Heat management system

Abstract

To provide a heat management system capable of suppressing the reduction in accuracy of fuel injection control.SOLUTION: A heat management system 100 is applied to a vehicle equipped with a fuel supply system that supplies hydrogen gas as fuel to an engine 14 by injecting the hydrogen gas stored in a tank 10 via a fuel injection valve 13 after adjusted in pressure with a regulator 12. The heat management system 100 comprises: a heat exchange unit 24 for exchanging heat between the cooling water of the engine 14 and the tank 10; and a tank temperature control path through which the cooling water starting from the engine 14 passes through the heat exchange unit 24 and returns to the engine 14. The heat management system 100 also comprises an electromagnetic valve 23 that regulates the amount of the cooling water flowing through the tank temperature control path, and a control device 50 that controls the electromagnetic valve 23. In the heat management system 100, the control device 50 adjusts the amount of the cooling water flowing through the tank temperature control path by controlling the electromagnetic valve 23.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to thermal management systems. [Background technology]

[0002] Patent Document 1 discloses a thermal management system that warms a fuel cell in a vehicle that uses hydrogen gas as fuel by exchanging heat between a tank whose temperature has risen when the hydrogen gas is filled and the fuel cell's cooling water. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2020-145117 A Summary of the Invention [Problem to be solved by the invention]

[0004] In vehicles that derive power from burning hydrogen gas as fuel in the engine, hydrogen gas stored in a tank is sent to the fuel injector through a hydrogen gas pipe. A regulator is installed along the way. The pressure of the hydrogen gas supplied to the fuel injector is adjusted to a constant pressure by the regulator. The hydrogen gas with the adjusted pressure is injected from the fuel injector.

[0005] The hydrogen gas in the tank is depressurized more as the amount of hydrogen gas injected from the fuel injection valve increases. As the pressure of the hydrogen gas in the tank decreases, the temperature decreases. When the temperature decreases, the volume of the hydrogen gas decreases even if the pressure is constant. In other words, when the temperature decreases, the density of the hydrogen gas increases. Therefore, when the temperature of the hydrogen gas decreases, the amount of hydrogen supplied to the combustion chamber increases even if the pressure is regulated to a constant value by the regulator. Since the density of hydrogen gas changes with temperature in this way, temperature changes of the hydrogen gas in the tank reduce the accuracy of fuel injection control. [Means for solving the problem]

[0006] The means for solving the above problems and their effects will be described below. A thermal management system for solving the above problems is applied to a vehicle equipped with a fuel supply system that supplies hydrogen gas stored in a tank as fuel by adjusting the pressure of the hydrogen gas using a regulator and injecting the hydrogen gas from a fuel injection valve. The thermal management system includes a heat exchange unit that exchanges heat between a coolant for the engine and the tank, and a tank temperature control path that is a path installed so that the coolant leaving the engine returns to the engine through the heat exchange unit. The thermal management system also includes a solenoid valve that adjusts the amount of the coolant flowing through the tank temperature control path, and a control device that controls the solenoid valve. In this thermal management system, the control device adjusts the amount of the coolant flowing through the tank temperature control path by controlling the solenoid valve. Effect of the Invention

[0007] The thermal management system can suppress changes in density of the hydrogen gas in the tank due to changes in temperature of the hydrogen gas. In other words, the thermal management system can suppress deterioration of accuracy of fuel injection control by suppressing changes in temperature of the hydrogen gas. [Brief description of the drawings]

[0008] [Figure 1] FIG. 1 is a schematic diagram showing the configuration of a thermal management system according to one embodiment. [Diagram 2] FIG. 2 is a flowchart showing a flow of processing executed by the control device in the thermal management system of the embodiment. [Diagram 3] FIG. 3 is a graph showing the relationship between the amount of hydrogen gas injected by the fuel injection valve and the opening degree of the solenoid valve determined by the control device in a vehicle employing the thermal management system of the embodiment. [Figure 4]FIG. 4 is a graph showing the relationship between the amount of hydrogen gas injected by the fuel injection valve and the opening degree of the solenoid valve determined by the control device in a vehicle employing a modified thermal management system. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] An embodiment of a thermal management system will be described below with reference to Figures 1 to 3. A thermal management system 100 is applied to a hydrogen vehicle that uses hydrogen gas as fuel. <Fuel supply system configuration> As shown in FIG. 1, a vehicle to which a thermal management system 100 is applied includes a tank 10 and a regulator 12 as a fuel supply system for an engine 14.

