WO2015122137A1

WO2015122137A1 - Vehicle heat management system

Info

Publication number: WO2015122137A1
Application number: PCT/JP2015/000395
Authority: WO
Inventors: 山中　隆; 梯　伸治; 功嗣三浦; 康光大見
Original assignee: 株式会社デンソー
Priority date: 2014-02-12
Filing date: 2015-01-29
Publication date: 2015-08-20
Also published as: JP6206231B2; JP2015154521A

Abstract

The present invention comprises: pumps (11, 12) which draw in and discharge a heat medium; a battery temperature adjustment heat exchanger (20) which transfers heat between a battery and the heat medium; a charger (23) and a DC-DC converter (24) which transfer heat between the heat medium and a heat generator that generates heat when the battery charges; a heat medium/outside air heat exchanger (13) which exchanges heat between the heat medium and the outside air; switching devices (21, 22) which switch between a first circulation mode, in which the heat medium is circulated between the charger (23) and DC-DC converter (24) and the heat medium/outside air heat exchanger (13), and a second circulation mode, in which the heat medium is circulated between the charger (23) and DC-DC converter (24) and the battery temperature adjustment heat exchanger (20); and a switching control unit (70b) which controls the operation of the switching devices (21, 22) when the battery is being charged.

Description

Thermal management system for vehicles

Cross-reference of related applications

This application is based on Japanese Patent Application No. 2014-024215 filed on February 12, 2014, the disclosure of which is incorporated herein by reference.

The present disclosure relates to a heat management system used for a vehicle.

Hybrid vehicles and electric vehicles are equipped with a plurality of devices that require temperature adjustment (hereinafter referred to as temperature adjustment target devices) such as batteries, inverters, cooler cores, and heater cores.

These target devices for temperature adjustment have different target temperature ranges. For example, the temperature of the battery needs to be adjusted to a low temperature range of about 40 ° C., and the temperature of the inverter needs to be adjusted to a medium temperature range of about 60 ° C.

When providing individual cooling circuits for each target temperature zone of these temperature adjustment target devices, the cooling circuit becomes complicated and mountability deteriorates.

Therefore, conventionally, Patent Document 1 discloses a vehicle thermal management system capable of switching between a state in which low-temperature cooling water circulates and a state in which high-temperature cooling water circulates for each of a plurality of temperature adjustment target devices. Has been proposed.

In this prior art, a plurality of temperature adjustment target devices are connected in parallel between the first switching valve and the second switching valve. A 1st switching valve and a 2nd switching valve switch the flow of a cooling water with respect to each of several temperature adjustment object apparatus.

JP 2013-230805 A

Further, the applicant of the present application previously described in Japanese Patent Application No. 2012-278552 (hereinafter referred to as the prior application example), cooling water circulating through a plurality of temperature adjustment target devices and engine cooling circulating through an engine cooling circuit. We have proposed a vehicle thermal management system that enables heat exchange with water.

According to this prior application example, the temperature adjustment target device can be heated with the waste heat of the engine, or the engine can be warmed up with the waste heat of the temperature adjustment target device. For example, the battery can be heated with the waste heat of the engine, or the engine can be warmed up with the waste heat of the battery.

The input characteristics of batteries mounted on hybrid and electric vehicles deteriorate at low temperatures (generally 10 ° C or lower). Therefore, when charging the battery in winter, it is necessary to heat the battery in order to ensure the input characteristics of the battery.

However, in the above-mentioned prior application example, when the battery is charged in winter, there is a problem of how to secure the energy necessary for heating the battery. That is, in a hybrid vehicle, when charging a battery while the vehicle is parked, the engine is stopped and the engine waste heat is not generated while the vehicle is parked, and therefore the battery cannot be heated by the waste heat of the engine. Electric cars have no engine in the first place.

As a countermeasure, it is conceivable to heat the battery by supplying a part of the power that can be used for charging to the electric heater. Will decrease and the time required for charging will become longer.

This indication aims at providing the thermal management system for vehicles which can heat a battery efficiently when charging a battery in view of the above-mentioned point.

A thermal management system for a vehicle according to an aspect of the present disclosure includes:
A pump for sucking and discharging the heat medium;
A battery heat transfer part for transferring heat between the battery and the heat medium;
A heat transfer unit for a heat-generating device that transfers heat between a heat-generating device that generates heat when charging the battery and the heat medium;
A heat medium outside air heat exchanger for exchanging heat between the heat medium and the outside air;
The first circulation mode in which the heat medium circulates between the heat transfer unit for the heat generating device and the heat medium outside air heat exchanger, and the first heat medium circulates between the heat transfer unit for the heat generating device and the heat transfer unit for the battery. A switching device for switching between two circulation modes;
A switching control unit that controls the operation of the switching device when the battery is charged.

According to this, when the switching device is switched to the second circulation mode, the waste heat generated from the heat generating device when the battery is charged is transmitted to the battery, so that the battery can be heated using the waste heat of the heat generating device. . Therefore, the battery can be efficiently heated when charging the battery.

When the switching device is switched to the first circulation mode, the waste heat of the heat generating device is radiated to the outside air, so that the battery can be prevented from being excessively heated by the waste heat of the heat generating device.

1 is an overall configuration diagram of a vehicle thermal management system in a first embodiment. It is a block diagram which shows the electric control part in the thermal management system for vehicles of 1st Embodiment. It is a figure which shows the relationship between the temperature and input-output characteristic in the battery of 1st Embodiment. It is a flowchart which shows the control processing which a control apparatus performs in 1st Embodiment. It is a figure which shows the cooling water circulation state in the thermal radiation mode of 1st Embodiment. It is a figure which shows the cooling water circulation state in the battery warm-up mode of 1st Embodiment. It is a figure which shows the transition example of the charging electric power and battery temperature in 1st Embodiment. It is a flowchart which shows the control processing which a control apparatus performs in 2nd Embodiment. It is a figure which shows the cooling water circulation state in the cold water circulation mode of 2nd Embodiment. It is a figure which shows the cooling water circulation state in the warm water circulation mode of 2nd Embodiment. It is a figure which shows the example of battery temperature transition in the case of performing cold water circulation mode. It is a figure which shows the example of battery temperature transition in the case of performing warm water circulation mode. It is a figure which shows the cooling water circulation state in the radiator defrost mode of 3rd Embodiment. It is a figure which shows the cooling water circulation state in the cooler core dry sanitization mode of 4th Embodiment. It is a figure which shows the cooling water circulation state in the heat storage mode of 5th Embodiment.

Hereinafter, embodiments will be described with reference to the drawings. In the following embodiments, the same or equivalent parts are denoted by the same reference numerals in the drawings.

(First embodiment)
The vehicle thermal management system 10 shown in FIG. 1 is used to adjust various devices and vehicle interiors provided in the vehicle to appropriate temperatures. In the present embodiment, the vehicle thermal management system 10 is applied to a hybrid vehicle that obtains a driving force for vehicle travel from an engine (internal combustion engine) and a travel electric motor (motor generator).

The hybrid vehicle according to the present embodiment is configured as a plug-in hybrid vehicle that can charge power supplied from an external power source (commercial power source) when the vehicle is stopped to a battery (vehicle battery) mounted on the vehicle. As the battery, for example, a lithium ion battery can be used.

The driving force output from the engine is used not only for driving the vehicle, but also for operating the generator. And the electric power generated with the generator and the electric power supplied from the external power supply can be stored in the battery. The battery can also store electric power (regenerative energy) regenerated by the traveling electric motor during deceleration or downhill.

The electric power stored in the battery is supplied not only to the electric motor for traveling but also to various in-vehicle devices such as electric components constituting the thermal management system 10 for vehicles.

The plug-in hybrid vehicle charges the battery from an external power source when the vehicle is stopped before the vehicle starts running, so that the remaining battery charge SOC of the battery becomes equal to or greater than a predetermined reference running balance as at the start of driving. When the vehicle is in the EV travel mode. The EV travel mode is a travel mode in which the vehicle travels by the driving force output from the travel electric motor.

On the other hand, when the remaining battery charge SOC of the battery is lower than the reference running remaining amount during vehicle travel, the HV travel mode is set. The HV travel mode is a travel mode in which the vehicle travels mainly by the driving force output by the engine 61. When the vehicle travel load becomes high, the travel electric motor is operated to assist the engine 61. .

In the plug-in hybrid vehicle of the present embodiment, the fuel consumption of the engine 61 with respect to a normal vehicle that obtains the driving force for vehicle travel only from the engine 61 by switching between the EV travel mode and the HV travel mode in this way. This suppresses vehicle fuel efficiency. Switching between the EV traveling mode and the HV traveling mode is controlled by a driving force control device (not shown).

As shown in FIG. 1, the vehicle thermal management system 10 includes a first pump 11, a second pump 12, a radiator 13, a cooling water cooler 14, a cooling water heater 15, a cooler core 16, a heater core 17, and cooling water cooling water. A heat exchanger 18, an inverter 19, a battery temperature adjusting heat exchanger 20, a first switching valve 21 and a second switching valve 22 are provided.

The first pump 11 and the second pump 12 are electric pumps that suck and discharge cooling water (heat medium). The cooling water is a fluid as a heat medium. In the present embodiment, as the cooling water, a liquid containing at least ethylene glycol, dimethylpolysiloxane or nanofluid, or an antifreeze liquid is used.

The radiator 13, the cooling water cooler 14, the cooling water heater 15, the cooler core 16, the heater core 17, the cooling water cooling water heat exchanger 18, the inverter 19, and the battery temperature control heat exchanger 20 are distributed in the cooling water flow. Equipment (heat medium distribution equipment).

The radiator 13 is a cooling water outside air heat exchanger (heat medium outside air heat exchanger) that performs heat exchange (sensible heat exchange) between cooling water and outside air (hereinafter referred to as outside air). By flowing cooling water having a temperature equal to or higher than the outside air temperature to the radiator 13, heat can be radiated from the cooling water to the outside air. By flowing cooling water below the outside air temperature through the radiator 13, it is possible to absorb heat from the outside air to the cooling water. In other words, the radiator 13 can exhibit a function as a radiator that radiates heat from the cooling water to the outside air and a function as a heat absorber that absorbs heat from the outside air to the cooling water.

The radiator 13 is a heat transfer device that has a flow path through which the cooling water flows and that transfers heat to and from the cooling water whose temperature has been adjusted by the cooling water cooler 14 or the cooling water heater 15.

