Vehicle thermal management device
By introducing a thermal management device into hybrid vehicles, the problem of battery heating when the engine is off is solved by using a combination of waste heat from the internal combustion engine and an electric heater, thus improving battery temperature regulation and driving range.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- TOYOTA JIDOSHA KK
- Filing Date
- 2025-10-10
- Publication Date
- 2026-06-02
AI Technical Summary
When the engine is stopped, existing technology cannot effectively use engine coolant to heat the battery, resulting in the electric heater consuming a large amount of electricity and affecting the vehicle's range.
A thermal management device is adopted, including a battery thermal circuit, a first thermal circuit, and a second thermal circuit. The waste heat of the internal combustion engine and an electric heater are used to heat the battery under different conditions. The battery temperature is regulated by the combined use of an electric pump and an electric heater.
While suppressing the power consumption of the electric heater, it effectively raises the battery temperature and improves the vehicle's range.
Smart Images
Figure CN122126045A_ABST
Abstract
Description
Technical Field
[0001] This disclosure relates to a thermal management device for vehicles. Background Technology
[0002] Japanese Patent Application Publication No. 2024-133774 discloses a battery temperature regulation system for a hybrid electric vehicle equipped with an engine and a vehicle drive motor. In this system, when the hybrid electric vehicle is operating in HV mode and the vehicle is in heating mode, in addition to the engine-driven pump, an electric pump located in the engine coolant circuit operates to circulate engine coolant to a water-to-water heat exchanger to heat the battery. Furthermore, when not in heating mode, the engine-driven pump circulates engine coolant to the water-to-water heat exchanger to heat the battery.
[0003] In the battery temperature control system described in Japanese Patent Application Publication No. 2024-133774, it is difficult to heat the battery using engine coolant when the engine-driven pump stops (when the engine is stopped). Even when the engine coolant temperature is relatively high, the water heater (electric heater) is activated to heat the battery when the engine is stopped. Therefore, the electric heater may consume a significant amount of electricity. Summary of the Invention
[0004] The purpose of this disclosure is to heat the battery while suppressing the power consumption of the electric heater.
[0005] The thermal management device disclosed herein relates to a vehicle equipped with an internal combustion engine, a motor, and a battery serving as the power source for the motor. The thermal management device includes: a battery thermal circuit for regulating battery temperature by circulating a heat transfer medium; a first thermal circuit for cooling the internal combustion engine using a heat transfer medium circulated by a first electric pump; a second thermal circuit for heating the heat transfer medium circulated by the second electric pump using an electric heater; and a heat exchanger for heat exchange between the heat transfer medium flowing through the first thermal circuit and the heat transfer medium flowing through the second thermal circuit, and the heat transfer medium circulating in the battery thermal circuit. When a battery heating request is received and the temperature of the heat transfer medium in the first thermal circuit is above a predetermined temperature, the thermal management device drives the first electric pump to perform heat exchange between the heat transfer medium in the first thermal circuit and the heat transfer medium in the battery thermal circuit. When a battery heating request is received and the temperature of the heat transfer medium in the first thermal circuit is below a predetermined temperature, the thermal management device drives the second electric pump and energizes the electric heater to perform heat exchange between the heat transfer medium in the second thermal circuit and the heat transfer medium in the battery thermal circuit.
[0006] After the internal combustion engine has warmed up, there may be a situation where, even when the internal combustion engine is stopped, the temperature of the heat medium used for cooling the engine (cooling water temperature) remains relatively high. According to this configuration, when the temperature of the heat medium in the first thermal circuit used for cooling the internal combustion engine is above a predetermined temperature when a battery heating request is received, a first electric pump is driven to exchange heat between the heat medium in the first thermal circuit and the heat medium in the battery thermal circuit. When the temperature of the heat medium in the first thermal circuit used for cooling the internal combustion engine is below a predetermined temperature when a battery heating request is received, a second electric pump is driven and an electric heater is energized to exchange heat between the heat medium in the second thermal circuit and the heat medium in the battery thermal circuit. Therefore, even when the internal combustion engine is stopped, the battery can be heated using the engine's waste heat; when the engine's waste heat cannot be utilized, the battery can be heated using the electric heater. Thus, the battery can be heated while minimizing the power consumption of the electric heater.
