Thermal management system

Abstract

The invention relates to a thermal management system. A heat management system for performing heat management of a vehicle using a heat medium is provided with: a first flow path in which a storage tank is not provided; a second flow path provided with the storage tank; a switching device configured to be capable of switching between connection and separation of the first flow path and the second flow path; and a control device that controls the switching device. When at least one trigger condition among one or more preset trigger conditions is satisfied, a predetermined necessary condition is satisfied, the control device executes connection control. The one or more trigger conditions include at least one of the following conditions: an instruction relating to replacement of the heat medium is transmitted from the external tool to the control device; after the auxiliary battery is taken down from the vehicle, the control device is restarted; and the cumulative value of the number of travels of the vehicle reaches a predetermined value.

Description

Technical Field

[0001] The present disclosure relates to thermal management systems. Background Art

[0002] Japanese Patent Application Laid-Open No. 2023-063735 discloses a temperature control system having a coolant circuit. The coolant circuit includes first to fifth coolant flow paths, a five-way valve, and a storage tank. Each of the first to fifth paths is connected to the five-way valve at one end and to the storage tank at the other end. Summary of the Invention

[0003] In the system described in Japanese Patent Application Laid-Open No. 2023-063735, for example, the first through fifth paths for the flow of a heat medium, such as coolant, are all connected to a storage tank. However, depending on the vehicle's structure, it can sometimes be difficult to connect all paths (flow paths) that can be connected via a switching device (e.g., a five-way valve) to the storage tank. In such a vehicle's thermal management system, the multiple flow paths that can be connected via a switching device sometimes include a flow path separate from the storage tank. However, in a flow path separate from the storage tank, air (bubbles) can easily form and / or remain in the heat medium flowing through that flow path. When the amount of bubbles in the heat medium increases, this can contribute to degradation and / or over-rotation of the pump that circulates the heat medium.

[0004] An object of the present disclosure is to provide a heat management system capable of causing a heat medium to flow in a flow path separate from a storage tank as needed while reducing the amount of bubbles in the heat medium.

[0005] The thermal management system of the present disclosure is configured to perform thermal management of a vehicle.

[0006] The thermal management system has:

[0007] The first flow path does not have a storage tank;

[0008] The second flow path is provided with a storage tank;

[0009] a switching device capable of switching the connection and separation of the first flow path and the second flow path; and

[0010] Control device, control switching device.

[0011] The control device is configured to execute connection control for flowing the heat medium through the first flow path and the second flow path connected by the switching device when a predetermined requirement is satisfied when at least one of the one or more preset trigger conditions is established.

[0012] The one or more triggering conditions include at least one of the following conditions:

[0013] sending an instruction related to replacement of the thermal medium from an external tool connected to the vehicle to the control device (a first trigger condition);

[0014] After the auxiliary battery is removed from the vehicle, the control device is restarted (second trigger condition); and

[0015] The cumulative value of the number of trips of the vehicle accumulated under a predetermined condition reaches a predetermined value (third trigger condition).

[0016] In the above structure, the first flow path and the second flow path can be separated by a switching device. As a result, thermal management of the vehicle can be performed separately in the first flow path and the second flow path. However, bubbles may be generated in the heat medium in the first flow path separated from the storage tank. Therefore, the above control device performs control (connection control) to make the heat medium circulate in the connected first flow path and the second flow path. By connecting the first flow path to the second flow path provided with the storage tank, the heat medium in the first flow path is degassed. In addition, the above-mentioned first to third trigger conditions are easily met at the timing when the amount of bubbles in the heat medium increases to the extent that degassing is required. By setting at least one of the above-mentioned first to third trigger conditions, it is easy to perform connection control (degassing) at an appropriate timing.

[0017] According to the present disclosure, it is possible to provide a heat management system capable of causing the heat medium to flow through a flow path separate from the storage tank as needed while reducing the amount of bubbles in the heat medium. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described below with reference to the accompanying drawings, wherein like reference numerals represent like elements, and wherein:

[0019] Figure 1 1 is a diagram showing a thermal management circuit of a thermal management system according to an embodiment of the present disclosure.

[0020] Figure 2 FIG. 1 is a diagram showing a vehicle to which the thermal management system according to the present embodiment is applied.

[0021] Figure 3 1 is a diagram showing the configuration of a control device of a thermal management system according to the present embodiment.

[0022] Figure 4 This is a diagram for explaining control related to thermal management in this embodiment.

[0023] Figure 5 This is a flowchart showing the parameter setting process of this embodiment.

[0024] Figure 6 It is a diagram for explaining the operation of the thermal management system according to the present embodiment. DETAILED DESCRIPTION

[0025] The embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals, and their description will not be repeated.