The outdoor blower 30 is an electric blower (outside air blower) that blows outside air to the radiator 13. The radiator 13 and the outdoor blower 30 are disposed in the foremost part of the vehicle. For this reason, the traveling wind can be applied to the radiator 13 when the vehicle is traveling.

The cooling water cooler 14 (heat medium cooler) and the cooling water heater 15 (heat medium heater) are heat exchangers for adjusting the temperature of the cooling water (heat medium) that adjust the temperature of the cooling water by exchanging heat of the cooling water. Temperature adjusting heat exchanger). The cooling water cooler 14 is a cooling water cooling heat exchanger (heat medium cooling heat exchanger) that cools the cooling water. The cooling water heater 15 is a cooling water heating heat exchanger (heat medium heating heat exchanger) for heating the cooling water.

The cooling water cooler 14 is a low pressure side heat exchanger (heat medium heat absorber) that absorbs heat from the cooling water to the low pressure side refrigerant by exchanging heat between the low pressure side refrigerant of the refrigeration cycle 31 and the cooling water. The cooling water cooler 14 constitutes an evaporator of the refrigeration cycle 31.

The refrigeration cycle 31 is a vapor compression refrigerator that includes a compressor 32, a cooling water heater 15, an expansion valve 33, a cooling water cooler 14, and an internal heat exchanger 34. In the refrigeration cycle 31 of the present embodiment, a chlorofluorocarbon refrigerant is used as the refrigerant, and a subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed the critical pressure of the refrigerant is configured.

The compressor 32 is an electric compressor driven by electric power supplied from a battery, and sucks, compresses and discharges the refrigerant of the refrigeration cycle 31.

The cooling water heater 15 is a condenser that condenses (changes latent heat) the high pressure side refrigerant by exchanging heat between the high pressure side refrigerant discharged from the compressor 32 and the cooling water.

The expansion valve 33 is a decompression device that decompresses and expands the liquid-phase refrigerant that has flowed out of the cooling water heater 15. The expansion valve 33 includes a temperature sensing unit 33a that detects the degree of superheat of the coolant cooler 14 outlet side refrigerant based on the temperature and pressure of the coolant cooler 14 outlet side refrigerant, and the coolant cooler 14 outlet side refrigerant. This is a temperature-type expansion valve that adjusts the throttle passage area by a mechanical mechanism so that the degree of superheat of the gas reaches a predetermined range.

The cooling water cooler 14 is an evaporator that evaporates (changes latent heat) the low-pressure refrigerant by exchanging heat between the low-pressure refrigerant decompressed and expanded by the expansion valve 33 and the cooling water. The gas phase refrigerant evaporated in the cooling water cooler 14 is sucked into the compressor 32 and compressed.

The internal heat exchanger 34 is a heat exchanger that exchanges heat between the refrigerant flowing out of the cooling water heater 15 and the refrigerant flowing out of the cooling water cooler 14.

The refrigeration cycle 31 is a cooling water cooling / heating unit (heat medium cooling / heating unit) having a cooling water cooler 14 for cooling the cooling water and a cooling water heater 15 for heating the cooling water. In other words, the refrigeration cycle 31 is a low-temperature cooling water generation unit (low-temperature heat medium generation unit) that generates low-temperature cooling water by the cooling water cooler 14 and high-temperature cooling water that generates high-temperature cooling water by the cooling water heater 15. It is a generating part (high temperature heat medium generating part).

In the radiator 13, the cooling water is cooled by outside air, whereas in the cooling water cooler 14, the cooling water is cooled by the low-pressure refrigerant of the refrigeration cycle 31. For this reason, the temperature of the cooling water cooled by the cooling water cooler 14 can be made lower than the temperature of the cooling water cooled by the radiator 13. Specifically, the radiator 13 cannot cool the cooling water to a temperature lower than the outside air temperature, whereas the cooling water cooler 14 can cool the cooling water to a temperature lower than the outside air temperature.

The cooler core 16 and the heater core 17 are heat medium air heat exchange that adjusts the temperature of the blown air by exchanging heat between the cooling water whose temperature is adjusted by the cooling water cooler 14 and the cooling water heater 15 and the blown air to the vehicle interior. It is a vessel.

The cooler core 16 is a heat exchanger for air cooling that cools the blown air into the vehicle interior by exchanging heat (sensible heat exchange) between the cooling water and the blown air into the vehicle interior. The heater core 17 is an air heating heat exchanger that heats the air blown into the vehicle interior by exchanging heat (sensible heat exchange) between the air blown into the vehicle cabin and the cooling water.

The cooling water cooling water heat exchanger 18, the inverter 19, and the battery temperature control heat exchanger 20 have a flow path through which the cooling water flows, and a heat transfer device (a temperature adjustment target) that transfers heat to and from the cooling water. Equipment).

The cooling water cooling water heat exchanger 18 includes cooling water (cooling water circulated by the first pump 11 or the second pump 12) of the vehicle heat management system 10 and cooling water (engine heat medium for the engine cooling circuit 60). ) And a heat exchanger (heat medium heat medium heat exchanger).

The cooling water cooling water heat exchanger 18 constitutes an engine heat transfer unit that transfers heat between the cooling water circulated by the first pump 11 or the second pump 12 and the engine 61.

The inverter 19 is a power converter that converts DC power supplied from the battery into AC voltage and outputs the AC voltage to the traveling electric motor. The inverter 19 is a heat generating device that generates heat when activated. The amount of heat generated by the inverter 19 changes depending on the traveling state of the vehicle. The cooling water flow path of the inverter 19 constitutes a device heat transfer unit that transfers heat between the heat generating device and the cooling water.

The battery temperature control heat exchanger 20 is a heat exchanger that exchanges heat between the battery and the cooling water. The battery temperature control heat exchanger 20 constitutes a battery heat transfer unit that transfers heat between the battery and the cooling water. A battery is a heat-generating device that generates heat when activated. The battery temperature control heat exchanger 20 may be a heat exchanger (heat medium air heat exchanger) that is disposed in the air blowing path to the battery and exchanges heat between the blown air and the cooling water.

The vehicle thermal management system 10 includes a charger 23 and a DC-DC converter 24. The charger 23 and the DC-DC converter 24 are charging devices used when charging a battery with electric power supplied from an external power source. The charger 23 and the DC-DC converter 24 are heat generating devices that generate heat when the battery is charged.

The charger 23 has a power supply circuit that converts AC power supplied from an external power source into DC power. The DC-DC converter 24 is a transformer that converts the voltage of the DC power converted by the charger 23.

The charger 23 and the DC-DC converter 24 are heat transfer devices that have a flow path through which the cooling water flows and exchange heat with the cooling water. The cooling water flow path of the charger 23 is a heat transfer section (heat transfer section for a heat generating device) that transfers heat between the charger 23 and the cooling water. The cooling water flow path of the DC-DC converter 24 is a heat transfer unit (a heat transfer unit for a heating device) that transfers heat between the DC-DC converter 24 and the cooling water.

The first pump 11 is disposed in the first pump flow path 41. A cooling water cooler 14 is disposed on the discharge side of the first pump 11 in the first pump flow path 41.

The second pump 12 is disposed in the second pump flow path 42. A cooling water heater 15 is disposed on the discharge side of the second pump 12 in the second pump flow path 42.

The radiator 13 is disposed in the radiator flow path 43. The cooler core 16 is disposed in the cooler core flow path 44. The heater core 17 is disposed in the heater core flow path 45.

The cooling water cooling water heat exchanger 18 is disposed in the cooling water cooling water heat exchanger channel 46. The inverter 19 is disposed in the inverter flow path 47. The battery temperature adjustment heat exchanger 20 is disposed in the battery heat exchange channel 48. The charger 23 and the DC-DC converter 24 are disposed in the charger flow path 49.

A reserve tank 43 a is connected to the radiator flow path 43. The reserve tank 43a is an open-air container (heat medium storage unit) that stores cooling water. Therefore, the pressure at the liquid level of the cooling water stored in the reserve tank 43a becomes atmospheric pressure.

The reserve tank 43a may be configured such that the pressure at the coolant level stored in the reserve tank 43a is a predetermined pressure (a pressure different from the atmospheric pressure).

Storing excess cooling water in the reserve tank 43a can suppress a decrease in the amount of cooling water circulating through each flow path. The reserve tank 43a has a function of gas-liquid separation of bubbles mixed in the cooling water.

1st pump flow path 41, 2nd pump flow path 42, radiator flow path 43, cooler core flow path 44, heater core flow path 45, cooling water cooling water heat exchanger flow path 46, inverter flow path 47 The battery heat exchange channel 48 is connected to the first switching valve 21 and the second switching valve 22. The first switching valve 21 and the second switching valve 22 are switching devices that switch the flow of cooling water (cooling water circulation state).

The first switching valve 21 has a first inlet 21a and a second inlet 21b as cooling water inlets, and a first outlet 21c, a second outlet 21d, a third outlet 21e, a fourth outlet 21f as cooling water outlets, It has a fifth outlet 21g, a sixth outlet 21h, and a seventh outlet 21i.

The second switching valve 22 has a first outlet 22a and a second outlet 22b as cooling water outlets, and a first inlet 22c, a second inlet 22d, a third inlet 22e, a fourth inlet 22f, as cooling water inlets, It has a fifth inlet 22g, a sixth inlet 22h, and a seventh inlet 22i.

One end of a first pump flow path 41 is connected to the first inlet 21 a of the first switching valve 21. In other words, the cooling water outlet side of the cooling water cooler 14 is connected to the first inlet 21 a of the first switching valve 21.

One end of a second pump flow path 42 is connected to the second inlet 21b of the first switching valve 21. In other words, the cooling water outlet side of the cooling water heater 15 is connected to the second inlet 21 b of the first switching valve 21.

One end of a radiator flow path 43 is connected to the first outlet 21c of the first switching valve 21. In other words, the cooling water inlet side of the radiator 13 is connected to the first outlet 21 c of the first switching valve 21.

One end of the cooler core flow path 44 is connected to the second outlet 21d of the first switching valve 21. In other words, the cooling water inlet side of the cooler core 16 is connected to the second outlet 21 d of the first switching valve 21.

One end of a heater core channel 45 is connected to the third outlet 21e of the first switching valve 21. In other words, the cooling water inlet side of the heater core 17 is connected to the third outlet 21 e of the first switching valve 21.

