HEAT MANAGEMENT SYSTEM

Abstract

A thermal management system is provided that predicts the occurrence of system failures and delays their occurrence. The thermal management system comprises a heating medium circuit that circulates a heating medium, which has exchanged heat with a heat source, to a temperature-controlled object, and a control device 9 that controls the heating medium circuit to maintain the temperature of the temperature-controlled object. The control device 9 is characterized in that it includes a failure prediction section 63, which predicts the occurrence of a system failure based on information about the lifetime of the components of the system, and a lifetime extension control section 64, which, based on the system failure prediction by the failure prediction section 63, performs a specific lifetime extension control to delay the occurrence of the failure.

Description

TECHNICAL FIELD

[0001] The invention relates to a heat management system in which a heating medium heat-exchanged with a heat source is circulated to a temperature-controlled object in a heating medium circuit and tempers it. STATE OF THE ART

[0002] Conventionally, batteries and motors for driving electric vehicles (electric cars, hybrid vehicles, etc.) (hereinafter referred to as temperature-control objects) generate heat. Therefore, heat management systems have been developed, such as those in which a heating medium (water, etc.) circulates to and temperature-controls a temperature-control object, or those in which a heat pump cycle (refrigerant cycle) is used to air-condition the interior of an electric vehicle. The heating medium is heated / cooled by a refrigerant (CFC refrigerant) from which heat is radiated by a radiator and a refrigerant that absorbs heat by a heat absorber, and the heating medium is temperature-controlled by circulating this heating medium to the temperature-control object in the heating medium cycle (see, for example, Patent Document 1).

[0003] Here, the flow path of the heating medium in the heating circuit is switched by a flow path switching device consisting of a solenoid or a motor-driven valve, etc. However, since these flow path switching devices are also mechanical parts, they have a limited lifespan. Traditionally, measures have been taken to predict the failure and lifespan of these parts, promote parts replacement, and also inform dealers (see, for example, Patent Document 2 and Patent Document 3).

[0004] In addition, an electric car was developed to extend the life of the driving function by cooling the battery by fully opening the battery door when the vehicle's air conditioning system fails (see, for example, Patent Document 4). Furthermore, a solenoid valve control device that determines the life of a solenoid valve based on the number of solenoid valve operations and a vehicle air conditioning system that operates the compressor at an appropriate ON / OFF frequency were developed (see, for example, Patent Document 5 and Patent Document 6). LIST OF REFERENCE DOCUMENTSPATENT DOCUMENTS Patent Document 1: JP 2014-80123 A Patent Document 2: JP 2018-13842 A Patent Document 3: JP 2018-149825 A Patent Document 4: JP H08-40088 A Patent Document 5: JP 2014-169771 A Patent Document 6: JP 2016-141296 A SUMMARY OF THE INVENTIONOBJECTS OF THE INVENTION

[0005] For example, if the temperature control object is a battery installed in an electric vehicle, the battery cannot operate efficiently when the temperature is low or high, and a temperature range of approximately +10°C to +30°C is the appropriate temperature range. Therefore, it is necessary to heat the battery to warm it up, especially in cold periods such as winter. Since the battery is a part with large heat capacity, it is possible to improve the system efficiency by heating the battery with the waste heat from other parts, storing the heat in the battery and using it when needed. However, if the flow path switching device of the heating medium circuit fails and the battery continues to heat up (operating mode), the temperature of the battery will continue to rise, and in the worst case, there is a risk of ignition.

[0006] However, in conventional systems, there is no concept to predict a failure of the heating medium circuit for tempering a tempering object such as a battery and to delay (extend the lifetime) the occurrence of the failure, and an improvement has been desired.

[0007] The present invention is based on the conventional technical problem, and the present invention provides a thermal management system that can predict the occurrence of failures of a system and delay the occurrence of these failures. SOLUTION OF THE TASKS

[0008] To achieve the above object, the thermal management system is provided with a heating medium circuit that circulates a heating medium heat-exchanged with a heat source to a temperature-control object, and a control device that controls the heating medium circuit to perform temperature control of the temperature-control object, characterized in that the control device is provided with a failure prediction section that predicts the occurrence of a failure of the system based on information about the service life of the devices composing the system, and a service life extension control section that performs a certain service life extension control for delaying the occurrence of the failure based on the failure prediction of the system by the failure prediction section.

[0009] The thermal management system of the present invention according to claim 2 is characterized in that the control device is provided with a notification control section for externally notifying when performing the life extension control.

[0010] The thermal management system of the present invention according to claim 3 is characterized in that the temperature control article in the present invention according to claim 1 comprises a passenger compartment of an electric vehicle, a battery installed in the electric vehicle, a travel motor of the electric vehicle, an inverter driving the travel motor, a power control unit of the electric vehicle and / or a combination thereof and / or all thereof.

[0011] The thermal management system of the present invention according to claim 4 is characterized in that the control device in the present invention according to claim 1 switches between and performs a necessary operation mode required as a function of the system and an additional operation mode different from this necessary operation mode, wherein the life extension control section prohibits or restricts the execution of the additional operation mode in the life extension control.

[0012] The thermal management system of the present invention according to claim 5 is characterized in that the heating medium circuit in the present invention according to claim 1 is provided with a flow path switching device that switches the flow path of the heating medium, wherein the failure prediction section predicts the occurrence of a failure of the flow path switching device, and the life extension control section delays the occurrence of a failure of the flow path switching device by reducing the operation frequency of the flow path switching device.

[0013] The thermal management system of the present invention according to claim 6 is characterized in that the failure prediction section in the present invention predicts a failure of the flow path switching device based on the operation number of the flow path switching device.

[0014] The thermal management system of the present invention according to claim 7 is characterized in that the flow path switching device in the present invention according to claim 5 switches the flow path of the heating medium depending on the rotational position, and the failure prediction section predicts a failure of the flow path switching device based on an aggregate value of the rotational angle of the flow path switching device.

[0015] The thermal management system of the present invention according to claim 8 is characterized in that the temperature control object in the present invention according to claim 5 is a battery installed in the electric vehicle, the control device has an operation mode in which the flow path of the heating medium is switched by the flow path switching device to heat the battery, and the life extension control section prohibits or restricts the execution of the operation mode in which the battery is heated.

[0016] The thermal management system of the present invention according to claim 9 is characterized in that the life extension control section in the present invention restricts the execution of the operation mode by lowering the threshold value for terminating the operation mode for heating the battery.

[0017] The thermal management system of the present invention according to claim 10 is characterized in that the heat source in the present invention is formed from the refrigerant cycle including a compressor for compressing a refrigerant, a radiator for radiating the heat of the hot refrigerant discharged from the compressor, a pressure reducer for decompressing the refrigerant whose heat is radiated from the radiator, and a heat absorber for absorbing the heat of the refrigerant decompressed by the pressure reducer, wherein the heating medium cycle has a heating section for heating the heating medium and a cooling section for cooling the heating medium, wherein the heating section exchanges heat with the radiator and the cooling section exchanges heat with the heat absorber.