[0026] The thermal management system of this embodiment includes Figure 1 The thermal management loop 100 is shown. Figure 1 This diagram shows the structure of the thermal management circuit 100. The thermal management circuit 100 includes a high-temperature flow path 110, a low-temperature flow path 130, a condenser 140, a refrigeration cycle flow path 150, a cooler 160, a battery flow path 170, and a five-way valve 180. The five-way valve 180 has five ports P1 to P5. The five-way valve 180 is configured to switch between connecting (connecting) and disconnecting (disconnecting) the low-temperature flow path 130 and the battery flow path 170. No storage tank (R / T) is provided in the low-temperature flow path 130. A storage tank 162 is provided in the battery flow path 170. The five-way valve 180 is controlled by the ECU 500. The five-way valve 180, the low-temperature flow path 130, the battery flow path 170, and the ECU 500 respectively correspond to examples of the "switching device," "first flow path," "second flow path," and "control device" in the present disclosure.

[0027] The high-temperature flow path 110 includes flow paths 110a, 110b, and 110c. A three-way valve 113 and a storage tank 115 are provided in the high-temperature flow path 110. One end of each of the flow paths 110a, 110b, and 110c is connected to the three-way valve 113, and the other end is connected to the storage tank 115. A high-temperature (HT) radiator 121 is provided in the flow path 110a. A heater core 114 is provided in the flow path 110b. A pump 111, an electric heater 112, and a condenser 140 are provided in the flow path 110c. The high-temperature flow path 110 and the refrigeration cycle flow path 150 are connected to each other via the condenser 140 so as to enable heat exchange. The refrigeration cycle flow path 150 is provided with a compressor 151, an expansion valve 152, an evaporator 153, an EPR (evaporation pressure regulating valve) 154, and an expansion valve 155.

[0028] High-temperature flow path 110 and low-temperature flow path 130 are connected to each other via a low-temperature (LT) radiator 122 for heat exchange. One end of low-temperature flow path 130 is connected to port P3 of five-way valve 180, and the other end of low-temperature flow path 130 is connected to port P5 of five-way valve 180. Low-temperature flow path 130 is provided with a pump 131, a smart power unit (SPU) 132, a power control unit (PCU) 133, an oil cooler (O / C) 134, and a buck-boost converter 135.

[0029] The refrigeration cycle flow path 150 and the battery flow path 170 are connected to each other via the cooler 160 so as to be heat exchangeable. The battery flow path 170 includes flow paths 170a, 170b, and 170c. One end of each of the flow paths 170a, 170b, and 170c is connected to the five-way valve 180, and the other end is connected to the storage tank 162. In detail, one end of the flow paths 170a, 170b, and 170c is connected to ports P2, P4, and P1 of the five-way valve 180, respectively. A battery 171 and an electric heater 172 are provided in the flow path 170a. The electric heater 172 heats at least one of the heat medium and the battery 171 in the flow path 170a. A pump 161 is provided in the flow path 170c. The flow path 170a is a cooling path that can cool the battery 171 by means of a heat medium. The flow path 170b is a bypass path that bypasses the battery 171 and is provided so as to bypass the flow path 170a. The five-way valve 180 is configured to be able to switch between the flow path 170a and the flow path 170b.

[0030] A first heat medium flows in the high-temperature flow path 110. A second heat medium flows in the refrigeration cycle flow path 150. A third heat medium flows in the low-temperature flow path 130 and the battery flow path 170, respectively. In this embodiment, a heat medium (third heat medium) of the same type as the heat medium flowing in the low-temperature flow path 130 flows in the battery flow path 170. As the first to third heat media, known heat media can be used. Examples of the second heat medium include Freon-based refrigerants, carbon dioxide gas, and propane gas. In this embodiment, liquid heat media (such as water or a coolant other than water) are used as the first and third heat media, respectively. Examples of coolants other than water include insulating oil or antifreeze such as Long Life Coolant (LLC). In this embodiment, pumps 111, 131, and 161 are each a water pump (W / P).

[0031] Flow path sensors T1, T2, T3, and T4 are installed in the high-temperature flow path 110, low-temperature flow path 130, refrigeration cycle flow path 150, and battery flow path 170, respectively. Flow path sensors T1 through T4 each include a temperature sensor that detects the temperature of the heat medium within the corresponding flow path, and a flow sensor that measures the flow rate of the heat medium flowing through the corresponding flow path. Furthermore, a battery management system (BMS) 173 is installed in the battery 171 to monitor its status. BMS 173 includes various sensors that detect the status of the battery 171 (e.g., voltage, current, and temperature) and outputs the detection results to ECU 500.

