WO2022208947A1 - Heat management system for vehicle and electric automobile - Google Patents

Abstract

The present invention comprises: a first control valve provided between a secondary battery and an electromotive unit on a first flow path, said first flow path circulating a fluid medium to the electromotive unit, a heater core, a radiator, the secondary battery, the electromotive unit, the heater core, the radiator, and the secondary battery, in that order; a second control valve provided between the heater core and the radiator on the first flow path; and a control device that controls the first control valve and the second control valve. Further comprised are a second flow path from a second flow outlet of the second control valve and a third flow path connecting the first flow path and the second flow path.

Description

Thermal management systems for vehicles and electric vehicles

The present invention relates to a vehicle thermal management system and an electric vehicle.

In recent years, hybrid vehicles and electric vehicles that drive motors with power supplied from secondary batteries installed in vehicles have become popular. Such vehicles include an electric unit including a motor and an inverter, and a secondary battery. Furthermore, a radiator is provided for indoor air conditioning and the like. A vehicle equipped with such devices requires a comprehensive thermal management system including an electric unit, a secondary battery, and a radiator.

Patent Document 1 describes a vehicle air conditioner. In the heating/waste heat recovery mode, the air conditioning controller opens the solenoid valve and the auxiliary expansion valve to control the degree of opening of the auxiliary expansion valve while the refrigerant circuit is in heating operation. The first to third three-way valves are controlled to set the flow of the heat medium in the heat medium piping to the first flow path control state, and the first circulation pump is operated. The heat medium absorbed by the refrigerant in the heat medium flow path of the refrigerant-heat medium heat exchanger and cooled is circulated to the traveling motor, where heat is exchanged with the traveling motor to recover waste heat from the traveling motor. At the same time, the running motor is cooled, but since the heat medium is not circulated in the battery, the battery is not cooled by the refrigerant, and waste heat recovered from the running motor is transferred to the refrigerant in the refrigerant-heat medium heat exchanger It is pumped up and contributes to the heating of the passenger compartment in the radiator.

JP 2020-026196 A

The device described in Patent Document 1 requires a large number of valves to control the flow path, which makes the flow path complicated, and makes it impossible to accurately perform comprehensive thermal management including the electric unit, the secondary battery, and the radiator. could not.

A thermal management system for a vehicle according to the present invention includes an electric unit including a motor and an inverter, a heater core for heating conditioned air using a fluid medium flowing through the electric unit as a heat source, a radiator for cooling the fluid medium by a radiator fan, a secondary battery that supplies direct current power to the electric unit; and a first flow path that sequentially circulates the fluid medium through the electric unit, the heater core, the radiator, and the secondary battery, the secondary battery and the electric motor. a first control valve provided in the first flow path between the unit and controlling the flow of the fluid medium; and a first control valve provided in the first flow path between the heater core and the radiator for controlling the flow of the fluid medium. a second control valve that controls flow; and a controller that controls the first control valve and the second control valve, wherein the first control valve is downstream of the radiator and upstream of the secondary battery. a first inlet connected to the first flow path, a second inlet connected to the first flow path downstream from the secondary battery, and a second flow path from the second outlet of the second control valve and a first outlet connected to the first flow path upstream of the electric unit, and the second control valve is a first control valve connected to the first flow path downstream of the heater core. a first outlet directed upstream of the radiator; and a second outlet directed through the second flow path to the third inlet of the first control valve, and downstream of the radiator. a third flow path that connects the first flow path and the second flow path upstream of the secondary battery.
An electric vehicle according to the invention comprises a vehicle thermal management system.

According to the present invention, comprehensive heat management including the electric unit, secondary battery, and radiator can be performed accurately.

1 is a diagram showing a configuration diagram of a vehicle thermal management system and flow paths in a first mode; FIG. FIG. 2 is a diagram showing a configuration diagram of a vehicle thermal management system and a flow path in a second mode; FIG. FIG. 3 is a diagram showing a configuration diagram of a vehicle thermal management system and flow paths in a third mode; FIG. 10 is a diagram showing a configuration diagram of a vehicle thermal management system and flow paths in a fourth mode; 4(A), (B), and (C) are diagrams showing tables referred to by the control device in the first mode and the second mode; FIG. (A), (B), and (C) are diagrams showing tables referred to by the control device in the third mode and the fourth mode; 4 is a flowchart showing processing of the control device;

Hereinafter, embodiments of the present invention will be described with reference to the drawings. The following description and drawings are examples for explaining the present invention, and are appropriately omitted and simplified for clarity of explanation. The present invention can also be implemented in various other forms. Unless otherwise specified, each component may be singular or plural.