[0018] The thermal management system of the present invention according to claim 11 is characterized in that the failure prediction section in the present invention predicts a failure of the compressor based on the operation of the compressor, and the life extension control section delays the occurrence of a failure of the compressor by reducing the frequency of start / stop of the compressor in the life extension control. EFFECTS OF THE INVENTION

[0019] According to the present invention, the thermal management system is provided with a heating medium circuit that circulates a heating medium heat-exchanged with a heat source to a temperature-controlled object, and a control device that controls the heating medium circuit to carry out temperature control of the temperature-controlled object, wherein the control device is provided with a failure prediction section that predicts the occurrence of a failure of the system based on information about the service life of the devices that make up the system, and a service life extension control section that, based on the failure prediction of the system by the failure prediction section, performs a certain service life extension control to delay the occurrence of the failure, so that it is possible for the failure prediction section to predict, based on information about the service life of the devices that make up the system,whether a failure will occur in the system, and if there is a high probability that a failure will occur, the life extension control section performs life extension control to delay the occurrence of the failure in question.

[0020] This can reduce or avoid the risk of an accident involving the temperature-controlled object due to a failure of the devices that make up the system, thus allowing the temperature-controlled object to be temperature-controlled more safely and for a longer period of time.

[0021] By providing the control device, as in the present invention according to claim 2, with a notification control section for externally notifying when performing the life extension control, it is possible to predict the occurrence of the failure of the devices constituting the system, externally notify that the life extension control is being executed to delay the occurrence of the failure, promote early measures for maintenance, replacement of devices, etc., and, when the system efficiency is reduced by the life extension control, avoid the inconvenience of continuing operation with reduced efficiency.

[0022] In this case, as in the present invention according to claim 3, a passenger compartment of an electric vehicle, a battery installed in the electric vehicle, a traction motor of the electric vehicle, an inverter driving the traction motor, a power control unit of the electric vehicle, etc. are conceivable as the temperature control object.

[0023] As in the present invention according to claim 4, when the control device switches between and performs a necessary operation mode required as a function required by the system and an additional operation mode different from this necessary operation mode, the life extension control section may prohibit or restrict the execution of the additional operation mode in the life extension control, so that it is possible to reduce the number of times the operation mode is switched while ensuring the execution of the operation mode necessary for the system, to extend the life of the devices constituting the system and delay the occurrence of a failure in the system.

[0024] Specifically, as in the present invention according to claim 5, the failure prediction section predicts the occurrence of a failure of the flow path switching device, and the life extension control section delays the occurrence of a failure of the flow path switching device by reducing the operation frequency of the flow path switching device.

[0025] Furthermore, as in the present invention according to claim 6, the failure prediction section predicts a failure of the flow path switching device based on the operation number of the flow path switching device.

[0026] On the other hand, when the flow path switching device switches the flow path of the heating medium depending on the rotational position, as in the present invention according to claim 7, the failure prediction section predicts a failure of the flow path switching device based on an aggregate value of the rotational angle of the flow path switching device.

[0027] In particular, when, as in the present invention according to claim 8, the temperature control object is a battery installed in the electric vehicle, and the control device has an operation mode in which the flow path of the heating medium is switched by the flow path switching device to heat the battery, by having the life extension control section prohibit or restrict the execution of the operation mode in which the battery is heated, it is possible to prevent an accident in which the battery temperature further rises and causes ignition.

[0028] In this case, as in the present invention according to claim 9, the life extension control section restricts the execution of the operation mode by lowering the threshold value for terminating the operation mode for heating the battery.

[0029] When the heat source is formed from the refrigerant cycle including a compressor for compressing a refrigerant, a radiator for radiating the heat of the hot refrigerant discharged from the compressor, a pressure reducer for decompressing the refrigerant whose heat is radiated from the radiator, and a heat absorber for absorbing the heat of the refrigerant decompressed by the pressure reducer, as in the present invention according to claim 9, the heating medium cycle includes a heating section for heating the heating medium and a cooling section for cooling the heating medium, the heating section exchanging heat with the radiator and the cooling section exchanging heat with the heat absorber.

[0030] As in the present invention according to claim 10, when the failure prediction section predicts a failure of the compressor based on the operation of the compressor, and the life extension control section delays the occurrence of a failure of the compressor by reducing the frequency of start / stop of the compressor in the life extension control, it is possible to delay the occurrence of a failure of the compressor as a heat source from which the refrigerant cycle is formed, and to continue the temperature control of the temperature control object longer and more safely. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a block diagram illustrating the configuration of one embodiment of the thermal management system of the present invention. Fig. Figure 2 shows a functional block diagram relating to failure prediction and life extension control of the control device of Fig. 1. Fig. 3 shows a diagram of the heating medium circuit and the refrigerant circuit of an embodiment of the thermal management system of the present invention. Fig. Figure 4 shows another diagram of the heating circuit and the refrigerant circuit of the thermal management system of Fig. 3 (first operating mode). Fig. Figure 5 shows a further diagram of the heating circuit and the refrigerant circuit of the thermal management system of Fig. 3 (second operating mode). Fig. Figure 6 shows a further diagram of the heating circuit and the refrigerant circuit of the thermal management system of Fig. 3 (third operating mode). Fig. Figure 7 shows a further diagram of the heating circuit and the refrigerant circuit of the thermal management system of Fig. 3 (fourth operating mode). Fig. Figure 8 shows a further diagram of the heating medium circuit and the refrigerant circuit of the thermal management system of Fig. 3 (fifth operating mode). Fig. 9 is a flowchart illustrating the operation of an embodiment of the failure prediction and life extension control by the control device of Fig. 1 (Exemplary Example 1). Fig. Fig. 10 is a flowchart showing the operation of another embodiment of the failure prediction and life extension control by the control device of Fig. 1 (Exemplary Example 2). DESCRIPTION OF THE EMBODIMENTS

[0031] In the following, embodiments of the present invention are explained with reference to the drawings. EXAMPLE 1(1) Formation of thermal management system 1

[0032] Fig. 1 and Fig. 2 show the functional block of an embodiment of a thermal management system 1 of the present invention, and Fig. 3 shows the configuration of a heating medium circuit 2 and a refrigerant circuit 3 of the thermal management system 1. The thermal management system 1 of the exemplary embodiment air-conditions the passenger compartment of an electric vehicle EV, such as an electric car or a hybrid car, and tempers a battery (BATT) 4 installed in the electric vehicle EV, a traction motor (MOT) 6 of the electric vehicle EV, an inverter (INV) 7 that drives the traction motor 6, and a power control unit (PCU) 8 of the electric vehicle EV, and is configured with the heating medium circuit 2, the refrigerant circuit 3, and a control device 9.

[0033] Accordingly, the passenger compartment of the electric vehicle (EV), the battery 4, the traction motor 6, the inverter 7, and the power control unit 8 are exemplary embodiments of the temperature control subject of the present invention. The refrigerant circuit 3 is an exemplary embodiment of the heat source in the present invention, and the battery 4 in the present application is a concept that also includes a fuel cell. (1-1) Formation of heating circuit 2

[0034] First, the heating medium circuit 2 of the heat management system 1 of the embodiment is described with reference to Fig. 3. The heating circuit 2 consists of pumps 11-14, a heating section 16 (heat exchanger), a cooling section 17 (heat exchanger), two indoor heat exchangers 18, 19, an outdoor heat exchanger (radiator) 22, two integrated valves 23, 24 as flow path switching devices, and a four-way valve 26, etc., wherein these parts, as well as the battery 4, the traction motor 6, the inverter 7, the power control unit 8, and an electric heater (ECH) 33 as an auxiliary heating device are connected via a heating line 34, as shown in Fig. 3 shown.

