , the valve  42  is switched such that the refrigerant passes only through the cooler  43 , or passes through the radiator  44  and the cooler  43 . 
     The joint  45  is, for example, a four-way joint (four-way connector). The refrigerant that has been cooled in the cooler  43  and the radiator  44  gathers at the joint  45 , and thereafter branches in two directions and flow out. The refrigerant flowing out in two directions from the joint  45  flow via the high-voltage electric devices  48 ( 1 ),  48 ( 2 ),  48 ( 3 ),  48 ( 4 ),  48 ( 5 ),  48 ( 6 ), and  48 ( 7 ). 
     The high-voltage device refrigerant circuit  40  includes, on the downstream side relative to the joint  45 , a front high-voltage device refrigerant circuit  40 F and a rear high-voltage device refrigerant circuit  40 R. Refrigerant from the tank  60  flows separately through the front high-voltage device refrigerant circuit  40 F and the rear high-voltage device refrigerant circuit  40 R. 
     The front high-voltage device refrigerant circuit  40 F is routed through the front high-voltage electric devices  48 ( 1 ),  48 ( 2 ),  48 ( 3 ), and  48 ( 4 ) that are provided on the front side of the electric automobile  10 . This allows the front high-voltage electric devices  48 ( 1 ),  48 ( 2 ),  48 ( 3 ), and  48 ( 4 ) to be cooled by the refrigerant. The rear high-voltage device refrigerant circuit  40 R is routed through the rear high-voltage electric devices  48 ( 5 ),  48 ( 6 ), and  48 ( 7 ) that are provided on the rear side of the electric automobile  10 . Here, the front high-voltage electric device and the rear high-voltage electric device refer to a high-voltage electric device located on the front side and a high-voltage electric device located on the rear side, respectively, relative to a given boundary when a plurality of high-voltage electric devices mounted in the electric automobile  10  are separated by the boundary in the front-rear direction of the electric automobile  10 . The boundary need not necessarily be at the center of the electric automobile  10  in the front-rear direction. However, the high-voltage electric device located on the front side relative to a boundary at the center of the electric automobile  10  in the front-rear direction may be referred to as a front high-voltage electric device, and a high-voltage electric device located on the rear side relative to the boundary may be referred to as a rear high-voltage electric device. 
     The high-voltage electric devices ( 1 ),  48 ( 2 ),  48 ( 3 ),  48 ( 4 ),  48 ( 5 ),  48 ( 6 ), and  48 ( 7 ) are, for example, a wireless power feeding unit, an electric driving unit, a motor, a DC/DC converter, a charger, and so forth. 
     More specifically, the front high-voltage electric device  48 ( 1 ) is, for example, a DC/DC converter. The DC/DC converter lowers the voltage of the battery  58 . Various electric devices of the vehicle are connected to the DC/DC converter. As the electric devices, an electronic control unit (ECU), an actuator, a display device, a light-emitting diode, a lamp, an entertainment device, and so forth are envisaged. 
     The front high-voltage electric device  48 ( 2 ) is, for example, a charger. The charger is supplied with power from an external device, and controls the charging of the battery  58 . 
     The front high-voltage electric device  48 ( 3 ) is, for example, an electric driving unit that controls the driving of a travel motor disposed on the front side. The electric driving unit is, for example, a unit in which a DC/AC inverter, a converter, and so forth are integrated as one piece. The converter controls the voltage. The DC/AC inverter drives the motor. 
     The front high-voltage electric device  48 ( 4 ) is a motor for driving the front wheels. 
     Since the front high-voltage electric devices  48 ( 1 ),  48 ( 2 ),  48 ( 3 ), and  48 ( 4 ) are components that are likely to generate heat, it is desirable for these devices to be cooled by the temperature management system  20  of the present embodiment. In addition, the front high-voltage electric devices  48 ( 1 ),  48 ( 2 ),  48 ( 3 ), and  48 ( 4 ) are devices disposed on the front side of the electric automobile  10 . Here, the front high-voltage electric devices  48 ( 1 ),  48 ( 2 ),  48 ( 3 ), and  48 ( 4 ) are disposed in the front compartment  11 . Accordingly, the front high-voltage electric devices  48 ( 1 ),  48 ( 2 ),  48 ( 3 ), and  48 ( 4 ) are suitable to be cooled by the refrigerant flowing through the front high-voltage device refrigerant circuit  40 F. 
     The rear high-voltage electric device  48 ( 5 ) is, for example, a wireless power feeding unit. The wireless power feeding unit is supplied with power in a non-contact manner from an external device, and charges the battery  58 . 
     The rear high-voltage electric device  48 ( 6 ) is, for example, an electric driving unit that controls the driving of a travel motor disposed on the rear side. The electric driving unit is, for example, a unit in which a DC/AC inverter, a converter, and so forth are integrated as one piece. The DC/AC inverter drives the motor. The converter controls the voltage. 