The position, size, shape, range, etc. of each component shown in the drawings may not represent the actual position, size, shape, range, etc. in order to facilitate the understanding of the invention. As such, the present invention is not necessarily limited to the locations, sizes, shapes, extents, etc., disclosed in the drawings.

When there are multiple components with the same or similar functions, they may be described with the same reference numerals and different subscripts. However, if there is no need to distinguish between these multiple constituent elements, the subscripts may be omitted in the description.

Also, in the following description, there are cases where processing performed by executing a program is described, but the program is executed by a processor (for example, CPU, GPU) to appropriately perform the specified processing using storage resources ( For example, a memory) and/or an interface device (for example, a communication port) or the like is used, so processing may be performed by a processor. Similarly, a main body of processing executed by executing a program may be a controller having a processor, a device, a system, a computer, or a node. The subject of the processing performed by executing the program may be an arithmetic unit, and may include a dedicated circuit (for example, FPGA or ASIC) that performs specific processing.

A program may be installed on a device such as a computer from a program source. The program source may be, for example, a program distribution server or a computer-readable storage medium. When the program source is a program distribution server, the program distribution server may include a processor and storage resources for storing the distribution target program, and the processor of the program distribution server may distribute the distribution target program to other computers. Also, in the following description, two or more programs may be implemented as one program, and one program may be implemented as two or more programs.

FIG. 1 is a configuration diagram of a vehicle thermal management system 100. As shown in FIG.
In this embodiment, an electric vehicle including the vehicle thermal management system 100 will be described as an example, but the present embodiment can be applied to a vehicle such as a hybrid vehicle having a similar configuration. In the vehicle thermal management system 100 shown in FIG. 1, the flow path through which the fluid medium circulates is mainly shown, and the illustration of other components provided in the vehicle is omitted.

The vehicle thermal management system 100 includes a first control valve 101 and a second control valve 102 that are provided in the flow path and control the flow of the fluid medium. The control device 103 controls the opening degrees of the inlets I11, I21, I31 and the outlet O11 of the first control valve 101, and the inlet I12 and the outlets O12, O22 of the second control valve 102, thereby controlling the flow of the fluid medium. Restrict flow, cut off, or flow.

Furthermore, the vehicle thermal management system 100 includes an electric power unit (PCU) 104, a DCDC converter 105, a charging device 106, a PTC (Positive Temperature Coefficient) heater 107, a heater core 108, a radiator fan 109, a radiator 110, a chiller 111, a secondary battery 112, an electric pump 113, and an ATF cooler 114.

The electric unit 104 includes a vehicle-driving motor and an inverter that supplies a driving alternating current to the motor. A temperature sensor T<b>1 is provided in the electric unit 104 , and temperature information detected by the temperature sensor T<b>1 is transmitted to the control device 103 .

The DCDC converter 105 converts a DC voltage supplied from an external power supply (not shown) into a high-voltage DC voltage, and supplies the DC voltage to the charging device 106 . Charging device 106 charges secondary battery 112 .

The PTC heater 107 is a heating device using a resistor as a heating element, and is driven by a signal from the control device 103 . Note that the PTC heater 107 is an example of a heat generating device included in the vehicle thermal management system 100, and the vehicle thermal management system 100 may be configured by a heat generating device other than the PTC heater 107. For example, a heat-generating device using other heat-generating elements including a Peltier element, a heat-generating device using a heat pump, or the like can be used instead of the PTC heater 107 . Heat from the PTC heater 107 is transferred to the heater core 108 . The heater core 108 heats the conditioned air by using the fluid medium flowing through the electric unit 104 and the PTC heater 107 as a heat source, and heats the fluid medium in the flow path. A temperature sensor T2 for detecting the heater outlet temperature is provided on the flow path output side of the heater core 108 . The PTC heater 107 and the heater core 108 are also used for heating the interior air conditioning of the vehicle based on the temperature detected by the temperature sensor T2.

A radiator fan 109 of the radiator 110 is driven by a signal from the control device 103 to cool the indoor air conditioner and the fluid medium in the flow path.