[0010] The tank 10 stores hydrogen gas supplied from outside the vehicle. The tank 10 is connected to the engine 14 by a hydrogen gas pipe 15. The hydrogen gas in the tank 10 is supplied to the engine 14 through the hydrogen gas pipe 15.

[0011] A shutoff valve 11 is installed at the connection between the tank 10 and the hydrogen gas piping 15. The shutoff valve 11 opens and closes depending on the state of the engine 14. When the engine 14 is running, the shutoff valve 11 opens. At this time, hydrogen gas in the tank 10 is supplied to the engine 14 through the hydrogen gas piping 15. On the other hand, when the engine 14 is not running, the shutoff valve 11 closes. At this time, hydrogen gas in the tank 10 is not supplied to the engine 14 through the hydrogen gas piping 15. In this way, the shutoff valve 11 controls whether or not hydrogen gas is supplied to the engine 14 depending on the state of the engine 14.

[0012] The regulator 12 is located midway through the hydrogen gas piping 15. The regulator 12 reduces the pressure of the hydrogen gas in the hydrogen gas piping 15. As a result, the pressure of the hydrogen gas in the hydrogen gas piping 15 is adjusted to an appropriate pressure for use as fuel supplied to the engine 14.

[0013] The hydrogen gas whose pressure has been adjusted by regulator 12 is injected into engine 14 by fuel injector 13. Fuel injector 13 injects hydrogen gas into engine 14 based on information such as the accelerator operation amount of the vehicle, vehicle speed, intake air volume, and fuel pressure in hydrogen gas piping 15. When injecting hydrogen gas, fuel injector 13 controls the injection amount of hydrogen gas by controlling the period for which the valve is open. Therefore, the longer the period for which fuel injector 13 keeps its valve open, the more the pressure of the hydrogen gas in tank 10 decreases.

[0014] In this manner, the vehicle's fuel system supplies hydrogen gas in tank 10 to engine 14 as fuel. <Radiator path configuration> A vehicle to which the thermal management system 100 is applied includes a radiator path, which is a path for coolant to cool the engine 14. As shown in FIG 1, the radiator path includes a water pump 20, a thermostat valve 21, and a radiator 22.

[0015] The engine 14 is provided with a water jacket. Cooling water passes through the water jacket of the engine 14. The cooling water passing through the water jacket exchanges heat with the engine 14 to cool the engine 14.

[0016] The first cooling water pipe 31 connects the engine 14 and the radiator 22. The cooling water leaving the engine 14 passes through the first cooling water pipe 31 and reaches the radiator 22. The radiator 22 cools the cooling water that flows in from the first cooling water piping 31. As a result, the cooling water whose temperature has increased by heat exchange with the engine 14 can cool the engine 14 again. The cooling water cooled by the radiator 22 flows into the second cooling water piping 32.

[0017] The second cooling water pipe 32 connects the radiator 22 and the water pump 20. The cooling water that has passed through the radiator 22 reaches the water pump 20 through the second cooling water pipe 32.

[0018] The water pump 20 circulates the cooling water in the cooling water piping by utilizing the rotation of the engine 14. The water pump 20 is connected to the water jacket of the engine 14. In the radiator path, the water pump 20 circulates the cooling water in a direction such that the cooling water coming from the radiator 22 flows to the engine 14.

[0019] A thermostat valve 21 is provided in the second cooling water pipe 32. The thermostat valve 21 adjusts the flow of cooling water in the radiator path by opening and closing. The opening and closing of the thermostat valve 21 is determined by the temperature of the cooling water flowing through the second cooling water pipe 32.

[0020] When the engine 14 has not yet finished warming up, the temperature of the cooling water flowing through the radiator path becomes low. When the temperature of the cooling water passing through the radiator path is equal to or lower than a predetermined specified value, the thermostat valve 21 closes to block the second cooling water pipe 32. In other words, the thermostat valve 21 prevents the cooling water cooled by the radiator 22 from reaching the engine 14 when the temperature of the cooling water is equal to or lower than the specified value.

