Vehicle heat management device

Abstract

To suppress temporary reduction in heating capacity.SOLUTION: A four-way valve 50 of a first circuit 10 is switched to a mode 1 (connecting P2 with P3) to circulate cooling liquid between an internal combustion engine 2 and a heater core 19 when heating is requested during travel of HV. The four-way valve 50 is switched to a mode 2 (connecting P1 with the P3) to perform heating using heat of an electric heater 18 when heating is requested when EV travels. The four-way valve is switched to the mode 3 from the mode 1 (connecting the P1 with P4 and connecting the P2 with the P3) and thereafter switched to the mode 2 from the mode 3, when switched to the mode 2 from the mode 1. Temporary reduction in the heating capacity can be suppressed because the low-temperature cooling liquid staying in a flow passage 10h in the mode 1 flows into the heater core 19 in the mode 2 after heated by the combustion engine 2 in the mode 3.SELECTED DRAWING: Figure 1

Description

[Technical Field]

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

[0002] Japanese Patent Laid-Open Publication No. 2009-291008 (Patent Document 1) discloses a thermal management system for an electrically driven vehicle equipped with a battery-powered electric motor for running and a selectively used internal combustion engine for running. In the thermal management system of Patent Document 1, an electric heater is used to heat the coolant for the internal combustion engine, which is used as a heat source for the heater core of an air conditioner. With this configuration, the heat from the internal combustion engine and the electric heater can be used together to heat the air conditioner. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2009-291008 Summary of the Invention [Problem to be solved by the invention]

[0004] In the thermal management system of Patent Document 1, an electric heater is provided in the heat medium circulation circuit (coolant flow path) that circulates through the internal combustion engine and the heater core. Therefore, when using the heat from the electric heater for heating, if the temperature of the internal combustion engine is low, there is a concern that the heat from the electric heater will be used to warm up the internal combustion engine and will not be used efficiently for heating. In order to efficiently use the heat from the electric heater for heating, it is possible to provide a bypass flow path that bypasses the internal combustion engine and circulate the coolant heated by the electric heater to the heater core via the bypass flow path.

[0005] The bypass passage, which bypasses the internal combustion engine, does not carry coolant warmed by the engine. When the engine coolant is circulated through the heater core and the heat from the engine is used as a heating source, the temperature of the coolant stagnating in the bypass passage is low. If coolant heated by an electric heater is circulated to the heater core through the bypass passage in this state, the low-temperature coolant stagnating in the bypass passage will flow into the heater core, raising concerns about a temporary decrease in heating capacity.

[0006] An object of the present disclosure is to suppress a temporary decrease in heating capacity. [Means for solving the problem]

[0007] A vehicle thermal management device according to the present disclosure is a thermal management device for a vehicle equipped with an internal combustion engine and a traction electric motor, capable of hybrid driving with the internal combustion engine running and EV driving with the internal combustion engine stopped. The vehicle thermal management device includes an air conditioning system including a heater core for heating the vehicle's interior, a first flow path for circulating coolant between the internal combustion engine and the heater core, a second flow path including a bypass flow path that bypasses the internal combustion engine and circulates coolant between a heat source other than the internal combustion engine and the heater core, a third flow path that causes the coolant flowing through the bypass flow path to bypass the heater core and flow into at least one of the internal combustion engine and the heat source, and a control device. When switching from the first flow path to the second flow path, the control device is configured to switch from the first flow path to the third flow path and then switch from the third flow path to the second flow path.

[0008] According to this configuration, the vehicle is capable of hybrid driving, in which the internal combustion engine is operated, and electric driving, in which the internal combustion engine is stopped. The vehicle thermal management device includes an air conditioning device including a heater core for heating the vehicle interior, and a control device. When switching from a first flow path that circulates coolant through the internal combustion engine and the heater core to a second flow path that includes a bypass flow path that bypasses the internal combustion engine and circulates coolant through a heat source other than the internal combustion engine and the heater core, the control device switches from the first flow path to a third flow path that causes the coolant flowing through the bypass flow path to bypass the heater core and flow into at least one of the internal combustion engine and the heat source, and then switches from the third flow path to the second flow path.