Chiller 111 is driven by a signal from controller 103 and uses gaseous refrigerant to cool the fluid medium in the flow path.
The secondary battery 112 supplies DC power to the electric unit 104 . A temperature sensor T<b>3 is provided in the secondary battery 112 , and temperature information detected by the temperature sensor T<b>3 is transmitted to the control device 103 .

The electric pump 113 is provided in a flow path between the first control valve 101 and the electric unit 104 and discharges the fluid medium in the flow path toward the electric unit 104 to circulate the fluid medium.
The ATF cooler 114 cools oil for the drive motor and the transmission, and is provided in a fourth passage P4, which will be described later, in parallel with the passage passing through the electric unit 104. As shown in FIG. ATF is an abbreviation for automatic transmission fluid.

The control device 103 receives vehicle information, such as whether the vehicle is being charged from an external power source or whether the ignition switch is turned on, from a vehicle host control device (not shown). Then, based on the temperature information detected by the temperature sensors T1 and T3, the first control valve 101, the second control valve 102, etc. are controlled to determine the flow path.

The vehicle thermal management system 100 has a first flow path P1, a second flow path P2, a third flow path P3, and a fourth flow path P4. The first flow path P1 returns from the electric pump 113 to the electric pump 113 via the electric unit 104, the DCDC converter 105, the charging device 106, the PTC heater 107, the heater core 108, the radiator 110, the chiller 111, and the secondary battery 112. flow path.

The second flow path P2 is a flow path that connects from the second outflow port O22 of the second control valve 102 to the third inflow port I31 of the first control valve 101. The third flow path P3 is a flow path that connects the first flow path P1 and the second flow path P2 downstream of the radiator 110 and upstream of the secondary battery 112 .

The fourth flow path P4 is a flow path passing through the ATF cooler 114 in parallel with the flow path passing through the electric unit 104 of the first flow path P1, and is the first flow path between the electric pump 113 and the electric unit 104. P1 and the first flow path P1 between the charging device 106 and the PTC heater 107 .

FIG. 1 is a configuration diagram of the vehicle thermal management system 100, and the flow paths in the first mode are illustrated with black lines and arrows. That is, the black lines indicate the channels in which the fluid medium flows in the direction of the arrows, and the white lines indicate the blocked channels.

The first mode is a mode for warming up the secondary battery 112, and the fluid medium flowing out from the electric pump 113 flows from the first flow path P1 to the electric unit 104, the DCDC converter 105, the charging device 106, and the first flow. It flows to the ATF cooler 114 of the fourth flow path P4 branched from the path P1. The fourth flow path P4 then joins the first flow path P1 and the fluid medium flows to the PTC heater 107, the heater core 108 and the second control valve 102. Then, it flows from the second control valve 102 to the secondary battery 112 via the second flow path P2 and the third flow path P3. Further, the fluid medium flows from the secondary battery 112 to the first control valve 101, returns to the electric pump 113, and circulates.

In the first mode, when the temperature of the secondary battery 112 is lower than the predetermined temperature and the outside air temperature is low, the PTC heater 107 is energized and the PTC heater 107 and the heat of the DCDC converter 105 raises the temperature of the secondary battery 112 . When the temperature of the secondary battery 112 is lower than a predetermined temperature and the outside air temperature is low, the PTC heater 107 is energized when the ignition switch is turned on (when the vehicle is running), and the heat from the PTC heater 107 Moreover, the temperature of the secondary battery 112 is raised by the heat from the electric unit 104 and the ATF cooler 114 .

FIG. 2 is a configuration diagram of the vehicle thermal management system 100, and the flow paths in the second mode are illustrated with black lines and arrows. A black line indicates a channel through which the fluid medium flows in the direction of the arrow, and a white line indicates a blocked channel.

The second mode is a mode for controlling the temperature of the secondary battery 112 at an appropriate temperature. It flows to the ATF cooler 114 of the fourth flow path P4 branched from the flow path P1. The fourth flow path P4 then joins the first flow path P1 and the fluid medium flows to the PTC heater 107, the heater core 108 and the second control valve 102. Then, it flows from the second control valve 102 to the first control valve 101 via the radiator 110 , the chiller 111 , and the secondary battery 112 through the first flow path P<b>1 and returns to the electric pump 113 . The flow path between the chiller 111 and the secondary battery 112 also flows to the inflow port I11 of the first control valve 101 and returns to the electric pump 113 .