     The front high-voltage electric device  48 ( 7 ) is a motor for driving the rear wheels. 
     Since the rear high-voltage electric devices  48 ( 5 ),  48 ( 6 ), and  48 ( 7 ) are components that are likely to generate heat, it is desirable for these devices to be cooled by the temperature management system  20  of the present embodiment. In addition, the rear high-voltage electric devices  48 ( 5 ),  48 ( 6 ), and  48 ( 7 ) are devices disposed on the rear side of the electric automobile  10 . Here, the rear high-voltage electric devices  48 ( 5 ),  48 ( 6 ), and  48 ( 7 ) are disposed in a rear portion of the passenger compartment  12 . Accordingly, the rear high-voltage electric devices  48 ( 5 ),  48 ( 6 ), and  48 ( 7 ) are suitable to be cooled by the refrigerant flowing through the rear high-voltage device refrigerant circuit  40 R. 
     The refrigerant that passes through the front high-voltage device refrigerant circuit  40 F via the front high-voltage electric devices  48 ( 1 ),  48 ( 2 ),  48 ( 3 ), and  48 ( 4 ), and the refrigerant that passes through the rear high-voltage device refrigerant circuit  40 R via the rear high-voltage electric devices  48 ( 5 ),  48 ( 6 ), and  48 ( 7 ) return to the tank  60 . 
     The pipe  46  is a resin or metal pipe through which the refrigerant flows. The pipe  46  is connected so as to link the above-described devices. The pipe  46  may exist between the devices as a pipe linking these devices. In each of the above-described devices, a pipe dedicated to heat exchange may be provided. In this case, the pipe  46  is connected to these pipes provided in the devices. Alternatively, the pipe  46  may be disposed so as to directly pass through the above-described devices. The order in which the pipe  46  passes through the high-voltage electric devices  48 ( 1 ),  48 ( 2 ),  48 ( 3 ), and  48 ( 4 ), or through the high-voltage electric devices  48 ( 5 ),  48 ( 6 ), and  48 ( 7 ) is not limited to those shown in the above-described example. The order in which the refrigerant circuit passes through the above-described devices may be determined as appropriate, taking into account the degrees of heat generation, the working temperature ranges, the layout, and the like of the devices. 
     The battery refrigerant circuit  50  is a circuit through which a refrigerant is to be passed. The battery refrigerant circuit  50  is configured to be routed through the battery  58 . Since the high-voltage device refrigerant circuit  40  and the battery refrigerant circuit  50  are configured as separate paths through which a refrigerant flows, the temperatures of the high-voltage electric device  48  and the battery  58  can be managed separately. 
     More specifically, the battery refrigerant circuit  50  includes a pump  51 , a valve  52 , a heat exchanger  53 , a cooler  54 , and a pipe  56 . 
     The pump  51  is connected to the tank  60 . The pump  51  delivers the refrigerant contained in the tank  60  such that the refrigerant passes through the devices via the pipe  56 . 
     The valve  52  is a two-way switching valve. An upstream connection port of the valve  52  is connected to the pump  51 . One of two downstream connection ports of the valve  52  is connected to the radiator  44 , and the other is connected to the heat exchanger  53 . Under control performed by the control unit, the valve  52  switches the flow direction of the refrigerant between the radiator  44  side and the heat exchanger  53  side. The switching may be performed between at least two of three states, namely, a state in which the refrigerant flows only through the radiator  44 , a state in which the refrigerant flows only through the heat exchanger  53 , and a state in which the refrigerant flows through both the radiator  44  and the heat exchanger  53 . The switching timing of the valve  52  will be described later. 
     As described above, the radiator  44  is a heat exchanger that radiates the heat from the refrigerant. The radiator  44  is provided in a front portion of the electric automobile  10 . The radiator  44  is the same as the radiator  44  to which the refrigerant flowing through the high-voltage device refrigerant circuit  40  flows. In the radiator  44 , two flow paths are provided. The refrigerant flowing through the high-voltage device refrigerant circuit  40  flows through one of the two flow paths. The refrigerant flowing through the battery refrigerant circuit  50  flows through the other of the two flow paths. Accordingly, the refrigerant flowing through the high-voltage device refrigerant circuit  40  and the refrigerant flowing through the battery refrigerant circuit  50  are cooled by the same radiator  44 . However, the two refrigerants flow through the radiator  44  without mixing with each other. Accordingly, the refrigerant flowing through the high-voltage device refrigerant circuit  40  and the refrigerant flowing through the battery refrigerant circuit  50  can have different temperatures. 