[0009] When the vehicle interior is heated using coolant circulating through the first flow path, the coolant warmed by the internal combustion engine does not flow through the bypass flow path that bypasses the internal combustion engine, so the temperature of the coolant accumulating in the bypass flow path is low.If heating is performed by switching from the first flow path to the second flow path, the coolant accumulating in the bypass flow path will flow into the heater core, which could temporarily reduce heating capacity.

[0010] When switching from the first flow path to the second flow path, the control device first switches from the first flow path to the third flow path, and then switches from the third flow path to the second flow path. When switching to the third flow path, the coolant flowing through the bypass flow path bypasses the heater core and flows into at least one of the internal combustion engine and the heat source, where it is heated by at least one of the internal combustion engine and the heat source. After the coolant stagnating in the bypass flow path is heated, it is switched to the second flow path. This prevents the low-temperature coolant stagnating in the bypass flow path from flowing into the heater core, thereby preventing a temporary decrease in heating capacity.

[0011] Preferably, the vehicle thermal management device further includes a battery that is a power source for the electric motor for driving the vehicle, and a fourth flow path through which a heat medium circulates to raise the temperature of the battery. The third flow path may be a flow path that causes the coolant flowing through the bypass flow path to flow into the heat source via a heat exchanger provided in the fourth flow path.

[0012] According to this configuration, the flow path for increasing the temperature of the battery using a heat source can also be used as the third flow path.

[0013] Preferably, when there is a request to increase the temperature of the battery, the control device may circulate the heat medium through the fourth flow path and the coolant through the third flow path, thereby increasing the temperature of the battery using the heat source.

[0014] With this configuration, when there is a request to increase the temperature of the battery, the control device circulates the heat medium through the fourth flow path and the coolant through the third flow path. By heating the coolant circulating through the third flow path with a heat source, the heat medium is increased in temperature by the heat of the coolant flowing through the bypass flow path via the heat exchanger, so that the battery can be increased in temperature using the heat source.

[0015] Preferably, the heat source may be an electric heater. According to this configuration, since an electric heater is used, heating or battery temperature increase can be performed even when the vehicle is in EV mode, in which the internal combustion engine is stopped.

[0016] Preferably, the control device may control the coolant to circulate through the first flow path when there is a request to heat the vehicle interior during HV driving, and to circulate the coolant through the second flow path when there is a request to heat the vehicle interior during EV driving.

[0017] With this configuration, heating is performed using heat from the internal combustion engine during HV driving, and heating is performed using a heat source during EV driving. When switching from HV driving to EV driving, switching from the first flow path to the second flow path is performed, but after switching from the first flow path to the third flow path, switching from the third flow path to the second flow path is performed. This prevents low-temperature coolant that has been accumulating in the bypass flow path from flowing into the heater core, and prevents a temporary decrease in heating capacity. [Effects of the Invention]

[0018] According to the present disclosure, it is possible to suppress a temporary decrease in heating capacity. [Brief explanation of the drawings]

[0019] [Figure 1] 1 is a diagram illustrating a schematic configuration of a thermal management device for a vehicle according to an embodiment of the present disclosure. [Figure 2] FIG. 2 is a diagram illustrating an example of a connection pattern of a four-way valve. [Figure 3] FIG. 10 is a diagram illustrating the circulation path of the coolant in mode 1. [Figure 4] FIG. 10 is a diagram illustrating the circulation path of the coolant in mode 3. [Figure 5] FIG. 10 is a diagram illustrating the circulation path of the coolant in mode 2. [Figure 6] 4 is a flowchart showing an example of a process executed by the ECU when EV driving is requested. DETAILED DESCRIPTION OF THE INVENTION

[0020] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present disclosure will be described in detail with reference to the accompanying drawings. In the drawings, the same or corresponding parts are designated by the same reference numerals and their description will not be repeated.