In the second mode, when the temperature of the secondary battery 112 is adjusted to an appropriate temperature, when the secondary battery 112 is charged from an external power source and the temperature of the secondary battery 112 is high, it is cooled by the radiator 110 or the chiller 111. The fluid medium adjusts the temperature of the secondary battery 112 to an appropriate temperature, eg, 25°C to 45°C. In addition, when the temperature of the secondary battery 112 is adjusted to an appropriate temperature, when the ignition switch is turned on (while the vehicle is running), the radiator 110 and the like are cooperatively operated according to the outside air temperature and the set target temperature. The temperature of the secondary battery 112 is adjusted to an appropriate temperature, eg, 10°C to 40°C. Furthermore, when the vehicle is running, the temperature of the electric unit 104 is adjusted to an appropriate temperature, eg, 50.degree. C. to 65.degree. Further, in these temperature adjustments, the opening degrees of the inlets I11 and I21 of the first control valve 101 are also adjusted. That is, the fluid medium flows into the first inlet I11 of the first control valve 101 from the flow path between the chiller 111 and the secondary battery 112, and flows from the secondary battery 112 into the second inlet I21. , I21, the temperature of the secondary battery 112 can be adjusted to an appropriate temperature.

FIG. 3 is a configuration diagram of the vehicle thermal management system 100, and the flow paths in the third mode are illustrated with black lines and arrows. A black line indicates a channel through which the fluid medium flows in the direction of the arrow, and a white line indicates a blocked channel.

The third mode is a mode for warming up the heater core 108, and the fluid medium flowing out from the electric pump 113 flows from the first flow path P1 to the electric unit 104, the DCDC converter 105, the charging device 106, and then to the first flow path. It flows to the ATF cooler 114 of the fourth flow path P4 branched from P1. The fourth flow path P4 then joins the first flow path P1 and the fluid medium flows to the PTC heater 107, the heater core 108 and the second control valve 102. Then, it flows from the second control valve 102 through the second flow path P2 to the first control valve 101, returns to the electric pump 113, and the fluid medium circulates. The flow path to secondary battery 112 is blocked.

In the third mode, when the temperature of the heater core 108 and the ATF cooler 114 is low, the PTC heater 107 is energized when the ignition switch is turned on (when the vehicle is running), and the heat from the PTC heater 107 The heat of the electric unit 104 raises the temperature of the heater core 108 and the ATF cooler 114 prior to the temperature of the secondary battery 112 .

FIG. 4 is a configuration diagram of the vehicle thermal management system 100, and the flow paths in the fourth mode are illustrated with black lines and arrows. A black line indicates a channel through which the fluid medium flows in the direction of the arrow, and a white line indicates a blocked channel.

The fourth mode is a mode for cooling the electric unit 104, and the fluid medium flowing out from the electric pump 113 flows from the first flow path P1 to the electric unit 104, the DCDC converter 105, the charging device 106, and the first flow. It flows to the ATF cooler 114 of the fourth flow path P4 branched from the path P1. The fourth flow path P4 then joins the first flow path P1 and the fluid medium flows to the PTC heater 107, the heater core 108 and the second control valve 102. Then, it flows from the second control valve 102 to the first control valve 101 via the radiator 110 and the chiller 111 through the first flow path P1 and returns to the electric pump 113 . The flow path to secondary battery 112 is blocked.

In the fourth mode, when the temperature of the electric unit 104 and the ATF cooler 114 is high, the fluid medium cooled by the radiator 110 and the chiller 111 is supplied to the electric unit 104 and the ATF cooler 114 when the ignition switch is turned on (while the vehicle is running). The electric unit 104 and the ATF cooler 114 are cooled preferentially over the secondary battery 112 by circulating the ATF cooler 114 . Further, the temperature is adjusted by driving the radiator fan 109 according to the temperature of the electric unit 104, cooling the fluid medium by the radiator 110, and driving the chiller 111 as necessary. Furthermore, since the fluid medium flows into the first inlet I11 of the first control valve 101 from the flow path between the chiller 111 and the secondary battery 112, by adjusting the opening of the first inlet I11, the electric unit 104 and the temperature of the ATF cooler 114 are adjusted.