[0007] The preferred electric heater can be powered by the battery, which serves as the power source for the motor. Since the power consumption of the electric heater is suppressed, the decrease in vehicle range caused by the battery heating up can be prevented.
[0008] Preferably, the vehicle includes an air conditioning system for heating the passenger compartment, and the heat transfer medium flowing in the first and second heat circuits can be used for heating. According to this configuration, the electric heater used for heating can be used to heat the battery.
[0009] According to this disclosure, it is possible to heat the battery while suppressing the power consumption of the electric heater. Attached Figure Description
[0010] The features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will now be described with reference to the accompanying drawings, wherein the same symbols denote the same elements, and wherein:
[0011] Figure 1 This is a diagram illustrating a simplified configuration of the thermal management device for a vehicle according to an embodiment of this disclosure.
[0012] Figure 2 This is a flowchart illustrating an example of battery temperature control processing performed by the ECU.
[0013] Figure 3 This diagram illustrates the temperature rise of a battery that utilizes the waste heat from an internal combustion engine.
[0014] Figure 4 This diagram illustrates the temperature rise of a battery that uses an electric heater. Detailed Implementation
[0015] Embodiments of this disclosure will be described in detail with reference to the accompanying drawings. In the drawings, the same or equivalent parts are labeled with the same reference numerals without repeating their descriptions.
[0016] Figure 1 This diagram illustrates a simplified configuration of the thermal management device 10 of the vehicle 1 according to this embodiment. The vehicle 1 is a hybrid electric vehicle equipped with a battery 200, an internal combustion engine 300, and a drive motor (electric generator: MG) 134. The vehicle 1 of this embodiment is a plug-in hybrid electric vehicle (PHEV) capable of externally charging the battery 200, or it may be a hybrid electric vehicle (HEV) that does not require external charging of the battery 200.
[0017] The thermal management device 10 includes a thermal management circuit 100 and an electronic control unit (ECU) 500. The ECU 500 includes a processor 501 and a memory 502. The processor 501 executes the program stored in the memory 502 to perform various thermal management controls in the ECU 500. The ECU 500 controls the electric pumps 111, 115, 121, 131, four-way valve 400, etc., which will be described later.
[0018] The thermal management device 10 is configured to use the thermal management circuit 100 as the heat medium for thermal management of the vehicle 1. The thermal management circuit 100 includes an HT thermal circuit 110, a battery thermal circuit 120, an LT thermal circuit 130, a cooling cycle 150, and an ECU 500.
[0019] The HT thermal circuit 110 includes a flow path for the flow and circulation of the high-temperature side heat medium. The HT thermal circuit 110 includes an electric pump 111, a high-temperature radiator 112, a thermostat 113, a heater core 114, an electric pump 115, and an electric heater 116. Additionally, the HT thermal circuit 110 includes an internal combustion engine 300 and a four-way valve 400. The high-temperature side heat medium can be cooling water such as LLC (Long Life Coolant). The high-temperature side heat medium exchanges heat with each piece of equipment as it passes through them. The four-way valve 400 has ports P1 to P4, corresponding to an example of the "switching valve" of this disclosure.
[0020] An electric pump 111 and an internal combustion engine 300 are installed in flow path 110a, which is connected to thermostat 113. When the electric pump 111 is operating, the high-temperature heat medium flows in the internal combustion engine 300. Flow path 110a on the downstream side of the internal combustion engine 300 branches into flow path 110b and flow path 110c. A high-temperature radiator 112 is installed in flow path 110b, and the downstream of the high-temperature radiator 112 merges with the thermostat 113. Flow path 110c is connected to port P2 of the four-way valve 400 and branches into bypass flow path 110d. Bypass flow path 110d merges with the thermostat 113 via merging flow path 110h.
[0021] An electric pump 115 and an electric heater 116 are disposed in flow path 110e. When the electric pump 115 is operating, the high-temperature side heat medium flows in the electric heater 116. The flow path 110e downstream of the electric heater 116 is connected to port P1 of the four-way valve 400.