[0021] On the other hand, when the warm-up of the engine 14 is completed, the temperature of the cooling water flowing through the radiator path becomes high. When the temperature of the cooling water passing through the radiator path is higher than a specified value, the thermostat valve 21 opens to open the second cooling water pipe 32. In other words, the thermostat valve 21 allows the cooling water cooled by the radiator 22 to reach the engine 14 when the temperature of the cooling water is higher than the specified value. In this way, the thermostat valve 21 can adjust the flow of the cooling water in the radiator path depending on whether the engine 14 is warming up or not.

[0022] The third cooling water pipe 33 connects the engine 14 to a portion of the second cooling water pipe 32 between the thermostat valve 21 and the water pump 20. When the thermostat valve 21 blocks the second cooling water pipe 32, the cooling water passes through the third cooling water pipe 33.

[0023] When the thermostat valve 21 is open, the cooling water flowing through the radiator path starts from the engine 14, passes through the radiator 22, the thermostat valve 21, and the water pump 20 in this order, and returns to the engine 14. At this time, the cooling water flowing through the radiator path passes through the first cooling water pipe 31 and the second cooling water pipe 32. In this way, the radiator path cools the engine 14 with the cooling water.

[0024] On the other hand, when the thermostat valve 21 is closed, the cooling water flowing through the radiator path leaves the engine 14, passes through the water pump 20, and returns to the engine 14. At this time, the cooling water flowing through the radiator path passes through the third cooling water pipe 33 and the second cooling water pipe 32. In this way, the radiator path does not interfere with the warming up of the engine 14.

[0025] <Configuration of Thermal Management System 100> The thermal management system 100 includes a tank temperature control path, which is a path for cooling water for heating the tank 10. As shown in FIG.

[0026] The tank temperature control path is connected to the radiator path. The coolant flowing through the tank temperature control path is a part of the coolant flowing through the radiator path. The tank temperature control path is connected to the radiator path at a first connection point 36 and a second connection point 37.

[0027] The first connection point 36 is provided at a portion of the radiator path through which the cooling water passes after leaving the engine 14 and before reaching the radiator 22. In other words, the first connection point 36 is provided midway through the first cooling water piping 31.

[0028] The second connection point 37 is provided in a portion of the radiator path through which the coolant passes after passing through the radiator 22 and before reaching the thermostat valve 21. In other words, the second connection point 37 is provided in a portion of the second coolant piping 32 between the radiator 22 and the thermostat valve 21.

[0029] The fourth cooling water pipe 34 connects the first connection point 36 and the heat exchange unit 24. A part of the cooling water flowing through the first cooling water pipe 31 flows from the first connection point 36 into the fourth cooling water pipe 34 and reaches the heat exchange unit 24.

[0030] The heat exchange unit 24 exchanges heat between the cooling water and the tank 10. The heat exchange unit 24 is a heat exchanger installed around the tank 10. The heat exchange unit 24 may be a unit in which a cooling water pipe is arranged around the tank 10.

[0031] As described above, the temperature of the hydrogen gas in the tank 10 drops due to the pressure reduction. As the temperature of the hydrogen gas drops, the temperature of the tank 10 also drops. Meanwhile, the temperature of the cooling water passing through the heat exchanger 24 has increased due to heat exchange with the engine 14. Therefore, the heat exchanger 24 can heat the tank 10 by exchanging heat between the cooling water and the tank 10. By heating the tank 10, the temperature change of the hydrogen gas can be suppressed.

[0032] A solenoid valve 23 is installed in the fourth cooling water pipe 34. The solenoid valve 23 adjusts the amount of cooling water flowing through the tank temperature control path by adjusting its opening. When the opening of the solenoid valve 23 is 0%, the tank temperature control path is blocked. At this time, no cooling water flows from the engine 14 into the tank temperature control path.

[0033] The fifth cooling water pipe 35 connects the heat exchange unit 24 and the second connection point 37. The cooling water that has passed through the heat exchange unit 24 reaches the second connection point 37 through the fifth cooling water pipe 35. Therefore, the cooling water that has flowed into the tank temperature adjustment path from the first connection point 36 merges at the second connection point 37 with the cooling water flowing through the radiator path.