FIGS. 5(A), 5(B), and 5(C) are diagrams showing tables referred to by the control device 103 in the first mode and the second mode. Each figure in FIG. 5A shows the opening degree of the first inlet I11, the opening degree of the second inlet I21, and the opening degree of the third inlet I31 of the first control valve 101. FIG. Both horizontal axes are the temperature of the secondary battery 112 or the temperature of the electric unit 104 . Note that the first outflow port O11 of the first control valve 101 is not shown because it is always open. Each drawing in FIG. 5B shows the opening degree of the first outflow port O12 and the opening degree of the second outflow port O22 of the second control valve 102 . Both horizontal axes are the temperature of the secondary battery 112 or the temperature of the electric unit 104 . Since the first inlet I12 of the second control valve 101 is always open, its illustration is omitted. Each diagram in FIG. 5C shows control of driving of the radiator fan 109, ON/OFF of driving of the PTC heater 107, and ON/OFF of driving of the chiller 111. FIG. Both horizontal axes are the temperature of the secondary battery 112 or the temperature of the electric unit 104 .

As shown in FIG. 5A, in the first mode in which the temperature of the secondary battery 112 or the electric unit 104 is lower than a predetermined value, the opening of the first inlet I11 of the first control valve 101 is closed. The opening degree of the second inlet I21 is in an open state, and the opening degree of the third inlet I31 is in a closed state.

As shown in FIG. 5A, in the second mode in which the temperature of the secondary battery 112 or the electric unit 104 is higher than a predetermined value, the degree of opening of the first inlet I11 of the first control valve 101 is , or in proportion to the increase in the temperature of the electric unit 104, and after the temperature of the secondary battery 112 or the electric unit 104 rises to a specific value, the open state is established. The degree of opening of the second inlet I21 decreases in proportion to the increase in the temperature of the secondary battery 112 or the electric unit 104 from the open state. After that, it becomes close to the closed state. After that, it increases in proportion to the increase in the temperature of the secondary battery 112 or the electric unit 104, and when the temperature of the secondary battery 112 or the electric unit 104 further rises, the open state is reached. The degree of opening of the third inlet I31 of the first control valve 101 is closed.

As shown in FIG. 5(B), in the first mode, the opening of the first outlet O12 of the second control valve 102 is closed, and the opening of the second outlet O22 is open. In the second mode, the first outflow port O12 of the second control valve 102 is open, and the second outflow port O22 is closed.

As shown in FIG. 5(C), in the first mode, the radiator fan 109 is OFF, the PTC heater 107 is ON, and the chiller 111 is OFF. In the second mode, when the temperature of the secondary battery 112 or the electric unit 104 rises and exceeds a specific value, the rotation speed of the radiator fan 109 increases stepwise in proportion to the temperature rise. Furthermore, in the second mode, the PTC heater 107 is OFF and the chiller 111 is ON when the temperature of the secondary battery 112 or the electric unit 104 is high.

FIGS. 6(A), 6(B), and 6(C) are diagrams showing tables referred to by the control device 103 in the third mode and the fourth mode. Each figure in FIG. 6A shows the opening degree of the first inlet I11, the opening degree of the second inlet I21, and the opening degree of the third inlet I31 of the first control valve 101. FIG. Both horizontal axes are temperatures of the electric unit 104 . Note that the first outflow port O11 of the first control valve 101 is not shown because it is always open. Each figure in FIG. 6B shows the opening degree of the first outflow port O12 and the opening degree of the second outflow port O22 of the second control valve 102 . Both horizontal axes are temperatures of the electric unit 104 . Since the first inlet I12 of the second control valve 101 is always open, its illustration is omitted. Each diagram in FIG. 6C shows control of driving of the radiator fan 109, ON/OFF of driving of the PTC heater 107, and ON/OFF of driving of the chiller 111. FIG. Both horizontal axes are temperatures of the electric unit 104 .

As shown in FIG. 6A, in the third mode in which the temperature of the electric unit 104 is lower than the predetermined value, the opening of the first inlet I11 of the first control valve 101 is closed, and the opening of the second inlet I21 is The degree of opening is closed, and the degree of opening of the third inlet I31 is open.