[0022] Port P4 of the four-way valve 400 is connected to flow path 110f. A heater core 114 is disposed in flow path 110f, and the downstream side of flow path 110f of heater core 114 is connected to confluence path 110h. Heater core 114 is used as a heat source for air conditioning unit 2.
[0023] A flow path 110g is connected to port P3 of the four-way valve 400. The flow path 110g is connected to the heat exchanger 140, and the downstream side of the heat exchanger 140 is connected to the confluence flow path 110h.
[0024] The battery thermal circuit 120 includes a flow path for the flow and circulation of a heating medium. The heating medium in the battery thermal circuit 120 can be insulating oil or an insulating antifreeze. An electric pump 121, a battery 200, a heat exchanger 140, and a cooler 160 are arranged in the flow path of the battery thermal circuit 120. The electric pump 121 circulates the heating medium in the battery thermal circuit 120. The heating medium exchanges heat with each device as it passes through. If the heating medium circulates in the battery thermal circuit 120, the heat from the high-temperature side of the heating medium can be received in the heat exchanger 140, raising the temperature of the battery 200. Furthermore, the heat from the heating medium in the battery thermal circuit 120 is absorbed in the cooler 160, cooling the battery 200. The temperature of the battery 200 can be adjusted by the heating medium circulating in the battery thermal circuit 120.
[0025] The LT thermal circuit 130 includes a flow path for the flow and circulation of the cryogenic heat medium. The LT thermal circuit 130 includes an electric pump 131, an electric auxiliary unit (ESU) 132, a power control unit (PCU) 133, an MG 134, and a cryogenic radiator 135. The electric pump 131 circulates the cryogenic heat medium within the LT thermal circuit 130. The cryogenic heat medium can be cooling water such as LLC (Long Life Coolant). The cryogenic heat medium exchanges heat with each device as it passes through them. When there is a cooling request from ESU 132, PCU 133, and MG 134, the electric pump 131 operates to cool ESU 132, PCU 133, and MG 134.
[0026] The refrigerant circulates in the refrigeration cycle 150. The refrigeration cycle 150 includes a compressor 151, a condenser 152, an electric expansion valve 153, an evaporator 154, an evaporative pressure regulator (EPR) 155, and an electric expansion valve 156. The compressor 151 compresses and discharges the refrigerant flowing from the cooler 160. The evaporator 154 serves as the cooling source for the air conditioning unit 2. The cooler 160 is connected to both the refrigeration cycle 150 and the battery thermal circuit 120, functioning as a heat exchanger. Through the cooler 160, the refrigerant circulating in the refrigeration cycle 150 exchanges heat with the heat medium flowing in the battery thermal circuit 120. When there is a cooling request for the battery 200, the cooler 160 cools the heat medium in the battery thermal circuit 120, thereby cooling the battery 200.
[0027] The air conditioning unit 2 generates heat through heat dissipation from the heater core 114 and cools by using the evaporator 154 as a cooling source. The high-temperature radiator 112, the low-temperature radiator 135, and the condenser 152 are located at the front of the vehicle 1 and efficiently exchange heat (cool) through the airflow from the vehicle 1.
[0028] Electric pumps 111, 115, and 121 operate using power from an auxiliary battery (not shown). Electric pump 111 is an example of the "first electric pump" of this disclosure, and electric pump 115 is an example of the "second electric pump" of this disclosure. Electric heater 116 operates using power from battery 200. The hybrid power system of vehicle 1 can be any of series, parallel, or series-parallel configurations. MG134, which serves as the drive motor for vehicle 1, is driven by power from battery 200. Alternatively, battery 200 and an auxiliary battery can be connected via a DC-DC converter, with power from battery 200 supplying power to the auxiliary battery.
