Thermal management system

Abstract

A thermal management system with good energy efficiency is provided. The thermal management system 1 comprises a refrigerant circuit 10 in which refrigerant circulates, a high-temperature-side heat transfer circuit 20 which includes a heating core 21 that heats the air in a passenger compartment and can perform heat exchange with the refrigerant circuit 10, a low-temperature-side heat transfer circuit 30 which includes a cooling core 31 that cools the air in a passenger compartment and can perform heat exchange with the refrigerant circuit 10, a battery temperature control circuit 40 which includes a battery temperature control unit that regulates the temperature of a battery 41 and can perform heat exchange with the refrigerant circuit 10, and an engine temperature control circuit 50 which includes an engine temperature control unit that regulates the temperature of an engine 51.an external heat exchange circuit 60, which includes a cooler 61, and a flow path switching device 70, wherein the flow path switching device 70 is configured such that, in a stopped state of a compressor 11, in the event of a heating demand, it connects the battery temperature control circuit 40, the engine temperature control circuit 50 and the low-temperature side heat transfer fluid circuit 30 and directs a heat transfer fluid to the cooling core 31, which has been heated by heat generated at the battery 41 and heat generated at the engine 51.

Description

TECHNICAL AREA

[0001] The present invention relates to a thermal management system. STATE OF THE ART

[0002] The use of electric vehicles has increased in recent years. In electric vehicles, the battery's electrical power is also used to regulate the temperature of various onboard devices in the passenger compartment. To ensure sufficient range with a charged battery, efficient use of electrical power is necessary. Patent document 1, for example, discloses a technology relating to a thermal management system based on a heat pump. LIST OF REFERENCE DOCUMENTS PATENT DOCUMENTS

[0003] Patent document 1: JP 2023-032565 A BRIEF SUMMARY OF THE INVENTIONAL TASKS OF THE INVENTION

[0004] The present invention aims, as one of its objectives, to provide a thermal management system with good energy efficiency. SOLUTION OF THE TASKS

[0005] According to one aspect of the present invention, a thermal management system comprises a refrigerant circuit configured such that a refrigerant circulates therein and which includes a compressor, a high-temperature-side heat exchanger, a pressure reducing device, and a low-temperature-side heat exchanger; a high-temperature-side heat transfer circuit comprising a heating core that heats air supplied to a passenger compartment and is configured such that a heat transfer medium circulates therein, enabling heat exchange with the refrigerant via the high-temperature-side heat exchanger; a low-temperature-side heat transfer circuit comprising a cooling core that cools air supplied to the passenger compartment and is configured such that a heat transfer medium circulates therein, enabling heat exchange with the refrigerant via the low-temperature-side heat exchanger; and a battery temperature control circuit.which includes a battery temperature control unit that regulates the temperature of a battery, an engine temperature control circuit which includes an engine temperature control unit that regulates the temperature of an engine, and a flow path switching device configured to switch between mutual connection and separation between the low-temperature-side heat transfer circuit and the battery temperature control circuit and the engine temperature control circuit, wherein the flow path switching device is configured such that, in a stopped state of the compressor, in the event of a heating demand, it connects the battery temperature control circuit, the engine temperature control circuit and the low-temperature-side heat transfer circuit and directs heat transfer fluid to the cooling core, which has been heated by heat generated at the battery and heat generated at the engine. EFFECTS OF THE INVENTION

[0006] According to the present invention, a thermal management system with good energy efficiency can be provided. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 is a view that schematically illustrates an embodiment example of a thermal management system according to a first embodiment and shows an example of a state of the thermal management system when operation starts at a low outside air temperature. Fig. Figure 2 is a view that schematically illustrates an embodiment example of the thermal management system according to the first embodiment and shows an example of a state of the thermal management system when a battery has reached a suitable temperature range at low outside air temperature. Fig. Figure 3 is a view that schematically illustrates an embodiment example of the thermal management system according to the first embodiment and shows an example of a state of the thermal management system when, at low outside air temperature, when heating operation is not possible solely on the basis of the waste heat of an engine, the battery has reached a suitable temperature range. Fig. Figure 4 is a view that schematically illustrates an embodiment example of the thermal management system according to the first embodiment and shows an example of a state of the thermal management system when, at low outside air temperature, the temperature of the battery has risen and is in danger of exceeding an upper limit of the suitable temperature range. Fig. Figure 5 is a view that schematically illustrates an embodiment example of the thermal management system according to the first embodiment and shows an example of a state of the thermal management system when defrosting of a radiator and heating of a passenger compartment are carried out during driving. Fig. Figure 6 is a view that schematically illustrates an embodiment of the heat management system according to the first embodiment and shows an example of a state of the heat management system when a heating request occurs with the compressor stopped. Fig. Figure 7 is a view that schematically illustrates an embodiment example of a thermal management system according to a second embodiment and shows an example of a state of the thermal management system when operation starts at a low outside air temperature. Fig. Figure 8 is a view that schematically illustrates an embodiment example of the thermal management system according to the second embodiment and shows an example of a state of the thermal management system when the battery has reached a suitable temperature range at low outside air temperature. Fig. Figure 9 is a view that schematically illustrates an embodiment example of the thermal management system according to the second embodiment and shows an example of a state of the thermal management system when, at low outside air temperature, when heating operation is not possible solely on the basis of the waste heat from the engine, the battery has reached a suitable temperature range. Fig. Figure 10 is a view that schematically illustrates an embodiment example of the thermal management system according to the second embodiment and shows an example of a state of the thermal management system when, at low outside air temperature, the temperature of the battery has risen and is in danger of exceeding an upper limit of the suitable temperature range. Fig. Figure 11 is a view that schematically illustrates an embodiment example of the thermal management system according to the second embodiment and shows an example of a state of the thermal management system when the outside air temperature is high. Fig. Figure 12 is a view that schematically illustrates an embodiment of the heat management system according to the second embodiment and shows an example of a state of the heat management system when a heating request occurs with the compressor stopped. DESCRIPTION OF THE EXECUTION FORMS [First embodiment]

[0007] First, a first embodiment is described with reference to the figures. [System configuration]<Overview of the system>

[0008] The present embodiment relates to a thermal management system comprising a refrigerant circuit and a heat transfer circuit. The thermal management system of the present embodiment is installed in an electric vehicle and is designed to provide climate control for the passenger compartment and temperature regulation for a battery and other on-board equipment with good energy efficiency. The thermal management system of the present embodiment can be used effectively without wasting waste heat by utilizing, among other things, ambient air heat, battery waste heat, and motor waste heat, individually or in combination, as heat sources for heating operation. The thermal management system of the present embodiment can also defrost a radiator using battery waste heat while simultaneously continuing heating operation with motor waste heat as a heat source.The thermal management system of the present embodiment can also efficiently utilize the engine waste heat and the battery waste heat even when a compressor of a refrigerant circuit is stopped, thus heating the passenger compartment with good energy efficiency.

[0009] Fig. Figures 1 to 6 are explanatory views that schematically illustrate a configuration example of a thermal management system 1 according to the present embodiment. The thermal management system 1 is designed such that the circuit is switched in response to different operating processes. Fig. Figures 1 to 6 each show a cycle configuration for one of these different operating processes.

[0010] The thermal management system 1 comprises a refrigerant circuit 10 configured to circulate a refrigerant within it. Hydrofluoroolefin is used as the refrigerant, for example, although this is not a restriction. The thermal management system 1 is configured to circulate a liquid heat transfer fluid, such as coolant or the like, within it and comprises a high-temperature heat transfer circuit 20, a low-temperature heat transfer circuit 30, a battery temperature control circuit 40, an engine temperature control circuit 50, and an external heat exchange circuit 60. Of these circuits, the low-temperature heat transfer circuit 30, the battery temperature control circuit 40, the engine temperature control circuit 50, and the external heat exchange circuit 60 are connected to a flow path switching device 70, such as an eight-way valve or the like.The flow path switching device 70 can form a circulation path in which these flow paths are coupled and the circuits work together to circulate the heat transfer fluid, or it can separate one or more circuits from the other circuits and make them independent. The high-temperature heat transfer fluid circuit 20 and the external heat exchange circuit 60 are also connected via a flow path switching device such as a four-way valve V20 or the like, so that they can be connected or disconnected. The four-way valve V20 can form a circulation path in which the high-temperature heat transfer fluid circuit 20 and the external heat exchange circuit 60 work together to circulate the heat transfer fluid, or it can separate these circuits from each other.

[0011] The thermal management system 1 also includes an HVAC (heating, ventilation, and air conditioning) unit 100. Furthermore, the thermal management system 1 includes a control device that manages the operation of sensors (not shown) and the individual units of the thermal management system 1. The thermal management system 1 is controlled based, among other things, on the sensor readings and various requirements. <Kältemittelkreislauf>

[0012] The refrigerant circuit 10 includes a compressor 11, which compresses a gaseous refrigerant to a high temperature and high pressure and then releases it; a high-temperature-side heat exchanger 12, which allows the compressed gaseous refrigerant to condense and release heat; a pressure-reducing device 13, such as an expansion valve or the like, which allows the liquid refrigerant to expand and reduce its pressure; and a low-temperature-side heat exchanger 14, which allows the liquid refrigerant at low temperature and low pressure to evaporate and absorb heat. The refrigerant circuit 10 is designed to function as a heat pump, circulating the refrigerant and repeatedly compressing, condensing, expanding, and evaporating it.

[0013] In the high-temperature heat exchanger 12, the refrigerant exchanges heat with a heat transfer fluid circulating in the high-temperature heat transfer circuit 20. In the low-temperature heat exchanger 14, the refrigerant exchanges heat with a heat transfer fluid circulating in the low-temperature heat transfer circuit 30.

[0014] In the example shown, the high-temperature-side heat exchanger 12 comprises a refrigerant channel 12a through which the refrigerant circulating in the refrigerant circuit 10 flows, and a heat transfer channel 12b through which the heat transfer fluid circulating in the high-temperature-side heat transfer circuit 20 flows. The low-temperature-side heat exchanger 14 comprises a refrigerant channel 14a through which the refrigerant circulating in the refrigerant circuit 10 flows, and a heat transfer channel 14b through which the heat transfer fluid circulating in the low-temperature-side heat transfer circuit 30 flows.

[0015] The individual elements of the refrigerant circuit 10 are connected to each other by refrigerant flow paths 10a, 10b, and 10c. The compressor 11 is connected to the inlet of the refrigerant channel 12a of the high-temperature heat exchanger 12 via refrigerant flow path 10a. The outlet of the refrigerant channel 12a of the high-temperature heat exchanger 12 is connected to the inlet of the refrigerant channel 14a of the low-temperature heat exchanger 14 via refrigerant flow path 10b, with the pressure reducing device 13, which is an expansion valve, installed along this refrigerant flow path 10b. The outlet of the refrigerant channel 14a of the low-temperature heat exchanger 14 is connected to the compressor 11 via refrigerant flow path 10c. An accumulator 15 is installed along this refrigerant flow path 10d. <Hochtemperaturseitiger Wärmeträgerkreislauf>

[0016] The high-temperature heat transfer circuit 20 includes the heat transfer channel 12b of the high-temperature heat exchanger 12 discussed above and a heating core 21, which is housed in a casing 110 of an HVAC unit 100 and heats the air supplied to the passenger compartment. The high-temperature heat transfer circuit 20 is a circuit in which heat transfer fluid circulates, having received heat from the refrigerant circuit 10 via the high-temperature heat exchanger 12 and thus being heated. The high-temperature heat transfer circuit 20 can be used to perform the function of the heating core 21 and to heat the passenger compartment.