As shown in FIG. 6A, in the fourth mode in which the temperature of the electric unit 104 is higher than a predetermined value, the degree of opening of the first inlet I11 of the first control valve 101 is proportional to the temperature rise of the electric unit 104. , and when the temperature of the electric unit 104 rises to a specific value, the open state follows. The degree of opening of the second inlet I21 is closed. The degree of opening of the third inlet I31 is closed.

As shown in FIG. 6(B), in the third mode, the opening of the first outflow port O12 of the second control valve 102 is closed, and the opening of the second outflow port O22 is open. Further, in the fourth mode, the opening degree of the first outflow port O12 of the second control valve 102 is in an open state, and the opening degree of the second outflow port O22 is in a closed state.

As shown in FIG. 6(C), in the third mode, the radiator fan 109 is OFF, the PTC heater 107 is ON, and the chiller 111 is OFF. In the fourth mode, when the temperature of electric unit 104 rises and exceeds a specific value, radiator fan 109 increases its rotational speed stepwise in proportion to the rise in temperature. Furthermore, in the second mode, the PTC heater 107 is OFF and the chiller 111 is ON when the temperature of the electric unit 104 is high.

FIG. 7 is a flow chart showing processing of the control device 103 . This processing is performed by the control device 103 executing a program.
In step S701, the control device 103 acquires information indicating whether the battery is being charged from an external power source or whether the ignition switch is turned on, from a vehicle host control device (not shown). If none of the information has been acquired, the processing shown in FIG. 7 ends. If any information is acquired, the process proceeds to step S702.

At step S702, the control device 103 acquires temperature information detected by the temperature sensors T1 and T3. The temperature of the electric unit 104 is detected by the temperature sensor T1, and the temperature of the secondary battery 112 is detected by the temperature sensor T3. In addition, the outside air temperature and the like are detected.

Next, in step S703, the control device 103 determines which of the first mode to the fourth mode is based on the information acquired in step S701, the temperature detected in step S702, and the outside air temperature. . 5(A), 5(B), or 6(A), 6(B) according to the discriminated mode, the first control valve 101 and the second control valve 102 are controlled. to control. As a result, the flow path in the first mode shown in FIG. 1, the flow path in the second mode shown in FIG. 2, the flow path in the third mode shown in FIG. 3, and the flow path in the fourth mode shown in FIG. is formed.

The first mode is a flow path formed when the secondary battery 112 is being charged from the external power supply when the temperature of the secondary battery 112 is lower than the predetermined temperature and the outside air temperature is low. The first mode is a flow path formed when the ignition switch is turned on (while the vehicle is running) when the temperature of the secondary battery 112 is lower than the predetermined temperature and the outside air temperature is low. The second mode is for adjusting the temperature of the secondary battery 112 to an appropriate temperature, and is a flow path formed when the secondary battery 112 is charged from an external power source and the temperature of the secondary battery 112 is high. In the second mode, the temperature of the secondary battery 112 is adjusted to an appropriate temperature, and the flow path is formed when the ignition switch is turned on (while the vehicle is running). The third mode is a flow path formed when the ignition switch is turned on (while the vehicle is running) when the temperature of the heater core 108 or the ATF cooler 114 is low. The fourth mode is a flow path formed when the ignition switch is turned on (while the vehicle is running) when the temperature of the electric unit 104 or the ATF cooler 114 is high.

In the second mode, as shown in FIG. 5A, the first inlet I11 and the second inlet I21 of the first control valve 101 are controlled according to the temperature of the secondary battery 112 or the electric unit 104. Its opening is adjusted. In the fourth mode, the opening of the first inlet I11 of the first control valve 101 is adjusted according to the temperature of the electric unit 104, as shown in FIG. 6A.

Next, in step S704, the control device 103 refers to the table shown in FIG. 5C or FIG. It is determined whether control of at least one of the radiator fan 109, the PTC heater 107, and the chiller 111 is necessary. For example, in the first mode, the table shown in FIG. 5C is referred to and it is determined that control to energize the PTC heater 107 is necessary. In the second mode, the table shown in FIG. 5C is referred to, and if the temperature of the secondary battery 112 or the temperature of the electric unit 104 is high, it is determined that the radiator fan 109 or chiller 111 needs to be controlled. If it is the third mode or the fourth mode, the table shown in FIG. 6C is referenced to determine whether control is necessary. If it is determined that control is not necessary, the process returns to step S702. If it is determined that control is necessary, the process proceeds to step S705.