[0029] When the internal combustion engine 300 is running, in the absence of a heating request from the air conditioning unit 2 and a heating request from the battery 200, ports P1 and P2 of the four-way valve 400 are closed. Then, the electric pump 111 operates, and the high-temperature side heat medium (LLC) flows in the cylinder block (cooling water passage) of the internal combustion engine 300. The thermostat 113 remains closed until the internal combustion engine 300 has warmed up, during which the high-temperature side heat medium flows and circulates in flow paths 110a, 110c, and the bypass flow path 110d. If the internal combustion engine 300 has warmed up and the temperature of the high-temperature side heat medium reaches a specified temperature (e.g., 85°C), the thermostat 113 opens. The high-temperature side heat medium, now cooled by the internal combustion engine 300, flows in flow path 110b and undergoes heat exchange (dissipation) in the high-temperature radiator 112, thus preventing overheating of the internal combustion engine 300. The HT thermal circuit 110, including flow path 110a, is an example of the “first thermal circuit” of this disclosure.
[0030] When the internal combustion engine 300 is running and there is a heating request from the air conditioning unit 2, ports P2 and P4 of the four-way valve 400 are connected, and the high-temperature side heat medium circulated by the electric pump 111 flows in the flow path 110f. As a result, the heat from the high-temperature side heat medium heated by the internal combustion engine 300 is dissipated from the heater core 114 to provide heating.
[0031] When a heating request is received from the air conditioning unit 2, when the internal combustion engine 300 stops or the temperature of the high-temperature side heat medium flowing in flow path 110a is low, port P1 of the four-way valve 400 is connected to port P4. Then, the electric pump 115 is activated, and the electric heater 116 is energized. Consequently, the high-temperature side heat medium flowing in flow path 110e is heated by the electric heater 116 and flows in flow path 110f, where heating is achieved through heat dissipation from the heater core 114. The HT thermal circuit 110, including flow path 110e, corresponds to an example of the "second thermal circuit" of this disclosure.
[0032] Figure 2 This is a flowchart illustrating an example of the battery temperature control process executed by ECU 500. This process is repeated at predetermined intervals when a temperature rise request from battery 200 is received. The temperature rise request from battery 200 is detected by monitoring unit 13 (see reference 13). Figure 1 The detected battery temperature TB is generated when it is below the set temperature. The set temperature can be, for example, 5°C, 0°C, or 10°C.
[0033] In step (hereinafter referred to as "S") 10, the electric pump 121 is activated. If the electric pump 121 is activated, the heat medium in the battery thermal circuit 120 circulates and receives heat from the high-temperature side heat medium in the heat exchanger 140, thereby raising the temperature of the battery 200.
[0034] In the next step, S20, it is determined whether the temperature THW of the high-temperature side heat medium flowing in the flow path 110a is above a predetermined temperature A. The temperature THW can be detected by the temperature sensor 12 installed at the outlet of the flow path 110a of the internal combustion engine 300. The temperature THW is equivalent to the cooling water temperature of the internal combustion engine 300. The predetermined temperature A can be, for example, 50°C. Alternatively, the predetermined temperature A can be set based on the battery temperature TB, or it can be set to a value higher than the battery temperature TB. If the temperature THW is above the predetermined temperature A, a positive determination is made, and the process proceeds to S30. If the temperature THW is below the predetermined temperature A, a negative determination is made, and the process proceeds to S40.
[0035] In step S30, the electric pump 111 is activated, and P2 and P3 of the four-way valve 400 are connected. While the electric pump 111 is operating, its operation continues. Figure 3 This diagram illustrates the temperature rise of the battery 200, which utilizes the waste heat from the internal combustion engine 300. If the electric pump 111 is operated and the four-way valve 400 is connected between ports P2 and P3, the high-temperature side heat medium... Figure 3 As shown by the dashed line, the battery 200 circulates in the HT thermal circuit, which includes flow path 110a and flow path 110g. The heat medium in the battery thermal circuit 120 receives heat from the high-temperature side heat medium heated by the internal combustion engine 300 in the heat exchanger 140, thereby raising the temperature of the battery 200. Thus, the waste heat of the internal combustion engine 300 can be used to raise the temperature of the battery 200.