[0017] In the illustrated example, the individual elements of the high-temperature heat transfer circuit 20 are connected to each other by heat transfer flow paths 20a, 20b, and 20c. An inlet side 21a of the heating core 21 is connected to the outlet of the heat transfer channel 12b of the high-temperature heat exchanger 12 via the heat transfer flow path 20a. The inlet of the heat transfer channel 12b of the high-temperature heat exchanger 12 is connected to a four-way valve V20 via the heat transfer flow path 20c. The outlet side 21b of the heating core 21 is connected to the four-way valve V20 via the heat transfer flow path 20b. A circulation pump P20 is installed along this heat transfer flow path 20b to circulate the heat transfer fluid. The heat transfer fluid is pumped out by the circulation pump P20 and circulates in the high-temperature side heat transfer fluid circuit 20.As the heat transfer fluid flows through the heat transfer channel 12b of the high-temperature side heat exchanger 12, the heat transfer fluid, which has received heat from the refrigerant circuit 10 and has been heated, is fed through the inlet 21a to the heating core 21 and flows through the heating core 21. The heating core 21 functions by the heat transfer fluid releasing heat at the heating core 21. The heat transfer fluid released from the outlet side 21b after flowing through the heating core 21 flows back towards the heat transfer channel 12b of the high-temperature side heat exchanger 12. <Niedrigtemperaturseitiger Wärmeträgerkreislauf>

[0018] The low-temperature side heat transfer circuit 30 includes the heat transfer channel 14b of the low-temperature side heat exchanger 14 discussed above, a cooling core 31 housed in the casing 110 of the HVAC unit 100, which cools the air supplied to the passenger compartment, and a three-way valve V30 for switching the circuit. The low-temperature side heat transfer circuit 30 is a circuit in which heat transfer fluid circulates that has transferred heat to the refrigerant circuit 10 via the low-temperature side heat exchanger 14 and has been cooled. The low-temperature side heat transfer circuit 30 can be used to perform the function of the cooling core 31 and to cool or dehumidify the passenger compartment.

[0019] The flow path of the low-temperature heat transfer circuit 30, the flow path of the battery temperature control circuit 40, and the flow path of the engine temperature control circuit 50 can also be connected to each other by means of the flow path switching device 70. By forming a circulation path in which the low-temperature heat transfer circuit 30, in conjunction with the battery temperature control circuit 40 and the engine temperature control circuit 50, circulates the heat transfer fluid, it can also be used for temperature control of a battery 41 and for temperature control of an engine 51. In other words, in this case, the waste heat from the battery 41 and the engine 51 can serve as a heat absorption source for the refrigerant circuit 10.

[0020] In the example shown, the individual elements of the low-temperature-side heat transfer circuit 30 are connected to each other by heat transfer fluid flow paths 30a, 30b, 30c, 30d, 30e, 30f. The outlet of the heat transfer fluid channel 14b of the low-temperature-side heat exchanger 14 and the three-way valve V30 are connected by the heat transfer fluid flow path 30a, and the three-way valve V30 and the inlet side 31a of the cooling core 31 are connected by the heat transfer fluid flow path 30b. When the three-way valve V30 connects these heat transfer fluid flow paths 30a, 30b, the outlet of the heat transfer fluid channel 14b of the low-temperature-side heat exchanger 14 and the inlet side 31a of the cooling core 31 are connected to each other.

[0021] The outlet 31b of the cooling core 31 is connected to the flow path switching device 70 via the associated heat transfer fluid flow path 30c, the junction point, and the heat transfer fluid flow path 30e located downstream of it. The three-way valve V30 and the junction point are connected by the heat transfer fluid flow path 30d. When the connection to the cooling core 31 is severed by the three-way valve V30, and the outlet of the heat transfer fluid channel 14b of the low-temperature-side heat exchanger 14 and the flow path switching device 70 are connected by the heat transfer fluid flow paths 30a, 30d, and 30e, a bypass flow path is formed that does not pass through the cooling core 31 and bypasses it.

[0022] The flow path switching device 70 and the inlet of the heat transfer channel 14b of the low-temperature side heat exchanger 14 are connected by the heat transfer flow path 30f. A circulation pump P30 is installed along the heat transfer flow path 30f to circulate the heat transfer fluid.

[0023] The low-temperature heat transfer circuit 30 can connect to the flow path of at least one of the battery temperature control circuit 40, the engine temperature control circuit 50 and the external heat exchange circuit 60 by means of the flow path switching device 70 and, together with at least one of these circuits, form a circulation path for circulating the heat transfer fluid.

[0024] The heat transfer fluid circulates in the low-temperature-side heat transfer circuit 30 via the circulation pump P30 installed along the heat transfer fluid flow path 30f. As the heat transfer fluid flows through the heat transfer fluid channel 14b of the low-temperature-side heat exchanger 14, it releases heat to the refrigerant circuit 10 and is cooled. The cooled heat transfer fluid is then fed to the cooling core 31 through the inlet side 31a and can flow through the cooling core 31. The cooling core 31 functions by the heat transfer fluid absorbing heat at the cooling core 31.The heat transfer fluid, which is discharged from the outlet side 31b after flowing through the cooling core 31, or the heat transfer fluid which does not pass through the cooling core 31 but bypasses it, flows again towards the heat transfer fluid channel 14b of the low-temperature side heat exchanger 14 after passing through at least one of the battery temperature control circuit 40, the engine temperature control circuit 50 and the external heat exchange circuit 60, which is connected by the flow path switching device 70. <batterietemperaturregulierungskreislauf>

[0025] The battery temperature control circuit 40 includes the heat transfer channel 14b of the low-temperature-side heat exchanger 14 discussed above and, as an onboard device, the battery 41. A battery temperature control unit is provided at the battery 41 for regulating its temperature. The battery temperature control circuit 40 can be used to regulate the temperature of the battery 41.

[0026] The same configuration as for the battery temperature control circuit 40 is applicable, without restriction to the battery, to other temperature control circuits for onboard equipment with a temperature control unit for the onboard equipment, which serves to regulate the temperature of another onboard equipment which requires temperature control.

[0027] In the illustrated example, the individual elements of the battery temperature control circuit 40 are connected to each other by heat transfer fluid flow paths 40a, 40b. An inlet side 41a of the battery 41 is connected to the flow path switching device 70 via the heat transfer fluid flow path 40a. An outlet side 41b of the battery 41 is connected to the flow path switching device 70 via the heat transfer fluid flow path 40b.

[0028] The battery temperature control circuit 40 can, by means of the flow path switching device 70, form a circulation path that allows the heat transfer fluid to circulate independently. The battery temperature control circuit 40 can, by means of the flow path switching device 70, connect to the flow path of at least one of the low-temperature heat transfer fluid circuit 30, the engine temperature control circuit 50, and the external heat exchange circuit 60, and, together with at least one of these circuits, form a circulation path for circulating the heat transfer fluid.

[0029] Along the heat transfer fluid flow path 40a, a circulation pump P40 and a heat transfer fluid heating device 42 are installed sequentially from its upstream side. Even if the battery temperature control circuit 40 forms a circulation path independent of the other circuits, and even if no circulation pump is installed in the other circuit(s) with which it forms a circulation path, the heat transfer fluid can circulate by means of the circulation pump P40 and the temperature of the battery 41 can be regulated. <motortemperaturregulierungskreislauf>

[0030] The engine temperature control circuit 50 includes an engine 51 as an onboard unit. An engine temperature control unit is provided on the engine 51 for regulating its temperature. The engine temperature control circuit 50 can be used to regulate the engine 51's temperature by circulating the heat transfer fluid. The thermal management system 1 can also utilize the engine 51, which constantly generates heat during operation, etc., as a heat source via the engine temperature control circuit 50.

[0031] In the illustrated example, the individual elements of the engine temperature control circuit 50 are connected to each other by heat transfer fluid flow paths 50a and 50b. An inlet side 51a of the engine 51 is connected to the flow path switching device 70 via the heat transfer fluid flow path 50a. An outlet side 51b of the engine 51 is connected to the flow path switching device 70 via the heat transfer fluid flow path 50b. The engine temperature control circuit 50 can connect to the flow path of at least one of the low-temperature side heat transfer fluid circuit 30, the battery temperature control circuit 40, and the external heat exchange circuit 60 by means of the flow path switching device 70 and, together with at least one of these circuits, form a circulation path for circulating the heat transfer fluid. <Externer Wärmetauschkreislauf>

[0032] The external heat exchange circuit 60 includes a cooler 61 as an external heat exchanger. The external heat exchange circuit 60 circulates heat transfer fluid and can be used for heat exchange between the heat transfer fluid and the outside air.

[0033] In the illustrated example, the individual elements of the external heat exchange circuit 60 are connected to each other by heat transfer fluid flow paths 60a, 60b, and 60c. An inlet side 61a of the cooler 61 is connected to the four-way valve V20 via the heat transfer fluid flow path 60a. The flow path switching device 70 and the four-way valve V20 are connected via the heat transfer fluid flow path 60c. When the four-way valve V20 connects the two heat transfer fluid flow paths 60a and 60c, the inlet side 61a of the cooler 61 is connected to the flow path switching device 70. An outlet side 61b of the cooler 61 is connected to the flow path switching device 70 via the heat transfer fluid flow path 60b.

[0034] The external heat exchange circuit 60 can be separated and made independent from the other circuits by means of the flow path switching device 70. Furthermore, the external heat exchange circuit 60 can connect to the flow path of at least one of the low-temperature heat transfer fluid circuit 30, the battery temperature control circuit 40, and the engine temperature control circuit 50 by means of the flow path switching device 70 and, together with at least one of these circuits, form a circulation path for circulating the heat transfer fluid. <hvac-einheit>

[0035] As discussed above, the heating core 21 of the high-temperature heat transfer circuit 20 and the cooling core 31 of the low-temperature heat transfer circuit 30 are housed in the casing 110 of the HVAC unit 100. The casing 110 forms the outer shell of the HVAC unit 100, and an airflow duct 120 is formed inside it.

[0036] The HVAC unit 100 includes an intake unit 130. The intake unit 130 can switch between an outside air intake opening, which draws in air from outside the passenger compartment, and an inside air intake opening, which draws in air from inside the passenger compartment, and can switch the air introduced into the housing 110 between outside air from the passenger compartment (outside air intake) and inside air from the passenger compartment (inside air recirculation). The HVAC unit 100 also includes a fan 140, which is installed adjacent to the intake unit 130 in such a way that it conveys the air introduced into the housing 110 to the airflow duct 120.