One end of a cooling water / cooling water heat exchanger channel 46 is connected to the fourth outlet 21f of the first switching valve 21. In other words, the cooling water inlet side of the cooling water cooling water heat exchanger 18 is connected to the fourth outlet 21 f of the first switching valve 21.

One end of an inverter flow path 47 is connected to the fifth outlet 21g of the first switching valve 21. In other words, the cooling water inlet side of the inverter 19 is connected to the fifth outlet 21 g of the first switching valve 21.

One end of a battery heat exchange channel 48 is connected to the sixth outlet 21h of the first switching valve 21. In other words, the sixth water outlet 21h of the first switching valve 21 is connected to the coolant inlet side of the battery temperature adjusting heat exchanger 20.

One end of a charger flow path 49 is connected to the seventh outlet 21 i of the first switching valve 21. In other words, the cooling water inlet side of the charging

devices

23 and 24 is connected to the seventh outlet 21 i of the first switching valve 21.

The other end of the first pump flow path 41 is connected to the first outlet 22a of the second switching valve 22. In other words, the cooling water suction side of the first pump 11 is connected to the first outlet 22 a of the second switching valve 22.

The other end of the second pump flow path 42 is connected to the second outlet 22b of the second switching valve 22. In other words, the cooling water suction side of the second pump 12 is connected to the second outlet 22 b of the second switching valve 22.

The other end of the radiator flow path 43 is connected to the first inlet 22c of the second switching valve 22. In other words, the cooling water outlet side of the radiator 13 is connected to the first inlet 22 c of the second switching valve 22.

The other end of the cooler core flow path 44 is connected to the second inlet 22d of the second switching valve 22. In other words, the cooling water outlet side of the cooler core 16 is connected to the second inlet 22 d of the second switching valve 22.

The other end of the heater core flow path 45 is connected to the third inlet 22e of the second switching valve 22. In other words, the coolant outlet side of the heater core 17 is connected to the third inlet 22e of the second switching valve 22.

The other end of the cooling water / cooling water heat exchanger channel 46 is connected to the fourth inlet 22f of the second switching valve 22. In other words, the cooling water outlet side of the cooling water cooling water heat exchanger 18 is connected to the fourth inlet 22 f of the second switching valve 22.

The other end of the inverter flow path 47 is connected to the fifth inlet 22g of the second switching valve 22. In other words, the cooling water outlet side of the inverter 19 is connected to the fifth inlet 22 g of the second switching valve 22.

The other end of the battery heat exchange channel 48 is connected to the sixth inlet 22h of the second switching valve 22. In other words, the cooling water outlet side of the battery temperature adjusting heat exchanger 20 is connected to the sixth inlet 22 h of the second switching valve 22.

The other end of the charger flow path 49 is connected to the seventh inlet 22i of the second switching valve 22. In other words, the cooling water outlet side of the charging

devices

23 and 24 is connected to the seventh inlet 22 i of the second switching valve 22.

The first switching valve 21 and the second switching valve 22 have a structure that can arbitrarily or selectively switch the communication state between each inlet and each outlet.

Specifically, the first switching valve 21 is provided for each of the radiator 13, the cooler core 16, the heater core 17, the cooling water cooling water heat exchanger 18, the inverter 19, the battery temperature adjustment heat exchanger 20, and the charging

devices

23 and 24. The state in which the cooling water discharged from the first pump 11 flows in, the state in which the cooling water discharged from the second pump 12 flows in, the cooling water discharged from the first pump 11 and the discharge from the second pump 12 The state where the cooled cooling water does not flow is switched.

The second switching valve 22 is connected to the first pump 11 for each of the radiator 13, the cooler core 16, the heater core 17, the cooling water cooling water heat exchanger 18, the inverter 19, the battery temperature adjustment heat exchanger 20, and the charging

devices

23 and 24. The state in which the cooling water flows out, the state in which the cooling water flows out to the second pump 12, and the state in which the cooling water does not flow out to the first pump 11 and the second pump 12 are switched.

The valve opening degree of the first switching valve 21 and the second switching valve 22 can be adjusted. Thereby, the flow volume of the cooling water which flows through the radiator 13, the cooler core 16, the heater core 17, the cooling water cooling water heat exchanger 18, the inverter 19, the battery temperature control heat exchanger 20, and the charging

devices

23 and 24 can be adjusted.

That is, the 1st switching valve 21 and the 2nd switching valve 22 are the radiator 13, the cooler core 16, the heater core 17, the cooling water cooling water heat exchanger 18, the inverter 19, the battery temperature control heat exchanger 20, and the charging

devices

23 and 24. It is a flow volume adjustment part which adjusts the flow volume of a cooling water with respect to each of these.

The first switching valve 21 mixes the cooling water discharged from the first pump 11 and the cooling water discharged from the second pump 12 at an arbitrary flow rate ratio, and the radiator 13, the cooler core 16, the heater core 17, and the cooling water. The cooling water heat exchanger 18, the inverter 19, the battery temperature adjusting heat exchanger 20, and the charging

devices

23 and 24 can be made to flow.

devices

23 and 24. The flow rate ratio adjusting unit adjusts the flow rate ratio between the cooling water cooled by the cooling water cooler 14 and the cooling water heated by the cooling water heater 15.

The first switching valve 21 and the second switching valve 22 may be integrally formed to share a valve drive source. The 1st switching valve 21 and the 2nd switching valve 22 may be comprised by the combination of many valves.

The cooler core 16 and the heater core 17 are accommodated in a case 51 of the indoor air conditioning unit 50 of the vehicle air conditioner.

The case 51 forms an air passage for the blown air that is blown into the vehicle interior, and is formed of a resin (for example, polypropylene) having a certain degree of elasticity and excellent strength. An inside / outside air switching box 52 is arranged on the most upstream side of the air flow in the case 51. The inside / outside air switching box 52 is an inside / outside air introduction section that switches between and introduces inside air (vehicle compartment air) and outside air (vehicle compartment outside air).

The inside / outside air switching box 52 is formed with an inside air inlet 52a for introducing inside air into the case 51 and an outside air inlet 52b for introducing outside air. An inside / outside air switching door 53 is arranged inside the inside / outside air switching box 52.

The inside / outside air switching door 53 is an air volume ratio changing unit that changes the air volume ratio between the air volume of the inside air introduced into the case 51 and the air volume of the outside air. Specifically, the inside / outside air switching door 53 continuously adjusts the opening areas of the inside air suction port 52a and the outside air suction port 52b to change the air volume ratio between the inside air volume and the outside air volume. The inside / outside air switching door 53 is driven by an electric actuator (not shown).

An indoor blower 54 (blower) is disposed on the downstream side of the air flow in the inside / outside air switching box 52. The indoor blower 54 blows air (inside air and outside air) sucked through the inside / outside air switching box 52 toward the vehicle interior. The indoor blower 54 is an electric blower that drives a centrifugal multiblade fan (sirocco fan) with an electric motor.

In the case 51, the cooler core 16, the heater core 17, and the auxiliary heater 56 are disposed on the downstream side of the air flow of the indoor blower 54. The auxiliary heater 56 has a PTC element (positive characteristic thermistor) and is a PTC heater (electric heater) that generates heat and heats air when electric power is supplied to the PTC element.

In the case 51, a heater core bypass passage 51a is formed at the downstream side of the air flow of the cooler core 16. The heater core bypass passage 51 a is an air passage through which air that has passed through the cooler core 16 flows without passing through the heater core 17 and the auxiliary heater 56.

An air mix door 55 is arranged between the cooler core 16 and the heater core 17 in the case 51.

The air mix door 55 is an air volume ratio adjusting unit that continuously changes the air volume ratio between the air flowing into the heater core 17 and the auxiliary heater 56 and the air flowing into the heater core bypass passage 51a. The air mix door 55 is a rotatable plate-like door, a slidable door, or the like, and is driven by an electric actuator (not shown).

The temperature of the blown air blown into the passenger compartment changes depending on the air volume ratio between the air passing through the heater core 17 and the auxiliary heater 56 and the air passing through the heater core bypass passage 51a. Therefore, the air mix door 55 is a temperature adjusting unit that adjusts the temperature of the blown air blown into the vehicle interior.

The blower outlet 51b which blows off blowing air to the vehicle interior which is air-conditioning object space is arrange | positioned in the most downstream part of the air flow of case 51. FIG. Specifically, a defroster outlet, a face outlet, and a foot outlet are provided as the outlet 51b.

The defroster outlet blows air conditioned air toward the inner surface of the front window glass of the vehicle. The face air outlet blows conditioned air toward the upper body of the passenger. The air outlet blows air-conditioned air toward the passenger's feet.

An air outlet mode door (not shown) is disposed on the air flow upstream side of the air outlet 51b. A blower outlet mode door is a blower outlet mode switching part which switches blower outlet mode. The air outlet mode door is driven by an electric actuator (not shown).

As the outlet mode switched by the outlet mode door, for example, there are a face mode, a bi-level mode, a foot mode, and a foot defroster mode.

The face mode is a blowout mode in which the face blowout is fully opened and air is blown out from the face blowout toward the upper body of the passenger in the passenger compartment. The bi-level mode is an air outlet mode in which both the face air outlet and the foot air outlet are opened and air is blown toward the upper body and the feet of the passengers in the passenger compartment.

The foot mode is a blowout mode in which the foot blowout opening is fully opened and the defroster blowout opening is opened by a small opening so that air is mainly blown out from the foot blowout opening. The foot defroster mode is an air outlet mode in which the foot air outlet and the defroster air outlet are opened to the same extent and air is blown out from both the foot air outlet and the defroster air outlet.

The engine cooling circuit 60 is a cooling water circulation circuit for cooling the engine 61. The engine cooling circuit 60 has a circulation passage 62 through which cooling water circulates. An engine 61, an engine pump 63, an engine radiator 64, and a cooling water / cooling water heat exchanger 18 are disposed in the circulation flow path 62.

The engine pump 63 is an electric pump that sucks and discharges cooling water. The engine pump 63 may be a mechanical pump driven by power output from the engine 61.

The engine radiator 64 is a heat dissipation heat exchanger (heat medium air heat exchanger) that radiates heat of the cooling water to the outside air by exchanging heat between the cooling water and the outside air.