[0035] In this case, the battery 4, the traction motor 6, the inverter 7, and the power control unit 8 have a casing structure around them through which a heating medium (water in the exemplary embodiment) circulates, whereby the battery 4, the traction motor 6, the inverter 7, and the power control unit 8 exchange heat with the heating medium. The outdoor heat exchanger 22 is arranged outside the passenger compartment of the electric vehicle EV and is configured to be ventilated with outside air by an outside fan 36. Furthermore, the outdoor heat exchanger 22 is provided with a grille flap 37 for opening and closing and for controlling the flow of outside air into the outdoor heat exchanger 22.

[0036] The interior heat exchangers 18, 19 are arranged in an air circulation duct 39 of an HVAC unit 38, which supplies the passenger compartment of the electric vehicle (EV) with air for air conditioning. This air circulation duct 39 is ventilated with inside and outside air by an interior fan 41 and is designed to be switchable between inside and outside air by an intake switching flap 42. Furthermore, an air mixing flap 43 is arranged on the downwind side of the interior heat exchanger 18 in the air circulation duct 39 for adjusting the ventilation ratio of the interior heat exchanger 19.

[0037] The four-way valve 26 has four ports (A, B, C, and D), and the internal valve body is driven by a motor or a solenoid to switch to a switching mode 1 or 2. In switching mode 1, the heating medium flowing in from port A flows to port D, and the heating medium flowing in from port B flows to port C. Furthermore, in switching mode 2, the heating medium flowing in from port A flows to port C, and the heating medium flowing in from port B flows to port D.

[0038] The integrated valve 23 (flow path switching device) has eight ports B, C, D, E, F, I, J, and L. The internal valve body is driven to rotate by a motor (servo motor) and is switched into several switching modes depending on the rotational position of the valve body. In this embodiment, switching modes 2, 5, and 6 are used. In this case, in switching mode 2, port C and port B are connected, port L and port D are connected, port E and port F are connected, and port J and port I are connected ( Fig. 7). In switching mode 5, terminal C and terminal B are also connected, terminal E and terminal D are connected, terminal J and terminal F are connected, and terminal L and terminal I are connected ( Fig. 4 - Fig. 6). In switching mode 6, terminal J and terminal B are also connected, terminal C and terminal D are connected, terminal E and terminal F are connected, and terminal L and terminal I are connected ( Fig. 8).

[0039] The integrated valve 24 (flow path switching device) has eight ports B, C, D, F, G, H, I, and J. The internal valve body is driven to rotate by a motor (servo motor) and is switched into several switching modes depending on the rotational position of the valve body. Of these, switching modes 1, 3, and 4-6 are used in the exemplary embodiment. In this case, in switching mode 1, port F and port B are connected, port C and port D are connected, port H and port G are connected, and port I and port J are connected ( Fig. 7). In switching mode 3, terminal C and terminal B are also connected, terminal I and terminal D are connected, terminal F and terminal J are connected, and terminal H and terminal G are connected ( Fig. 5). In switching mode 4, terminal C and terminal B are also connected, terminal I and terminal D are connected, terminal F and terminal G are connected, and terminal H and terminal J are connected ( Fig. 4). In switching mode 5, terminal I and terminal B are also connected, terminal C and terminal D are connected, terminal F and terminal G are connected, and terminal H and terminal J are connected ( Fig. 6). In switching mode 6, terminal I and terminal B are also connected, terminal C and terminal D are connected, terminal F and terminal J are connected, and terminal H and terminal G are connected ( Fig. 8). (1-2) Formation of refrigerant circuit 3

[0040] The refrigerant circuit 3 in Fig. 3 is a heat pump cycle in which a compressor 44 that compresses a refrigerant (R1234yf refrigerant in the embodiment), a radiator 46 that radiates the heat of the refrigerant (hot refrigerant) discharged by the compressor 44, an expansion valve 47 as a pressure reducer that decompresses the refrigerant whose heat is radiated by the radiator 46, a heat absorber 48 that evaporates the refrigerant decompressed by the expansion valve 47 and absorbs the heat, and an accumulator 49 are sequentially connected in a ring shape via a refrigerant line 52. The radiator 46 of the refrigerant circuit 3 and the heating section 16 of the heating circuit 2 are arranged in a heat exchange relationship, and the heat absorber 48 and the cooling section 17 are arranged in a heat exchange relationship. (1-3) Design of control device 9

[0041] Next, the design of the control device 9 in Fig. 1 and Fig. 2. The control device 9 is formed from a microcomputer provided with a processor, a memory and input / output interfaces, and has, as shown in Fig. 1, has as functions an operation mode determination section 51, a control target value calculation section 52, an operation mode switching control section 53 and a control target value control section 54. Detection data from sensors (in Fig. 1 by reference numeral 56) which detect the temperature of the air in the passenger compartment of the electric vehicle EV, the temperature of the air blown into the passenger compartment, the temperature and pressure of each part of the refrigerant circuit 3 and the amount of solar radiation into the passenger compartment.

[0042] The control device 9 also includes the above-described integrated valves 23, 24, the four-way valve 26, the pumps 11 - 14 and the grill flap 37 (in Fig. 1 representatively shown by reference numeral 57) as well as the above-described compressor 44, the expansion valve 47, the outdoor fan 36, the indoor fan 39, the intake switching valve 41, the air mixing valve 43, and the electric heater (ECH) 33 (in Fig. 1 representatively represented by reference numeral 58) which are controlled by the control device 9.

[0043] Furthermore, the control device 9 is configured to transmit and receive data (temperature data, etc.) with a battery management system 61 that controls the charging and discharging of the battery 4 and the above-described power control unit (PCU) 8 via a CAN 59 of the electric vehicle EV. Furthermore, the control device 9 receives the necessary data (e.g., driving speed) from other unillustrated ECUs of the electric vehicle EV via the CAN 59. The CAN 59 is connected to a router 60 that wirelessly transmits and receives data to the outside via an internet line, and the control device 9 is configured to transmit and receive data to the outside via the CAN 59 and the router 60.

[0044] The operation mode determining section 51 of the control device 9 determines the air conditioning of the passenger compartment, such as cooling and heating, and each operation mode described later for the heating circuit 2 and the refrigerant circuit 3 based on the above-described detection data of the sensor 56, etc. The control target value calculating section 52 calculates the control target value in the operation mode predetermined by the operation mode determining section 51. The operation mode switching control section 53 controls the integrated valves 23, 24, the four-way valve 26, and the pumps 11-14 of the heating circuit 2 based on the operation mode predetermined by the operation mode determining section 51.The control target value control section 54 also controls the compressor 44 and the expansion valve 47, each fan 36, 41, the electric heater (ECH) 33, each damper 42, 43 and the grill damper 37 of the refrigerant cycle 3 based on the control target value calculated by the control target value calculation section 52.

[0045] Fig. 2 shows the functional block relating to failure prediction and life extension control of the control device 9 of the embodiment. Fig. 2, 63 is a failure prediction section, 64 is a life extension control section, and 66 is a notification control section. The failure prediction and life extension control by these sections will be described in detail later. (2) Operating mode of control device 9

[0046] Next, the operating modes of the control device 9 of the embodiment will be described with reference to the Fig. 4 to 8 explained. (2-1) First operating mode

[0047] Fig. 4 initially shows the first operating mode of the control device 9. In the first operating mode, the compressor 44, the outdoor fan 36, the indoor fan 41, and the pumps 11-14 are operated, and the four-way valve 26 is set to switching mode 2, the integrated valve 23 is set to switching mode 5, and the integrated valve 24 is set to switching mode 4. The grill flap 37 is opened, and the electric heater 33 is operated as needed.