[0037] The cooling core 31 is installed in the upstream section of the airflow duct 120. In the downstream section of the airflow duct 120, a heating core duct 121 and a bypass duct 122 are formed parallel to each other. The heating core 21 is located at the heating core duct 121. When the air introduced into the housing 110 is directed to the heating core duct 121, the air is blown onto the heating core 21 after passing over the cooling core 31. Conversely, when the air introduced into the housing 110 is directed to the bypass duct 122, the air does not flow to the heating core 21 after passing over the cooling core 31, but bypasses it. The proportion of air flowing through the heating core duct 121 and air flowing through the bypass duct 122 is regulated by an air mixing damper 150. [System operation]

[0038] The specific operating mode of the thermal management system 1 according to the present embodiment is described with reference to the figures. <Heizbetrieb (Betriebsstart / unter dem geeigneten Batterietemperaturbereich)>

[0039] Fig. Figure 1 shows the state of the thermal management system 1 when the vehicle starts operating at a low outside air temperature. During this process, the passenger compartment is heated and the battery 41 is warmed.

[0040] The high-temperature heat transfer fluid circuit 20, in which the heat transfer fluid flows after undergoing heat exchange at the high-temperature heat exchanger 12, is configured as follows. The four-way valve V20 connects the heat transfer fluid flow paths 20b and 20c such that the heat transfer fluid, heated by heat exchange at the high-temperature heat exchanger 12, circulates in the high-temperature heat transfer fluid circuit 20, which is separate from the external heat exchanger circuit 60, and flows to the heating core 21. Consequently, the passenger compartment is heated by the heat of the heat transfer fluid that has absorbed heat at the high-temperature heat exchanger 12.

[0041] The low-temperature heat transfer circuit 30, in which the heat transfer fluid flows after undergoing heat exchange at the low-temperature heat exchanger 14, is configured as follows. The three-way valve V30 forms the heat transfer fluid flow paths 30a, 30d, 30e such that the heat transfer fluid, which has been cooled by heat exchange at the low-temperature heat exchanger 14, does not flow to the cooling core 31, but bypasses it. The flow path switching device 70 connects the flow paths of the low-temperature heat transfer circuit 30 and the external heat exchange circuit 60, thus forming a circulation path in which the low-temperature heat transfer circuit 30 and the external heat exchange circuit 60 circulate the heat transfer fluid together.The heat transfer fluid flow paths 30a, 30d, 30e of the low-temperature-side heat transfer fluid circuit 30 and the heat transfer fluid flow paths 60a, 60b running through the cooler 61 are thus connected, so that the heat transfer fluid flows along these circulation paths. Consequently, the heat transfer fluid, which undergoes heat exchange at the low-temperature-side heat exchanger 14, flows through the cooler 61 and undergoes heat exchange with the outside air. In this way, the refrigerant circuit 10 is operated with the heat of the heat transfer fluid as a heat source, which has absorbed heat from the outside air at the cooler 61, and the air conditioning of the passenger compartment is operated by heating with heat absorbed from the outside air.

[0042] The flow path switching device 70 connects the flow paths of the battery temperature control circuit 40 and the engine temperature control circuit 50, thus forming a circulation path along which the battery temperature control circuit 40 and the engine temperature control circuit 50 circulate the heat transfer fluid together. The heat transfer fluid flow paths 50a, 50b running through the engine 51 and the heat transfer fluid flow paths 40a, 40b running through the battery 41 are therefore connected, so that the heat transfer fluid flows along these circulation paths. As a result, the battery 41 is heated by the heat transfer fluid, which has been heated by the heat generated at the engine 51. By effectively using the waste heat from the engine 51 to heat the battery 41, energy savings are achieved.

[0043] The heat transfer fluid can be heated as needed by the heat transfer fluid heating device 42, which is installed along the heat transfer fluid flow path 40a of the battery temperature control circuit 40, i.e., upstream of the battery 41 in the circulation path. This reduces the time required to complete the heating of the battery 41. Furthermore, if, in environments such as transitional periods when the outside temperature is not too low, the battery 41 can be heated solely by its own heat and the waste heat from the engine 51, the heating of the heat transfer fluid by the heat transfer fluid heating device 42 can be omitted.

[0044] By switching the flow path switching device 70 as described above, the air conditioning circuit for regulating the temperature of the passenger compartment, in which the low-temperature side heat transfer circuit 30 and the external heat exchange circuit 60 are connected, and the battery heating circuit, in which the battery temperature control circuit 40 and the engine temperature control circuit 50 are connected, can be made independent of each other, thus simplifying the temperature management of the battery 41 and heating the battery 41. <Heizbetrieb (geeigneter Batterietemperaturbereich)>

[0045] Fig. Figure 2 shows the state of the thermal management system 1 after the battery 41 has finished warming up and reached the appropriate temperature range. The appropriate temperature range for the battery 41 is, for example, 25 ± 5 °C or similar. Fig. Figure 2 shows the state in which the temperature of battery 41 has reached or exceeded a defined lower limit, for example, 20 °C. In this state, the passenger compartment is heated. The temperature management of battery 41 is achieved using its own heat.

[0046] The flow path switching device 70 forms a circulation path for the heat transfer fluid with an independent battery temperature control circuit 40. Since the battery 41 also generates heat, the temperature of the battery 41 is regulated by regulating the flow rate of the heat transfer fluid circulating in the battery temperature control circuit 40. The heat transfer fluid can be heated at the heat transfer fluid heating device 42 if necessary.

[0047] The high-temperature heat transfer fluid circuit 20, in which the heat transfer fluid flows after undergoing heat exchange at the high-temperature heat exchanger 12, is configured as follows. The four-way valve V20 connects the heat transfer fluid flow paths 20b and 20c such that the heat transfer fluid, heated by heat exchange at the high-temperature heat exchanger 12, circulates in the high-temperature heat transfer fluid circuit 20, which is separate from the external heat exchanger circuit 60, and flows to the heating core 21. Consequently, the passenger compartment is heated by the heat of the heat transfer fluid that has absorbed heat at the high-temperature heat exchanger 12.

[0048] The low-temperature heat transfer circuit 30, in which the heat transfer fluid flows after undergoing heat exchange at the low-temperature heat exchanger 14, is configured as follows. The three-way valve V30 forms the heat transfer fluid flow paths 30a, 30d, 30e such that the heat transfer fluid, which has been cooled by heat exchange at the low-temperature heat exchanger 14, does not flow to the cooling core 31, but bypasses it. The flow path switching device 70 connects the flow paths of the low-temperature heat transfer circuit 30 and the engine temperature control circuit 50, thus forming a circulation path in which the low-temperature heat transfer circuit 30 and the engine temperature control circuit 50 circulate the heat transfer fluid together.The heat transfer fluid flow paths 30a, 30d, 30e of the low-temperature side heat transfer fluid circuit 30 and the heat transfer fluid flow paths 50a, 50b running through the motor 51 are thus connected, so that the heat transfer fluid flows along these circulation paths. Consequently, the refrigerant circuit 10 is operated with the heat of the heat transfer fluid, which has been heated by the heat generated at the motor 51, as a heat absorption source and is used for air conditioning or heating the passenger compartment.

[0049] For example, if in environments such as transitional periods, when the outside temperature is not too low, heating operation is only possible using the waste heat of motor 51, then, as in Fig. As shown in Figure 2, the circulation pattern of the heat transfer fluid is formed by the flow path switching device 70 and the four-way valve V20 making the external heat exchange circuit 60 independent. Since no heat absorption from the outside air by the external heat exchange circuit 60 is necessary, ice formation on the radiator 61 can be avoided. Furthermore, the radiator fan does not need to be driven, thus reducing the power consumption from the battery 41.

[0050] If heating operation is not possible using only the waste heat from the motor 51, the flow path switching device 70 connects, as shown in Fig. Figure 3 shows the flow paths of the low-temperature heat transfer circuit 30, the external heat exchange circuit 60, and the engine temperature control circuit 50 interconnected, forming a circulation path along which the low-temperature heat transfer circuit 30, the external heat exchange circuit 60, and the engine temperature control circuit 50 circulate the heat transfer fluid together. The heat transfer fluid flow paths 30f, 30a, 30d, 30e of the low-temperature heat transfer circuit 30, the heat transfer fluid flow paths 60a, 60b, 60c of the external heat exchange circuit 60, which run through the radiator 61, and the heat transfer fluid flow paths 50a, 50b of the engine temperature control circuit 50, which run through the engine 51, are thus connected, so that the heat transfer fluid flows along these circulation paths.As a result, the refrigerant circuit 10 is operated by the heat of the heat transfer fluid, which has absorbed heat from the outside air at the radiator 61 and has also absorbed waste heat from the engine 51. In this case, too, the engine 51 can be the main source of heat absorption. Consequently, ice formation on the radiator 61 is reduced.

[0051] If, as described above, at least the low-temperature heat transfer circuit 30 and the motor temperature control circuit 50 are connected by switching the flow path switching device 70, and the motor waste heat serves as a heat absorption source for the heating operation, energy savings can be achieved by effectively utilizing the waste heat of the motor 51 without wasting it. <Heizbetrieb (Anstieg der Batterietemperatur)>

[0052] Fig. Figure 4 shows the state of the thermal management system 1 when, at low ambient air temperatures, the temperature of battery 41 rises and threatens to exceed an upper limit of the suitable temperature range. The upper limit of the suitable temperature range for battery 41 is, for example, 45 ± 5 °C or similar. Fig. Figure 4 therefore shows the state in which the temperature of battery 41 has reached or exceeded a defined upper limit of, for example, 40 °C. In this state, the passenger compartment is heated, while battery 41 is cooled.

[0053] The high-temperature heat transfer fluid circuit 20, in which the heat transfer fluid flows after undergoing heat exchange at the high-temperature heat exchanger 12, is configured as follows. The four-way valve V20 connects the heat transfer fluid flow paths 20b and 20c such that the heat transfer fluid, heated by heat exchange at the high-temperature heat exchanger 12, circulates in the high-temperature heat transfer fluid circuit 20, which is separate from the external heat exchanger circuit 60, and flows to the heating core 21. Consequently, the passenger compartment is heated by the heat of the heat transfer fluid that has absorbed heat at the high-temperature heat exchanger 12.