In step S705, the control device 103 refers to the table shown in FIG. 5(C) or FIG. 6(C) according to the mode, and controls at least one of the radiator fan 109, PTC heater 107, and chiller 111.

For example, in the first mode, the PTC heater 107 is energized with reference to the table shown in FIG. 5(C). As a result, the heat from the PTC heater 107 and the heat from the DCDC converter 105 increase the temperature of the secondary battery 112 . In the second mode, the table shown in FIG. 5C is referred to, and if the temperature of the secondary battery 112 or the temperature of the electric unit 104 is high, the radiator fan 109 and chiller 111 are controlled. As a result, when the temperature of the secondary battery 112 or the electric unit 104 rises and exceeds a specific value, the radiator fan 109 increases its rotational speed stepwise in proportion to the temperature rise. The PTC heater 107 is turned off, and the chiller 111 is turned on when the temperature of the secondary battery 112 or the electric unit 104 is high.

In the third mode, the PTC heater 107 is energized with reference to the table shown in FIG. 6(C). In the fourth mode, referring to the table shown in FIG. 6C, when the temperature of the electric unit 104 is high, the radiator fan 109 and the chiller 111 are controlled. As a result, when the temperature of the electric unit 104 rises and exceeds a specific value, the radiator fan 109 increases its rotational speed stepwise in proportion to the rise in temperature. The PTC heater 107 is turned off and the chiller 111 is turned on when the temperature of the electric unit 104 is high.

The flowchart shown in FIG. 7 is repeatedly executed to optimally control the thermal management of the vehicle thermal management system 100.

According to this embodiment, the opening degrees of the first inlet I11 and the second inlet I21 of the first control valve 101 are controlled steplessly according to the temperature of the secondary battery 112 or the electric unit 104. Therefore, it is possible to avoid deterioration of temperature control of air-conditioning performance and thermal shock of parts due to sudden changes in temperature. Furthermore, accurate thermal management with little temperature change can be performed.

Furthermore, by controlling the flow path through which the fluid medium flows, it is possible to comprehensively control the temperature of the electric unit 104 and the secondary battery 112, as well as the indoor air conditioning. can be done efficiently.

In addition, one electric pump 113 and two control valves (the first control valve 101 and the second control valve 102) are arranged in the flow path to circulate the fluid medium. The volume and weight mounted on the vehicle can be reduced.

According to the embodiment described above, the following effects are obtained.
(1) The vehicle thermal management system 100 includes an electric unit 104 including a motor and an inverter, a heater core 108 that heats conditioned air using the fluid medium that flows through the electric unit 104 as a heat source, and a radiator fan 109 that cools the fluid medium. A radiator 110, a secondary battery 112 that supplies DC power to the electric unit 104, and a first flow path P1 that sequentially circulates a fluid medium through the electric unit 104, the heater core 108, the radiator 110, and the secondary battery 112. A first control valve 101 is provided in the first flow path P4 between the secondary battery 112 and the electric unit 104 to control the flow of the fluid medium, and a first control valve 101 is provided in the first flow path P1 between the heater core 108 and the radiator 110. a second control valve 102 for controlling the flow of the fluid medium; A first inlet I11 connected to the first flow path P1 upstream of the secondary battery 112, a second inlet I21 connected to the first flow path P1 downstream of the secondary battery 112, and a second control valve 102. It has a third inlet I31 connected to the second flow path P2 from the outlet O22, and a first outlet O11 connected to the first flow path P1 upstream of the electric unit 104. The second control valve 102 is connected to the heater core. A first inlet I12 connected to the first flow path P1 downstream of 108, a first outlet O12 toward the upstream of the radiator 110, and a third inlet I31 of the first control valve 101 via the second flow path P2. A third flow path P3 connecting the first flow path P1 and the second flow path P2 downstream of the radiator 110 and upstream of the secondary battery 112 is provided. As a result, comprehensive thermal management including the electric unit, the secondary battery, and the radiator can be performed accurately.

The present invention is not limited to the above-described embodiments, and other forms conceivable within the scope of the technical idea of the present invention are also included in the scope of the present invention as long as the features of the present invention are not impaired. .