     The heat exchanger  53  exchanges the heat of the refrigerant with another heat. Here, the heat exchanger  53  exchanges heat between the refrigerant flowing through the battery refrigerant circuit  50  and the refrigerant flowing through the air-conditioning refrigerant circuit  30 . Here, it is assumed that when the temperature of the refrigerant flowing through the battery refrigerant circuit  50  is relatively low, and the temperature of the refrigerant flowing through the air-conditioning refrigerant circuit  30  is relatively high, the temperature of the refrigerant flowing through the battery refrigerant circuit  50  is increased by exchanging heat between the two refrigerants. 
     A portion of the pipe  56  that is located downstream of the radiator  44  and a portion of the pipe that is located downstream of the heat exchanger  53  and the cooler  54  are disposed so as to merge into one and be routed through the battery  58 . Accordingly, the refrigerant passing through the radiator  44  and the refrigerant passing through the heat exchanger  53  and the cooler  54  both flow into the battery  58 . This allows the battery  58  to be cooled or heated by the refrigerant. 
     Refrigerant that has passed through the battery  58  returns to the tank  60  via the pipe  56 . 
     The pipe  56  is a resin or metal pipe through which the refrigerant passes. As in the case of the pipe  46 , the pipe  56  is connected so as to link the above-described devices. 
     The air-conditioning refrigerant circuit  30  is a circuit through which the refrigerant is to be passed. The refrigerant from the tank  60  can be supplied to the air-conditioning refrigerant circuit  30 . However, the air-conditioning refrigerant circuit  30  is configured as a path that is separate from the high-voltage device refrigerant circuit  40  and the battery refrigerant circuit  50 . Accordingly, the temperature of the air-conditioning refrigerant can be managed separately from the temperatures of the high-voltage electric device  48  and the battery  58 . 
     More specifically, the air-conditioning refrigerant circuit  30  includes a degas swirl pot  31 , a valve  32 , a pump  33 , a condenser  34 , a PTC heater (Positive Temperature Coefficient heater)  35  , and an air-conditioning heat exchanger  36 . 
     The degas swirl pot  31  serves the function of gathering bubbles contained in the air-conditioning refrigerant and returning the bubbles to the tank  60 , using centrifugal force. The refrigerant in an amount corresponding to the bubbles returned to the tank  60  is supplemented to the air-conditioning refrigerant circuit  30  at any position of the degas swirl pot  31  or the air-conditioning refrigerant circuit  30 . Accordingly, most of the refrigerant is circulated in the air-conditioning refrigerant circuit  30  without passing through the tank  60 . However, the refrigerant is supplied from the tank  60  when there is a shortage of the refrigerant. 
     The valve  32  is a two-way switching valve. An upstream connection port of the valve  32  is connected to the degas swirl pot  31 . One of two downstream connection ports of the valve  32  is connected to the heat exchanger  53 , and the other connection port is connected to the pump  33 . Under control performed by the control unit, the valve  32  switches the flow direction of the refrigerant between the heat exchanger  53  side and the pump  33  side. The switching may be performed between at least two of three states, namely, a state in which the refrigerant flows only through the heat exchanger  53 , a state in which the refrigerant flows only through the pump  33 , and a state in which the refrigerant flows through both the heat exchanger  53  and the pump  33 . The switching timing of the valve  32  will be described later. 
     As described above, the heat exchanger  53  exchanges heat between the refrigerant flowing through the battery refrigerant circuit  50  and the refrigerant flowing through the air-conditioning refrigerant circuit  30 . That is, the heat exchanger  53  exchanges heat between the air-conditioning refrigerant circuit  30  and the battery refrigerant circuit  50 . 
     The heat exchanger  53  and the valve  32  are connected to the pump  33  via a pipe  37 . That is, the refrigerant passing through the heat exchanger  53  flows into the pump  33 . In addition, the refrigerant flows into the pump  33  directly from the valve  32 . 
     The pump  33  delivers the refrigerant to the condenser  34 , the PTC heater  35 , and the air-conditioning heat exchanger  36  side. 
     The condenser  34  is provided in the front compartment  11  or the like. The condenser  34  is a kind of heat exchanger, and condenses the refrigerant through cooling. In particular, when the interior of the compartment is cooled, the condenser  34  operates to condense the refrigerant through cooling. When the interior of the compartment is not cooled, or is heated, the condenser  34  is in a non-operating state. 
     The PTC heater  35  is a heater for heating the refrigerant. More specifically, the PTC heater  35  is a heater having properties that make it difficult for electricity to flow therethrough as a result of the electrical resistance increasing following an increase in temperature due to a current flowing therethrough after being energized. Such a PTC heater  35  is advantageous in suppressing power consumption because its power consumption is suppressed once the temperature has increased. The PTC heater  35  is operated to heat the refrigerant when the interior of the passenger compartment  12  is heated, or when the battery  58  is heated. When the interior of the passenger compartment  12  is cooled, the PTC heater  35  is in a non-operating state. The heater for heating the refrigerant need not be a PTC heater. The heater may be a heater whose temperature is adjusted by being turned on or off using a thermostat or the like. 