A radiator bypass channel 65 is connected to the circulation channel 62. The radiator bypass passage 65 is a passage through which cooling water flows bypassing the engine radiator 64.

A thermostat 66 is disposed at the connection between the radiator bypass channel 65 and the circulation channel 62. The thermostat 66 is a cooling water temperature responsive valve configured by a mechanical mechanism that opens and closes the cooling water flow path by displacing the valve body by a thermo wax (temperature sensitive member) whose volume changes with temperature.

Specifically, the thermostat 66 closes the radiator bypass channel 65 when the temperature of the cooling water is higher than a predetermined temperature (for example, 80 ° C. or more), and when the temperature of the cooling water is lower than the predetermined temperature (for example, (Less than 80 ° C.), the radiator bypass passage 65 is opened.

The circulation passage 62 is connected with an engine auxiliary passage 67. The engine accessory flow path 67 is a flow path in which cooling water flows in parallel with the cooling water cooling water heat exchanger 18. An engine accessory 68 is disposed in the engine accessory flow path 67. The engine accessory 68 is an oil heat exchanger, an EGR cooler, a throttle cooler (warmer), a turbo cooler, an engine auxiliary motor, or the like. The oil heat exchanger is a heat exchanger that adjusts the temperature of oil by exchanging heat between engine oil or transmission oil and cooling water.

The EGR cooler is a heat exchanger that constitutes an EGR (exhaust gas recirculation) device that recirculates a part of the exhaust gas of the engine to the intake side to reduce the pumping loss generated by the throttle valve. It is a heat exchanger that adjusts the temperature of the reflux gas by exchanging heat with water.

A throttle cooler (warmer) protects the throttle valve components from heat damage when the throttle valve is hot (eg, 100 ° C. or higher), and the throttle valve component freezes when the throttle valve is cold (eg, below freezing point). In order to prevent malfunction, the temperature adjusting device adjusts the temperature of the throttle valve component by exchanging heat between the throttle valve component and the cooling water through a water jacket provided inside the throttle.

The turbo cooler is a cooler for cooling the turbocharger by exchanging heat between the heat generated in the turbocharger and the cooling water.

The engine auxiliary motor is a large motor that allows the engine belt to rotate even when the engine is stopped. The compressor or water pump driven by the engine belt can be operated even when there is no engine driving force, or the engine can be started. Sometimes used.

An engine reserve tank 64a is connected to the engine radiator 64. The structure and function of the engine reserve tank 64a are the same as those of the above-described reserve tank 43a.

Next, the electric control unit of the vehicle thermal management system 10 will be described with reference to FIG. The control device 70 is composed of a well-known microcomputer including a CPU, ROM, RAM, etc. and its peripheral circuits, and performs various calculations and processing based on an air conditioning control program stored in the ROM, and is connected to the output side. It is a control part which controls operation of various control object equipment.

Control target devices controlled by the control device 70 include the first pump 11, the second pump 12, the first switching valve 21, the second switching valve 22, the outdoor blower 30, the compressor 32, the indoor blower 54, and the inside of the case 51. The electric actuator which drives the various doors (inside / outside air switching door 53, air mix door 55, blower outlet mode door, etc.) arranged in, and the inverter 19 and the like.

The control device 70 includes

control units

70a, 70b, 70c, 70d, 70e, 70f, 70g, 70h, and 70i that control various devices to be controlled connected to the output side. Each of the

control units

70a, 70b, 70c, 70d, 70e, 70f, 70g, 70h, and 70i is a control unit (hardware and software) that controls the operation of each control target device.

The pump control unit 70 a is a pump control unit that controls the operation of the first pump 11 and the second pump 12. The 1st pump 11, the 2nd pump 12, and the pump control part 70a are cooling water flow volume control parts (heat medium flow volume adjustment part) which controls the flow volume of the cooling water which flows through each cooling water circulation apparatus.

The switching valve control unit 70 b is a switching control unit that controls the operation of the first switching valve 21 and the second switching valve 22. The 1st switching valve 21, the 2nd switching valve 22, and the switching valve control part 70b are cooling water flow volume adjustment parts (heat medium flow volume adjustment part) which adjust the flow volume of the cooling water which flows through each cooling water distribution | circulation apparatus.

The outdoor blower control unit 70c is an outdoor blower control unit (outside air blower control unit) that controls the operation of the outdoor blower 30. The outdoor blower 30 and the outdoor blower control unit 70 c are outdoor air flow rate adjusting units that adjust the flow rate of the outside air flowing through the radiator 13.

The compressor control unit 70 d is a compressor control unit that controls the operation of the compressor 32. The compressor 32 and the compressor control unit 70d are refrigerant flow rate adjusting units that adjust the flow rate of the refrigerant circulating in the refrigeration cycle 31.

The indoor fan control unit 70e is an indoor fan control unit that controls the operation of the indoor fan 54. The indoor blower 54 and the indoor blower control unit 70e are blown air volume adjusting units that adjust the air volume of the blown air blown into the vehicle interior.

The door control unit 70f is a door control unit that controls the operation of various doors (inside / outside air switching door 53, air mix door 55, air outlet mode door, etc.) arranged inside the case 51. The air mix door 55 and the door control unit 70 f are air volume ratio adjusting units that adjust the air volume ratio between the blown air flowing through the heater core 17 and the blown air flowing around the heater core 17 out of the blown air cooled by the cooler core 16. .

The inside / outside air switching door 53 and the air conditioning switching control unit 70f are inside / outside air ratio adjusting units that adjust the ratio between the inside air and the outside air in the blown air blown into the vehicle interior.

The auxiliary heater control unit 70g is an auxiliary heater control unit 70g (electric heater control unit) that controls the operation of the auxiliary heater 56.

The inverter control unit 70 h is an inverter control unit (heating device control unit) that controls the operation of the inverter 19.

The charging device control unit 70i is a charging device control unit (heating device control unit) that controls the operation of the charger 23 and the DC-DC converter 24 (charging device).

The

control units

70a, 70b, 70c, 70d, 70e, 70f, 70g, 70h, and 70i may be configured separately from the control device 70.

The controller 70 includes an inside air temperature sensor 71, an inside air humidity sensor 72, an outside air temperature sensor 73, a solar radiation sensor 74, a first water temperature sensor 75, a second water temperature sensor 76, a radiator water temperature sensor 77, a cooler core temperature sensor 78, a heater core temperature sensor. 79, detection signals of sensor groups such as an engine water temperature sensor 80, an inverter temperature sensor 81, a battery temperature sensor 82,

refrigerant temperature sensors

83 and 84, and

refrigerant pressure sensors

85 and 86 are input.

The inside air temperature sensor 71 is a detector (inside air temperature detector) that detects the inside air temperature (vehicle compartment temperature). The room air humidity sensor 72 is a detection unit (room air humidity detection unit) that detects the humidity of the room air.

The outside air temperature sensor 73 is a detector (outside air temperature detector) that detects the outside air temperature (the temperature outside the passenger compartment). The solar radiation sensor 74 is a detector (a solar radiation amount detector) that detects the amount of solar radiation in the passenger compartment.

The first water temperature sensor 75 is a detector (first heat medium temperature detector) that detects the temperature of the cooling water flowing through the first pump passage 41 (for example, the temperature of the cooling water sucked into the first pump 11). is there.

The second water temperature sensor 76 is a detector (second heat medium temperature detector) that detects the temperature of the cooling water flowing through the second pump flow path 42 (for example, the temperature of the cooling water sucked into the second pump 12). is there.

The radiator water temperature sensor 77 is a detector (equipment-side heat medium temperature detector) that detects the temperature of the cooling water flowing through the radiator flow path 43 (for example, the temperature of the cooling water that has flowed out of the radiator 13).

The cooler core temperature sensor 78 is a detector (cooler core temperature detector) that detects the surface temperature of the cooler core 16. The cooler core temperature sensor 78 is, for example, a fin thermistor that detects the temperature of the heat exchange fins of the cooler core 16, a water temperature sensor that detects the temperature of the cooling water flowing through the cooler core 16, or the like.

The heater core temperature sensor 79 is a detector (heater core temperature detector) that detects the surface temperature of the heater core 17. The heater core temperature sensor 79 is, for example, a fin thermistor that detects the temperature of the heat exchange fins of the heater core 17 or a water temperature sensor that detects the temperature of the cooling water flowing through the heater core 17.

Engine water temperature sensor 80 is a detector (engine heat medium temperature detector) that detects the temperature of cooling water circulating in engine cooling circuit 60 (for example, the temperature of cooling water flowing inside engine 61).

The inverter temperature sensor 81 is a detector (equipment-side heat medium temperature detector) that detects the temperature of the cooling water flowing through the inverter flow path 47 (for example, the temperature of the cooling water flowing out of the inverter 19).

The battery temperature sensor 82 is a detector (device-side heat medium temperature detector) that detects the temperature of cooling water flowing through the battery heat exchange channel 48 (for example, the temperature of cooling water flowing into the battery temperature adjustment heat exchanger 20). It is. The battery temperature sensor 82 may be a detector (battery representative temperature detector) that detects the temperature (battery representative temperature) of a specific part in a battery pack having temperature variations.

The

refrigerant temperature sensors

83 and 84 are a discharge side refrigerant temperature sensor 83 that detects the temperature of the refrigerant discharged from the compressor 32, and a suction side refrigerant temperature sensor 84 that detects the temperature of the refrigerant sucked into the compressor 32. .

The

refrigerant pressure sensors

85 and 86 are a discharge side refrigerant pressure sensor 85 that detects the pressure of the refrigerant discharged from the compressor 32, and a suction side refrigerant temperature sensor 86 that detects the pressure of the refrigerant sucked into the compressor 32. .

The control device 70 receives operation signals from various air conditioning operation switches provided on the operation panel 88. For example, the operation panel 88 is disposed in the vicinity of the instrument panel in the front part of the vehicle interior.

The various air conditioning operation switches provided on the operation panel 88 are an air conditioner switch, an auto switch, an air volume setting switch for the indoor fan 52, a vehicle interior temperature setting switch, an air conditioning stop switch, and the like.

The air conditioner switch is a switch for switching on / off (ON / OFF) of cooling or dehumidification. The auto switch is a switch for setting or canceling automatic control of air conditioning. The vehicle interior temperature setting switch is a target temperature setting unit that sets the vehicle interior target temperature by the operation of the passenger. The air conditioning stop switch is a switch that stops air conditioning.