DESCRIPTION OF SYMBOLS 100... Thermal management system for vehicles, 101... 1st control valve, 102... 2nd control valve, I11... 1st inlet of the 1st control valve 101, I21... 1st control Second inlet of valve 101, I31... Third inlet of first control valve 101, O11... First outlet of first control valve 101, I12... First outlet of second control valve 102 Inflow port, O12: first outflow port of the second control valve 102, O22: second outflow port of the second control valve 102, 103: control device, 104: electric unit (PCU), DESCRIPTION OF SYMBOLS 105... DCDC converter, 106... Charging device, 107... PTC heater, 108... Heater core, 109... Radiator fan, 110... Radiator, 111... Chiller, 112... Secondary battery 113 Electric pump 114 ATF cooler P1 First channel P2 Second channel P3 Third channel P4 Third 4 channels, T1, T2, T3, temperature sensors.

Claims (11)

an electric unit that includes a motor and an inverter; a heater core that heats conditioned air using a fluid medium that flows through the electric unit as a heat source; a radiator that cools the fluid medium using a radiator fan; a first flow path for circulating the fluid medium in order through a secondary battery, the electric unit, the heater core, the radiator, and the secondary battery, the first flow path between the secondary battery and the electric unit; a first control valve provided in the passageway for controlling the flow of the fluid medium; and a second control valve provided in the first passageway between the heater core and the radiator for controlling the flow of the fluid medium. , a control device that controls the first control valve and the second control valve,
The first control valve has a first inlet connected to the first flow path downstream of the radiator and upstream of the secondary battery, and a second inlet connected to the first flow path downstream of the secondary battery. a third inlet connected to a second flow path from a second outlet of the second control valve; and a first outlet connected to the first flow path upstream of the electric unit,
The second control valve includes a first inlet connected to the first flow path downstream of the heater core, a first outlet leading upstream of the radiator, and the first control valve via the second flow path. and the second outlet toward the third inlet,
A thermal management system for a vehicle, comprising a third flow path that connects the first flow path and the second flow path downstream of the radiator and upstream of the secondary battery. The vehicle thermal management system of claim 1,
In a first mode for warming up the secondary battery, the control device opens the second inlet and the first outlet of the first control valve to open the first inlet and the third inlet. is closed, the first inlet and the second outlet of the second control valve are opened, and the first outlet is closed. The vehicle thermal management system of claim 1,
The control device opens the first inlet, the second inlet, and the first outlet of the first control valve in a second mode for appropriately controlling the temperature of the secondary battery, and opens the third flow. A thermal management system for a vehicle that closes an inlet, opens the first inlet and the first outlet of the second control valve, and closes the second outlet. The vehicle thermal management system of claim 1,
In a third mode in which warming is performed by the heater core, the control device opens the third inlet and the first outlet of the first control valve to open the first inlet and the second inlet. a closed state, opening the first inlet and the second outlet of the second control valve, and closing the first outlet. The vehicle thermal management system of claim 1,
In a fourth mode for cooling the electric unit, the control device opens the first inlet and the first outlet of the first control valve, and controls the second inlet and the third inlet. is closed, the first inlet and the first outlet of the second control valve are opened, and the second outlet is closed. In the vehicle thermal management system according to claim 2 or claim 4,
A heat generating device for heating the fluid medium is provided between the electric unit in the first flow path and the second control valve,
The control device heats the secondary battery or the electric unit with the heat generating device when the temperature of the secondary battery or the electric unit is lower than a predetermined temperature. In the vehicle thermal management system according to claim 3 or claim 5,
A chiller for cooling using a gas refrigerant is provided between the radiator and the secondary battery in the first flow path,
The control device cools the secondary battery or the electric unit using the chiller when the temperature of the secondary battery or the electric unit exceeds a predetermined temperature. A vehicle thermal management system according to claim 7,
The control device drives the radiator fan of the radiator according to the temperature to cool the fluid medium when the temperature of the secondary battery or the electric unit exceeds a predetermined temperature. The vehicle thermal management system of claim 1,
An electric pump is provided between the first control valve in the first flow path and the electric unit, and the electric pump pushes the fluid medium toward the electric unit to circulate the fluid medium. . A vehicle thermal management system according to claim 9,
A thermal management system for a vehicle, comprising a fourth flow path passing through an ATF cooler for cooling oil for a drive motor and a transmission in parallel with a flow path passing through the electric unit of the first flow path. An electric vehicle equipped with the vehicle heat management system according to any one of claims 1 to 5.

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