     The air-conditioning heat exchanger  36  exchanges heat with air supplied to the interior of the passenger compartment  12 . The air supplied to the interior of the passenger compartment  12  is cooled or heated according to the temperature of the refrigerant flowing through the air-conditioning heat exchanger  36 . That is, when the refrigerant is cooled by the condenser  34 , the air cooled by the air-conditioning heat exchanger  36  is supplied to the passenger compartment  12 . When the refrigerant is heated by the PTC heater  35 , the air heated by the air-conditioning heat exchanger  36  is supplied to the passenger compartment  12 . 
     From the pump  33 , the refrigerant passes through the condenser  34 , the PTC heater  35 , and the air-conditioning heat exchanger  36  in this order, and thereafter returns to the degas swirl pot  31  via the pipe  37 . 
     The pipe  37  is a resin or metal pipe through which the refrigerant flows. As in the case of the pipe  46 , the pipe  37  is connected so as to link the above-described devices. 
     The switching timing of the valve  52  and the valve  32  may be controlled in the following manner. 
     First, as the background, the battery  58  needs to be used in an appropriate temperature range. For example, a lithium ion battery needs to be used in a predetermined temperature range. In particular, some lithium ion batteries including a nickel-based positive electrode need to be used at 25° C. to 35° C. Accordingly, the battery  58  may need to be heated in a cold environment. In addition, the battery  58  is heated through charge/discharge, and therefore may need to be cooled when its temperature exceeds the above-described temperature range. 
     First, it is envisaged that the refrigerant temperature in the battery refrigerant circuit  50  is higher than the above-described temperature range, and the refrigerant temperature in the air-conditioning refrigerant circuit  30  is lower than the above-described temperature range. In this case, the valve  52  may be switched such that the refrigerant flows through the radiator  44  side, but not through the heat exchanger  53  side. This allows the refrigerant in the battery refrigerant circuit  50  to be efficiently cooled by the radiator  44 . Accordingly, the battery  58  is cooled independent of the temperature of the air-conditioning refrigerant. 
     In this case, the valve  32  may be switched such that the refrigerant flows through the pump  33  side, or may be switched such that the refrigerant flows through the heat exchanger  53  side. In particular, it is assumed that the interior of the passenger compartment  12  is heated. In this case, the valve  32 , which will be described below, may be switched such that the refrigerant flows through the pump  33  side. In addition, the air-conditioning refrigerant flows through the pump  33  without being cooled by the heat exchanger  53 . 
     It is also envisaged that the refrigerant temperature in the battery refrigerant circuit  50  is lower than the above-described temperature range, and the refrigerant temperature in the air-conditioning refrigerant circuit  30  is lower than the above-described temperature range. In this case, the valve  52  may be switched such that the refrigerant flows through the heat exchanger  53  side. The valve  32  may be switched such that the refrigerant flows through the heat exchanger  53  side. Furthermore, the PTC heater  35  may be turned on so as to heat the refrigerant. Accordingly, the refrigerant heated by the PTC heater  35  flows through the heat exchanger  53 . Then, heat is exchanged between the refrigerant on the air-conditioning refrigerant circuit  30  side and the refrigerant on the battery refrigerant circuit  50  side, whereby the refrigerant on the battery refrigerant circuit  50  side is heated. As a result of this refrigerant flowing through the battery  58 , the battery  58  is heated. 
     The refrigerant in the air-conditioning refrigerant circuit  30  is a refrigerant for heating the passenger compartment  12 . Therefore, the temperature range of the refrigerant in the air-conditioning refrigerant circuit  30  is also suitable for heating the battery  58  to the above-described temperature range of 25° C. to 35° C. 
     It is also envisaged that the refrigerant temperature in the battery refrigerant circuit  50  is higher than the above-described temperature range, and the refrigerant temperature in the air-conditioning refrigerant circuit  30  is higher than the above-described temperature range. In this case, the valve  52  may be switched such that the refrigerant flows through the radiator  44  side. Accordingly, the refrigerant in the battery refrigerant circuit  50  is efficiently cooled by the radiator  44 , independent of the temperature of the air-conditioning refrigerant. 
     In this case, the valve  32  may be switched such that the refrigerant flows through the pump  33  side, or may be switched such that the refrigerant flows through the heat exchanger  53  side. Here, it is assumed that the interior of the passenger compartment  12  is to be cooled. In this case, the PTC heater  35  may be brought into a non-operating state, and the condenser  34  may be operated so as to cool the air-conditioning refrigerant. 