[0032] Figure 2 1 is a diagram showing an example of the structure of a vehicle equipped with a thermal management system according to the present embodiment. Figure 2The vehicle 10 is an electrified vehicle equipped with the thermal management circuit 100. The vehicle 10 is configured to be able to travel using the power output from the battery 171 (driving battery). The battery 171 may include, for example, a secondary battery such as a lithium-ion battery. The secondary battery may be a liquid secondary battery or an all-solid secondary battery. A plurality of secondary batteries may form a battery pack. Other power storage devices (for example, electric double layer capacitors) may be used instead of the secondary battery. The vehicle 10 is, for example, a battery electric vehicle (BEV) without an internal combustion engine. However, the present invention is not limited thereto, and the vehicle 10 may be a plug-in hybrid electric vehicle (PHEV) with an internal combustion engine, or another electric vehicle (xEV).

[0033] The vehicle 10 also includes a system main relay (SMR) 11, an inlet 12, a charging relay 13, a communication device 14, a motor generator (MG) 21, a transmission 22, an electric oil pump (EOP) 23, an oil circuit 24, an auxiliary battery 30, an air conditioner 40, an electronic control unit (ECU) 500, and a human machine interface (HMI) 600. The voltage of the battery 171 is higher than that of the auxiliary battery 30. The battery 171 applies a voltage to the high-voltage power line PL1. The auxiliary battery 30 applies a voltage to the low-voltage power line PL2. The air conditioner 40 is connected to the high-voltage power line PL1. For example, the heating circuit of the air conditioner 40 constitutes a high-temperature flow path 110 ( Figure 1 ), the refrigeration circuit of the air-conditioning device 40 constitutes a refrigeration circulation flow path 150 ( Figure 1 ). Buck-boost converter 135 is connected to high-voltage power line PL1 and converts DC power between battery 171 and auxiliary battery 30. Auxiliary battery 30 supplies power to onboard equipment (pumps, compressors, heaters, valves, ECU 500, etc.) connected to low-voltage power line PL2. ECU 500 controls SMR 11, charging relay 13, EOP 23, air conditioner 40, PCU 133, buck-boost converter 135, and electric heater 172.

[0034] The SMR 11 is a relay located between the battery 171 and the PCU 133. The MG 21 functions as a drive motor, rotating the drive wheels of the vehicle 10. The PCU 133 is connected to the high-voltage power line PL1 and uses the power supplied from the battery 171 to drive the MG 21. The PCU 133 includes, for example, an inverter. The MG 21 converts the power into torque. This torque is transmitted to the drive wheels of the vehicle 10 via the transmission 22. Furthermore, when the vehicle 10 decelerates, for example, the MG 21 generates regenerative power to charge the battery 171.

[0035] The EOP 23 circulates the lubricating oil in the oil circuit 24. The oil cooler 134 is used in the low temperature flow path 130 ( Figure 1 ) to cool the lubricating oil in the oil circuit 24. The oil circuit 24 cools the MG 21 and the transmission 22 with the lubricating oil.

[0036] Vehicle 10 is configured to be capable of external charging (charging battery 171 with power from outside the vehicle). An SPU 132 is provided on a charging cable CHL and functions as an onboard charger (charging circuit). SPU 132 can also function as an Electric Supply Unit (ESU). A charging relay 13 switches between connecting and disconnecting the charging cable CHL. The ECU 500 connects the charging relay 13 before starting external charging and controls the SPU 132 during charging. When the connector of a charging cable connected to vehicle-use electricity supply equipment (EVSE) 800 is connected (plugged in) to inlet 12 of parked vehicle 10, vehicle 10 is electrically connected to EVSE 800. Vehicle 10 can charge battery 171 using power input from EVSE 800 to inlet 12. One end of the charging cable CHL is connected between the SMR 11 and PCU 133, and the other end is connected to inlet 12. However, the present invention is not limited to this; one end of the charging cable CHL may also be connected between battery 171 and SMR 11.

[0037] The HMI 600 is an HMI (on-vehicle HMI) mounted on the vehicle 10 and includes an input device and a notification device. The HMI 600 may include at least one of an instrument panel, a navigation system, a center display, and a head-up display.