[0034] In this way, the cooling water passing through the tank temperature control path starts from the engine 14, passes through the first connection point 36, the solenoid valve 23, the heat exchanger 24, the second connection point 37, the thermostat valve 21, and the water pump 20, in that order, and returns to the engine 14. At this time, the cooling water flowing through the tank temperature control path passes through the cooling water pipes in the order of the first cooling water pipe 31, the fourth cooling water pipe 34, the fifth cooling water pipe 35, and the second cooling water pipe 32.

[0035] As described above, the second connection point 37 is disposed between the radiator 22 and the thermostat valve 21. When the engine 14 has not yet warmed up, the thermostat valve 21 blocks the downstream side of the second connection point 37 in the radiator path.

[0036] The temperature of the cooling water passing through the tank temperature control path is reduced by exchanging heat with the tank 10. Therefore, the thermostat valve 21 prevents the engine 14, which is being warmed up, from being cooled by the cooling water that has passed through the heat exchanger 24.

[0037] On the other hand, when the warm-up of the engine 14 is completed, the thermostat valve 21 opens the radiator path downstream of the second connection point 37. At this time, as described above, the cooling water leaving the engine 14 passes through the first cooling water pipe 31 and the radiator 22. Then, the cooling water passes through the second cooling water pipe 32, the thermostat valve 21, and the water pump 20 in this order, and returns to the engine 14.

[0038] When the engine 14 has finished warming up, the temperature of the coolant has risen due to heat exchange with the engine 14. Therefore, while the thermostat valve 21 opens the downstream side of the second connection point 37 in the radiator path and the solenoid valve 23 is open, the coolant with the increased temperature passes through the tank temperature control path. In this way, the thermostat valve 21 adjusts the flow of the tank temperature control path according to the temperature of the coolant in addition to the radiator path. In this way, the thermal management system 100 can heat the tank 10 using the coolant after the warm-up is completed.

[0039] As shown in Fig. 1, the thermal management system 100 includes a control device 50. The control device 50 is an ECU provided in a vehicle. The control device 50 includes a storage device that stores a program, and a processing device that executes the program stored in the storage device. The control device 50 is connected to each of the shutoff valve 11, the fuel injection valve 13, the solenoid valve 23, the tank temperature sensor 40, and the coolant temperature sensor 41 so as to be able to communicate with each other.

[0040] The shutoff valve 11 transmits information about its own open / closed state to the control device 50. Furthermore, the fuel injection valve 13 transmits information about the injection amount of hydrogen gas to the control device 50. The tank temperature sensor 40 is installed in the tank 10. The tank temperature sensor 40 acquires the temperature of the tank 10. Then, the tank temperature sensor 40 transmits information on the acquired temperature of the tank 10 to the control device 50.

[0041] The coolant temperature sensor 41 is installed, for example, in a portion of the first coolant pipe 31 between the engine 14 and the first connection point 36. The coolant temperature sensor 41 acquires the temperature of the coolant flowing through the coolant pipe. The coolant temperature sensor 41 then transmits information on the acquired coolant temperature to the control device 50. This allows the control device 50 to acquire the temperature of the coolant after it leaves the engine 14 and before it reaches the heat exchanger 24.

[0042] In this manner, the control device 50 acquires information from the shutoff valve 11, the fuel injection valve 13, the tank temperature sensor 40, and the cooling water temperature sensor 41. Then, the control device 50 controls the solenoid valve 23 based on the acquired information.

[0043] <Processing Executed by the Control Device 50> 2 shows the flow of a series of processes executed by the control device 50. This series of processes is executed when information on the open / closed state of the shutoff valve 11 is acquired.

[0044] In the process of step S10, the control device 50 determines whether the shutoff valve 11 is open or not based on the open / closed state information acquired from the shutoff valve 11. When the control device 50 determines that the shutoff valve 11 is open (step S10: YES), the process proceeds to step S11.

[0045] In the process of step S11, the control device 50 determines whether the temperature of the coolant is equal to or higher than the temperature of the tank 10. At this time, the temperature of the coolant used as a reference by the control device 50 is the temperature of the coolant after it leaves the engine 14 and before it reaches the heat exchanger 24. The control device 50 compares the temperatures of the coolant and the tank 10 based on information acquired from the tank temperature sensor 40 and the coolant temperature sensor 41. When the control device 50 determines that the temperature of the coolant is equal to or higher than the temperature of the tank 10 (step S11: YES), the process proceeds to step S12.