[0054] The low-temperature-side heat transfer circuit 30, in which the heat transfer fluid flows after undergoing heat exchange at the low-temperature-side heat exchanger 14, is configured as follows. The three-way valve V30 forms the heat transfer fluid flow paths 30a, 30d, 30e such that the heat transfer fluid, which has been cooled by heat exchange at the low-temperature-side heat exchanger 14, does not flow to the cooling core 31, but bypasses it. The flow path switching device 70 connects the flow paths of the low-temperature-side heat transfer circuit 30, the battery temperature control circuit 40, and the engine temperature control circuit 50, thus forming a circulation path in which the low-temperature-side heat transfer circuit 30, the battery temperature control circuit 40, and the engine temperature control circuit 50 circulate the heat transfer fluid together.The heat transfer fluid flow paths 30a, 30d, 30e of the low-temperature-side heat transfer fluid circuit 30, the heat transfer fluid flow paths 40a, 40b running through the battery 41, and the heat transfer fluid flow paths 50a, 50b running through the engine 51 are thus connected, so that the heat transfer fluid flows along these circulation paths. As a result, the refrigerant circuit 10 is operated with the heat of the heat transfer fluid, which has been heated by the heat generated at the battery 41 and the heat generated at the engine 51, as a heat absorption source and is used for air conditioning or heating the passenger compartment. The heat transfer fluid of the battery temperature control circuit 40 undergoes heat exchange with the refrigerant circuit 10 at the low-temperature-side heat exchanger 14 and is cooled. The cooled heat transfer fluid cools the battery 41.This allows the heating operation to continue while effectively utilizing the engine waste heat as a heat absorption source, and the battery 41 is being cooled.

[0055] If in Fig. 4. When the flow path switching device 70 is switched and connects the low-temperature-side heat transfer circuit 30, the battery temperature control circuit 40, and the engine temperature control circuit 50, the heat transfer fluid flows sequentially through the low-temperature-side heat transfer circuit 30, the battery temperature control circuit 40, and then the engine temperature control circuit 50, taking into account that the heat generation quantity of the engine 51 is greater than the heat generation quantity of the battery 41. As a result, the heat transfer fluid, which has been heated by the waste heat from the battery 41 and the waste heat from the engine 51, is cooled by heat exchange with the refrigerant circuit 10 at the low-temperature-side heat exchanger 14 and only then flows to the battery temperature control circuit 40. This ensures efficient cooling of the battery 41.

[0056] When the cooling of battery 41 is prioritized, the flow path switching device 70 connects the flow paths of the low-temperature-side heat transfer circuit 30 and the battery temperature control circuit 40, thus forming a circulation path in which the low-temperature-side heat transfer circuit 30 and the battery temperature control circuit 40 circulate the heat transfer fluid together, even though this is not shown. The heat transfer fluid flow paths 30a, 30d, 30e of the low-temperature-side heat transfer circuit 30 and the heat transfer fluid flow paths 40a, 40b running through the battery 41 are therefore connected, so that the heat transfer fluid flows along these circulation paths.As a result, the heat transfer fluid of the battery temperature control circuit 40 does not flow through the engine temperature control circuit 50 and undergoes heat exchange with the refrigerant circuit 10 at the low-temperature-side heat exchanger 14, thereby being cooled more effectively since it is not heated by the waste heat from the engine 51. With the heat transfer fluid cooled in this way, the cooling of the battery 41 can be carried out with priority.

[0057] If, as described above, at least the low-temperature heat transfer circuit 30 and the battery temperature control circuit 40 are connected by switching the flow path switching device 70, and the heat transfer medium of the battery temperature control circuit 40 can thus be cooled, the battery 41 can be cooled.

[0058] When battery 41 is cooled and its temperature drops and threatens to exceed the lower limit of the suitable temperature range, the thermal management system 1 switches the flow path switching device 70 so that the Fig. 2 or Fig. The state shown in Figure 3 results. Thus, the thermal management system 1 maintains the temperature of the battery 41 within the appropriate temperature range by monitoring the temperature of the battery 41 and the temperature of the motor 51, while switching the flow path switching device 70 in such a way that its waste heat can be used effectively without waste. <Heizbetrieb (Enteisung während der Fahrt)>

[0059] Fig. Figure 5 shows the state of the thermal management system 1 when the defrosting of the radiator 61 and the heating operation of the passenger compartment are carried out.

[0060] The high-temperature heat transfer fluid circuit 20, in which the heat transfer fluid flows after undergoing heat exchange at the high-temperature heat exchanger 12, is configured as follows. The four-way valve V20 connects the heat transfer fluid flow paths 20b and 20c such that the heat transfer fluid, heated by heat exchange at the high-temperature heat exchanger 12, circulates in the high-temperature heat transfer fluid circuit 20, which is separate from the external heat exchanger circuit 60, and flows to the heating core 21. Consequently, the passenger compartment is heated by the heat of the heat transfer fluid that has absorbed heat at the high-temperature heat exchanger 12.

[0061] The low-temperature heat transfer circuit 30, in which the heat transfer fluid flows after undergoing heat exchange at the low-temperature heat exchanger 14, is configured as follows. The three-way valve V30 forms the heat transfer fluid flow paths 30a, 30d, 30e such that the heat transfer fluid, which has been cooled by heat exchange at the low-temperature heat exchanger 14, does not flow to the cooling core 31, but bypasses it. The flow path switching device 70 connects the flow paths of the low-temperature heat transfer circuit 30 and the engine temperature control circuit 50, thus forming a circulation path in which the low-temperature heat transfer circuit 30 and the engine temperature control circuit 50 circulate the heat transfer fluid together.The heat transfer fluid flow paths 30a, 30d, 30e of the low-temperature side heat transfer fluid circuit 30 and the heat transfer fluid flow paths 50a, 50b running through the motor 51 are thus connected, so that the heat transfer fluid flows along these circulation paths. Consequently, the refrigerant circuit 10 is operated with the heat of the heat transfer fluid, which has been heated by the heat generated at the motor 51, as a heat absorption source and is used for air conditioning or heating the passenger compartment.

[0062] The flow path switching device 70 connects the flow paths of the battery temperature control circuit 40 and the external heat exchange circuit 60, thus forming a circulation path along which the battery temperature control circuit 40 and the external heat exchange circuit 60 circulate the heat transfer fluid together. The heat transfer fluid flow paths 40a, 40b running through the battery 41 and the heat transfer fluid flow paths 60a, 60b running through the cooler 61 are therefore connected, so that the heat transfer fluid flows along these circulation paths. As a result, the cooler 61 is defrosted by the heat transfer fluid, which has been heated by the heat generated at the battery 41.

[0063] If, as described above, the engine temperature control circuit 50 and the battery temperature control circuit 40 are made independent by switching the flow path switching device 70, and the low-temperature heat transfer circuit 30 and the external heat exchange circuit 60 are connected, the respective waste heat from the engine 51 and the battery 41, which have different heat generation capacities, can be effectively utilized. The low-temperature heat transfer circuit 30 and the engine temperature control circuit 50 are thus connected, allowing heating operation to continue by utilizing the waste heat from the engine 51, which has a high heat generation capacity.The heat output of the battery 41 is less than that of the motor 51, but is sufficient to defrost the radiator 61. Therefore, by connecting the battery temperature control circuit 40 and the external heat exchange circuit 60, the radiator 61 can be defrosted using the waste heat from the battery 41. The heat transfer fluid cooled by the defrosting of the radiator 61 then cools the battery 41, thus also regulating the temperature of the battery 41.

[0064] In a situation where the radiator 61 is being defrosted while driving, ambient air heat is being absorbed for heating, and ice has already formed on the radiator 61, the passenger compartment temperature is regulated to approach a target temperature. Even if the heating operation is solely powered by the waste heat from the engine 51, the heating requirement can therefore be met and defrosting carried out while maintaining passenger compartment comfort. The intake unit 130 of the housing 110 of the HVAC unit 100 preferably closes the outside air intake opening for introducing outside air into the passenger compartment and switches to internal air circulation, introducing interior air from the passenger compartment into the housing 110. This prevents low-temperature outside air from entering the passenger compartment, thus ensuring that passenger compartment comfort is not compromised. <Bei Störung des Verdichters>

[0065] Fig. Figure 6 shows the state of the thermal management system 1 in the event that the compressor 11 stops for any reason during driving and the refrigerant circuit 10 no longer functions as a heat pump, but a heating request occurs while the compressor 11 is stopped.

[0066] Since no heat exchange with the refrigerant circuit 10 takes place in the high-temperature-side heat transfer fluid circuit 20 despite circulation of the heat transfer fluid, the circulation pump P20 stops in order to avoid unnecessary power consumption.

[0067] The low-temperature heat transfer circuit 30 is configured as follows. The three-way valve V30 forms the heat transfer flow paths 30a, 30b, 30c, 30e such that the heat transfer fluid circulating in the low-temperature heat transfer circuit 30 flows to the cooling core 31. The flow path switching device 70 connects the flow paths of the low-temperature heat transfer circuit 30, the battery temperature control circuit 40, and the engine temperature control circuit 50, thus forming a circulation path in which the low-temperature heat transfer circuit 30, the battery temperature control circuit 40, and the engine temperature control circuit 50 circulate the heat transfer fluid together.The heat transfer fluid flow paths 30a, 30d, 30e of the low-temperature side heat transfer fluid circuit 30, the heat transfer fluid flow paths 40a, 40b running through the battery 41, and the heat transfer fluid flow paths 50a, 50b running through the motor 51 are thus connected, so that the heat transfer fluid flows along these circulation paths. As a result, the heat transfer fluid, which has been heated by the heat generated at the battery 41 and the heat generated at the motor 41, is directed to the cooling core 31. This heats the air introduced into the housing 110 of the HVAC unit 100 and conveyed into the airflow duct 120 at the cooling core 31, thereby heating the passenger compartment.

[0068] By switching the flow path switching device 70 as described above and connecting the battery temperature control circuit 40, the engine temperature control circuit 50, and the low-temperature side heat transfer fluid circuit 30, and by directing the heat transfer fluid heated by the heat generated at the battery 41 and the heat generated at the engine 51 to the cooling core 31, the waste heat from the battery 41 and the waste heat from the engine 51 is efficiently utilized, thus ensuring the heating of the passenger compartment. The heat transfer fluid circulating in the battery temperature control circuit 40 can be heated as needed by the heat transfer fluid heating device 42, thereby increasing the amount of heat in the heat transfer fluid directed to the cooling core 31.Taking into account the thermal management of the battery 41, the heat transfer fluid heating device 42 is installed on the course of the heat transfer fluid flow path 40b of the battery temperature control circuit 40, i.e. downstream of the battery 41 in relation to the circulation path.

[0069] If the flow path is lengthened and the heat transfer fluid heated by this waste heat is allowed to flow to the heating core 21, the circuit becomes more complex due to the additional lines, thus also complicating the switching of the flow path. Furthermore, lengthening the flow path results in heat loss, making this energy inefficient. By directing the heat transfer fluid heated by the waste heat from the battery 41 and the motor 51 to the cooling core 31, the function of the heating core 21 is instead taken over by the cooling core 31, thereby avoiding this energy inefficiency. When the function of the heating core 21 is taken over by the cooling core 31, the heat transfer fluid flows within the cooling core 31 at a different temperature.Taking into account problems at the sealing surfaces due to the temperature difference of the heat transfer fluid, the cooling core 31 is preferably a metal heat exchanger, with the head tank being made of aluminum as the main material. This prevents leakage of the heat transfer fluid.