[0048] As a result, the hot refrigerant pumped by the compressor 44 in the refrigerant circuit 3 radiates heat to the heating medium flowing through the heating section 16 in the radiator 46. In the heat absorber 48, the refrigerant decompressed by the expansion valve 47 evaporates and absorbs heat from the heating medium flowing through the cooling section 17. The refrigerant exiting the heat absorber 48 is separated into gas and liquid in the accumulator 49 and then drawn into the compressor 44.

[0049] On the one hand, the heating medium pumped by the pump 12 in the heating medium circuit 2 enters the heating section 16, where the heating medium is heated by the refrigerant (the refrigerant radiates heat). The heating medium heated in the heating section 16 flows into the port C of the integrated valve 23 and flows from the port B to the indoor heat exchanger 19. The heating medium exiting the indoor heat exchanger 19 flows into the port L of the integrated valve 23 and flows from the port I to the indoor heat exchanger 18. The heating medium exiting the indoor heat exchanger 18 flows into the port E of the integrated valve 23, flows from the port D and flows into the port A of the four-way valve 26. The heating medium flowing into the port A of the four-way valve 26 repeats the circulation that it exits from the port C and returns to the pump 12 (in Fig. 4 shown by the arrows on the heating medium line 34).

[0050] On the other hand, the heating medium pumped by the pump 11 enters the cooling section 17, where the heating medium is cooled by the refrigerant (the refrigerant absorbs heat). The heating medium cooled in the cooling section 17 flows into the port J of the integrated valve 23, flows out of the port F, and flows into the port I of the integrated valve 24. The heating medium flowing into the port I of the integrated valve 24 flows out of the port D and enters the outdoor heat exchanger 22, where it absorbs heat from the outside air. The heating medium exiting the outdoor heat exchanger 22 repeats the circulation, flowing into the port H of the integrated valve 24, flowing out of the port J, and returning to the pump 11 (in Fig. 4 shown by the arrows on the heating medium line 34).

[0051] The heating medium delivered from the pump 14 flows in sequence into the power control unit 8, the inverter 7, and the traction motor 6. The heating medium is heated by their waste heat and then reaches the electric heater 33. When the electric heater 33 is in operation, the heating medium is further heated by the electric heater 33 and then flows into port B of the four-way valve 26, out of port D, and into port C of the integrated valve 24. The heating medium flowing into port C of the integrated valve 24 flows out of port B, is sucked into the pump 13, and is delivered to the battery 4. The heating medium that reaches the battery 4 repeats the circulation of flowing into port F of the integrated valve 24, flowing out of port G, and returning to the pump 14 (in Fig. 4 shown by the arrows on the heating medium line 34).

[0052] In the first operating mode, the heat pumped from the outside air through the outside heat exchanger 22 is transported in the order of heating medium (cooling section 17), refrigerant (heat absorber 48), refrigerant (radiator 46), and heating medium (heating section 16) to the interior heat exchangers 19, 18. Since the air to be blown into the passenger compartment circulates through the interior heat exchangers 18, 19, the air heated in the interior heat exchangers 18, 19 is blown into the passenger compartment, thereby heating the passenger compartment (temperature-controlled object).

[0053] The battery 4 is also heated by the heating medium heated by the power control unit 8, the inverter 7, the traction motor 6 and the electric heater 33 (if operated), thereby heating the battery 4.

[0054] That is, the battery 4 is heated (warmed) using the waste heat from the power control unit 8, the inverter 7, and the traction motor 6, which saves energy and reduces power consumption in the thermal management system 1, but the battery 4 cannot be cooled. Since the functions required in the thermal management system 1 of the embodiment are the passenger compartment air conditioning of the electric vehicle EV and battery cooling, this first operating mode is not necessary for the thermal management system 1 and represents an additional operating mode in the present invention. (2-2) Second operating mode

[0055] Next, Fig. 5 the second operating mode of the control device 9. In this second operating mode, the compressor 44, the outdoor fan 36, the indoor fan 41, and the pumps 11-14 are operated, the four-way valve 26 is set to switching mode 2, the integrated valve 23 is set to switching mode 5, and the integrated valve 24 is set to switching mode 3. The grill flap 37 is open, and the electric heater 33 is not in operation.

[0056] As a result, the hot refrigerant pumped by the compressor 44 in the refrigerant circuit 3 radiates heat to the heating medium flowing through the heating section 16 in the radiator 46. In the heat absorber 48, the refrigerant decompressed by the expansion valve 47 evaporates and absorbs heat from the heating medium flowing through the cooling section 17. The refrigerant exiting the heat absorber 48 is separated into gas and liquid in the accumulator 49 and then drawn into the compressor 44.

[0057] On the one hand, the heating medium pumped by the pump 12 in the heating medium circuit 2 enters the heating section 16, where the heating medium is heated by the refrigerant (the refrigerant radiates heat). The heating medium heated in the heating section 16 flows into the port C of the integrated valve 23 and flows from the port B to the indoor heat exchanger 19. The heating medium exiting the indoor heat exchanger 19 flows into the port L of the integrated valve 23 and flows from the port I to the indoor heat exchanger 18. The heating medium exiting the indoor heat exchanger 18 flows into the port E of the integrated valve 23, flows from the port D and flows into the port A of the four-way valve 26. The heating medium flowing into the port A of the four-way valve 26 repeats the circulation that it exits from the port C and returns to the pump 12 (in Fig. 5 shown by the arrows on the heating medium line 34).

[0058] On the other hand, the heating medium pumped by the pump 11 enters the cooling section 17, where the heating medium is cooled by the refrigerant (the refrigerant absorbs heat). The heating medium cooled in the cooling section 17 flows into port J of the integrated valve 23, flows out of port F, and flows into port I of the integrated valve 24. The heating medium flowing into port I of the integrated valve 24 flows out of port D and enters the outdoor heat exchanger 22, where it absorbs heat from the outside air. The heating medium exiting the outdoor heat exchanger 22 flows into port H of the integrated valve 24, flows out of port G, and is sucked into and pumped out of the pump 14.

[0059] The heating medium exiting from the pump 14 flows in turn into the power control unit 8, the inverter 7, and the traction motor 6. The heating medium is heated with their waste heat and then flows through the electric heater 33 into the port B of the four-way valve 26, out of the port D, and into the port C of the integrated valve 24. The heating medium flowing into the port C of the integrated valve 24 flows out of the port B, is sucked into the pump 13, and is delivered to the battery 4. The heating medium that reaches the battery 4 repeats the circulation that it flows into the port F of the integrated valve 24, after the heating medium heats the battery 4 there, flows out of the port J, and returns to the pump 11 (in Fig. 5 shown by the arrows on the heating medium line 34).

[0060] As a result, in the second operating mode, the heat pumped from the outside air through the outdoor heat exchanger 22 and the waste heat from the power control unit 8, the inverter 7, and the traction motor 6 are transported in the order of the heating medium (cooling section 17), the refrigerant (heat absorber 48), the refrigerant (radiator 46), and the heating medium (heating section 16) to the interior heat exchangers 19, 18. Since the air to be blown into the passenger compartment circulates through the interior heat exchangers 18, 19, the air heated in the interior heat exchangers 18, 19 is blown into the passenger compartment, thereby heating the passenger compartment (temperature-controlled object).