[0038] Figure 3 is a diagram showing the structure of ECU 500. Figure 3ECU 500 has, for example, a processor 510 such as a central processing unit (CPU), a storage device 520, and a static random access memory (SRAM) 530. The storage device 520 includes, for example, a non-volatile memory configured to store stored information. The storage device 520 stores programs. In this embodiment, various controls are performed by executing programs by the processor 510. However, various controls can also be performed by hardware (electronic circuits). SRAM 530 is a volatile memory that stores the values ​​of various parameters (for example, counter C1, counter C2, and a degassing request flag) used in the above-mentioned programs. In addition, ECU 500 has a timing function (timer). The timing function can be implemented by hardware (timer circuit) or by software.

[0039] A service tool (hereinafter referred to as a "tool") 200 includes a built-in computer having a processor 210 and a storage device 220. Furthermore, the tool 200 includes an HMI 250. The HMI 250 may include a touch panel display. The tool 200 is an example of an "external tool" in the present disclosure.

[0040] The ECU 500 also includes an interface 550 for a data link connector (DLC) 560. The DLC 560 is a connector that can be connected to the connector 260 of the tool 200 and is located, for example, near the driver's seat of the vehicle 10. The DLC 560 may be a terminal for the DLC3, which supports Controller Area Network (CAN) communication. The tool 200's storage device 220 stores a diagnostic program. By connecting the connector 260 of the tool 200 to the DLC 560, the tool 200 can read the vehicle 10 data stored in the storage device 520. For example, the tool 200 is connected to the vehicle 10 at a dealership or factory to perform vehicle 10 diagnostics. A dealership is a store that sells vehicles manufactured by an automobile manufacturer and provides after-sales service (inspection, maintenance, etc.).

[0041] The parameter values ​​stored in SRAM 530 are initialized to pre-set initial values ​​when ECU 500 is powered off. The initial values ​​of counter C1 , counter C2 , and the purge request flag are “0 (minimum value)”, “255 (maximum value)”, and “OFF”, respectively.

[0042] In this embodiment, the thermal management system uses a heat medium to perform thermal management of the vehicle 10. In addition to performing normal thermal management control (hereinafter referred to as "thermal management control"), the ECU 500 also performs degassing control (special thermal management control). For example, the thermal management circuit 100 can be controlled as follows: Figure 4 Detached mode, first attached mode, and second attached mode are shown. Figure 4 This is a diagram for explaining thermal management control and degassing control.

[0043] In split mode, ports P1 and P2 are connected, and ports P3 and P5 are connected in five-way valve 180. Port P4 is not connected to any other ports. This creates separate circuits C11 and C12. In circuit C11, port P5, low-temperature flow path 130, and port P3 are connected in series. In circuit C12, port P2, flow path 170a, storage tank 162, flow path 170c, and port P1 are connected in series. In split mode, circuit C11 (including low-temperature flow path 130) is separated from the storage tank. Therefore, degassing of the third heat medium within low-temperature flow path 130 is not performed.

[0044] On the other hand, in the first connection mode, ports P1 and P5 are connected, and ports P2 and P3 are connected in the five-way valve 180. Port P4 is not connected to any other port. This forms loop C21. In loop C21, port P5, low-temperature flow path 130, port P3, port P2, flow path 170a, storage tank 162, flow path 170c, and port P1 are connected in series. Furthermore, in the second connection mode, ports P1 and P5 are connected, and ports P3 and P4 are connected in the five-way valve 180. Port P2 is not connected to any other port. This forms loop C22. In loop C22, port P5, low-temperature flow path 130, port P3, port P4, flow path 170b, storage tank 162, flow path 170c, and port P1 are connected in series. In these first and second connection modes, the battery flow path 170 and low-temperature flow path 130 are connected via the five-way valve 180, respectively. By connecting the low-temperature flow path 130 to the battery flow path 170 provided with the storage tank 162 , the third heat medium in the low-temperature flow path 130 is degassed.

[0045] Degassing control is a control that causes the heat medium to flow through the low-temperature flow path 130 and the battery flow path 170, which are connected by the five-way valve 180 (switching device). Specifically, the ECU 500 executes degassing control by setting the thermal management circuit 100 to the first or second connection mode and driving at least one of the pumps 131 and 161. The ECU 500 performs degassing control based on the flow path sensor T2 ( Figure 1) output to obtain the temperature of the heat medium in low-temperature flow path 130. Furthermore, ECU 500 may execute degassing control in a first coupling mode when the heat medium temperature is lower than a predetermined reference value, and in a second coupling mode when the heat medium temperature is higher than the reference value. This control allows degassing of the third heat medium while suppressing a temperature increase in battery 171. The degassing control in this embodiment is an example of "coupling control."