[0070] It is undesirable for the air blown onto the cooling core 31 and heated to be blown onto the heating core 21, as this would draw heat from the heating core 21. To avoid this problem, the heating core channel 121 is preferably closed by the air mixing flap 150, and the air blown onto the cooling core 31 and heated is directed to the bypass channel 122. [System]

[0071] According to the thermal management system 1 of the present embodiment, while the circuit is switched appropriately in response to a request to heat the battery 41, an air conditioning request, and the like, the waste heat from the motor 51 and the like can be used effectively without waste. For example, if the temperature of the battery 41 needs to be increased at startup, the battery 41 can be heated using the waste heat from the motor 51. If the battery 41 does not need to be heated, the waste heat from the motor 51 and, if necessary, the waste heat from the battery 41 can be used for heating. It is also possible, during continued heating operation, to defrost the radiator 61 using the waste heat from the motor 51 and the waste heat from the battery 41.

[0072] Since the battery temperature control circuit 40 and the air conditioning circuit for regulating the temperature of the passenger compartment can be independent of each other in the thermal management system 1, it can be prevented that the heating of the battery 41, for example, affects the heating or the like.

[0073] If the compressor 11 is faulty, the thermal management system 1 connects the battery temperature control circuit 40, the engine temperature control circuit 50 and the low-temperature side heat transfer fluid circuit 30, directs the heat transfer fluid heated by the waste heat to the cooling core 31 and allows the cooling core 31 to take over the function of the heating core 21, so that the heating of the passenger compartment can be ensured with high energy efficiency. [Second embodiment]

[0074] Next, a second embodiment will be described with reference to the figures. [Systemkonfiguration]<Überblick über das System>

[0075] First, an embodiment is described with reference to the figures. The present embodiment relates to a thermal management system comprising a refrigerant circuit and a heat transfer fluid circuit. The thermal management system of the present embodiment is installed in an electric vehicle and is designed to provide air conditioning for the passenger compartment and temperature control for a battery and other on-board equipment. In particular, the thermal management system of the present embodiment can utilize a motor as a heat source. This eliminates the need for a separate electric heating device to heat the heat transfer fluid or, if one is provided, reduces its power consumption.In the thermal management system of the present embodiment, an evaporator of a refrigerant circuit is provided on a cooling device connected to the air conditioning circuit and on a cooling device connected to the circuit for regulating the temperature of an onboard device such as the battery or the like. This simplifies the appropriate temperature regulation of the onboard device such as the battery or the like. The thermal management system of the present embodiment can also efficiently utilize the engine and battery waste heat even when the compressor of the refrigerant circuit is stopped, thus heating the passenger compartment with good energy efficiency.

[0076] Fig. Figures 7 to 12 are explanatory views that schematically illustrate a configuration example of a thermal management system 1 according to the present embodiment. The thermal management system 1 is designed such that the circuit is switched in response to different operating processes. Fig. Figures 7 to 12 each show a cycle configuration for one of these different operating processes.

[0077] The thermal management system 1 comprises a refrigerant circuit 10 configured to circulate a refrigerant within it. Hydrofluoroolefin is used as the refrigerant, for example, although this is not a restriction. The thermal management system 1 is configured to circulate a liquid heat transfer fluid, such as coolant or the like, within it and comprises a high-temperature heat transfer circuit 20, a low-temperature heat transfer circuit 30, a battery temperature control circuit 40, an engine temperature control circuit 50, and an external heat exchange circuit 60. Of these circuits, the low-temperature heat transfer circuit 30, the battery temperature control circuit 40, the engine temperature control circuit 50, and the external heat exchange circuit 60 are connected to a flow path switching device 70, such as an eight-way valve or the like.The flow path switching device 70 can form a circulation path in which these flow paths are coupled and the circuits work together to circulate the heat transfer fluid, or it can separate one or more circuits from the other circuits and make them independent. The high-temperature heat transfer fluid circuit 20 and the external heat exchange circuit 60 are also connected via a flow path switching device such as a four-way valve V20 or the like, so that they can be connected or disconnected. The four-way valve V20 can form a circulation path in which the high-temperature heat transfer fluid circuit 20 and the external heat exchange circuit 60 work together to circulate the heat transfer fluid, or it can separate these circuits from each other.

[0078] The thermal management system 1 also includes an HVAC (heating, ventilation, and air conditioning) unit 100. Furthermore, the thermal management system 1 includes a control device that controls the operation of sensors (not shown) and the individual units of the thermal management system 1. The thermal management system 1 is controlled, among other things, based on the sensor readings and various requirements. <Kältemittelkreislauf>

[0079] The refrigerant circuit 10 includes a compressor 11, which compresses a gaseous refrigerant to a high temperature and high pressure and then releases it; a high-temperature-side heat exchanger 12, which allows the compressed gaseous refrigerant to condense and release heat; a pressure-reducing device, such as an expansion valve or the like, which allows the liquid refrigerant to expand and reduce its pressure; and a low-temperature-side heat exchanger, which allows the liquid refrigerant at low temperature and low pressure to evaporate and absorb heat. The refrigerant circuit 10 is designed to function as a heat pump, circulating the refrigerant and repeatedly compressing, condensing, expanding, and evaporating it.In the refrigerant circuit 10 of the present embodiment, a pressure reducing device and a low-temperature heat exchanger are provided side by side downstream of the high-temperature heat exchanger 12. This means that the refrigerant circuit 10 includes a first pressure reducing device 131 and a first low-temperature heat exchanger 141, and a second pressure reducing device 132 and a second low-temperature heat exchanger 142. The flow rate of the refrigerant flowing in the first low-temperature heat exchanger 141 and the flow rate of the refrigerant flowing in the second low-temperature heat exchanger 142 can be regulated by the first pressure reducing device 131 and the second pressure reducing device 132, which include an expansion valve or the like.

[0080] In the high-temperature heat exchanger 12, the refrigerant exchanges heat with a heat transfer fluid circulating in the high-temperature heat transfer circuit 20. In the first low-temperature heat exchanger 141, the refrigerant exchanges heat with a heat transfer fluid circulating in the low-temperature heat transfer circuit 30. In the second low-temperature heat exchanger 142, the refrigerant exchanges heat with a heat transfer fluid circulating in the battery temperature control circuit 40.

[0081] In the illustrated example, the high-temperature-side heat exchanger 12 comprises a refrigerant channel 12a through which the refrigerant circulating in refrigerant circuit 10 flows, and a heat transfer channel 12b through which the heat transfer fluid circulating in the high-temperature-side heat transfer circuit 20 flows. The first low-temperature-side heat exchanger 141 comprises a refrigerant channel 141a through which the refrigerant circulating in refrigerant circuit 10 flows, and a heat transfer channel 141b through which the heat transfer fluid circulating in the low-temperature-side heat transfer circuit 30 flows. The second low-temperature-side heat exchanger 142 comprises a refrigerant channel 142a through which the refrigerant circulating in refrigerant circuit 10 flows, and a heat transfer channel 142b through which the heat transfer fluid circulating in the battery temperature control circuit 40 flows.

[0082] In the thermal management system 1 of the present embodiment, the heat exchange quantity of the first low-temperature-side heat exchanger 141 is greater than the heat exchange quantity of the second low-temperature-side heat exchanger 142.

[0083] The individual elements of the refrigerant circuit 10 are interconnected by refrigerant flow paths 10a, 10b, 10c, 10d, and 10e. The compressor 11 is connected by refrigerant flow path 10a to the inlet of refrigerant channel 12a of the high-temperature heat exchanger 12. The outlet of refrigerant channel 12a of the high-temperature heat exchanger 12 is connected by refrigerant flow path 10b to the inlet of refrigerant channel 141a of the first low-temperature heat exchanger 141, with the first pressure reducing device 131, which is an expansion valve, being installed along this refrigerant flow path 10b. The outlet of refrigerant channel 141a of the first low-temperature heat exchanger 141 is connected by refrigerant flow path 10c to the compressor 11. An accumulator 15 is installed along this refrigerant flow path 10c.

[0084] Furthermore, a branch refrigerant flow path 10d is connected to the refrigerant flow path 10b between the refrigerant channel 12a of the high-temperature heat exchanger 12 and the first pressure reducing device 131. This refrigerant flow path 10d connects the outlet of the refrigerant channel 12a of the high-temperature heat exchanger 12 to the inlet of the refrigerant channel 142a of the second low-temperature heat exchanger 142. The second pressure reducing device 132, which is an expansion valve, is installed along this refrigerant flow path 10d. The outlet of the second low-temperature heat exchanger 142 is connected via the refrigerant flow path 10e further upstream than the accumulator 15 of the refrigerant channel 142a, which connects the refrigerant channel 141a of the first low-temperature heat exchanger 141 and the compressor 11. <Hochtemperaturseitiger Wärmeträgerkreislauf>

[0085] The high-temperature heat transfer circuit 20 includes the heat transfer channel 12b of the high-temperature heat exchanger 12 discussed above and a heating core 21, which is housed in a casing 110 of an HVAC unit 100 and heats the air supplied to the passenger compartment. The high-temperature heat transfer circuit 20 is a circuit in which heat transfer fluid circulates, having received heat from the refrigerant circuit 10 via the high-temperature heat exchanger 12 and thus being heated. The high-temperature heat transfer circuit 20 can be used to perform the function of the heating core 21 and to heat the passenger compartment.

[0086] In the illustrated example, the individual elements of the high-temperature heat transfer circuit 20 are connected to each other by heat transfer flow paths 20a, 20b, and 20c. An inlet side 21a of the heating core 21 is connected to the outlet of the heat transfer channel 12b of the high-temperature heat exchanger 12 via the heat transfer flow path 20a. The inlet of the heat transfer channel 12b of the high-temperature heat exchanger 12 is connected to a four-way valve V20 via the heat transfer flow path 20c. The outlet side 21b of the heating core 21 is connected to the four-way valve V20 via the heat transfer flow path 20b. A circulation pump P20 is installed along this heat transfer flow path 20b to circulate the heat transfer fluid. The heat transfer fluid is pumped out by the circulation pump P20 and circulates in the high-temperature side heat transfer fluid circuit 20.As the heat transfer fluid flows through the heat transfer channel 12b of the high-temperature side heat exchanger 12, the heat transfer fluid, which has received heat from the refrigerant circuit 10 and has been heated, is fed through the inlet 21a to the heating core 21 and flows through the heating core 21. The heating core 21 functions by the heat transfer fluid releasing heat at the heating core 21. The heat transfer fluid released from the outlet side 21b after flowing through the heating core 21 flows back towards the heat transfer channel 12b of the high-temperature side heat exchanger 12. <Niedrigtemperaturseitiger Wärmeträgerkreislauf>

[0087] The low-temperature side heat transfer circuit 30 includes the heat transfer channel 141b of the first low-temperature side heat exchanger 141 discussed above, a cooling core 31 housed in the casing 110 of the HVAC unit 100, which cools the air supplied to the passenger compartment, and a three-way valve V30 for switching the circuit. The low-temperature side heat transfer circuit 30 is a circuit in which heat transfer fluid circulates that has transferred heat to the refrigerant circuit 10 via the first low-temperature side heat exchanger 141 and has been cooled. The low-temperature side heat transfer circuit 30 can be used to perform the function of the cooling core 31 and to cool or dehumidify the passenger compartment.