[0046] In the process of step S12, the control device 50 performs an opening degree determination process. The opening degree determination process is a process for determining the opening degree of the solenoid valve 23 based on information on the amount of hydrogen gas injected by the fuel injection valve 13.

[0047] FIG. 3 is a graph showing the relationship between the amount of hydrogen gas injected by the fuel injection valve 13 and the opening degree of the solenoid valve 23 determined by the control device 50 in the opening degree determination process. When the amount of hydrogen gas injected by the fuel injection valve 13 is small, the hydrogen gas in the tank 10 exchanges heat with the outside air temperature, so the temperature is less likely to drop. When the amount of injection by the fuel injection valve 13 is equal to or less than a preset specified injection amount, the control device 50 sets the opening of the solenoid valve 23 to 0% to block the tank temperature control path. In the case of Figure 3, the specified injection amount is a.

[0048] The hydrogen gas in the tank 10 is depressurized as the amount of injection by the fuel injection valve 13 increases. Therefore, the temperature of the hydrogen gas in the tank 10 decreases as the amount of injection by the fuel injection valve 13 increases. In order to warm the hydrogen gas in the tank 10, the lower the temperature of the hydrogen gas is, the more heat exchange between the tank 10 and the cooling water is required. As shown in FIG. 3, when the amount of injection by the fuel injection valve 13 is greater than a, the control device 50 increases the opening degree of the solenoid valve 23 as the injection amount increases. In this way, the control device 50 controls the solenoid valve 23 so that the amount of cooling water passing through the tank temperature adjustment path increases as the amount of injection by the fuel injection valve 13 increases.

[0049] 3, the opening degree of solenoid valve 23 becomes 100% only when the injection amount by fuel injection valve 13 is b. Since the opening degree of solenoid valve 23 does not exceed 100%, when the injection amount by fuel injection valve 13 exceeds b, control device 50 sets the opening degree of solenoid valve 23 to 100%. In other words, the opening degree of solenoid valve 23 increases according to the injection amount by fuel injection valve 13, but when the injection amount is equal to or greater than a certain injection amount, the opening degree does not increase beyond an upper limit of 100%.

[0050] 3, when the opening of the solenoid valve 23 is determined according to the injection amount, the control device 50 advances the process to the next step S13. In the process of step S13, the control device 50 controls the solenoid valve 23 so that the opening becomes the opening determined in the opening determination process of step S12. After controlling the opening of the solenoid valve 23 in the process of step S13, the control device 50 ends this series of processes.

[0051] On the other hand, in the process of step S10, if the control device 50 determines that the shutoff valve 11 is not open (step S10: NO), the process proceeds to step S14. Also, in the process of step S11, if the control device 50 determines that the temperature of the cooling water is not equal to or higher than the temperature of the tank 10 (step S11: NO), the process proceeds to step S14. In other words, in the process of step S11, if the control device 50 determines that the temperature of the cooling water is lower than the temperature of the tank 10, the process proceeds to step S14.

[0052] In the process of step S14, the control device 50 closes the solenoid valve 23. That is, the control device 50 sets the opening degree of the solenoid valve 23 to 0%. After closing the solenoid valve 23 in the process of step S14, the control device 50 ends this series of processes.

[0053] <Action of this embodiment> The thermal management system 100 can suppress temperature changes of the hydrogen gas in the tank 10 by exchanging heat between the cooling water that has passed through the engine 14 and the tank 10 .

[0054] <Effects of this embodiment> (1) The thermal management system 100 can suppress changes in density of hydrogen gas caused by changes in temperature of the hydrogen gas inside the tank 10. In other words, the thermal management system 100 can suppress deterioration in accuracy of fuel injection control by suppressing changes in temperature of the hydrogen gas.

[0055] (2) When controlling the solenoid valve 23 so that the cooling water flows through the tank temperature control path, the control device 50 controls the solenoid valve 23 so that the amount of cooling water passing through the tank temperature control path increases as the amount of hydrogen gas injected by the fuel injection valve 13 increases. The temperature of the hydrogen gas in the tank decreases as the amount of hydrogen gas injected by the fuel injection valve 13 increases. When the amount of hydrogen gas injected by the fuel injection valve 13 is small, the thermal management system 100 reduces the amount of cooling water passing through the tank temperature control path. When the amount of hydrogen gas injected by the fuel injection valve 13 is large, the thermal management system 100 increases the amount of cooling water passing through the tank temperature control path in accordance with the amount of injection. In this way, the thermal management system 100 can control the amount of cooling water passing through the tank temperature control path in accordance with the tendency of temperature change of the hydrogen gas in the tank 10, and appropriately heat the tank 10.