[0061] If the passenger compartment is not heated sufficiently by the outside air or the traction motor 6, the electric heater 33 is activated to heat the heating medium flowing through the cooling section 17. The heat from the electric heater 33 is transported in order from the heating medium (cooling section 17), refrigerant (heat absorber 48), refrigerant (radiator 46), and heating medium (heating section 16) to heat the heating medium flowing into the internal heat exchangers 19, 18. The battery 4 is also heated to the target temperature using the waste heat from the power control unit 8, the inverter 7, the traction motor 6, and the heating medium pumped by the electric heater 33.

[0062] This second operating mode is the basic mode for heating the passenger compartment, which is necessary as a function of the thermal management system 1 in the embodiment, and represents a necessary operating mode in the present invention. (2-3) Third operating mode

[0063] Next, Fig. 6 the third operating mode of the control device 9. In this third operating mode, the compressor 44, the indoor fan 41, and the pumps 11-14 are operated, the four-way valve 26 is set to switching mode 2, the integrated valve 23 is set to switching mode 5, and the integrated valve 24 is set to switching mode 5. The outdoor fan 36 is stopped, the grill flap 37 is closed, and the electric heater 33 is operated as needed.

[0064] As a result, the hot refrigerant pumped by the compressor 44 in the refrigerant circuit 3 radiates heat to the heating medium flowing through the heating section 16 in the radiator 46. In the heat absorber 48, the refrigerant decompressed by the expansion valve 47 evaporates and absorbs heat from the heating medium flowing through the cooling section 17. The refrigerant exiting the heat absorber 48 is separated into gas and liquid in the accumulator 49 and then drawn into the compressor 44.

[0065] On the one hand, the heating medium pumped by the pump 12 in the heating medium circuit 2 enters the heating section 16, where the heating medium is heated by the refrigerant (the refrigerant radiates heat). The heating medium heated in the heating section 16 flows into the port C of the integrated valve 23 and flows from the port B to the indoor heat exchanger 19. The heating medium exiting the indoor heat exchanger 19 flows into the port L of the integrated valve 23 and flows from the port I to the indoor heat exchanger 18. The heating medium exiting the indoor heat exchanger 18 flows into the port E of the integrated valve 23, flows from the port D and flows into the port A of the four-way valve 26. The heating medium flowing into the port A of the four-way valve 26 repeats the circulation that it exits from the port C and returns to the pump 12 (in Fig. 6 shown by the arrows on the heating medium line 34).

[0066] On the other hand, the heating medium delivered by the pump 11 enters the cooling section 17, where the heating medium is cooled by the refrigerant (the refrigerant absorbs heat). The heating medium cooled in the cooling section 17 flows into port J of the integrated valve 23, flows out of port F, and flows into port I of the integrated valve 24. The heating medium flowing into port I of the integrated valve 24 flows out of port B and is sucked into the pump 13 and delivered to the battery 4. The heating medium that reaches the battery 4 cools the battery 4 there and then flows into port F of the integrated valve 24, flows out of port G, and is sucked into the pump 14 and delivered.

[0067] The heating medium delivered from the pump 14 flows in sequence into the power control unit 8, the inverter 7 and the traction motor 6. The heating medium is heated with their waste heat and then reaches the electric heater 33. When the electric heater 33 is in operation, the heating medium is further heated by the electric heater 33 and then flows into the port B of the four-way valve 26, out of the port D and into the port C of the integrated valve 24. The heating medium flowing into the port C of the integrated valve 24 repeats the circulation that it exits from the port D, reaches the outdoor heat exchanger 22, flows through the outdoor heat exchanger into the port H of the integrated valve 24, flows out of the port J and returns to the pump 11 (in Fig. 6 shown by the arrows on the heating medium line 34).

[0068] In this way, in the third operating mode, the waste heat from the power control unit 8, the inverter 7, and the traction motor 6, as well as the heat from the electric heater 33 (if operating), are transported in the order of the heating medium (cooling section 17), the refrigerant (heat absorber 48), the refrigerant (radiator 46), and the heating medium (heating section 16) to the interior heat exchangers 19, 18. Since the air to be blown into the passenger compartment circulates through the interior heat exchangers 18, 19, the air heated in the interior heat exchangers 18, 19 is blown into the passenger compartment, thereby heating the passenger compartment (temperature-control object).

[0069] In this case, no heat exchange takes place between the heating medium and the outside air in the outdoor heat exchanger 22, so that even at low outside air temperatures, no frost forms in the outdoor heat exchanger 22. In contrast, the temperature of the heating medium that exchanges heat with the battery 4 is lower than in the second operating mode described above, since the heating medium flows to the battery 4 immediately after being cooled in the cooling section 17. Therefore, if the battery 4 is below the appropriate temperature range, the battery 4 cannot be heated, apart from stopping the refrigerant circuit 3, so that this third operating mode is not necessary for the thermal management system 1 and represents an additional operating mode in the present invention. (2-4) Fourth operating mode

[0070] Next, Fig. 7, the fourth operating mode of the control device 9. In this fourth operating mode, the compressor 44, the outdoor fan 36, the indoor fan 41, and the pumps 11-14 are operated, the four-way valve 26 is set to switching mode 1, the integrated valve 23 to switching mode 2, and the integrated valve 24 to switching mode 1. The grill flap 37 is open, and the electric heater 33 is not in operation.

[0071] As a result, the hot refrigerant pumped by the compressor 44 in the refrigerant circuit 3 radiates heat to the heating medium flowing through the heating section 16 in the radiator 46. In the heat absorber 48, the refrigerant decompressed by the expansion valve 47 evaporates and absorbs heat from the heating medium flowing through the cooling section 17. The refrigerant exiting the heat absorber 48 is separated into gas and liquid in the accumulator 49 and then drawn into the compressor 44.

[0072] On the one hand, the heating medium pumped by the pump 12 in the heating medium circuit 2 enters the heating section 16, where the heating medium is heated by the refrigerant (the refrigerant radiates heat). The heating medium heated in the heating section 16 flows into port C of the integrated valve 23 and flows out of port B to the interior heat exchanger 19. The heating medium exiting the interior heat exchanger 19 flows into port L of the integrated valve 23, flows out of port D, and flows into port A of the four-way valve 26. The heating medium flowing into port A of the four-way valve 26 flows out of port D, flows into port C of the integrated valve 24, and flows out of port D.

[0073] The heating medium flowing out of the port D of the integrated valve 24 reaches the outdoor heat exchanger 22, where it radiates heat to the outside air. After passing through the outdoor heat exchanger 22, the heating medium flows into the port H of the integrated valve 24, flows out of the port G, and is sucked into and discharged from the pump 14. The heating medium discharged from the pump 14 flows sequentially into the power control unit 8, the inverter 7, and the traction motor 6. The heating medium repeats the circulation, being heated by their waste heat, flows through the electric heater 33 into the port B of the four-way valve 26, flows out of the port C, and returns to the pump 11 (in Fig. 7 shown by the arrows on the heating medium line 34).