[0046] During thermal management control, ECU 500 switches thermal management circuit 100 to any mode to perform thermal management of vehicle 10. ECU 500 can perform thermal management of vehicle 10 in any of the aforementioned separate modes, the first coupled mode, and the second coupled mode, or in other modes. During thermal management control, ECU 500 can select the optimal mode for regulating the air conditioning and / or battery 171 temperature within the vehicle cabin based on a user request and the state of vehicle 10. For example, ECU 500 can select separate mode to cool battery 171. Alternatively, ECU 500 can select the first or second coupled mode for air conditioning (e.g., a heat pump).

[0047] ECU 500 updates counter C1 during thermal management control. Counter C1 indicates the time that low-temperature flow path 130 and battery flow path 170 are connected (e.g., in the first connection mode or the second connection mode). During thermal management control, ECU 500 increments counter C1 based on the elapsed time while low-temperature flow path 130 and battery flow path 170 are connected. Then, when low-temperature flow path 130 and battery flow path 170 are disconnected, ECU 500 returns counter C1 to its initial value (0).

[0048] ECU 500 executes purge control if predetermined requirements (hereinafter referred to as "purge requirements") are met when at least one of the first through third trigger conditions is met. The first trigger condition is when an instruction to replace the heat medium is transmitted to ECU 500 from an external tool connected to vehicle 10. The second trigger condition is when ECU 500 is restarted after auxiliary battery 30 is removed from vehicle 10. The third trigger condition is when the cumulative number of times vehicle 10 has traveled, while maintaining the connection between low-temperature flow path 130 and battery flow path 170 for less than a predetermined period of time, reaches a predetermined value.

[0049] ECU 500 uses counters C1 and C2 and a purge request flag to determine whether the first to third trigger conditions and the purge requirement conditions are satisfied. Figure 5This is a flowchart showing the process of setting the counter C2 and the purge request flag. "S" in the flowchart means a step. Processing flow F1 is repeatedly executed by ECU 500.

[0050] Reference Figure 5 In S11, ECU 500 determines whether counter C1, updated in the above manner, is greater than or equal to a predetermined value (hereinafter referred to as "Th1"). In one example, Th1 is 60 seconds. If counter C1 is greater than or equal to Th1 (YES in S11), ECU 500 sets counter C2 to "0" in S21 and then proceeds to S31.

[0051] If counter C1 is less than Th1 (NO in S11), ECU 500 determines in S12 whether the vehicle 10 has switched from the Ready-ON state to the Ready-OFF state. In the Ready-ON state, the vehicle drive device (PCU 133 and MG 21), which uses electricity to rotate the drive wheels of vehicle 10, is in operation (activated). In the Ready-OFF state, the vehicle drive device is in a stopped state (inactivated). In this embodiment, power is supplied to the vehicle drive device when SMR 11 is connected. Then, if charging relay 13 is disconnected, the vehicle drive device is in operation. However, when charging relay 13 is connected, the vehicle drive device is in a stopped state, prohibiting travel of vehicle 10. When the control system (vehicle system) of vehicle 10 is stopped, charging relay 13 and SMR 11 are both disconnected. After the vehicle system (including ECU 500) is activated, HMI 600 receives a driving start instruction. When HMI 600 receives a driving start instruction from the user, ECU 500 switches the vehicle 10 from the Ready-OFF state to the Ready-ON state. This initiates a new driving phase, and HMI 600 accepts a driving end instruction. Subsequently, when HMI 600 receives a driving end instruction, ECU 500 returns vehicle 10 to the Ready-OFF state. Driving thus ends, and a YES determination is made in S12, with the process proceeding to S14. When driving ends, HMI 600 accepts another driving start instruction.

[0052] In S14, ECU 500 determines whether counter C2 is less than a specified value (hereinafter referred to as "Th4"). In the present embodiment, Th4 is greater than Th2 (described later) and less than the maximum value "255" (first value and second value). In one example, Th4 is 240. If counter C2 is less than Th4 (yes in S14), ECU 500 increments the value of counter C2 in S22 (addition of "+1"). In this way, the number of times vehicle 10 has traveled is accumulated. In addition, counter C2 indicates the accumulated value of the number of times traveled. Thereafter, the process proceeds to S31. On the other hand, if counter C2 is greater than Th4 (no in S14), the process skips S22 and proceeds to S31.

[0053] If the switch from the Ready-ON state to the Ready-OFF state is not detected (No in S12), the ECU 500 determines in S13 whether an instruction to replace the heat medium has been received from an external tool (e.g., tool 200) connected to the vehicle 10. For example, the third heat medium can be replaced at a dealership after a predetermined period (approximately 15 years) has passed since the initial state (new vehicle). The operator replacing the heat medium can connect tool 200 to the DLC 560 of the vehicle 10 and use tool 200 to control the thermal management circuit 100. For example, the heat medium replacement is performed in the following sequence: tool 200 is set to open all valves of the five-way valve 180 (a mode not used in normal thermal management control). After the operator removes the used third heat medium from the vehicle 10 and injects new third heat medium into the vehicle 10, tool 200 sets the thermal management circuit 100 to the first or second connection mode and drives at least one of pumps 131 and 161. In the newly injected third heat medium, fine air particles remain, which are likely to gather and form lumps during the running of the vehicle 10 .