[0088] The flow path of the low-temperature heat transfer circuit 30 and the flow path of the engine temperature control circuit 50 can also be connected by means of the flow path switching device 70. By forming a circulation pattern in which the low-temperature heat transfer circuit 30, in conjunction with the engine temperature control circuit 50, circulates the heat transfer fluid, it can also be used for temperature control of an engine 51. In other words, in this case, the waste heat from the engine 51 can serve as a heat absorption source for the refrigerant circuit 10.

[0089] In the example shown, the individual elements of the low-temperature-side heat transfer circuit 30 are connected to each other by heat transfer fluid flow paths 30a, 30b, 30c, 30d, 30e, 30f. The outlet of the heat transfer fluid channel 141b of the first low-temperature-side heat exchanger 141 and the three-way valve V30 are connected by the heat transfer fluid flow path 30a, and the three-way valve V30 and the inlet side 31a of the cooling core 31 are connected by the heat transfer fluid flow path 30b. When the three-way valve V30 connects these heat transfer fluid flow paths 30a, 30b, the outlet of the heat transfer fluid channel 141b of the first low-temperature-side heat exchanger 141 and the inlet side 31a of the cooling core 31 are connected to each other.

[0090] The outlet side 31b of the cooling core 31 is connected to the flow path switching device 70 via the associated heat transfer fluid flow path 30c, the junction point, and the heat transfer fluid flow path 30e located downstream of it. The three-way valve V30 and the junction point are connected by the heat transfer fluid flow path 30d. When the connection to the cooling core 31 is severed by the three-way valve V30, and the outlet of the heat transfer fluid channel 141b of the first low-temperature-side heat exchanger 141 and the flow path switching device 70 are connected by the heat transfer fluid flow paths 30d and 30e, a bypass flow path is formed that does not pass through the cooling core 31 and bypasses it.

[0091] The flow path switching device 70 and the inlet of the heat transfer channel 141b of the first low-temperature-side heat exchanger 141 are connected by the heat transfer flow path 30f. A circulation pump P30 is installed along the heat transfer flow path 30f to circulate the heat transfer fluid.

[0092] The low-temperature heat transfer circuit 30 can, by means of the flow path switching device 70, form a circulation path that allows the heat transfer fluid to circulate independently. The low-temperature heat transfer circuit 30 can, by means of the flow path switching device 70, connect to the flow path of at least one of the engine temperature control circuit 50 and the external heat exchange circuit 60 and, together with at least one of these circuits, form a circulation path for circulating the heat transfer fluid.

[0093] The heat transfer fluid circulates in the low-temperature-side heat transfer circuit 30 via the circulation pump P30 installed along the heat transfer fluid flow path 30f. As the heat transfer fluid flows through the heat transfer fluid channel 141b of the first low-temperature-side heat exchanger 141, it releases heat to the refrigerant circuit 10 and is cooled. The cooled heat transfer fluid is then fed to the cooling core 31 through the inlet side 31a and can flow through the cooling core 31. The cooling core 31 functions by the heat transfer fluid absorbing heat at the cooling core 31.The heat transfer fluid, which is discharged from the outlet side 31b after flowing through the cooling core 31, or the heat transfer fluid which does not pass through the cooling core 31 but bypasses it, flows again towards the heat transfer fluid channel 141b of the first low-temperature side heat exchanger 141 after passing through at least one of the engine temperature control circuit 50 and the external heat exchange circuit 60, which is coupled by the flow path switching device 70, or without passing through it. <batterietemperaturregulierungskreislauf>

[0094] The battery temperature control circuit 40 includes the heat transfer channel 142b of the second low-temperature-side heat exchanger 142 discussed above and, as an onboard device, the battery 41. A battery temperature control unit is provided at the battery 41 for regulating its temperature. The battery temperature control circuit 40 is a circuit in which heat transfer fluid can circulate that has transferred heat to the refrigerant circuit 10 via the second low-temperature-side heat exchanger 142 and has been cooled. The battery temperature control circuit 40 can be used to regulate the temperature of the battery 41.

[0095] The same configuration as for the battery temperature control circuit 40 is applicable, without restriction to the battery, to other temperature control circuits for onboard equipment with a temperature control unit for the onboard equipment, which serves to regulate the temperature of another onboard equipment which requires temperature control.

[0096] In the illustrated example, the individual elements of the battery temperature control circuit 40 are connected to each other by heat transfer fluid flow paths 40a, 40b, and 40c. An inlet side 41a of the battery 41 is connected by heat transfer fluid flow path 40a to the outlet of the heat transfer fluid channel 142b of the second low-temperature-side heat exchanger 142. An outlet side 41b of the battery 41 is connected by heat transfer fluid flow path 40b to the flow path switching device 70. The flow path switching device 70 and the inlet of the heat transfer fluid channel 142b of the second low-temperature-side heat exchanger 142 are connected by heat transfer fluid flow path 40c.

[0097] The battery temperature control circuit 40 can form a circulation path by means of the flow path switching device 70, which allows the heat transfer medium to circulate independently. The flow path of the battery temperature control circuit 40 is connected to the flow path of the engine temperature control circuit 50 by means of the flow path switching device 70 and, together with at least the engine temperature control circuit 50, can form a circulation path for circulating the heat transfer medium.

[0098] A circulation pump P40 is installed along the heat transfer fluid flow path 40c. Even if the battery temperature control circuit 40 forms a circulation path independent of the other circuits, and even if no circulation pump is installed in the other circuit(s) with which it forms a circulation path, the heat transfer fluid can circulate by means of the circulation pump P40 and the temperature of the battery 41 can be regulated. <motortemperaturregulierungskreislauf>

[0099] The engine temperature control circuit 50 includes an engine 51 as an onboard unit. An engine temperature control unit is provided on the engine 51 for regulating its temperature. The engine temperature control circuit 50 can be used to regulate the engine 51's temperature by circulating the heat transfer fluid. The thermal management system 1 can also utilize the engine 51, which constantly generates heat during operation, etc., as a heat source via the engine temperature control circuit 50.

[0100] In the illustrated example, the individual elements of the engine temperature control circuit 50 are connected to each other by heat transfer fluid flow paths 50a and 50b. An inlet side 51a of the engine 51 is connected to the flow path switching device 70 via the heat transfer fluid flow path 50a. An outlet side 51b of the engine 51 is connected to the flow path switching device 70 via the heat transfer fluid flow path 50b. The engine temperature control circuit 50 can connect to the flow path of at least one of the low-temperature side heat transfer fluid circuit 30, the battery temperature control circuit 40, and the external heat exchange circuit 60 by means of the flow path switching device 70 and, together with at least one of these circuits, form a circulation path for circulating the heat transfer fluid. <Externer Wärmetauschkreislauf>

[0101] The external heat exchange circuit 60 includes a cooler 61 as an external heat exchanger. The external heat exchange circuit 60 circulates heat transfer fluid and can be used for heat exchange between the heat transfer fluid and the outside air.

[0102] In the illustrated example, the individual elements of the external heat exchange circuit 60 are connected to each other by heat transfer fluid flow paths 60a, 60b, and 60c. An inlet side 61a of the cooler 61 is connected to the four-way valve V20 via the heat transfer fluid flow path 60a. The flow path switching device 70 and the four-way valve V20 are connected via the heat transfer fluid flow path 60c. When the four-way valve V20 connects the two heat transfer fluid flow paths 60a and 60c, the inlet side 61a of the cooler 61 is connected to the flow path switching device 70. An outlet side 61b of the cooler 61 is connected to the flow path switching device 70 via the heat transfer fluid flow path 60b.

[0103] The external heat exchange circuit 60 can be separated and made independent from the other circuits by means of the flow path switching device 70. The external heat exchange circuit 60 can also connect to the flow path of at least one of the low-temperature heat transfer fluid circuit 30 and the engine temperature control circuit 50 by means of the flow path switching device 70 and, together with at least one of these circuits, form a circulation path for circulating the heat transfer fluid. Alternatively, the flow path of the external heat exchange circuit 60 and the flow path of the high-temperature heat transfer fluid circuit 20 can be connected to each other by means of the four-way valve V20, and the external heat exchange circuit 60 and the high-temperature heat transfer fluid circuit 20 can, together, form a circulation path for circulating the heat transfer fluid. <hvac-einheit>

[0104] As discussed above, the heating core 21 of the high-temperature heat transfer circuit 20 and the cooling core 31 of the low-temperature heat transfer circuit 30 are housed in the casing 110 of the HVAC unit 100. The casing 110 forms the outer shell of the HVAC unit 100, and an airflow duct 120 is formed inside it.

[0105] The HVAC unit 100 includes an intake unit 130. The intake unit 130 can switch between an outside air intake opening, which draws in air from outside the passenger compartment, and an inside air intake opening, which draws in air from inside the passenger compartment, and can switch the air introduced into the housing 110 between outside air from the passenger compartment (outside air intake) and inside air from the passenger compartment (inside air recirculation). The HVAC unit 100 also includes a fan 140, which is installed adjacent to the intake unit 130 in such a way that it conveys the air introduced into the housing 110 to the airflow duct 120.

[0106] The cooling core 31 is installed in the upstream section of the airflow duct 120. In the downstream section of the airflow duct 120, a heating core duct 121 and a bypass duct 122 are formed parallel to each other. The heating core 21 is located at the heating core duct 121. When the air introduced into the housing 110 is directed to the heating core duct 121, the air is blown onto the heating core 21 after passing over the cooling core 31. Conversely, when the air introduced into the housing 110 is directed to the bypass duct 122, the air does not flow to the heating core 21 after passing over the cooling core 31, but bypasses it. The proportion of air flowing through the heating core duct 121 and air flowing through the bypass duct 122 is regulated by an air mixing damper 150. [System operation]

[0107] The specific operating mode of the thermal management system 1 according to the present embodiment is described with reference to the figures. <Heizbetrieb (Betriebsstart / unter dem geeigneten Batterietemperaturbereich)>

[0108] Fig. Figure 7 shows the state of the thermal management system 1 when the system starts operating at a low outside air temperature. During this process, the passenger compartment is heated and the battery 41 is warmed. In this state, the expansion valve of the first pressure reducing device 131 in the refrigerant circuit 10 is opened and the expansion valve of the second pressure reducing device 132 is closed, so that the refrigerant flows through the first low-temperature-side heat exchanger 141 and not through the second low-temperature-side heat exchanger 142.

[0109] The high-temperature heat transfer fluid circuit 20, in which the heat transfer fluid flows after undergoing heat exchange at the high-temperature heat exchanger 12, is configured as follows. The four-way valve V20 connects the heat transfer fluid flow paths 20b and 20c such that the heat transfer fluid, heated by heat exchange at the high-temperature heat exchanger 12, circulates in the high-temperature heat transfer fluid circuit 20, which is separate from the external heat exchanger circuit 60, and flows to the heating core 21. Consequently, the passenger compartment is heated by the heat of the heat transfer fluid that has absorbed heat at the high-temperature heat exchanger 12.