     It is also envisaged that the refrigerant temperature in the battery refrigerant circuit  50  is lower than the above-described temperature range, and the refrigerant temperature in the air-conditioning refrigerant circuit  30  is higher than the above-described temperature range. In this case, the valve  52  may be switched such that the refrigerant flows through the heat exchanger  53 . The valve  32  may be switched such that the refrigerant flows through the heat exchanger  53  side. Accordingly, heat is exchanged between the refrigerant on the air-conditioning refrigerant circuit  30  side and the refrigerant on the battery refrigerant circuit  50  side, whereby the refrigerant on the battery refrigerant circuit  50  is heated. As a result of this refrigerant flowing through the battery  58 , the battery  58  is heated. 
     As described above, the refrigerant in the air-conditioning refrigerant circuit  30  is a refrigerant for heating the passenger compartment  12 . Therefore, the temperature range of the refrigerant in the air-conditioning refrigerant circuit  30  is also suitable for heating the battery  58  to the above-described temperature range of 25° C. to 35° C. 
     In this manner, the PTC heater  35  for heating the passenger compartment  12  is also used for the purpose of heating the battery  58  via the refrigerant. 
     According to the present embodiment, the refrigerant is supplied from the same tank  60  to the air-conditioning refrigerant circuit  30 , the high-voltage device refrigerant circuit  40 , and the battery refrigerant circuit  50 . This makes it possible to reduce the number of tanks  60  to be installed. Thus, it is possible to achieve a reduction in the space taken up by the temperature management system  20  in the electric automobile  10 . 
     In particular, in the field of electric automobiles, a water-cooled cooling system is used for an air-conditioning system including the PTC heater  35  and the like, a cooling system for cooling the high-voltage electric device  48 , and a cooling system for cooling the battery  58 . In particular, BEVs produce no waste heat resulting from fuel combustion, unlike gasoline automobiles or diesel automobiles, and therefore require an air-conditioning system using the PTC heater  35  and the like. In an electric automobile, a high-voltage electric device  48  to which a voltage greater than 60 V is applied is mounted, for example. In order to cause the electric automobile  10  to travel, a battery  58  with a supply voltage of 400 to 800 V is mounted. In what way these devices are to be cooled has been an important issue. The present disclosure contributes to solving such an important issue. 
     In recent years, there has been an increasing need for further space saving in automobiles. A water-cooled cooler requires space from the viewpoint of supplying the refrigerant, as compared with an air-cooled cooler. According to the present disclosure, the refrigerant is supplied from the same tank  60 , and therefore the present disclosure contributes to space saving. 
     The air-conditioning refrigerant circuit  30  is required to perform cooling and heating. The high-voltage device refrigerant circuit  40  is required to cool the high-voltage electric device  48  in a dedicated manner. The battery refrigerant circuit  50  is required to manage the temperature so as to be suitable for charge/discharge. As for the refrigerant supplied from the tank  60 , the refrigerant in the air-conditioning refrigerant circuit  30 , the refrigerant in the high-voltage device refrigerant circuit  40 , and the refrigerant in the battery refrigerant circuit  50  are separately cooled, and also heated as needed. Accordingly, appropriate temperatures of the circuits  30 ,  40 , and  50  can each be managed separately. 
     The battery refrigerant circuit  50  is routed through a lithium ion battery serving as the battery  58 . This allows the lithium ion battery to be efficiently cooled by the water-cooled cooling system. 
     In particular, in recent years, there has been an increasing demand for a greater traveling distance per charge of an electric automobile in the market. As an example, there is demand to be able to travel a distance of  500  km or more per charge. In order to increase the traveling distance per charge of an electric automobile, attempts have been made to use a lithium ion battery as the battery of the electric automobile in place of a nickel battery. For a lithium ion battery, the temperature range suitable for charge or discharge is predetermined. This has resulted in the problem that a state unsuitable for charge or discharge occurs as the amount of heat generated by the lithium ion battery increases. In particular, as the lithium ion battery, a lithium ion battery for which a nickel-based material is used as the positive electrode is being developed. Using a nickel-based material as the positive electrode makes it possible to increase the capacity, but requires strict temperature management. According to the present embodiment, the battery  58  is cooled by the refrigerant flowing through the battery refrigerant circuit  50 , and therefore temperature management is appropriately performed for such a lithium ion battery as well. 
     The high-voltage device refrigerant circuit  40  includes the front high-voltage device refrigerant circuit  40 F and the rear high-voltage device refrigerant circuit  40 R. Accordingly, the front side and the rear side of the electric automobile  10  can be effectively cooled. 
     The high-voltage device refrigerant circuit  40  and the battery refrigerant circuit  50  are routed through the same radiator  44  via separate flow paths. This makes it possible to separately manage the temperatures of the refrigerant flowing through the high-voltage device refrigerant circuit  40  and the refrigerant flowing through the battery refrigerant circuit  50 , while using the same radiator  44 . 