[0054] During the aforementioned heat medium replacement, an instruction regarding the injection and discharge of liquid is transmitted from the tool 200 to the ECU 500. Upon receiving this instruction (YES in S13), the ECU 500 sets the counter C2 to "255 (maximum value)" in S23 and then proceeds to S31. However, while communication between the ECU 500 and the tool 200 is ongoing, control by the tool 200 takes priority, and process flow F1 is terminated. The ECU 500 can determine whether communication is ongoing based on the presence or absence of a response from the tool 200. On the other hand, if the heat medium is not being replaced using an external tool, that is, if the ECU 500 has not received an instruction regarding the injection and discharge of liquid (NO in S13), the process skips S23 and proceeds to S31.

[0055] As described above, the value of counter C2 (parameter) is updated. Specifically, each time the number of times vehicle 10 travels while the value of counter C1 does not reach Th1 (No in S11) increases, ECU 500 updates the value of counter C2 in S22. The value of counter C1 represents the time that the low-temperature flow path 130 and battery flow path 170 remain connected. When the value of counter C1 reaches Th1 (Yes in S11), ECU 500 sets the value of counter C2 to "0" in S21. When ECU 500 receives an instruction to replace the heat medium from an external tool connected to vehicle 10 (Yes in S13), ECU 500 sets the value of counter C2 to the maximum value (first value) in S23.

[0056] Furthermore, when the ECU 500 is powered off due to the auxiliary battery 30 being removed from the vehicle 10 (terminals removed), and subsequently restarted, the counter C2 is initialized and reaches its maximum value (the second value). Furthermore, if an abnormality (e.g., a malfunction) occurs in the SRAM 530, the counter C2 is also initialized and reaches its maximum value (the second value). In this embodiment, the first and second values ​​are the same value. However, the present invention is not limited to this, and the first and second values ​​may be set to different values.

[0057] In this embodiment, a predetermined increment or decrement of counter C2 is pre-assigned to each of a plurality of events (such as end of travel, external tool indication, auxiliary battery removal, SRAM abnormality, and degassing completion). When one of these events occurs, counter C2 is incremented or decremented for that event.

[0058] In S31, ECU 500 determines whether counter C2 is greater than or equal to a predetermined value (hereinafter referred to as "Th2"). In one example, Th2 is 40. If counter C2 is greater than or equal to Th2 (YES in S31), processing proceeds to S32. In S32, ECU 500 determines whether a predetermined time (hereinafter referred to as "time Th3") has elapsed since vehicle 10 entered the Ready-ON state. In one example, time Th3 is 60 seconds. If time Th3 has elapsed since vehicle 10 entered the Ready-ON state (YES in S32), ECU 500 sets the degassing request flag to "ON" in S33.

[0059] If counter C2 is less than Th2, S31 determines "No," and the process proceeds to S34. If time Th3 has not elapsed since vehicle 10 entered the Ready-ON state, or if vehicle 10 is in the Ready-OFF state, S32 determines "No," and the process proceeds to S34. In S34, ECU 500 sets the purge request flag to "OFF." If the purge request flag value is set in S33 or S34, the process returns to the initial step (S11).

[0060] Figure 6 ECU 500 is a diagram for explaining the operation of the thermal management system. Figure 6 Processing flow F2 shown selects and executes either thermal management control or degassing control. In this embodiment, HMI 600 receives system startup and shutdown instructions. When HMI 600 receives a system startup instruction from the user while the vehicle system is in a stopped state, ECU 500 activates and begins processing flows F1 and F2, respectively. While ECU 500 is in operation, processing flows F1 and F2 execute in parallel.

[0061] In process flow F2, ECU 500 determines in S51 whether the purge request flag is "ON." If the purge request flag is "ON" (YES in S51), ECU 500 determines in S52 whether vehicle 10 is in a state where purge is possible. ECU 500 can determine whether vehicle 10 is in a state where purge is possible based on at least one of the vehicle's driving condition, the vehicle's air conditioning condition, and the battery's 171 condition. For example, if vehicle 10 is in steady driving or parked, air conditioning system 40 is in steady operation or stopped, and the battery's 171 temperature is within a specified range (recommended temperature range), ECU 500 can determine that vehicle 10 is in a state where purge is possible. If vehicle 10 is in transient driving (e.g., during acceleration or deceleration), air conditioning system 40 is in transient operation, or the battery's 171 temperature is outside the specified range, ECU 500 can determine that vehicle 10 is not in a state where purge is possible.