[0110] The first low-temperature-side heat transfer circuit 30, in which the heat transfer fluid flows after undergoing heat exchange at the low-temperature-side heat exchanger 141, is configured as follows. The three-way valve V30 forms the heat transfer fluid flow paths 30a, 30d, 30e such that the heat transfer fluid, which has been cooled by heat exchange at the first low-temperature-side heat exchanger 141, does not flow to the cooling core 31, but bypasses it. The flow path switching device 70 connects the flow paths of the low-temperature-side heat transfer circuit 30 and the external heat exchange circuit 60, thus forming a circulation path in which the low-temperature-side heat transfer circuit 30 and the external heat exchange circuit 60 circulate the heat transfer fluid together.As a result, the heat transfer fluid, which undergoes heat exchange at the first low-temperature-side heat exchanger 141, flows through the radiator 61 and undergoes heat exchange with the outside air. In this way, the refrigerant circuit 10 is operated using the heat of the heat transfer fluid as a heat absorption source, which has absorbed heat from the outside air at the radiator 61, and the air conditioning of the passenger compartment is operated by heating with heat absorbed from the outside air.

[0111] The flow path switching device 70 connects the flow paths of the battery temperature control circuit 40 and the engine temperature control circuit 50, thus forming a circulation path along which the battery temperature control circuit 40 and the engine temperature control circuit 50 circulate the heat transfer fluid together. The heat transfer fluid flow paths 50a, 50b running through the engine 51 and the heat transfer fluid flow paths 40a, 40b, 40c running through the battery 41 are therefore connected, so that the heat transfer fluid flows along these circulation paths. As a result, the battery 41 is heated by the heat transfer fluid, which has been heated by the heat generated at the engine 51. By effectively using the waste heat from the engine 51 to heat the battery 41 in this way, energy savings are achieved. <Heizbetrieb (geeigneter Batterietemperaturbereich)>

[0112] Fig. Figure 8 shows the state of the thermal management system 1 after the battery 41 has finished warming up and reached the appropriate temperature range. The appropriate temperature range for the battery 41 is, for example, 25 ± 5 °C or similar. Fig. Figure 8 shows the state in which the temperature of battery 41 has reached or exceeded a defined lower limit of, for example, 20 °C. In this state, the passenger compartment is heated. The temperature management of battery 41 is achieved using its own heat. In this state, the expansion valve of the first pressure reducing device 131 in the refrigerant circuit 10 is opened and the expansion valve of the second pressure reducing device 132 is closed, so that the refrigerant flows through the first low-temperature heat exchanger 141 and not through the second low-temperature heat exchanger 142.

[0113] The flow path switching device 70 forms a circulation path of the heat transfer fluid with an independent battery temperature control circuit 40. Since the battery 41 also generates heat, the temperature of the battery 41 is regulated by regulating the flow rate of the heat transfer fluid circulating in the battery temperature control circuit 40.

[0114] The high-temperature heat transfer fluid circuit 20, in which the heat transfer fluid flows after undergoing heat exchange at the high-temperature heat exchanger 12, is configured as follows. The four-way valve V20 connects the heat transfer fluid flow paths 20b and 20c such that the heat transfer fluid, heated by heat exchange at the high-temperature heat exchanger 12, circulates in the high-temperature heat transfer fluid circuit 20, which is separate from the external heat exchanger circuit 60, and flows to the heating core 21. Consequently, the passenger compartment is heated by the heat of the heat transfer fluid that has absorbed heat at the high-temperature heat exchanger 12.

[0115] The first low-temperature-side heat transfer circuit 30, in which the heat transfer fluid flows after undergoing heat exchange at the low-temperature-side heat exchanger 141, is configured as follows. The three-way valve V30 forms the heat transfer fluid flow paths 30a, 30d, 30e such that the heat transfer fluid, which has been cooled by heat exchange at the first low-temperature-side heat exchanger 141, does not flow to the cooling core 31, but bypasses it. The flow path switching device 70 connects the flow paths of the low-temperature-side heat transfer circuit 30 and the engine temperature control circuit 50, thus forming a circulation path in which the low-temperature-side heat transfer circuit 30 and the engine temperature control circuit 50 circulate the heat transfer fluid together.The heat transfer fluid flow paths 30a, 30d, 30e of the low-temperature side heat transfer fluid circuit 30 and the heat transfer fluid flow paths 50a, 50b running through the motor 51 are thus connected. As a result, the refrigerant circuit 10 is operated with the heat of the heat transfer fluid, which has been heated by the heat generated at the motor 51, as a heat absorption source and is used for air conditioning or heating the passenger compartment.

[0116] If heating operation is only possible using the waste heat from motor 51, as described in Fig. As shown in Figure 8, the circulation pattern of the heat transfer fluid is formed by the flow path switching device 70 and the four-way valve V20 making the external heat exchange circuit 60 independent. Since no absorption of heat from the outside air by the external heat exchange circuit 60 is necessary, ice formation on the cooler 61 can be avoided.

[0117] If heating operation is not possible using only the waste heat from the motor 51, the flow path switching device 70 connects as shown in Fig. Figure 9 shows the flow paths of the low-temperature heat transfer circuit 30, the external heat exchange circuit 60, and the engine temperature control circuit 50 interconnected, forming a circulation profile along which the low-temperature heat transfer circuit 30, the external heat exchange circuit 60, and the engine temperature control circuit 50 circulate the heat transfer fluid together. The heat transfer fluid flow paths 30f, 30a, 30d, 30e of the low-temperature heat transfer circuit 30, the heat transfer fluid flow paths 60a, 60b, 60c of the external heat exchange circuit 60, which run through the radiator 61, and the heat transfer fluid flow paths 50a, 50b of the engine temperature control circuit 50, which run through the engine 51, are thus connected, so that the heat transfer fluid flows along these circulation profiles.As a result, the refrigerant circuit 10 is operated by the heat of the heat transfer fluid, which has absorbed heat from the outside air at the radiator 61 and has also absorbed waste heat from the engine 51. In this case, too, the engine 51 can be the main source of heat absorption. Consequently, ice formation on the radiator 61 is reduced.

[0118] By effectively utilizing the waste heat from motor 51 in this way, energy savings are achieved. <Heizbetrieb (Anstieg der Batterietemperatur)>

[0119] Fig. Figure 10 shows the state of the thermal management system 1 when, at low ambient air temperatures, the temperature of battery 41 rises and threatens to exceed an upper limit of the suitable temperature range. The upper limit of the suitable temperature range for battery 41 is, for example, 45 ± 5 °C or similar. Fig. Figure 10 thus shows the state in which the temperature of battery 41 has reached or exceeded a defined upper limit of, for example, 40 °C. In this state, the passenger compartment is heated. The battery 41, in turn, is cooled. In this state, the expansion valve of the first pressure reducing device 131 and the expansion valve of the second pressure reducing device 132 are opened in the refrigerant circuit 10, so that the refrigerant flows through the first low-temperature heat exchanger 141 and the second low-temperature heat exchanger 142.

[0120] The flow path switching device 70 forms a circulation path for the heat transfer fluid with an independent battery temperature control circuit 40. The heat transfer fluid of the battery temperature control circuit 40 undergoes heat exchange with the refrigerant circuit 10 at the second low-temperature-side heat exchanger 142 and is cooled. The cooled heat transfer fluid cools the battery 41. The cooling of the battery 41 is limited by regulating the flow rate of the refrigerant flowing through the second low-temperature-side heat exchanger 142, which is controlled by the opening degree of the expansion valve of the second pressure reducing device 132. Since an independent cooling circuit is provided for the temperature control of the battery 41, which includes the second low-temperature-side heat exchanger 142, the temperature control of the battery 41 can be optimally controlled in a simple manner.

[0121] The first low-temperature-side heat transfer circuit 30, in which the heat transfer fluid flows after undergoing heat exchange at the low-temperature-side heat exchanger 141, is configured as follows. The three-way valve V30 forms the heat transfer fluid flow paths 30a, 30d, 30e such that the heat transfer fluid, which has been cooled by heat exchange at the first low-temperature-side heat exchanger 141, does not flow to the cooling core 31, but bypasses it. The flow path switching device 70 connects the flow paths of the low-temperature-side heat transfer circuit 30 and the engine temperature control circuit 50, thus forming a circulation path in which the low-temperature-side heat transfer circuit 30 and the engine temperature control circuit 50 circulate the heat transfer fluid together.The heat transfer fluid flow paths 30a, 30d, 30e of the low-temperature side heat transfer fluid circuit 30 and the heat transfer fluid flow paths 50a, 50b running through the motor 51 are thus connected. As a result, the refrigerant circuit 10 is operated by the heat transfer fluid that has been heated by the heat generated at the motor 51.

[0122] The high-temperature heat transfer fluid circuit 20, in which the heat transfer fluid flows after undergoing heat exchange at the high-temperature heat exchanger 12, is configured as follows. The four-way valve V20 connects the heat transfer fluid flow paths 20b and 20c such that the heat transfer fluid, heated by heat exchange at the high-temperature heat exchanger 12, flows to the heating core 21. Consequently, the passenger compartment is heated by the heat of the heat transfer fluid that has absorbed heat at the high-temperature heat exchanger 12. In this way, the heating system operates with the engine 51 as the heat source.

[0123] If heating operation is only possible using the waste heat from motor 51, as described in Fig. As shown in Figure 10, the circulation pattern of the heat transfer fluid is formed by the flow path switching device 70 and the four-way valve V20 making the external heat exchange circuit 60 independent. Since no heat absorption from the outside air by the external heat exchange circuit 60 is necessary, ice formation on the radiator 61 can be avoided. If heating operation is not possible using only the waste heat from the engine 51, the flow path switching device 70, as discussed above, connects the flow paths of the low-temperature side heat transfer fluid circuit 30, the external heat exchange circuit 60, and the engine temperature control circuit 50, thus forming a circulation pattern in which the low-temperature side heat transfer fluid circuit 30, the external heat exchange circuit 60, and the engine temperature control circuit 50 work together to circulate the heat transfer fluid.The heat transfer fluid flow paths 30f, 30a, 30d, 30e of the low-temperature side heat transfer fluid circuit 30, the heat transfer fluid flow paths 60a, 60b, 60c of the external heat exchange circuit 60, which run through the radiator 61, and the heat transfer fluid flow paths 50a, 50b of the engine temperature control circuit 50, which run through the engine 51, are thus connected so that the heat transfer fluid flows along these circulation paths. As a result, the refrigerant circuit 10 is operated by the heat of the heat transfer fluid, which has absorbed heat from the outside air at the radiator 61 and has absorbed waste heat from the engine 51. Again, the engine 51 can be the main heat absorption source. Consequently, ice formation on the radiator 61 is reduced.