     The air-conditioning refrigerant circuit  30  and the battery refrigerant circuit  50  can exchange heat via the heat exchanger  53 . This makes it possible to manage the temperature of the refrigerant flowing through the battery refrigerant circuit  50 , using the refrigerant flowing through the air-conditioning refrigerant circuit  30 . 
     Regarding Cooling Structure of Wire 
     It can be understood that the temperature management system  20  according to the present embodiment further includes a wire  100 , at least a portion of which is disposed along at least a portion of the air-conditioning refrigerant circuit  30 , the high-voltage device refrigerant circuit  40 , and the battery refrigerant circuit  50 . 
     In  FIG. 2 , a wire  100  that connects the high-voltage electric devices  48 ( 1 ),  48 ( 2 ),  48 ( 3 ), and  48 ( 4 ) is depicted, as an example. In addition, a pipe  46  is disposed between the high-voltage electric devices  48 ( 1 ),  48 ( 2 ),  48 ( 3 ), and  48 ( 4 ). The pipe may be either of the pipe  37  and  46 . The wire  100  may be a wire connected to the battery  58 , or a wire connected to the PTC heater  35 . 
     The wire  100  is disposed along the pipe  46 . The wire  100  is an example of a high-voltage wire. Here, the high-voltage wire is, for example, a wire to which a voltage greater than 60 V is applied. Such a wire  100  is likely to generate heat since a high voltage is applied thereto. The wire  100  is effectively cooled by the refrigerant flowing through the high-voltage device refrigerant circuit  40 . Since the wire  100  is disposed along the pipe  46 , the pipe  46  and the wire  100  are mounted in a compact form in the electric automobile  10 . In addition, the pipe  46  and the wire  100  are easily simultaneously incorporated between the high-voltage electric devices  48 ( 1 ),  48 ( 2 ),  48 ( 3 ), and  48 ( 4 ). 
     The wire  100  is configured to be disposed along the pipe  46 , and thus the wire  100  is efficiently cooled. Accordingly, the heat-resistant temperature required for the wire  100  can be lowered. As the wire  100 , it is possible to use, for example, a wire having a heat-resistant temperature of 175° C. or less in a long-term heat aging test according to ISO 6722, a heat-resistant temperature of 175° C. or less in a short-term heat aging test according to ISO 6722, and a heat-resistant temperature of 175° C. or less in an overload heating test according to ISO  6722 . In other words, a wire of Class E of the required properties according to ISO 6722, or a wire of a lower class (wire of Class D, Class C, Class B, or Class A) may be used as the wire  100 . 
     This makes it possible to realize cost reduction and the like. 
     An exemplary configuration for holding the wire  100  so as to be disposed along the pipe  110  will be described.  FIG. 3  is a schematic cross-sectional view showing a first exemplary configuration for disposing the wire  100  along the pipe  110 . The pipe  110  is an example of the pipe that can be applied to the pipes  37 ,  46 , and  56 . 
     The pipe  110  has a configuration in which a pipe body portion  112  and a wire holding portion  114  are formed integrally as one piece. The pipe  110  is formed, for example, by extrusion molding a resin. 
     The pipe body portion  112  is formed in a tubular shape that allows a refrigerant to pass therethrough. 
     The wire  100  includes a core wire, and an insulating coating surrounding the core wire. The core wire may be a solid wire, or may be a stranded wire. The insulating coating is formed, for example, by by subjecting the core wire to extrusion coating. Here, the transverse cross-sectional shape (the shape of a cross section orthogonal to the axial direction) of the wire  100  is a circular shape. The transverse cross-sectional shape of the wire  100  may be a square shape, a rectangular shape, or the like. Here, an example is shown in which two wires  100  are held along the pipe  110 . The number of wires  100  may be one, or may be three. In the following, the smallest circle that is in contact with the outer circumference of one or more wires  100  may be referred to as a circumscribed circle. 
     The wire holding portion  114  is formed so as to protrude outward from a portion of the outer circumference of the pipe body portion  112 . The wire holding portion  114  is formed in a tubular shape having a slit  115  formed in a portion of the outer circumference thereof. The inner diameter of the wire holding portion  114  is set to be a size large enough to house the wire  100  therein. For example, the inner diameter of the wire holding portion  114  is set to be about the same as the diameter of the circumscribed circle of the wire  100 . The width of the slit  115  is set to be a size large enough to house the wire  100  in the wire holding portion  114  using the elastic deformation of the wire holding portion  114 , and to prevent the wire  100  from falling out of the wire holding portion  114  in a state in which the wire  100  is housed in the wire holding portion  114 . For example, the width of the slit  115  is set to be smaller than the diameter of the circumscribed circle of the wire  100 , and larger than the radius thereof. Here, the slit  115  is open to the side opposite to the pipe body portion  112 . The position at which the slit  115  is open may be another position. 