[0036] In S40, the electric pump 115 is operated, and the electric heater 116 is energized. Then, P1 and P3 of the four-way valve 400 are connected. Figure 4 This diagram illustrates the temperature rise of battery 200 using electric heater 116. If electric pump 115 is operated, electric heater 116 is energized, and P1 and P3 of four-way valve 400 are connected, the high-temperature side heat medium... Figure 4 As shown by the dashed line, the battery 200 circulates in the HT thermal circuit, which includes flow path 110e and flow path 110g. The heat medium in the battery thermal circuit 120 receives heat from the high-temperature side heat medium heated by the electric heater 116 in the heat exchanger 140, thereby raising the temperature of the battery 200. Thus, the electric heater 116 can be used to raise the temperature of the battery 200.
[0037] right Figure 2 Regarding battery temperature control, if the battery temperature TB is below the set temperature and there is a battery temperature rise request, the process will continue; if the battery temperature TB exceeds the set temperature and the temperature rise request is cancelled, the process will end.
[0038] According to this embodiment, when there is a request to heat up the battery 200, if the temperature THW of the high-temperature side heat medium of the HT thermal circuit 110, which includes the flow path 110a for cooling the internal combustion engine 300, is above a predetermined temperature A, the electric pump 111 is driven to perform heat exchange between the high-temperature side heat medium of the flow path 110a and the heat medium of the battery thermal circuit 120. If the temperature THW is below the predetermined temperature A, the electric pump 115 is driven and the electric heater 116 is energized to perform heat exchange between the high-temperature side heat medium of the flow path 110e and the heat medium of the battery thermal circuit 120. Therefore, even if the internal combustion engine 300 is stopped, the battery 200 can be heated using the waste heat of the internal combustion engine 300, and when the waste heat of the internal combustion engine 300 cannot be utilized, the electric heater 116 can be used to heat up the battery 200. Thus, the battery 200 can be heated while suppressing the power consumption of the electric heater 116. The electric heater 116 is powered by the battery 200, which serves as the power source for the MG134. Since the power consumption of the electric heater 116 is suppressed, the decrease in the driving range of the vehicle 1 due to the heating of the battery 200 can be suppressed.
[0039] According to this embodiment, the high-temperature heat medium flowing in flow path 110a and flow path 110e is used for heating of the air conditioning unit 2. The electric heater 116 used for heating can also be used for heating the battery 200.
[0040] In the event of a heating request from the air conditioning unit 2 and a heating request from the battery 200, when the temperature THW is low, ports P1, P3, and P4 of the four-way valve 400 can be connected to activate the electric pump 115 and supply power to the electric heater 116. When the temperature THW is high or the internal combustion engine 300 is running, the electric pump 111 can be activated (or continue to operate), connecting ports P2, P3, and P4 of the four-way valve 400.
[0041] It should be considered that the embodiments disclosed herein are illustrative in all respects and are not restrictive. The scope of this disclosure is shown by the technical solutions rather than by the description of the above embodiments, and is intended to include all modifications within the meaning and scope equivalent to the technical solutions.
Claims
1. A thermal management device for a vehicle, the vehicle comprising an internal combustion engine, a motor, and a battery serving as a power source for the motor, wherein, The vehicle's thermal management device includes: The battery thermal circuit circulates the heating medium to regulate the battery temperature. The first thermal circuit utilizes a heat medium circulated by a first electric pump to cool the internal combustion engine. The second thermal circuit utilizes an electric heater to heat the heat medium circulating through the second electric pump; and A heat exchanger facilitates heat exchange between the heat medium flowing through the first heat circuit and the heat medium flowing through the second heat circuit, and between the heat medium circulating in the battery heat circuit. When there is a request to heat up the battery, When the temperature of the heat medium in the first thermal circuit is above a specified temperature, the first electric pump is driven to perform heat exchange between the heat medium in the first thermal circuit and the heat medium in the battery thermal circuit. When the temperature of the heat medium in the first thermal circuit is lower than the specified temperature, the second electric pump is driven and the electric heater is energized, so that heat exchange occurs between the heat medium in the second thermal circuit and the heat medium in the battery thermal circuit.
2. The vehicle thermal management device according to claim 1, wherein, The electric heater is powered by the battery.
3. The vehicle thermal management device according to claim 1 or 2, wherein, It also has an air conditioning system to heat the interior of the carriage. The heat transfer medium flowing in the first and second thermal circuits is used for the heating.