[0062] When the vehicle 10 is in a state where degassing is possible (YES in S52 ), the ECU 500 executes the above-described degassing control in S70 (see Figure 4). ECU500 controls the thermal management circuit 100 (including the five-way valve 180) to continuously perform degassing control until the degassing of the third heat medium flowing in the low-temperature flow path 130 and the battery flow path 170 is completed. ECU500 can determine that the degassing of the heat medium is completed when a prescribed time (hereinafter referred to as "degassing time") has passed since the start of degassing control. The degassing time can be variable. ECU500 can also determine the degassing time based on the value of the counter C2. In this embodiment, with respect to the third trigger condition, an upper limit protection ( Figure 5 Th4 in S14 of ). Therefore, ECU500 is able to distinguish between degassing control based on the third trigger condition and degassing control based on other trigger conditions based on the value of counter C2. ECU500 can also change the degassing time by the degassing control based on the third trigger condition and the degassing control based on other trigger conditions. The larger the value of counter C2, the longer the degassing time can be made by ECU500. The amount of bubbles (air) in the heat medium tends to increase during the travel of the vehicle 10. For example, fine bubbles may be generated in the heat medium due to shaking of the liquid level of the storage tank when the vehicle 10 travels on a rough road. However, the degassing time can also be a fixed value. In addition, the method for judging whether the degassing is completed is not limited to the above method. For example, ECU500 can also judge whether the degassing is completed based on the state of the heat medium.

[0063] When degassing of the third heat medium is complete, the process proceeds to S80. In S80, ECU 500 sets the degassing request flag to "OFF" and resets counter C2 to "0 (minimum value)." The process then returns to the initial step (S51). However, during the execution of degassing control, if a specified termination condition is met, degassing control may be terminated before degassing is completed. Furthermore, if degassing control is terminated, the process of S80 may be skipped, and degassing control may be resumed in S70 after the cause of the termination is resolved.

[0064] If the vehicle 10 is not in a state where degassing is possible (No in S52), the process proceeds to S60. If the degassing request flag is "OFF" (No in S51), the process also proceeds to S60. In S60, the ECU 500 executes the aforementioned thermal management control (see Figure 4 ). Thereafter, the process returns to S51. While the purge request flag is "OFF" or while the vehicle 10 is not in a state capable of purge, the thermal management control is continuously executed (S60).

[0065] Figure 6 The line L in FIG. 1 shows that the processing flow F1 and F2 are repeatedly executed by the ECU 500 (see FIG. Figure 5 and Figure 6) is an example of the transition of the value of the counter C2 at the time of t1. "t" in the time chart means timing. t1 corresponds to the timing when the assembly of the vehicle 10 is completed (at the time of factory shipment).

[0066] Since the counter C2 is at an initial value when the ECU 500 is started, at t1, Figure 5 Therefore, the degassing control is performed by satisfying the degassing necessary conditions. The degassing necessary conditions in this embodiment are Figure 5 S32 and Figure 6 The condition is satisfied when both S52 and S53 are determined to be YES. If the vehicle 10 is set to the Ready-ON state at the time of factory shipment and the vehicle 10 becomes ready for degassing after the time Th3 has elapsed, the degassing control is executed.

[0067] Furthermore, after the vehicle 10 is shipped, the third trigger condition is met at t2, satisfying the degassing requirements and executing the degassing control. While the value of counter C1 remains below Th1, the ECU 500 accumulates the number of times the vehicle 10 has traveled. If the accumulated number of travels reaches a predetermined value (Th2), and the degassing requirements are satisfied, the degassing control is executed. Under these conditions, it is believed that the greater the accumulated number of travels, the greater the amount of bubbles in the heat medium. This third trigger condition facilitates executing the degassing control at the appropriate timing.

[0068] The degassing conditions in this embodiment include a predetermined time ( Figure 5 S32 of the ECU). This makes it easier to perform degassing control in a stable vehicle 10. For example, immediately after starting the vehicle system, the vehicle 10 tends to be in a predetermined initial state (default). If sufficient time has passed since the vehicle drive system became operational, the vehicle 10 is less susceptible to the effects of this initial setting. Furthermore, since the vehicle drive system is stopped (inactive) during external charging, degassing control is not performed during external charging. During external charging, the state of the battery 171 becomes unstable. Therefore, the ECU 500 prioritizes temperature management of the battery 171 over degassing during external charging.