     As a result of the slit  115  being opened through elastic deformation of the wire holding portion  114 , the wire  100  is housed in the wire holding portion  114 . In a state in which the wire  100  is housed in the wire holding portion  114 , the wire holding portion  114  is elastically restored to its original shape. Then, the slit  115  is closed, whereby the wire  100  is held by the wire holding portion  114 . This allows the wire  100  to be kept held along the pipe  110 . 
       FIG. 4  is a schematic diagram showing a modification of the pipe  110  shown in  FIG. 3 . A pipe  110 B according to this modification includes a pipe body portion  112 , and a plurality of (here, two) wire holding portions  114 B. 
     The pipe body portion  112  and the plurality of wire holding portions  114 B are molded as a single piece using a resin or the like. Here, the two wire holding portions  114 B are provided on opposite sides of the pipe body portion  112 . The plurality of wire holding portions may be provided adjacent to each other on the outer circumferential side of the pipe body portion. 
     The wire holding portions  114 B are each configured in the same manner as the wire holding portion  114  described above. The wire holding portions  114 B are each formed in a size large enough to hold a wire  100  that is to be held therein. The width of each slit  115  is set to be a size large enough to house the wire  100  in each wire holding portion  114 B using elastic deformation of the wire holding portion  114 B, and to prevent the wire  100  from falling out. 
     According to the example shown in  FIG. 3 or 4 , the wire  100  is easily attached along the pipe  110  or  110 B. 
     Since the pipe  110  or  110 B and the wire  100  are supplied in an integrated form, the ease of attachment to the electric automobile  10  is increased. It is also possible that the pipe  110  or  110 B and the wire  100  are provided in separate forms, and they are integrated with each other when attached to the electric automobile  10 . This allows the attachment operation to be performed in a flexible manner. 
     Since the wire  100  is attached close to the pipe  110  or  110 B, the effect of cooling the wire  100  is increased. 
     In particular, in the example show in  FIG. 4 , a plurality of (here, two) wires  100  are held in one-to-one correspondence by a plurality of (here, two) wire holding portions  114 B. Accordingly, the wires  100  are held close to the pipe body portion  112 , and the wires  100  are effectively cooled. 
       FIG. 5  is a schematic cross-sectional view showing a second exemplary configuration for disposing the wire  100  along a pipe  210 . The pipe  210  is an example of a pipe that can be applied to the pipes  37 , 46 , and  56 . 
     In the present example, the wire  100  is held along the pipe  210  by an attachment member  280 . 
     The attachment member  280  includes a pipe attachment portion  282  and a wire attachment portion  284 . The attachment member  280  is made of a resin or the like. 
     The pipe attachment portion  282  is an annular portion having an opening  283  formed in a portion thereof in the circumferential direction, or in other words, is a C-shaped member. The pipe attachment portion  282  is set to have an inner diameter capable of housing the pipe  210 . The opening  283  is set to be smaller than the diameter of the pipe  210 . Also, the opening  283  is opened by elastically deforming the pipe attachment portion  282 . Through the opened opening  283 , the pipe  210  is housed in the pipe attachment portion  282 . In this state, the pipe attachment portion  282  is elastically restored to its original shape, whereby the pipe attachment portion  282  is attached to the pipe  210 . 
     The wire attachment portion  284  is an annular portion having an opening  285  formed in a portion thereof in the circumferential direction, or in other words, is a C-shaped member. The wire attachment portion  284  is set to have an inner diameter capable of housing the wire  100 . The opening  285  is set to be smaller than the diameter of the circumscribed circle of the wire  100 . Also, the opening  285  is opened by elastically deforming the wire attachment portion  284 . Through the opened opening  285 , the wire  100  is housed in the wire attachment portion  284 . In this state, the wire attachment portion  284  is elastically restored to its original shape, whereby the wire attachment portion  284  is attached to the wire  100 . 
     The attachment member  280  is a short member that is partially attached to the wire  100  and the pipe  210  in the extension direction thereof. The attachment member  280  may be an elongated member that is attached to the wire  100  and the pipe  210  over a certain length. 
     Note that the directions of the opening  283  of the pipe attachment portion  282  and the opening  285  of the wire attachment portion  284  may be any directions. 
     In the present example, the attachment member  280  includes a vehicle fixing portion  286  that is to be fixed to the vehicle. Here, the vehicle fixing portion  286  includes a base portion  286   a , a columnar portion  286   b , and catch portions  286   c . The base portion  286   a  is formed in a disc shape or a dish shape. The base portion  286   a  is molded integrally with the wire attachment portion  284  at a position adjacent to a portion of the outer circumference of the wire attachment portion  284 . The base portion may be formed integrally with the pipe attachment portion at a position adjacent to a portion of the outer circumference of the pipe attachment portion. 
     The columnar portion  286   b  is an oblong columnar portion protruding outward from the center of the base portion  286   a.    