[0074] On the other hand, the heating medium pumped by the pump 11 enters the cooling section 17, where the heating medium is cooled by the refrigerant (the refrigerant absorbs heat). The heating medium cooled in the cooling section 17 flows into the port J of the integrated valve 23 and flows out of the port I to the indoor heat exchanger 18. The heating medium flowing out of the indoor heat exchanger 18 flows into the port E of the integrated valve 23, flows out of the port F, and flows into the port I of the integrated valve 24. The heating medium flowing into the port I of the integrated valve 24 repeats the circulation, flowing out of the port J and returning to the pump 11 (in Fig. 7 shown by the arrows on the heating medium line 34).

[0075] In addition, the heating medium pumped by the pump 13 is pumped into the battery 4. The heating medium after passing through the battery 4 repeats the circulation, flowing into the port F of the integrated valve 24, flowing out of the port B and returning to the pump 13 (in Fig. 7 shown by the arrows on the heating medium line 34).

[0076] In the fourth operating mode, the heating medium radiates heat in the interior heat exchanger 19 and the heating medium absorbs heat in the interior heat exchanger 18. Since the air to be blown into the passenger compartment circulates through the interior heat exchangers 18, 19, the air cooled in the interior heat exchanger 18 is reheated (reheated) in the interior heat exchanger 19 and then blown into the passenger compartment, whereby the passenger compartment (temperature control object) is dehumidified.

[0077] Since the heating medium simply circulates through the battery 4, and the heating medium circulating through the battery 4 has no other heat radiation or heat absorption source than the battery 4 and cannot temper the battery 4, this fourth operating mode is not necessary for the thermal management system 1 and represents an additional operating mode. (2-5) Fifth operating mode

[0078] Next, Fig. 8, the fifth operating mode of the control device 9. In this fifth operating mode, the compressor 44, the outdoor fan 36, the indoor fan 41, and the pumps 11-14 are operated, the four-way valve 26 is set to switching mode 1, the integrated valve 23 is set to switching mode 6, and the integrated valve 24 is set to switching mode 6. The grill flap 37 is open, and the electric heater 33 is not in operation.

[0079] As a result, the hot refrigerant pumped by the compressor 44 in the refrigerant circuit 3 radiates heat to the heating medium flowing through the heating section 16 in the radiator 46. In the heat absorber 48, the refrigerant decompressed by the expansion valve 47 evaporates and absorbs heat from the heating medium flowing through the cooling section 17. The refrigerant exiting the heat absorber 48 is separated into gas and liquid in the accumulator 49 and then drawn into the compressor 44.

[0080] On the one hand, the heating medium pumped by pump 12 in heating medium circuit 2 enters the heating section 16, where the heating medium is heated by the refrigerant (the refrigerant radiates heat). The heating medium heated in the heating section 16 flows into port C of the integrated valve 23, exits port D, and flows into port A of the four-way valve 26. The heating medium flowing into port A of the four-way valve 26 flows out port D, flows into port C of the integrated valve 24, and flows out port D.

[0081] The heating medium flowing out of the port D of the integrated valve 24 reaches the outdoor heat exchanger 22, where it radiates heat to the outside air. After passing through the outdoor heat exchanger 22, the heating medium flows into the port H of the integrated valve 24, flows out of the port G, and is sucked into and pumped out of the pump 14. The heating medium delivered from the pump 14 flows in turn into the power control unit 8, the inverter 7, and the traction motor 6. The circulation is repeated, whereby the heating medium is heated with their waste heat, flows through the electric heater 33 into the port B of the four-way valve 26, flows out of the port C, and returns to the pump 11 (in Fig. 8 shown by the arrows on the heating medium line 34).

[0082] On the other hand, the heating medium pumped by the pump 11 enters the cooling section 17, where the heating medium is cooled by the refrigerant (the refrigerant absorbs heat). The heating medium cooled in the cooling section 17 flows into port J of the integrated valve 23 and flows out of port B to the indoor heat exchanger 19. The heating medium flowing out of this indoor heat exchanger 19 flows into port L of the integrated valve 23 and flows out of port I to the indoor heat exchanger 18. The heating medium flowing out of the indoor heat exchanger 18 flows into port E of the integrated valve 23, flows out of port F, and flows into port I of the integrated valve 24. The heating medium flowing into port I of the integrated valve 24 flows out of port B and is sucked into the pump 13 and pumped.

[0083] In addition, the heating medium pumped by the pump 13 is pumped into the battery 4. The heating medium after passing through the battery 4 repeats the circulation, flowing into the port F of the integrated valve 24, flowing out of the port J and returning to the pump 11 (in Fig. 8 shown by the arrows on the heating medium line 34).

[0084] In the fifth operating mode, the heating medium absorbs the heat in the interior heat exchanger 18 and interior heat exchanger 19. Since the air to be blown into the passenger compartment circulates through the interior heat exchangers 18, 19, the air cooled in the interior heat exchangers 18, 19 is blown into the passenger compartment, thereby cooling the passenger compartment (temperature control object).

[0085] The heating medium circulates through the battery 4 after passing through the cooling section 17, the interior heat exchanger 19, and the interior heat exchanger 18, so that the target temperature is set using the residual heat used to cool the passenger compartment. This fifth operating mode is the basic mode for cooling the passenger compartment, which is required as a function of the thermal management system 1 in the exemplary embodiment, and represents a necessary operating mode in the present invention. (2-6) Switching operating mode

[0086] The operation mode determining section 51 of the control device 9 switches each of the above-mentioned operation modes based on the outside air temperature Tamb detected by the sensor 56, the target value of the air temperature on the downwind side of the indoor heat exchanger 19 (target heating temperature) TCO, the temperature of the battery 4 Tbatt, etc. (3) Failure prediction and life extension control by control device 9

[0087] Next, with reference to Fig. 2 and Fig. 9 explains an example of failure prediction and life extension control of the thermal management system 1 by the control device 9. Fig. 9 is a flowchart illustrating an embodiment of the failure prediction and life extension control of the integrated valve 24 by the control device 9.

[0088] The failure prediction section 63 of the control device 9 in this embodiment predicts the occurrence of a failure of the integrated valve 24 (a device of the heating medium circuit 2 of the thermal management system 1). Specifically, the failure prediction section 63 of the embodiment calculates the number of operations of the integrated valve 24 (operation number) as information about the service life of the respective integrated valve 24, and when the accumulated operation number N of the motor of the integrated valve 24 in step S1 of the flowchart in Fig. 9 is a predetermined value N1 or more, it is determined that the service life of the integrated valve 24 is nearing its end and the failure probability of the integrated valve 24 is increasing (prediction of failure of the integrated valve 24: failure prediction), and the processing proceeds to step S2. This predetermined value N1 is set near the durability service life of the integrated valve 24. This value N1 near the durability service life is, for example, N1 = Nx - a predetermined value α (predetermined margin), for example, 100,000 times when the service life, which was experimentally measured in advance, is at the cumulative number of operations Nx.

[0089] When the failure prediction section 63 predicts the occurrence of a failure of the integrated valve 24 in step S1, the life extension control section 64 of the control device 9 performs life extension control to delay the occurrence of the failure of the integrated valve 24 in step S2 based on the failure prediction. Specifically, in the embodiment, the life extension control section 64 prohibits the integrated valve 24 from switching to switching mode 1, switching mode 4, and switching mode 5, and also prohibits the grill door 37 from being closed (life extension control).