[0056] (3) The control device 50 controls the solenoid valve 23 so that the cooling water does not pass through the tank temperature control path when the amount of hydrogen gas injected by the fuel injection valve 13 is equal to or less than a preset specified injection amount. When hydrogen gas is injected from the fuel injection valve 13, the hydrogen gas in the tank 10 is depressurized. The temperature of the hydrogen gas in the tank 10 decreases with the depressurization. Therefore, during operation of the engine 14 in which hydrogen gas is injected from the fuel injection valve 13, it is desirable to heat the tank 10 by heat exchange with the cooling water to suppress a decrease in the temperature of the hydrogen gas. However, when the amount of hydrogen gas injected by the fuel injection valve 13 is small, the hydrogen gas in the tank 10 exchanges heat with the outside air temperature, so that the temperature is less likely to decrease. When the amount of hydrogen gas injected by the fuel injection valve 13 is small, the thermal management system 100 does not allow the tank 10 to exchange heat with the cooling water. In this way, the thermal management system 100 can prevent the tank 10 from being heated unnecessarily.

[0057] (4) The control device 50 controls the solenoid valve 23 so that the cooling water does not pass through the tank temperature control path when the temperature of the cooling water after leaving the engine 14 and before reaching the heat exchanger 24 is lower than the temperature of the tank 10. The control device 50 also controls the solenoid valve 23 so that the cooling water passes through the tank temperature control path when the temperature of the cooling water after leaving the engine 14 and before reaching the heat exchanger 24 is equal to or higher than the temperature of the tank 10. When the temperature of the cooling water is lower than the temperature of the tank 10, the cooling water cools the tank 10. When the temperature of the cooling water is lower than the temperature of the tank 10, the thermal management system 100 does not allow the cooling water to exchange heat with the tank 10. And, the thermal management system 100 allows the cooling water to exchange heat with the tank 10 only when the temperature of the cooling water is equal to or higher than the temperature of the tank 10. This allows the thermal management system 100 to efficiently heat the tank 10 with the cooling water.

[0058] (5) The thermal management system 100 further includes a radiator path that is a path installed so that the cooling water leaving the engine 14 passes through the radiator 22, the thermostat valve 21, and the water pump 20 in this order before returning to the engine 14. The radiator path has a first connection point 36 at a portion through which the cooling water passes after leaving the engine 14 and before reaching the radiator 22. The radiator path also has a second connection point 37 at a portion through which the cooling water passes after passing through the radiator 22 and before reaching the thermostat valve 21. The tank temperature control path is connected to the radiator path at the first connection point 36 and the second connection point 37 so that the cooling water leaving the engine 14 passes through the first connection point 36, the heat exchanger 24, the second connection point 37, the thermostat valve 21, and the water pump 20 in this order before returning to the engine 14. The thermostat valve 21 opens the radiator path and the tank temperature control path when the warm-up of the engine 14 is complete. The thermostat valve 21 also blocks the radiator path and the tank temperature control path when the warm-up of the engine 14 is not complete.

[0059] When the engine 14 has not yet been warmed up, the temperature of the cooling water is low. Therefore, even if the cooling water passes through the heat exchanger 24 when the engine 14 has not yet been warmed up, the cooling water cannot heat the tank 10. On the other hand, when the engine 14 has been warmed up, the cooling water is warmed up, and the cooling water after passing through the engine 14 can heat the tank 10. When the engine 14 has not yet been warmed up, the thermal management system 100 does not allow the cooling water to exchange heat with the tank 10. When the engine 14 has been warmed up, the thermal management system 100 allows the cooling water to exchange heat with the tank 10. In this way, the thermal management system 100 can heat the tank 10 by using the heat of the cooling water after the warming up is completed.

[0060] <Example of change> This embodiment can be modified as follows: This embodiment and the following modifications can be combined with each other to the extent that there is no technical contradiction.