     A pair of catch portions  286   c  are provided at a distal end portion of the columnar portion  286   b . The outward facing surface of each catch portion  286   c  is formed so as to be inclined outward from the distal end portion to a proximal end portion of the columnar portion  286   b.    
     Also, when the vehicle fixing portion  286  is inserted into a fixing hole  10   h  formed in the body of the electric automobile  10 , and the catch portions  286   c  have moved through the fixing hole  10   h , the catch portions  286   c  are caught on a portion of the electric automobile  10  that is located around the fixing hole  10   h . Consequently, the portion of the electric automobile  10  that is located around the fixing hole  10   h  is sandwiched between the catch portions  286   c  and the base portion  286   a . Accordingly, the vehicle fixing portion  286  is fixed to the electric automobile  10 . 
     The configuration of the vehicle fixing portion  286  is not limited to the above-described example. The vehicle fixing portion may be a portion that is to be fixed to the vehicle through screwing, or a portion that is to be fixed to the vehicle through welding or the like. The vehicle fixing portion  286  may be omitted. 
     According to the present example, by using the attachment member  280 , the wire  100  can be easily attached to the pipe  210 . 
     Since the pipe  210  and the wire  100  are supplied in an integrated form, the ease of attachment to the electric automobile  10  is increased. It is also possible that the pipe  210  and the wire  100  are provided in separate forms, and they are integrated with each other using the attachment member  280  when being attached to the electric automobile  10 . This allows the attachment operation to be performed in a flexible manner. 
     By fixing the vehicle fixing portion  286  to the electric automobile  10 , it is possible to fix the wire  100  and the pipe  210  to the vehicle. 
       FIG. 6  is a schematic cross-sectional view showing a third exemplary configuration for disposing the wire  100  along the pipe  210 . 
     In the present example, the wires  100  are disposed along the pipe  210 . A bundling member  380  is wrapped around the wires  100  and the pipe  210 . Adhesive tape, a cable tie, or the like is used as the bundling member  380 . 
     Here, components for fixing a wire to the vehicle include a component having an oblong plate-shaped portion molded integrally with its constituent portion as in the case of the vehicle fixing portion  286  described above. The bundling member  380  described above may be wrapped around the wires  100  and the pipe  210  with the plate-shaped portion of this component being bundled together therewith. 
     According to the present example, by using the bundling member  380 , the wires  100  can be easily attached to the pipe  210 . 
     Since the pipe  210  and the wires  100  are supplied in an integrated form, the ease of attachment to the electric automobile  10  is increased. It is also possible that the pipe  210  and the wires  100  are provided in separate forms, and they are integrated with each other when being attached to the electric automobile  10  using the bundling member  380 . This allows the attachment operation to be performed in a flexible manner. 
     Since the wires  100  and the pipe  210  are bundled in a state in which the wires  100  are in contact with the pipe  210 , the effect of cooling the wires  100  is increased. 
     Note that a wire need not necessarily be disposed along the pipe. 
     The configurations described in the embodiment and the modification may be combined as appropriate as long as there are no mutual inconsistencies. For example, the configurations respectively shown in  FIGS. 3, 4, 5, and 6  above may be used in combination as the configuration for disposing the wire along the refrigerant pipe. 
     LIST OF REFERENCE NUMERALS 
       10  Electric automobile 
       10   h  Fixing hole 
       11  Front compartment 
       12  Passenger compartment 
       13  Partition wall 
       20  Temperature management system 
       30  Air-conditioning refrigerant circuit 
       31  Degas swirl pot 
       32  Valve 
       33  Pump 
       34  Condenser 
       35  PTC heater 
       36  Air-conditioning heat exchanger 
       37  Pipe 
       40  High-voltage device refrigerant circuit 
       40 F Front high-voltage device refrigerant circuit 
       40 R Rear high-voltage device refrigerant circuit 
       41  Pump 
       42  Valve 
       43  Cooler 
       44  Radiator 
       45  Joint 
       46  Pipe 
       48 ( 1 ),  48 ( 2 ),  48 ( 3 ),  48 ( 4 ) Front high-voltage electric device 
       48 ( 5 ),  48 ( 6 ),  48 ( 7 ) Rear high-voltage electric device 
       50  Battery refrigerant circuit 
       51  Pump 
       52  Valve 
       53  Heat exchanger 
       54  Cooler 
       56  Pipe 
       58  Battery 
       60  Tank 
       100  Wire 
       110  Pipe 
       110 B Pipe 
       112  Pipe body portion 
       114  Wire holding portion 
       114 B Wire holding portion 
       115  Slit 
       210  Pipe 
       280  Attachment member 
       282  Pipe attachment portion 
       283  Opening 
       284  Wire attachment portion 
       285  Opening 
       286  Vehicle fixing portion 
       286   a  Base portion 
       286   b  Columnar portion 
       286   c  Catch portion 
       380  Member