[0090] In the fourth operating mode mentioned above ( Fig. 7) the integrated valve 24 switches to switching mode 1, and in the first operating mode ( Fig. 4) it switches to switching mode 4. In the third operating mode mentioned above ( Fig. 6) The integrated valve 24 switches to switching mode 5, which are all additional operating modes. As described above, the fourth operating mode cannot regulate the temperature of the battery 4, so if the integrated valve 24 fails and becomes fixed in this fourth operating mode, there is a risk that the temperature of the battery 4 will be abnormally higher than the optimal temperature condition.

[0091] In the first operating mode, as described above, the battery 4 cannot be cooled, so there is a risk that the temperature of the battery 4 will be abnormally high if the integrated valve 24 fails and is fixed in this first operating mode. Since the temperature of the heating medium that exchanges heat with the battery 4 is lower in the third operating mode, as described above, the battery 4 can be heated simply by stopping the refrigerant circuit 3, even if the battery 4 is below the appropriate temperature range. Stopping the refrigerant circuit 3 then means stopping the passenger compartment heating.

[0092] By prohibiting the additional operating modes (first operating mode, third operating mode, and fourth operating mode), which pose a high risk of accidents such as ignition of the battery 4 in the event of a failure of the integrated valve 24 as described above, the life extension control section 64 in the exemplary embodiment reduces the operating frequency of the integrated valve 24 and delays the occurrence of a failure of the integrated valve 24. In particular, by prohibiting the first operating mode in which the battery 4 is warmed and heated, ignition of the battery 4 is prevented. In contrast, the life extension control section 64 does not prohibit the second and fifth operating modes, which are necessary operating modes to ensure heating and cooling of the passenger compartment.

[0093] Next, the notification control section 66 of the control device 9 receives an external notification in step S3 of Fig. 9 occurs when the above-mentioned life extension control is executed. Specifically, the user or dealer of the electric vehicle EV in question and the business owner who owns the electric vehicle EV are notified via the router 60 via email, etc., that a failure of the integrated valve 24 is predicted and that the life extension control is being executed.

[0094] In the above embodiment, the failure prediction section 63 performs failure prediction based on the accumulated operation number of the integrated valve 24, but it is not limited to this. In the case of a valve device such as the integrated valve 24 that switches the flow path depending on the rotational position of the motor, the failure prediction may be performed using the accumulated value of the motor's rotation angle (accumulated rotation angle) as service life information. In such a case, the integrated valve 24 is determined to be at risk of failure when the accumulated rotation angle reaches a predetermined value (a value close to the durability life). This value close to the durability life is, for example, Xdeg - predetermined βdeg (predetermined margin) when the previously experimentally measured service life is Xdeg.

[0095] In the embodiment, the life extension control section 64 prohibits the above-mentioned additional operation modes (first operation mode, third operation mode, and fourth operation mode), but is not limited to them and may also restrict the execution of these additional operation modes. Specifically, for example, in the case of the first operation mode, the threshold value for terminating the heating (warming) of the battery 4 (threshold value of the temperature of the battery 4) is reduced by a predetermined value γ compared to the normal operation, thereby shortening the period for which the first operation mode is executed. Likewise, in the case of the third and fourth operation modes, the period for which these operation modes are executed is shortened or the frequency of switching to these operation modes is reduced by changing the factor serving as the decision criterion for terminating these operation modes.

[0096] As explained in detail above, the control device 9 in the present invention includes the failure prediction section 63 that predicts the occurrence of a failure of the thermal management system 1 based on information about the service life of the device including the thermal management system 1 (in the embodiment, the integrated valve 24 of the heating medium circuit 2), and the service life extension control section 64 that delays the occurrence of the failure based on the prediction of the failure of the thermal management system 1 by the failure prediction section 63.Therefore, it is possible to predict whether a failure occurs in the thermal management system 1 based on information about the lifetime of the device comprising the thermal management system 1 by the failure prediction section 63, and when the possibility (probability) of occurrence of a failure is high, to perform the lifetime extension control by the lifetime extension control section 64 to delay the occurrence of the failure.

[0097] This can reduce or avoid the risk of an accident in the battery 4, which is the temperature control object, due to a failure of a device of the thermal management system 1, and the temperature control object (the passenger compartment of the electric vehicle EV or the battery 4) can be temperature controlled more safely and for a longer time.

[0098] In the embodiment, the control device 9 is provided with the notification control section 66 that makes an external notification that life extension control is being performed, so that a failure of a device of the thermal management system 1 (the integrated valve 24 of the heating medium circuit 2) is predicted and life extension control is performed to delay this failure, so that it is possible to promote early measures for maintenance, replacement of devices, etc. and also to avoid the inconvenience that the operation continues with reduced efficiency due to the life extension control.

[0099] In the embodiment, the control device 9 switches between and executes the necessary operation modes (the second and fifth operation modes) required as functions required for the system and the additional operation modes (the first, third, and fourth operation modes) other than these necessary operation modes, and the life extension control section 64 prohibits or restricts the execution of the additional operation mode in the life extension control, so that it is possible to ensure the execution of the necessary operation mode required for the system while reducing the number of switching of the operation mode and prolonging the life of the device (integrated valve 24) from which the heating medium circuit 2 of the thermal management system 1 is formed, so as to delay the occurrence of a failure in the heating medium circuit 2 of the thermal management system 1.

[0100] Specifically, when, as in the embodiment, the temperature control object is the battery 4 installed in the electric vehicle EV and the control device 9 has a first operation mode in which the current path of the heating medium is switched through the integrated valve 24 to heat the battery 4, the life extension control section 64 prohibits or restricts the execution of the first operation mode that heats the battery 4 in order to avoid an accident in which the temperature of the battery 4 further rises and leads to ignition. EXAMPLE 2

[0101] In the above embodiment, the integrated valve 24, which is most involved in the temperature control of the battery 4, was taken as an example and explained as a device from which the heating medium circuit 2 of the thermal management system 1 is formed, but it is not limited to this, and the integrated valve 23 and the four-way valve 26, which are flow path switching devices constituting the heating medium circuit 2, can also be used to predict the occurrence of their failure by the accumulated operation number and the accumulated rotation angle and to perform the life extension control.

[0102] In addition to or instead of the above embodiment, the control device 9 may perform similar failure prediction and life extension control not only for the devices forming the heating medium circuit 2, but also for the devices forming the refrigerant circuit 3 of the thermal management system 1. For example, the case of a compressor 44 as a device forming the refrigerant circuit 3 of the thermal management system 1 will be described with reference to Fig. 10 explained. Fig. 10 is a flowchart showing an embodiment of the failure prediction and life extension control of the compressor 44 by the control device 9.

[0103] The failure prediction section 63 of the control device 9 in this embodiment predicts the occurrence of a failure of the compressor 44 (device forming the refrigerant cycle 3). Specifically, the failure prediction section 63 in this embodiment calculates the ON / OFF number (start / stop number) of the compressor 44 as information about the service life of the compressor 44, and when the accumulated ON / OFF number CN of the compressor 44 is a predetermined value CN1 or more in step S3 of the flowchart in Fig. 10, it is determined that the service life of the compressor 44 is nearing its end and the failure probability of the compressor 44 is increasing (prediction of failure of the compressor 44: failure prediction), and the processing proceeds to step S5. This predetermined value CN1 is set near the durability service life of the compressor 44. This value CN1 near the durability service life is, for example, CN1 = CNx - a predetermined value δ (predetermined margin) when the service life, which was previously experimentally measured, is at the cumulative ON / OFF number CNx. In the embodiment, the ON / OFF number is defined as once for ON and OFF, but it is also possible to cumulate only ON or only OFF.