The various air conditioning operation switches provided on the operation panel 88 are an air conditioning request unit that performs a cooling request for cooling the blown air using the cooler core 16 and a heating request for heating the blown air using the heater core 17.

Various signals from the battery control device 90 and operation signals from the ignition switch 91 are input to the control device 70. The battery control device 90 is a battery control unit that controls battery input / output. The battery control device 90 is a charge mode switching unit that switches modes for charging the battery (CC charge mode and CV charge mode).

For example, the control device 70 receives a signal indicating whether or not the battery is being charged. For example, a signal indicating whether the CC charging mode or the CV charging mode is input to the control device 70.

CC charge mode is a charge mode that charges at a constant current. The CV charging mode is a charging mode in which charging is performed at a constant voltage. In this embodiment, when the charging rate of the battery is less than 80%, charging is performed in the CC charging mode, and when the charging rate of the battery is 80% or more, charging is performed in the CV charging mode.

Next, the operation in the above configuration will be described. The control device 70 controls the operation of the first pump 11, the second pump 12, the compressor 32, the first switching valve 21, the second switching valve 22, and the like, thereby switching to various operation modes.

For example, the cooling water sucked and discharged by the first pump 11 is converted into the cooling water cooler 14, the radiator 13, the cooler core 16, the heater core 17, the cooling water cooling water heat exchanger 18, the inverter 19, and the battery temperature adjustment heat exchange. The first cooling water circuit (first heat medium circuit) that circulates between the battery 20 and at least one of the charging

devices

23 and 24 is formed, and the cooling water sucked and discharged by the second pump 12 However, at least one of the cooling water heater 15, the radiator 13, the cooler core 16, the heater core 17, the cooling water cooling water heat exchanger 18, the inverter 19, the battery temperature adjustment heat exchanger 20, and the charging

devices

23 and 24. A second cooling water circuit (second heat medium circuit) circulating between the two is formed.

In the first cooling water circuit, the low-temperature cooling water cooled by the cooling water cooler 14 circulates. In the second cooling water circuit, the high-temperature cooling water heated by the cooling water heater 15 circulates. Therefore, the first cooling water circuit can be expressed as a low temperature side cooling water circuit (low temperature side heat medium circuit), and the second cooling water circuit C1 can be expressed as a high temperature side cooling water circuit (high temperature side heat medium circuit).

Each of the radiator 13, the cooler core 16, the heater core 17, the cooling water cooling water heat exchanger 18, the inverter 19, the battery temperature adjusting heat exchanger 20 and the charging

devices

23 and 24 is connected to the first cooling water circuit. The radiator 13, the cooler core 16, the heater core 17, the cooling water cooling water heat exchanger 18, the inverter 19, the battery temperature adjusting heat exchanger 20 and the case where the second cooling water circuit is connected are switched according to the situation. The charging

devices

23 and 24 can be adjusted to an appropriate temperature depending on the situation.

When the radiator 13 is connected to the first cooling water circuit, the heat pump operation of the refrigeration cycle 31 can be performed. That is, in the first cooling water circuit, the cooling water cooled by the cooling water cooler 14 flows through the radiator 13, so that the cooling water absorbs heat from the outside air by the radiator 13.

Then, the cooling water that has absorbed heat from the outside air by the radiator 13 exchanges heat with the refrigerant of the refrigeration cycle 31 by the cooling water cooler 14 and dissipates heat. Therefore, in the cooling water cooler 14, the refrigerant of the refrigeration cycle 31 absorbs heat from the outside air through the cooling water.

The refrigerant that has absorbed heat from the outside air in the cooling water cooler 14 radiates heat by exchanging heat with the cooling water in the second cooling water circuit in the cooling water heater 15. Therefore, it is possible to realize a heat pump operation that pumps up the heat of the outside air.

When the radiator 13 is connected to the second cooling water circuit, the cooling water heated by the cooling water heater 15 flows through the radiator 13, so that the heat of the cooling water can be radiated to the outside air by the radiator 13.

When the cooler core 16 is connected to the first cooling water circuit, the cooling water cooled by the cooling water cooler 14 flows through the cooler core 16, so that the air blown into the vehicle compartment can be cooled by the cooler core 16. That is, the passenger compartment can be cooled.

When the heater core 17 is connected to the second cooling water circuit, the cooling water heated by the cooling water heater 15 flows through the heater core 17, so that the air blown into the vehicle compartment can be heated by the heater core 17. That is, the passenger compartment can be heated.

When the cooling water cooling water heat exchanger 18 is connected to the first cooling water circuit, the cooling water cooled by the cooling water cooler 14 flows through the cooling water cooling water heat exchanger 18, so that the engine cooling water can be cooled. In other words, since the cooling water in the first cooling water circuit can absorb heat from the engine cooling water in the cooling water cooling water heat exchanger 18, a heat pump operation for pumping up the waste heat of the engine 61 can be realized.

When the cooling water cooling water heat exchanger 18 is connected to the second cooling water circuit, the cooling water heated by the cooling water heater 15 flows through the cooling water cooling water heat exchanger 18, so that the engine cooling water can be heated. Therefore, the engine 61 can be heated (warmed up).

When the inverter 19 is connected to the first cooling water circuit, the cooling water cooled by the cooling water cooler 14 flows through the inverter 19, so that the inverter 19 can be cooled. In other words, a heat pump operation that pumps up the waste heat of the inverter 19 can be realized.

When the inverter 19 is connected to the second cooling water circuit, since the cooling water heated by the cooling water heater 15 flows through the inverter 19, the inverter 19 can be heated (warmed up).

When the battery temperature adjustment heat exchanger 20 is connected to the first cooling water circuit, the cooling water cooled by the cooling water cooler 14 flows through the battery temperature adjustment heat exchanger 20, so that the battery can be cooled. In other words, a heat pump operation that pumps up the waste heat of the battery can be realized.

When the battery temperature adjusting heat exchanger 20 is connected to the second cooling water circuit, the cooling water heated by the cooling water heater 15 flows through the battery temperature adjusting heat exchanger 20, so that the battery can be heated (warmed up).

As shown in FIG. 3, since the input / output characteristics deteriorate when the temperature is low, and the deterioration accelerates when the temperature is high, in order to make maximum use of the input / output characteristics of the battery, a certain temperature range (generally 10 to 40 ° C.). ) It is necessary to manage the battery temperature.

If the temperature is outside this proper temperature range, the driving comfort is deteriorated due to a decrease in the battery output, or the regenerative energy cannot be sufficiently recovered due to the deterioration of the input characteristics of the battery, resulting in a deterioration in the EV travel distance.

In winter, it is necessary to manage the battery at an optimum temperature (about 10 ° C.) before the vehicle travels. However, since the heat capacity of the battery is large, enormous energy of several tens of kW is required. Therefore, the most realistic method is to heat and keep the battery at about 200 W during charging with an external power source.

However, if power is used to heat or keep the battery, the power that can be used for charging decreases and the charging time becomes longer.

For example, in the case of normal charging (100V-15A, 1.5 kW), the power input to the battery is about 1.2 kW at the maximum considering the charging efficiency and the power consumption of the electrical equipment for charging. Of these, if 200 W is used for heating and keeping the battery, the power input to the battery pack is about 1.0 kW, and the time until full charge is 1.2 kW / 1.0 kW = 1.2. It will be doubled.

When charging the battery with an external power source, electrical devices such as the charger 23 and the DC-DC converter 24 are activated. Generally, the efficiency of the charger 23 and the DC-DC converter 24 is about 90%. Therefore, for example, in ordinary charging (100 V-15A, 1.5 kW) in a general household, waste heat of about 200 W is generated from the charger 23 and the DC-DC converter 24.

In the case of 200V charging (200V-15A, 3.0 kW), the efficiency of the charger 23 and the DC-DC converter 24 is not different from the case of normal charging (100V-15A, 1.5 kW). Waste heat from the DC converter 24 increases.

In order to effectively use the waste heat for warming up the battery (heating / warming), the control device 70 executes a control process shown in the flowchart of FIG.

In step S100, it is determined based on a signal input from the battery control device 90 whether the battery is being charged. When it is determined that the battery is being charged, the process proceeds to step S110, and it is determined whether or not the battery temperature is equal to or lower than a predetermined temperature α1 (first predetermined temperature). The predetermined temperature α1 is a lower limit value (for example, 10 ° C.) of the battery management temperature range.

When it is determined that the temperature of the battery is not equal to or lower than the predetermined temperature α1, the process proceeds to step S120 to switch to the heat dissipation mode shown in FIG. In the heat dissipation mode, the first switching valve 21 and the second switching valve 22 connect the charger 23 and the DC-DC converter 24 to the radiator 13.

Thereby, when the temperature of the battery exceeds the lower limit value of the control temperature range and it is not necessary to warm up the battery, the waste heat of the charger 23 and the DC-DC converter 24 is radiated to the outside air by the radiator 13.

On the other hand, when it is determined that the temperature of the battery is equal to or lower than the predetermined temperature α1, the process proceeds to step S130 to switch to the battery warm-up mode shown in FIG. In the battery warm-up mode, the first switching valve 21 and the second switching valve 22 connect the charger 23 and the DC-DC converter 24 to the battery temperature adjustment heat exchanger 20.

Thereby, when the temperature of the battery is below the lower limit value of the control temperature range and the battery needs to be warmed up, the waste heat of the charger 23 and the DC-DC converter 24 passes through the battery temperature adjustment heat exchanger 20. Therefore, the battery is warmed up using the waste heat of the charger 23 and the DC-DC converter 24.

In the subsequent step S140, it is determined based on a signal input from the battery control device 90 whether or not the battery charging mode is the CV charging mode.

If it is determined that the charging mode is not the CV charging mode, that is, if it is determined that the charging mode is the CC charging mode, the process proceeds to step S150, and the efficiency of the charger 23 and the DC-DC converter 24 is set to a normal value (eg, 90%).

On the other hand, if it is determined that the charging mode is the CV charging mode, the process proceeds to step S160, and the efficiency of the charger 23 and the DC-DC converter 24 is set to a value lower than the normal value. The efficiency of the DC-DC converter 24 is determined based on the difference between the actual temperature of the battery and the target temperature.