[0069] Thereafter, at t3, the value of the counter C1 reaches Th1, and the value of the counter C2 becomes "0" ( Figure 5 When the value of counter C1 reaches Th1, degassing is complete during thermal management control (S60). If the connection between low-temperature flow path 130 and battery flow path 170 continues for a sufficiently long time, degassing of the heat medium is performed during this period. This significantly reduces the amount of bubbles in the heat medium.

[0070] Thereafter, at t4, the vehicle 10 receives after-sales service at a dealer. At this time, when the heat medium is replaced using an external tool, the operation based on the first trigger condition ( Figure 5 Alternatively, when the auxiliary battery 30 is removed for maintenance, the degassing control based on the second trigger condition (see S13, S23) is executed. Figure 3 、 Figure 5 ) for degassing control.

[0071] As described above, the thermal management system according to this embodiment can reduce the amount of bubbles in the heat medium while allowing the heat medium to flow in a flow path separate from the storage tank as needed. Furthermore, in the above embodiment, three trigger conditions (first to third trigger conditions) are set, but only one or two of the first to third trigger conditions may be set. Furthermore, the necessary conditions for degassing include the lapse of a specified time after the vehicle drive device becomes operational (first necessary condition) and the vehicle being in a state capable of degassing (second necessary condition). However, this is not limiting, and one of the first and second necessary conditions may be excluded, or other necessary conditions may be added in place of at least one of the first and second necessary conditions. In the above embodiment, an in-vehicle HMI is used as the user terminal. However, this is not limiting, and a mobile terminal that can be carried by the user may also be used as the user terminal.

[0072] The structure of the vehicle is not limited to Figures 1 to 3 For example, other multi-way valves (e.g., six-way valve, seven-way valve, eight-way valve, nine-way valve, or ten-way valve) may be used instead of the five-way valve 180 as the switching device. Alternatively, the switching device may be formed by a plurality of multi-way valves.

[0073] Vehicles are not limited to passenger cars; they can also be buses, trucks, or work vehicles (tractors, forklifts, etc.). Vehicles can be configured to operate unmanned through autonomous or remote control. They can be automated guided vehicles (AGVs). The number of wheels is not limited to four; it can be three or five or more. Vehicles can also be configured to be wirelessly rechargeable.

[0074] The embodiments disclosed herein are to be considered in all respects as illustrative and not restrictive. The scope of the present invention is indicated by the claims rather than the description of the embodiments above, and is intended to include all modifications within the meaning and scope equivalent to the claims.

Claims

1. A thermal management system for thermal management of a vehicle, wherein: have: The first flow path does not have a storage tank; The second flow path is provided with a storage tank; a switching device configured to switch between connection and separation of the first flow path and the second flow path; as well as a control device for controlling the switching device, The control device is configured to execute connection control for causing the heat medium to flow through the first flow path and the second flow path connected by the switching device when at least one of the one or more pre-set trigger conditions is satisfied and a predetermined necessary condition is met. The one or more trigger conditions include at least one of the following conditions: an instruction related to replacement of the heat medium is sent to the control device from an external tool connected to the vehicle; After the auxiliary battery is removed from the vehicle, the control device is restarted; as well as A cumulative value of the number of times the vehicle has traveled, accumulated under prescribed conditions, reaches a prescribed value.

2. The thermal management system according to claim 1, wherein: The control device controls the switching device so as to continuously perform the coupling control until degassing of the heat medium flowing in the first flow path and the second flow path is completed.

3. The thermal management system according to claim 1 or 2, wherein: The one or more trigger conditions include the cumulative value of the number of times the vehicle has traveled under the prescribed conditions reaching the prescribed value, The control device accumulates the number of times the vehicle has traveled under the condition that the time for which the first flow path and the second flow path are connected does not reach a predetermined time, and executes the connection control if the predetermined necessary condition is satisfied when the accumulated value of the number of times traveled reaches the predetermined value.

4. The thermal management system according to claim 1 or 2, wherein: The predetermined necessary condition includes that a predetermined time has elapsed since a vehicle drive device for rotating the drive wheels of the vehicle was activated.

5. The thermal management system according to claim 1 or 2, wherein: The control device includes a storage device for storing parameter values. The control device is configured to update the value of the parameter every time the number of times the vehicle travels under the predetermined condition increases. When the control device receives an instruction related to replacement of the heat medium from an external tool connected to the vehicle, the value of the parameter becomes a first value, After the auxiliary battery is removed from the vehicle, when the control device is restarted, the value of the parameter becomes a second value.

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