[0124] By effectively utilizing the waste heat from motor 51 in this way, energy savings are achieved. <Kühlbetrieb>

[0125] Fig. Figure 11 shows the state of the thermal management system 1 at high ambient air temperatures. The passenger compartment is cooled, and the battery 41 is also cooled. In this state, the expansion valve of the first pressure reducing device 131 and the expansion valve of the second pressure reducing device 132 are opened in the refrigerant circuit 10, allowing the refrigerant to flow through the first low-temperature heat exchanger 141 and the second low-temperature heat exchanger 142.

[0126] The flow path switching device 70 establishes a circulation path for the heat transfer fluid with an independent battery temperature control circuit 40. The heat transfer fluid of the battery temperature control circuit 40 undergoes heat exchange with the refrigerant circuit 10 at the second low-temperature-side heat exchanger 142 and is cooled. The cooled heat transfer fluid then cools the battery 41. The cooling of the battery 41 is limited by regulating the flow rate of the refrigerant flowing through the second low-temperature-side heat exchanger 142, which is controlled by the opening degree of the expansion valve of the second pressure reducing device 132. Therefore, the temperature regulation of the battery 41 can be optimally controlled in a simple manner.

[0127] The first low-temperature-side heat transfer circuit 30, in which the heat transfer fluid flows after undergoing heat exchange at the low-temperature-side heat exchanger 141, is configured as follows. The flow path switching device 70 forms a circulation path for the heat transfer fluid with an independent low-temperature-side heat transfer circuit 30. The three-way valve V30 forms the heat transfer fluid flow paths 30a, 30b, 30c, 30e such that the heat transfer fluid, which has been cooled by heat exchange at the first low-temperature-side heat exchanger 141, flows to the cooling core 31. Consequently, the passenger compartment is cooled by the heat transfer fluid that has released heat at the first low-temperature-side heat exchanger 141.

[0128] The flow path switching device 70 connects the flow paths of the external heat exchange circuit 60, the engine temperature control circuit 50 and the high-temperature side heat transfer fluid circuit 20 together, thus forming a circulation path in which the external heat exchange circuit 60, the engine temperature control circuit 50 and the high-temperature side heat transfer fluid circuit 20 circulate the heat transfer fluid together. The heat transfer fluid flow paths 60b, 60c of the external heat exchange circuit 60 running through the cooler 61, the heat transfer fluid flow paths 50a, 50b of the engine temperature control circuit 50 running through the engine 51 and the heat transfer fluid flow paths 20a, 20b of the high-temperature side heat exchanger 12 running via the heat transfer fluid flow path 60a of the external heat exchange circuit 60 are thus connected, so that the heat transfer fluid flows along these circulation paths.Thus, the waste heat from the engine 51 is transferred to the outside air via the radiator 61. Furthermore, the air mixing flap 150 closes the heater core duct 121, so that the passenger compartment is not heated and the air cooled at the cooling core 31 flows through the bypass duct 122, cooling the passenger compartment. <Bei Störung des Verdichters>

[0129] Fig. Figure 12 shows the state of the thermal management system 1 in the event that the compressor 11 stops for any reason during driving and the refrigerant circuit 10 no longer functions as a heat pump, but a heating request occurs while the compressor 11 is stopped.

[0130] Since no heat exchange with the refrigerant circuit 10 takes place in the high-temperature-side heat transfer fluid circuit 20 despite circulation of the heat transfer fluid, the circulation pump P20 stops in order to avoid unnecessary power consumption.

[0131] The low-temperature heat transfer circuit 30 is configured as follows. The three-way valve V30 forms the heat transfer flow paths 30a, 30b, 30c, 30e such that the heat transfer fluid circulating in the low-temperature heat transfer circuit 30 flows to the cooling core 31. The flow path switching device 70 connects the flow paths of the low-temperature heat transfer circuit 30, the battery temperature control circuit 40, and the engine temperature control circuit 50, thus forming a circulation path in which the low-temperature heat transfer circuit 30, the battery temperature control circuit 40, and the engine temperature control circuit 50 circulate the heat transfer fluid together.The heat transfer fluid flow paths 30a, 30d, 30e of the low-temperature side heat transfer fluid circuit 30, the heat transfer fluid flow paths 40c, 40a, 40b running through the battery 41, and the heat transfer fluid flow paths 50a, 50b running through the motor 51 are thus connected, so that the heat transfer fluid flows along these circulation paths. As a result, the heat transfer fluid, which has been heated by the heat generated at the battery 41 and the heat generated at the motor 41, is directed to the cooling core 31. This heats the air introduced into the housing 110 of the HVAC unit 100 and conveyed into the airflow duct 120 at the cooling core 31, thereby heating the passenger compartment.

[0132] By switching the flow path switching device 70 as described above and connecting the battery temperature control circuit 40, the engine temperature control circuit 50, and the low-temperature side heat transfer fluid circuit 30, and by directing the heat transfer fluid heated by the heat generated at the battery 41 and the heat generated at the engine 51 to the cooling core 31, the waste heat from the battery 41 and the waste heat from the engine 51 is efficiently utilized, thus ensuring the heating of the passenger compartment. The heat transfer fluid circulating in the battery temperature control circuit 40 can be heated as needed by the heat transfer fluid heating device 42, thereby increasing the amount of heat in the heat transfer fluid directed to the cooling core 31.Taking into account the thermal management of the battery 41, the heat transfer fluid heating device 42 is installed on the course of the heat transfer fluid flow path 40b of the battery temperature control circuit 40, i.e. on the downstream side of the circulation path with respect to the battery 41.

[0133] If the flow path is lengthened and the heat transfer fluid heated by this waste heat is allowed to flow to the heating core 21, the circuit becomes more complex due to the additional lines, thus also complicating the switching of the flow path. Furthermore, lengthening the flow path results in heat loss, making this energy inefficient. By directing the heat transfer fluid heated by the waste heat from the battery 41 and the motor 51 to the cooling core 31, the function of the heating core 21 is instead taken over by the cooling core 31, thereby avoiding this energy inefficiency. When the function of the heating core 21 is taken over by the cooling core 31, the heat transfer fluid flows within the cooling core 31 at a different temperature.Taking into account problems at the sealing surfaces due to the temperature difference of the heat transfer fluid, the cooling core 31 is preferably a metal heat exchanger, with the head tank being made of aluminum as the main material. This prevents leakage of the heat transfer fluid.

[0134] It is undesirable for the air blown onto the cooling core 31 and heated to be blown onto the heating core 21, as this would draw heat from the heating core 21. To avoid this problem, the heating core channel 121 is preferably closed by the air mixing flap 150, and the air blown onto the cooling core 31 and heated is directed to the bypass channel 122. [System]

[0135] According to the thermal management system 1 of the present embodiment, while the circuit is switched appropriately in response to a request to heat the battery 41, an air conditioning request, and the like, the waste heat from the motor 51 can be used effectively without waste. For example, if the temperature of the battery 41 needs to be increased at startup, the battery 41 can be heated using the waste heat from the motor 51. If the battery 41 does not need to be heated, the waste heat from the motor 51 can be used for heating. Therefore, no separate auxiliary heating device or the like, such as an electric heating element, is required.

[0136] In the thermal management system 1, the first low-temperature-side heat exchanger 141 and the second low-temperature-side heat exchanger 142 are provided in parallel. Since the thermal management system 1 includes the independently operable battery temperature control circuit 40 with the second low-temperature-side heat exchanger 142, the battery 41 can be easily temperature-controlled to a suitable temperature after a sufficient temperature increase, using its own heat and the cooling function of the second low-temperature-side heat exchanger 142. This precise temperature control of the battery 41 helps to limit its aging.Furthermore, since the battery temperature control circuit 40 and the air conditioning circuit for regulating the passenger compartment temperature can be independent of each other, it is possible to prevent the battery 41 from affecting the heating system, for example. For this appropriate temperature control, the heat exchange rate of the second low-temperature-side heat exchanger 142 is lower than that of the first low-temperature-side heat exchanger 141. By providing an appropriate heat exchange rate independently for both the first low-temperature-side heat exchanger 141 and the second low-temperature-side heat exchanger 142 in this way, they can be made relatively small.

[0137] If the compressor 11 is faulty, the thermal management system 1 connects the battery temperature control circuit 40, the engine temperature control circuit 50 and the low-temperature side heat transfer fluid circuit 30, directs the heat transfer fluid heated by the waste heat to the cooling core 31 and allows the cooling core 31 to take over the function of the heating core 21, so that the heating of the passenger compartment can be ensured with high energy efficiency.

[0138] Preferred embodiments of the present invention have been described above, but the present invention is not limited to the embodiments described above and can be modified in various ways within the scope of the present invention. LIST OF REFERENCE MARKS 1. Thermal management system 10 Refrigerant circuit 11 compressors 12 high-temperature side heat exchangers 13 Pressure reducing device 14 low-temperature side heat exchangers 131 first pressure reducing device 141 first low-temperature side heat exchanger 132 second pressure reducing device 142 second low-temperature side heat exchanger 15 Accumulator 20 high-temperature side heat transfer fluid circuit 21 heating core P20 circulation pump V20 four-way valve 30 low-temperature side heat transfer fluid circuit 31 Cooling core P30 Circulation Pump V30 three-way valve 40 Battery temperature control circuit 41 Battery P40 Circulation Pump 50 Engine temperature control circuit 51 Engine 60 external heat exchanger circuit 61 coolers 70 Flow path switching device 100A HVAC unit 110 cases 120 airflow duct 121 Heating core channel 122 Bypass channel 150 Air mixing flap QUOTES INCLUDED IN THE DESCRIPTION

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

[0000] JP 2023-032565 A

[0003] < / motortemperaturregulierungskreislauf> < / batterietemperaturregulierungskreislauf> < / motortemperaturregulierungskreislauf> < / batterietemperaturregulierungskreislauf>

Claims

[1] Thermal management system, including: a refrigerant circuit designed in such a way that a refrigerant circulates in it, and which includes a compressor, a high-temperature side heat exchanger, a pressure reducing device and a low-temperature side heat exchanger, a high-temperature heat transfer circuit, which includes a heating core that heats air supplied to a passenger compartment, and is designed in such a way that a heat transfer medium circulates in it, with which heat exchange with the refrigerant is possible via the high-temperature heat exchanger, a low-temperature heat transfer circuit which includes a cooling core that cools the air supplied to the passenger compartment, and is designed in such a way that a heat transfer medium circulates in it, with which heat exchange with the refrigerant is possible via the low-temperature heat exchanger, a battery temperature control circuit that includes a battery temperature control unit which regulates the temperature of a battery, an engine temperature control circuit that includes an engine temperature control unit that regulates the temperature of an engine, and a flow path switching device designed to switch between mutual connection and separation between the low-temperature side heat transfer circuit and the battery temperature control circuit and the engine temperature control circuit, wherein the flow path switching device is designed such that, in a stopped state of the compressor in the event of a heating demand, it switches the battery temperature control circuit, the connects the engine temperature control circuit and the low-temperature side heat transfer fluid circuit, and directs heat transfer fluid to the cooling core, which has been heated by heat generated at the battery and heat generated at the engine. [2] Thermal management system according to claim 1, wherein the cooling core is a metal heat exchanger, the head tank comprising aluminium as the main material.

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