Thus, when the battery temperature is equal to or lower than the predetermined temperature α1 in the CV charging mode (in other words, when the battery warming function power is insufficient and the battery warming function power needs to be increased), the charger 23 and the DC -The amount of waste heat of the DC converter 24 can be increased to increase the battery warming function.

Therefore, the battery can be raised to the target temperature even when a large battery warming function is required, such as when the outside air temperature is extremely low or when the battery is charged outdoors, where the wind hits.

FIG. 7 is a graph showing a transition example of charging power and battery temperature in the present embodiment. From the start of charging until the charging rate reaches 80%, charging is performed in the CC charging mode. In this case, since the charging power is maximized in order to shorten the charging time as much as possible, the efficiency of the charger 23 and the DC-DC converter 24 is set to a normal value.

When the charge rate exceeds 80%, charge in CV charge mode. In this case, since the charging power is reduced as compared with the CC charging mode, there is a surplus power. Therefore, even if the efficiency of the DC-DC converter 24 is increased in order to increase the warming function of the battery, it is possible to suppress an increase in the charging time.

In the present embodiment, the first switching valve 21, the second switching valve 22, and the switching valve control unit 70b are charged devices 23 and 24 (the charger 23 and the DC-DC converter 24) when charging the battery. And a radiator release mode (first circulation mode) in which cooling water circulates between the radiator 13 and a battery warm-up mode in which cooling water circulates between the charging

devices

23 and 24 and the battery temperature control heat exchanger 20 ( (Second circulation mode) is switched (steps S120 and S130).

According to this, when switching to the battery warm-up mode, waste heat generated from the charging

devices

23 and 24 is transmitted to the battery when the battery is being charged, so the waste heat of the charging

devices

23 and 24 is used. Can heat the battery. Therefore, the battery can be efficiently heated when charging the battery.

When switching to the heat dissipation mode, the waste heat of the charging

devices

23 and 24 is radiated to the outside air, so that the battery can be prevented from being excessively heated by the waste heat of the charging

devices

23 and 24.

In the present embodiment, the switching control unit 70b controls the operation of the

switching devices

21 and 22 so as to enter the battery warm-up mode when the battery temperature is equal to or lower than the predetermined temperature α1 while charging the battery. (Steps S110 and S130).

This makes it possible to heat the battery with the waste heat of the charging

devices

23 and 24 when the battery is at a low temperature.

In the present embodiment, the charging device control unit 70i decreases the device efficiency of the charging device 24 when the battery warming function (capability to heat the battery) is insufficient in the battery warming-up mode (step S160). ). Thereby, the amount of waste heat of the charging device 24 can be increased, and the battery warming function can be increased.

In the present embodiment, the first switching valve 21 and the second switching valve 22 are connected to the cold temperature side cooling water circuit C1 for each of the radiator 13, the battery temperature adjusting heat exchanger 20, the charger 23, and the DC-DC converter 24. And a state connected to the high temperature side cooling water circuit C2.

Thus, for each of the radiator 13, the battery temperature adjusting heat exchanger 20, the charger 23, and the DC-DC converter 24, a state in which the low-temperature cooling water cooled by the cooling water cooler 14 circulates, and the cooling water heater Therefore, the temperature of the radiator 13, the battery temperature adjusting heat exchanger 20, the charger 23, and the DC-DC converter 24 can be appropriately adjusted.

(Second Embodiment)
In the said 1st Embodiment, although a battery is warmed up using the waste heat which generate | occur | produces at the time of charge, in this embodiment, the temperature of a battery is adjusted using the cold and warm heat which cooling water has at the time of vehicle parking.

That is, when the vehicle thermal management system 10 is operating according to the air conditioning requirements during vehicle travel, cold water of about 0 to 10 ° C. is created in the low temperature side cooling water circuit, Hot water of about 60 ° C is made. The cold heat and the warm water that the cold water has become unnecessary after the vehicle is parked (after the occupant gets off), so by transferring this cold and heat to the battery, the waste heat can be used effectively to save the battery. Adjust the temperature.

The control device 70 executes the control process shown in the flowchart of FIG. In step S200, it is determined whether or not the ignition switch 91 is in an off state. That is, it is determined whether or not the vehicle is parked.

If it is determined that the ignition switch 91 is off, the process proceeds to step S210, and it is determined whether or not the temperature of the outside air is equal to or higher than the predetermined temperature β1. The predetermined temperature β1 is a temperature higher than the temperature of the cooling water (for example, 0 to 10 ° C.) produced by the low-temperature side cooling water circuit, for example, 20 ° C.

When it is determined that the temperature of the outside air is equal to or higher than the predetermined temperature β1, the process proceeds to step S220, and the mode is switched to the cold water circulation mode shown in FIG. In the cold water circulation mode, the first switching valve 21 and the second switching valve 22 connect the battery temperature adjusting heat exchanger 20 to the low temperature side cooling water circuit C1. Thereby, since the cold water of the low temperature side cooling water circuit C1 circulates through the battery temperature control heat exchanger 20, the battery can be cooled using the cold heat of the cooling water of the low temperature side cooling water circuit C1 when the vehicle is parked.

In subsequent step S230, it is determined whether or not the battery temperature is equal to or lower than a predetermined temperature α1. The predetermined temperature α1 is a lower limit value (for example, 10 ° C.) of the battery management temperature range. When it determines with battery temperature being below predetermined temperature (alpha) 1, it progresses to step S240 and the 1st pump 11 is stopped. Thereby, since the circulation of the cooling water in the low temperature side cooling water circuit C1 is stopped, it is possible to prevent the first pump 11 from consuming electric power wastefully when it is not necessary to cool the battery.

On the other hand, if it is determined in step S210 that the outside air temperature is not equal to or higher than the predetermined temperature β1, the process proceeds to step S250, and it is determined whether or not the outside air temperature is equal to or higher than the predetermined temperature β2. The predetermined temperature β2 is a temperature lower than the temperature (for example, about 60 ° C.) of the cooling water produced by the high temperature side cooling water circuit, and is 0 ° C., for example.

When it is determined that the temperature of the outside air is equal to or higher than the predetermined temperature β2, the process proceeds to step S260, and the mode is switched to the hot water circulation mode shown in FIG. In the warm water circulation mode, the first switching valve 21 and the second switching valve 22 connect the battery temperature adjusting heat exchanger 20 to the high temperature side cooling water circuit C2. Thereby, since the warm water of the high temperature side cooling water circuit C2 circulates through the battery temperature control heat exchanger 20, the battery can be heated using the warm heat of the cooling water of the high temperature side cooling water circuit C2 when the vehicle is parked.

In subsequent step S270, it is determined whether or not the battery temperature is equal to or higher than a predetermined temperature α2 (second predetermined temperature α2). The predetermined temperature α2 is an upper limit value (for example, 40 ° C.) of the battery management temperature range. When it determines with battery temperature being more than predetermined temperature (alpha) 2, it progresses to step S280 and the 2nd pump 12 is stopped. Thereby, since the circulation of the cooling water in the high temperature side cooling water circuit C2 is stopped, it is possible to prevent the second pump 12 from consuming electric power wastefully when it is not necessary to heat the battery.

An example of battery temperature transition when the cold water circulation mode is executed in summer is shown in FIG. FIG. 11 shows an example of battery temperature transition over time of one day. In FIG. 11, the alternate long and two short dashes line is a comparative example, and shows the battery temperature transition when the cold water circulation mode is not executed.

When the cold water circulation mode is executed after the vehicle is parked, the battery is cooled by the cold heat of the cooling water in the low-temperature side cooling water circuit C1, so that an increase in battery temperature during vehicle parking in summer can be suppressed. Therefore, the maximum temperature and average temperature of the battery can be kept low.

FIG. 12 shows an example of battery temperature transition when the hot water circulation mode is executed in winter. FIG. 12 shows an example of battery temperature transition over time of one day. In FIG. 12, the two-dot chain line is a comparative example, and shows the battery temperature transition when the hot water circulation mode is not executed.

When the hot water circulation mode is executed after the vehicle is parked, the battery is heated by the heat of the cooling water in the high-temperature side cooling water circuit C2, so that a decrease in battery temperature during vehicle parking in winter can be suppressed. Therefore, the time that can be maintained at a temperature (for example, 0 ° C. or higher) that can secure battery input / output can be extended.

In the present embodiment, the first switching valve 21, the second switching valve 22, and the switching control unit 70 b are configured such that when the temperature of the outside air is higher than the temperature of the cooling water in the cold temperature side cooling water circuit C <b> 1 when the vehicle is stopped. The conditioning heat exchanger 20 is connected to the cold temperature side cooling water circuit C1 (steps S210 and S220).

Thereby, when the vehicle is stopped, the battery can be cooled by using the cold heat of the cooling water of the low temperature side cooling water circuit C1.

In the present embodiment, the first switching valve 21, the second switching valve 22, and the switching control unit 70b are configured such that when the temperature of the outside air is lower than the temperature of the cooling water in the high-temperature side cooling water circuit C2 when the vehicle is stopped, The conditioning heat exchanger 20 is connected to the high temperature side cooling water circuit C2 (steps S250 and S260).

Thereby, when the vehicle is stopped, the battery can be heated using the heat of the cooling water of the high temperature side cooling water circuit C2.

(Third embodiment)
In the second embodiment, when the vehicle is parked, the battery is heated using the warm heat of the cooling water. In the present embodiment, the radiator 13 is defrosted using the warm heat of the cooling water when the vehicle is parked. .

When there is a heating request for air conditioning, the vehicle thermal management system 10 absorbs heat from the outside air by the radiator 13 and pumps it by the refrigeration cycle 31, and sets the cooling water in the high-temperature side cooling water circuit C2 to about 60 ° C. Car interior heating.

In this case, steam in the atmosphere freezes and adheres to the radiator 13 as frost. As the operation is continued for a long time, the amount of frost increases and the air passage of the radiator 13 is blocked, so that the amount of air passing through the radiator 13 is reduced and the amount of heat absorbed from the outside air is reduced.

In order to melt (defrost) the frost adhering to the radiator 13, the control device 70 enters the radiator defrost mode shown in FIG. 13 after the vehicle is parked (after the ignition switch 91 is turned off). Thus, the operation of the first switching valve 21 and the second switching valve 22 is controlled.

In the radiator defrost mode, the first switching valve 21 and the second switching valve 22 connect the radiator 13 to the high temperature side cooling water circuit C2.