[0061] In the control device 50 of this embodiment, when the injection amount by the fuel injection valve 13 is equal to or less than a specified injection amount in the opening degree determination process of step S12 in Fig. 2, the opening degree of the solenoid valve 23 is set to 0%. In contrast, the control device 50 may have an aspect in which, as shown in Fig. 4, the opening degree of the solenoid valve 23 is increased according to the injection amount without setting a specified injection amount in the opening degree determination process.

[0062] In this embodiment, the solenoid valve 23 is disposed on the fourth cooling water pipe 34. Alternatively, the solenoid valve 23 may be disposed on the first connection point 36. In this embodiment, the coolant temperature sensor 41 is installed in a portion of the first coolant pipe 31 between the engine 14 and the first connection point 36. In contrast, the coolant temperature sensor 41 may be installed anywhere as long as the temperature of the coolant after it leaves the engine 14 and before it reaches the heat exchanger 24 can be grasped. The coolant temperature sensor 41 may be installed, for example, on the fourth coolant pipe 34. The coolant temperature sensor 41 may be installed, for example, on the first connection point 36 of the first coolant pipe 31. The coolant temperature sensor 41 may be installed, for example, in a portion of the first coolant pipe 31 between the first connection point 36 and the radiator 22. [Explanation of symbols]

[0063] 10...tank, 11...shutoff valve, 12...regulator, 13...fuel injector, 14...engine, 15...hydrogen gas piping, 20...water pump, 21...thermostat valve, 22...radiator, 23...solenoid valve, 24...heat exchanger, 31...first cooling water piping, 32...second cooling water piping, 33...third cooling water piping, 34...fourth cooling water piping, 35...fifth cooling water piping, 36...first connection point, 37...second connection point, 40...tank temperature sensor, 41...cooling water temperature sensor, 50...control device, 100...thermal management system

Claims

1. A thermal management system applied to a vehicle equipped with a fuel supply system that supplies hydrogen gas stored in a tank to an engine as fuel by adjusting the pressure of the hydrogen gas using a regulator and injecting the hydrogen gas from a fuel injection valve, a heat exchange unit for exchanging heat between the engine cooling water and the tank; a tank temperature control path that is a path installed so that the cooling water leaving the engine passes through the heat exchanger and returns to the engine; an electromagnetic valve for adjusting the amount of the cooling water flowing through the tank temperature adjustment path; A control device for controlling the solenoid valve, The control device, The amount of the cooling water flowing through the tank temperature control path is adjusted by controlling the solenoid valve. Thermal management system.

2. The control device, When controlling the solenoid valve so that the cooling water flows through the tank temperature control path, the solenoid valve is controlled so that the amount of the cooling water passing through the tank temperature control path increases as the amount of the hydrogen gas injected by the fuel injection valve increases. The thermal management system of claim 1 .

3. The control device, When the amount of hydrogen gas injected by the fuel injection valve is equal to or less than a predetermined injection amount, the solenoid valve is controlled so that the cooling water does not pass through the tank temperature adjustment path. The thermal management system of claim 1 or 2.

4. The control device, controlling the solenoid valve so that the cooling water does not pass through the tank temperature control path when the temperature of the cooling water after departing from the engine and before reaching the heat exchanger is lower than the temperature of the tank; When the temperature of the cooling water after departing from the engine and before reaching the heat exchanger is equal to or higher than the temperature of the tank, the solenoid valve is controlled so that the cooling water passes through the tank temperature control path. The thermal management system of claim 1 or 2.

5. The thermal management system further comprises: The cooling water from the engine passes through a radiator, a thermostat valve, and a water pump in this order, and then returns to the engine. The radiator path is a first connection point at a portion through which the cooling water passes after leaving the engine and before reaching the radiator, and a second connection point at a portion through which the cooling water passes after passing through the radiator and before reaching the thermostat valve, The tank temperature control path is the first connection point and the second connection point are connected to the radiator path so that the cooling water leaving the engine passes through the first connection point, the heat exchanger, the second connection point, the thermostat valve, and the water pump in this order and returns to the engine; The thermostat valve is opening the radiator path and the tank temperature adjustment path when the warm-up of the engine is completed; and blocking the radiator path and the tank temperature control path when the warm-up of the engine is not completed. The thermal management system of claim 1 or 2.

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