[0104] When the failure prediction section 63 predicts the occurrence of a failure of the compressor 44 in step S4, the life extension control section 64 of the control device 9 performs life extension control to delay the occurrence of the failure of the compressor 44 in step S5 based on the failure prediction. Specifically, in this embodiment, the life extension control section 64 restricts the start / stop of the compressor 44 (restricts ON / OFF) (life extension control in this case).

[0105] Although the control device 9 essentially controls the rotational speed (frequency) of the compressor 44, the temperature of the air in the passenger compartment of the electric vehicle EV may fall below the target value even if the rotational speed of the compressor 44 is reduced to the minimum speed for control (e.g., 1000 rpm, etc.) in seasons such as spring and autumn when the heat load is low. In such a case, the control device 9 performs ON / OFF control to stop the compressor 44 (OFF) when the temperature of the air in the passenger compartment of the electric vehicle EV detected by the sensor 56 drops to +23°C and start it (ON) when the temperature rises to +27°C; however, the control device 64 in this embodiment is configured to set the above-mentioned threshold values ​​of +23°C and +27°C to, for example,+22°C and +28°C, thereby reducing the frequency of stopping and starting of the compressor 44 and limiting the starting / stopping of the compressor 44 to delay the occurrence of failure of the compressor 44.

[0106] Next, the notification control section 66 of the control device 9 takes in step S6 of Fig. 10 provides an external notification when the above-described life extension control is executed. Specifically, the user or dealer of the electric vehicle EV in question and the business owner who owns the electric vehicle EV are notified via the router 60 via email, etc., that a failure of the compressor 44 is predicted and that the life extension control is being executed.

[0107] In this way, the failure prediction section 63 predicts the failure of the compressor 44 based on the operation of the compressor 44 (accumulated ON / OFF number), and the life extension control section 64 delays the occurrence of the failure of the compressor 44 by reducing the frequency of start / stop of the compressor 44 in the life extension control, so that it is possible to also delay the occurrence of the failure of the compressor 44 as a heat source constituting the refrigerant cycle 3, and to continue the temperature control of the temperature control object (the passenger compartment of the electric vehicle EV or the battery 4) longer and more safely.

[0108] In the above example, failure prediction / life extension control of the compressor 44 of the refrigerant cycle 3 was performed. However, failure prediction and life extension control may be performed based on information about the life of other devices (expansion valve 47, etc.) that make up the refrigerant cycle 3. In the embodiment, the passenger compartment of the electric vehicle (EV), the battery 4, the traction motor 6, the inverter 7, and the power control unit 8 were taken as the temperature control object. However, not only these, but any one of them or a combination of two to four of them may be used as the temperature control object.

[0109] Although the refrigerant cycle 3 was used as a heat source in the embodiment, various heat sources capable of heating / cooling the heating medium may be used in inventions other than claims 10 and 11. It goes without saying that the numerical values ​​and configurations shown in the embodiments are not limited to these and may be changed as long as they do not deviate from the purpose of the present invention. Specifically, although each embodiment takes and explains a system for air conditioning the passenger compartment of an electric vehicle EV as an example, the invention of claims 1 and 2 is not limited thereto, and the present invention can be applied to various thermal management systems in which a heating medium circulates to temper a tempering object. LIST OF REFERENCE SYMBOLS EV electric vehicle 1 thermal management system 2 heating circuit 3 Refrigerant circuit 4 Battery (temperature control item) 6 Drive motor (temperature control item) 7 Inverter (temperature control item) 8 Power control unit (temperature control item) 9 Control device 11 - 14 Pump 16 Heating section 17 Cooling section 23, 24 integrated valve (flow path switching device) 26 Four-way valve (flow path switching device) 34 Heating medium line 44 compressors 46 Radiators 47 Expansion valve (pressure reducer) 48 heat absorbers 63 Failure prediction section 64 Life Extension Tax Section 66 Notification Control Section QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] JP 2014-80123 A

[0004] JP 2018-13842 A

[0004] JP 2018-149825 A

[0004] JP H08-40088 A

[0004] JP 2014-169771 A

[0004] JP 2016-141296 A

[0004]

Claims

[1] A heat management system provided with a heating medium circuit that circulates a heating medium heat-exchanged with a heat source to a tempering object, and a control device that controls the heating medium circuit to carry out a tempering of the tempering object, characterized by that the control device is provided with a failure prediction section which predicts the occurrence of a failure of the system on the basis of information about the lifetime of the devices from which the system is formed, and a lifetime extension control section which, on the basis of the failure prediction of the system by the failure prediction section, carries out a certain lifetime extension control for delaying the occurrence of the failure. [2] Thermal management system according to claim 1, characterized bythat the control device is provided with a notification control section for external notification when performing the life extension control. [3] Thermal management system according to claim 1, characterized by that the temperature control article comprises a passenger compartment of an electric vehicle, a battery installed in the electric vehicle, a traction motor of the electric vehicle, an inverter driving the traction motor, a power control unit of the electric vehicle, or a combination thereof or all thereof. [4] Thermal management system according to claim 1, characterized bythat the control device switches between and executes a necessary operation mode which is necessary as a function required by the system and an additional operation mode which is different from this necessary operation mode, wherein the life extension control section prohibits or restricts the execution of the additional operation mode in the life extension control. [5] Thermal management system according to claim 1, characterized by in that the heating medium circuit is provided with a flow path switching device which switches the flow path of the heating medium, wherein the failure prediction section predicts the occurrence of a failure of the flow path switching device and the service life extension control section delays the occurrence of a failure of the flow path switching device by reducing the operation frequency of the flow path switching device. [6] Thermal management system according to claim 5, characterized by that the failure prediction section predicts a failure of the flow path switching device based on the operation number of the flow path switching device. [7] Thermal management system according to claim 5, characterized by that the flow path switching device switches the flow path of the heating medium depending on the rotational position, and the failure prediction section predicts a failure of the flow path switching device based on an aggregate value of the rotation angle of the flow path switching device. [8] Thermal management system according to claim 5, characterized bythat the temperature control object is a battery installed in the electric vehicle, the control device has an operation mode in which the flow path of the heating medium is switched by the flow path switching device to heat the battery, and the life extension control section prohibits or restricts the execution of the operation mode in which the battery is heated. [9] Thermal management system according to claim 8, characterized by that the life extension control section restricts the execution of the operation mode by lowering the threshold for terminating the operation mode for heating the battery. [10] Thermal management system according to one of claims 1 to 9, characterized bythat the heat source is formed from a refrigerant circuit with a compressor for compressing a refrigerant, a radiator for radiating the heat of the hot refrigerant conveyed by the compressor, a pressure reducer for decompressing the refrigerant whose heat is radiated by the radiator, and a heat absorber for absorbing the heat of the refrigerant that is decompressed by the pressure reducer, wherein the heating medium circuit has a heating section for heating the heating medium and a cooling section for cooling the heating medium, wherein the heating section exchanges heat with the radiator and the cooling section exchanges heat with the heat absorber. [11] Thermal management system according to claim 10, characterized bythat the failure prediction section predicts a failure of the compressor based on the operation of the compressor, and the life extension control section delays the occurrence of a failure of the compressor by reducing the frequency of start / stop of the compressor in the life extension control.

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