As a result, since the hot water in the high-temperature side cooling water circuit C2 circulates in the radiator 13, the frost adhering to the radiator 13 is melted using the heat of the cooling water in the high-temperature side cooling water circuit C2 when the vehicle is parked (removal). Frost). Therefore, when the vehicle interior is heated during the next travel, the heat absorption performance of the radiator 13 can be sufficiently exhibited.

Since there is no running wind during parking, the amount of heat released from the cooling water to the outside air in the radiator 13 is reduced. For this reason, most of the heat of the cooling water is used to melt the frost adhering to the radiator 13, so that it can be effectively defrosted even if the amount of heat of the cooling water is small.

In the present embodiment, the first switching valve 21, the second switching valve 22, and the switching control unit 70b connect the radiator 13 to the high temperature side cooling water circuit C2 when the vehicle is stopped. Thereby, the frost adhering to the radiator 13 can be thawed (defrosted) using the heat of the cooling water in the high temperature side cooling water circuit C2 when the vehicle is stopped.

(Fourth embodiment)
In the third embodiment, the radiator 13 is defrosted using the warm heat of the cooling water when the vehicle is parked. In this embodiment, the cooler core 16 is dried using the warm heat of the cooling water when the vehicle is parked. -Sanitize.

When there is a cooling request for air conditioning, the cooler core 16 cools the blown air by exchanging heat between the cooling water in the low-temperature side cooling water circuit C1 and the blown air into the passenger compartment, so that condensed water is generated on the surface of the cooler core 16. To do. During parking, the condensed water generated in the cooler core 16 drifts in the indoor air conditioning unit 50, so that the interior of the indoor air conditioning unit 50 is in a high temperature and high humidity state, and an environment in which mold fungi easily propagate.

In order to evaporate the condensed water on the surface of the cooler core 16 and sterilize mold fungi, the control device 70 performs the cooler core sterilization drying shown in FIG. 14 after the vehicle is parked (after the ignition switch 91 is turned off). The operation of the first switching valve 21 and the second switching valve 22 is controlled so as to be in the mode.

In the cooler core dry sterilization mode, the first switching valve 21 and the second switching valve 22 connect the cooler core 16 to the high temperature side cooling water circuit C2. In the cooler core dry sterilization mode, the blower volume of the indoor blower 54 is set to a low air volume (for example, Lo air volume).

This makes it possible to evaporate the condensed water of the cooler core 16 with the heat of the cooling water of the high-temperature side cooling water circuit C2 and to disinfect the fungus, thereby preventing the generation of malodor.

In the present embodiment, the first switching valve 21, the second switching valve 22, and the switching control unit 70b connect the cooler core 16 to the high temperature side cooling water circuit C2 when the vehicle is stopped. Thereby, the cooler core 16 can be dried and sterilized by the heat of the cooling water in the high temperature side cooling water circuit C2.

(Fifth embodiment)
In the present embodiment, the cold and warm heat of the cooling water is stored when the vehicle is parked, and the stored cold and warm heat is returned to the cooling water during the next run. As shown in FIG. 15, the vehicle thermal management system 10 of the present embodiment includes a low temperature side heat storage device 95 and a high temperature side heat storage device 96. The low temperature side heat storage device 95 and the high temperature side heat storage device 96 are heat storage units that store the heat of the cooling water.

The low temperature side heat accumulator 95 stores the cold heat of the cooling water of the low temperature side cooling water circuit C1 when the vehicle is parked. The cold energy stored in the low temperature side heat accumulator 95 is returned to the cooling water circulating in the cooler core 16 and used for cooling the passenger compartment during the next run.

The cooling water temperature of the low-temperature side cooling water circuit C1 is about 0 to 5 ° C., and the temperature at which the passenger feels cold during cooling is 15 to 20 ° C. Therefore, as the heat storage agent used for the low temperature side heat storage device 95, a material capable of storing latent heat at a temperature of 5 to 15 ° C. between these two temperature zones (material that changes phase between solid and liquid) is suitable.

The high temperature side heat accumulator 96 stores the heat of the cooling water in the high temperature side cooling water circuit C2 when the vehicle is parked. The warm heat stored in the high temperature side heat accumulator 96 is returned to the cooling water that circulates through the heater core 17 and used for vehicle interior heating during the next travel.

The cooling water temperature of the high-temperature side cooling water circuit C2 is about 60 to 65 ° C., and the temperature at which the passenger feels warm during heating is 45 ° C. or more. Therefore, as the heat storage agent used for the high temperature side heat storage device 96, a material capable of storing latent heat at 45 to 60 ° C. between these two temperature zones (material that changes phase between solid and liquid) is suitable.

The low temperature side regenerator 95 is disposed in the low temperature side regenerator flow path 97. The high temperature side heat accumulator 96 is disposed in the high temperature side heat accumulator flow path 98.

One end of the low temperature side heat accumulator flow path 97 is connected to the sixth outlet 21 h of the first switching valve 21. In other words, the cooling water inlet side of the low temperature side heat accumulator 95 is connected to the sixth outlet 21 h of the first switching valve 21.

The other end of the low temperature side heat accumulator flow path 97 is connected to the sixth inlet 22 h of the second switching valve 22. In other words, the sixth water inlet 22 h of the second switching valve 22 is connected to the coolant outlet side of the low temperature side heat accumulator 95.

One end of the high-temperature side heat accumulator flow path 98 is connected to the seventh outlet 21 i of the first switching valve 21. In other words, the coolant outlet side of the high temperature side heat accumulator 96 is connected to the seventh outlet 21 i of the first switching valve 21.

The other end of the high-temperature side heat accumulator flow path 98 is connected to the seventh inlet 22 i of the second switching valve 22. In other words, the coolant outlet side of the high temperature side heat accumulator 96 is connected to the seventh inlet 22 i of the second switching valve 22.

The control device 70 controls the operation of the first switching valve 21 and the second switching valve 22 so as to be in the heat storage mode shown in FIG. 15 after the vehicle is parked (after the ignition switch 91 is turned off). .

In the heat storage mode, the first switching valve 21 and the second switching valve 22 connect the low temperature side heat storage device 95 to the low temperature side cooling water circuit C1, and connect the high temperature side heat storage device 96 to the high temperature side cooling water circuit C2. As a result, the cold heat of the cooling water in the low-temperature side cooling water circuit C1 is stored in the low-temperature side heat storage device 95, and the warm heat of the cooling water in the high-temperature side cooling water circuit C2 is stored in the high-temperature side heat storage device 96.

Therefore, the temperature of the cooling water in the low-temperature side cooling water circuit C1 can be quickly lowered to an appropriate temperature range (0 to 5 ° C.) using the cold energy stored in the low-temperature side heat accumulator 95 during the next run. As a result, the cooler core 16 can quickly start cooling.

During the next run, the temperature of the cooling water in the high temperature side cooling water circuit C2 can be quickly raised to an appropriate temperature range (about 60 ° C.) using the heat stored in the high temperature side heat accumulator 96. Heating can be started promptly at 17. The battery and the engine 61 can also be warmed up using the warm heat stored in the high temperature side heat accumulator 96.

During traveling, hot water of about 60 ° C. (medium temperature zone) flows through the cooling water heater 15, the heater core 16, and the

inverter

19, and 80 to 100 ° C. passes through the engine cooling circuit 60 and the cooling water cooling water heat exchanger 18. Hot water (high temperature zone) is flowing.

Therefore, when the waste heat of the engine 61 is stored in the high-temperature side heat accumulator 96, the high-temperature cooling water is circulated between the intermediate-temperature inverter 19 and the heater core 17 and the high-temperature side heat accumulator 96 to generate intermediate-temperature heat. After the heat is stored, by circulating the cooling water between the high-temperature zone cooling water cooling water heat exchanger 18 and the high temperature side heat storage device 96, the high temperature side heat storage device 96 can efficiently recover the warm heat of the cooling water. .

In the present embodiment, the first switching valve 21, the second switching valve 22, and the switching control unit 70b connect the low temperature side heat accumulator 95 to the cold temperature side cooling water circuit C1 when the vehicle is stopped. Thereby, the cold heat which the cooling water of the low temperature side cooling water circuit C1 has can be stored in the low temperature side heat accumulator 95.

In the present embodiment, the first switching valve 21, the second switching valve 22, and the switching control unit 70b connect the low temperature side heat accumulator 95 to the cooler core 16 when the vehicle travels. Thereby, since the temperature of the cooling water of the low temperature side cooling water circuit C1 can be rapidly reduced using the cold energy stored in the low temperature side heat accumulator 95, the cooler core 16 can start cooling quickly. .

In the present embodiment, the first switching valve 21, the second switching valve 22, and the switching control unit 70b connect the high temperature side heat accumulator 96 to the high temperature side cooling water circuit C2 when the vehicle is stopped. Thereby, the heat which the cooling water of the high temperature side cooling water circuit C2 has can be stored in the high temperature side heat accumulator 96.

In the present embodiment, the first switching valve 21, the second switching valve 22, and the switching control unit 70b connect the high temperature side heat accumulator 96 to the heater core 17 when the vehicle travels. Thereby, since the temperature of the cooling water of the high temperature side cooling water circuit C2 can be rapidly raised using the heat stored in the high temperature side heat accumulator 96, the heater core 17 can start heating quickly. .

The first switching valve 21, the second switching valve 22, and the switching control unit 70 b connect the high temperature side heat accumulator 96 to the battery temperature adjustment heat exchanger 20 when the vehicle travels, and the heat stored in the high temperature side heat accumulator 96 is stored. Can be used to warm up the battery.

The first switching valve 21, the second switching valve 22, and the switching control unit 70b are stored in the high temperature side heat accumulator 96 if the high temperature side heat accumulator 96 is connected to the cooling water cooling water heat exchanger 18 during vehicle travel. The engine 61 can be warmed up using the heat.

(Other embodiments)
The above embodiment can be variously modified as follows, for example.

(1) In each of the above embodiments, cooling water is used as a heat medium for adjusting the temperature of the temperature adjustment target device, but various media such as oil may be used as the heat medium.

Nanofluid may be used as the heat medium. A nanofluid is a fluid in which nanoparticles having a particle size of the order of nanometers are mixed. In addition to the effect of lowering the freezing point as in the case of cooling water using ethylene glycol (so-called antifreeze liquid), the following effects can be obtained by mixing the nanoparticles with the heat medium.

That is, the effect of improving the thermal conductivity in a specific temperature range, the effect of increasing the heat capacity of the heat medium, the effect of preventing the corrosion of metal pipes and the deterioration of rubber pipes, and the heat medium at an extremely low temperature The effect which improves the fluidity | liquidity of can be acquired.

Such an effect varies depending on the particle configuration, particle shape, blending ratio, and additional substance of the nanoparticles.

According to this, since the thermal conductivity can be improved, it is possible to obtain the same cooling efficiency even with a small amount of heat medium as compared with the cooling water using ethylene glycol.

In addition, since the heat capacity of the heat medium can be increased, the amount of heat stored in the heat medium itself (cold heat stored by sensible heat) can be increased.

By increasing the amount of cold storage heat, even when the compressor 32 is not operated, the cooling and heating temperature control of the equipment using the cold storage heat can be carried out for a certain amount of time. Can be realized.

The aspect ratio of the nanoparticles is preferably 50 or more. This is because sufficient thermal conductivity can be obtained. The aspect ratio is a shape index that represents the ratio of the vertical and horizontal dimensions of the nanoparticles.

Nanoparticles containing any of Au, Ag, Cu and C can be used. Specifically, Au nanoparticle, Ag nanowire, CNT (carbon nanotube), graphene, graphite core-shell nanoparticle (a structure such as a carbon nanotube surrounding the above atom is included as a constituent atom of the nanoparticle. Particles), Au nanoparticle-containing CNTs, and the like can be used.

(2) In the refrigeration cycle 31 of each of the above embodiments, a chlorofluorocarbon refrigerant is used as the refrigerant. However, the type of the refrigerant is not limited to this, and natural refrigerant such as carbon dioxide, hydrocarbon refrigerant, or the like is used. It may be used.

Further, the refrigeration cycle 31 of each of the above embodiments constitutes a subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed the critical pressure of the refrigerant, but the supercritical refrigeration cycle in which the high-pressure side refrigerant pressure exceeds the critical pressure of the refrigerant. May be configured.

(3) In the above embodiment, the cooling water discharged from the first pump 11 or the second pump 12 exchanges heat with the engine cooling water of the engine cooling circuit 60 via the cooling water cooling water heat exchanger 18. However, the cooling water discharged from the first pump 11 or the second pump 12 may circulate through the engine cooling circuit 60 via the flow path switching valve.

In this embodiment, the cooling water flow path of the engine 61 constitutes an engine heat transfer unit that transfers heat between the engine 61 and the cooling water.

The flow path switching valve is a switching device that switches between when the cooling water discharged from the first pump 11 or the second pump 12 circulates through the engine cooling circuit 60 and when it does not circulate.

(4) In the above embodiment, the inverter 19 is provided as the heat generating device, but various heat generating devices may be provided in addition to the inverter 19. Other examples of the heat generating device include a traveling electric motor and various engine devices.

Various engine devices include turbochargers, intercoolers, EGR coolers, CVT warmers, CVT coolers, exhaust heat recovery devices, and the like.

The turbocharger is a supercharger that supercharges engine intake air (intake). The intercooler is an intake air cooler (intake heat medium heat exchanger) that cools the supercharged intake air by exchanging heat between the supercharged intake air that has been compressed by the turbocharger and becomes high temperature and the cooling water.

The EGR cooler is an exhaust cooling water heat exchanger (exhaust heat medium heat exchanger) that cools exhaust gas by exchanging heat between engine exhaust gas (exhaust gas) returned to the intake side of the engine and cooling water.

CVT warmer is a lubricating oil cooling water heat exchanger (lubricating oil heat medium heat exchanger) that heats CVT oil by exchanging heat between lubricating oil (CVT oil) that lubricates CVT (continuously variable transmission) and cooling water. It is.

The CVT cooler is a lubricating oil cooling water heat exchanger (lubricating oil heat medium heat exchanger) that cools the CVT oil by exchanging heat between the CVT oil and the cooling water.

The exhaust heat recovery unit is an exhaust cooling water heat exchanger (exhaust heat medium heat exchanger) that exchanges heat between the exhaust and the cooling water to absorb the heat of the exhaust into the cooling water.

(5) In the above embodiment, the vehicle thermal management system 10 is applied to a hybrid vehicle that obtains vehicle driving force from the engine and the electric motor for traveling. However, the driving force for vehicle traveling is used as electric power for traveling. The vehicle thermal management system 10 may be applied to an electric vehicle obtained from a motor.

Claims

Pumps (11, 12) for sucking and discharging the heat medium;
A battery heat transfer section (20) for transferring heat between the battery and the heat medium;
A heat transfer unit (23, 24) for heat generation equipment that performs heat transfer between the heat generation device that generates heat when the battery is charged and the heat medium;
A heat medium outside air heat exchanger (13) for exchanging heat between the heat medium and the outside air;
A first circulation mode in which the heat medium circulates between the heat exchanger for heat-generating equipment (23, 24) and the heat exchanger outside air heat exchanger (13), and a heat exchanger for heat-generating equipment (23, 24) ) And the battery heat transfer section (20), a switching device (21, 22) for switching between the second circulation mode in which the heat medium circulates;
A vehicle thermal management system comprising: a switching control unit (70b) that controls the operation of the switching device (21, 22) when charging the battery.
When the battery temperature is equal to or lower than a predetermined temperature (α1) when charging the battery, the switching control unit (70b) is configured to switch the switching device (21, The vehicle thermal management system according to claim 1, which controls the operation of 22).
The vehicle thermal management system according to claim 2, further comprising a heat generating device control unit (70i) that reduces device efficiency of the heat generating device when the battery heating capability is insufficient in the second circulation mode.
A heat medium cooler (14) for cooling the heat medium;
A heat medium heater (15) for heating the heat medium,
The switching device (21, 22) includes the heat medium for each of the heat medium outside air heat exchanger (13), the battery heat transfer unit (20), and the heat generating unit heat transfer unit (23, 24). The state connected to the low temperature side heat medium circuit (C1) through which the heat medium cooled by the cooler (14) circulates, and the high temperature side through which the heat medium heated by the heat medium heater (15) circulates The vehicle thermal management system according to any one of claims 1 to 3, wherein a state connected to the heat medium circuit (C2) is switched.
When the temperature of the outside air is higher than the temperature of the heat medium of the low temperature side heat medium circuit (C1) when the vehicle is stopped, the switching control unit (70b) causes the battery heat transfer unit (20) to perform the low temperature operation. The vehicle thermal management system according to claim 4, wherein the operation of the switching device (21, 22) is controlled so as to be connected to a side heat medium circuit (C1).
When the temperature of the outside air is lower than the temperature of the heat medium of the high temperature side heat medium circuit (C2) when the vehicle is stopped, the switching control unit (70b) causes the battery heat transfer unit (20) to perform the high temperature. The vehicle thermal management system according to claim 4, wherein the operation of the switching device (21, 22) is controlled so as to be connected to a side heat medium circuit (C2).
The switching control unit (70b) operates the switching devices (21, 22) so that the heat medium outside air heat exchanger (13) is connected to the high temperature side heat medium circuit (C2) when the vehicle is stopped. The vehicle thermal management system according to claim 4 to be controlled.
A cooler core (16) for exchanging heat between the heat medium cooled by the heat medium cooler (14) and the blown air into the passenger compartment to cool the blown air;
In the switching device (21, 22), the cooler core (16) is connected to the low temperature side heat medium circuit (C1), and the cooler core (16) is connected to the high temperature side heat medium circuit (C2). It is designed to switch between
The said switching control part (70b) controls the action | operation of the said switching apparatus (21, 22) so that the said cooler core (16) may be connected to the said high temperature side heat medium circuit (C2) at the time of a vehicle stop. The vehicle thermal management system described in 1.
A low temperature side heat accumulator (95) for storing the cold energy of the heat medium;
The switching device (21, 22) is configured to switch between a state where the low temperature side heat accumulator (95) is connected to the low temperature side heat medium circuit (C1) and a state where it is not connected,
The switching control unit (70b) controls the operation of the switching device (21, 22) so that the low temperature side heat accumulator (95) is connected to the low temperature side heat medium circuit (C1) when the vehicle is stopped. The vehicle thermal management system according to claim 4.
A cooler core (16) for exchanging heat between the heat medium cooled by the heat medium cooler (14) and the blown air into the passenger compartment to cool the blown air;
The switching device (21, 22) is configured to switch between a state where the cooler core (16) is connected to the low temperature side heat medium circuit (C1) and a state where it is not connected,
The switch control unit (70b) controls the operation of the switching device (21, 22) so that the low temperature side heat accumulator (95) is connected to the cooler core (16) when the vehicle travels. The thermal management system for vehicles as described.
A high temperature side heat accumulator (96) for accumulating the heat of the heat medium;
The switching device (21, 22) is configured to switch between a state where the high temperature side heat accumulator (96) is connected to the high temperature side heat medium circuit (C2) and a state where it is not connected.
The switching control unit (70b) controls the operation of the switching device (21, 22) so that the high temperature side heat accumulator (96) is connected to the high temperature side heat medium circuit (C2) when the vehicle is stopped. The thermal management system for vehicles as described in any one of Claim 4, 9, and 10.
A heater core (17) for exchanging heat between the heat medium heated by the heat medium heater (15) and the blown air into the passenger compartment to heat the blown air;
The switching device (21, 22) is configured to switch between a state where the heater core (17) is connected to the high temperature side heat medium circuit (C2) and a state where it is not connected.
The said switching control part (70b) controls the action | operation of the said switching apparatus (21, 22) so that the said high temperature side heat accumulator (96) may be connected to the said heater core (17) at the time of vehicle travel. The thermal management system for vehicles as described.
The switching control unit (70b) controls the operation of the switching device (21, 22) so that the high temperature side heat accumulator (96) is connected to the battery heat transfer unit (20) when the vehicle travels. The vehicle thermal management system according to claim 11.
An engine heat transfer section (18) for transferring heat between the engine (61) and the heat medium;
The switching device (21, 22) is configured to switch between a state where the engine heat transfer section (18) is connected to the high temperature side heat medium circuit (C2) and a state where it is not connected.
The switching control unit (70b) controls the operation of the switching device (21, 22) so that the high-temperature side heat accumulator (96) is connected to the engine heat transfer unit (18) during vehicle travel. The vehicle thermal management system according to claim 11.