[0021] FIG. 1 is a diagram showing a schematic configuration of a vehicle thermal management device according to this embodiment. Vehicle V is a hybrid vehicle equipped with an internal combustion engine 2, a motor generator (MG) 3, and a battery 4. MG 3 may be, for example, an interior permanent magnet (IPM) motor, and is driven by electric power stored in battery 4 or electric power generated by internal combustion engine 2. MG 3 corresponds to an example of the "electric traction motor" of the present disclosure. The hybrid system of vehicle V may be a series system, a parallel system, or a series-parallel system, as long as it is capable of HV driving, in which the internal combustion engine 2 is operated, and EV driving, in which the internal combustion engine 2 is stopped and the vehicle is driven by the power of MG 3. The number of MGs may be one or more. Furthermore, vehicle V may be a plug-in hybrid vehicle in which battery 4 can be externally charged.

[0022] The thermal management device 1 mounted on the vehicle V includes a thermal management circuit 100 and an ECU (Electronic Control Unit) 500. The ECU 500 includes a processor 501 and a memory 502. The processor 501 executes a program stored in the memory 502, thereby performing various thermal management controls in the ECU 500. The ECU 500 corresponds to an example of a "control device" in the present disclosure.

[0023] The thermal management device 1 is configured to perform thermal management of a vehicle V using a heat medium in a thermal management circuit 100. The thermal management circuit 100 includes a first circuit 10, a second circuit 20, and a third circuit 30. The first circuit 10 is a circuit through which a coolant circulates and includes an internal combustion engine 2, a first pump 11, a second pump 17, an electric heater 18, a heater core 19, and a four-way valve 50. The first pump 11 may be an electric pump or a mechanical pump driven by the internal combustion engine 2. The second pump may be an electric pump. The coolant may be, for example, an antifreeze (LLC: Long-Life Coolant) containing ethylene glycol. Referring to FIG. 1, the coolant discharged from the first pump 11 cools the internal combustion engine 2, then flows into a flow path 10a and branches into a flow path 10b. Flow path 10c is provided with a radiator 15 and a reserve tank 16, and reserve tank 16 is connected to thermostatic valve 13. Flow path 10b branches into flow paths 10d and 10e. Flow path 10d is connected to thermostatic valve 13 via flow path 10g, which connects electric heater 18 and thermostatic valve 13. Flow path 10e is connected to port P2 of four-way valve 50.

[0024] When the temperature of the coolant is below a predetermined temperature, thermostat valve 13 is closed, and the coolant discharged from first pump 11 circulates through flow paths 10a, 10b, and 10g. When the temperature of the coolant exceeds a predetermined temperature, thermostat valve 13 opens, and the coolant discharged from first pump 11 flows into flow path 10c and is cooled (heat dissipated) by radiator 15.

[0025] In the first circuit 10, the coolant discharged from the second pump to the flow path 10f passes through the electric heater 18 and branches from the flow path 10g to the flow path 10h. The flow path 10h is connected to the port P1 of the four-way valve 50.

[0026] The four-way valve 50 switches the coolant path. The four-way valve 50 has four ports P1 to P4. The ECU 500 controls the four-way valve 50 so that it assumes one of the connection patterns consisting of modes 1 to 5. Hereinafter, the ports P1, P2, P3, and P4 may be simply referred to as "P1," "P2," "P3," and "P4," respectively.

[0027] Port P3 of the four-way valve 50 is connected to flow path 10k. Flow path 10k is a flow path that connects port P3 and a heater core 19. The heater core 19 is connected to the inlet side of the second pump 17 by flow path 10h. The heater core 19 is used as a heating source for the air conditioner 150.

[0028] The port P4 of the four-way valve 50 is connected to a flow path 10m. The flow path 10m is connected to a flow path 10n that connects the heater core 19 and the second pump 17 via a heat exchanger 70.

[0029] The second circuit 20 is a refrigeration cycle, and a refrigerant circulates through a flow path 20a of the second circuit 20. The refrigerant may be, for example, a hydrofluorocarbon (HFC), ammonia, or carbon dioxide. The second circuit 20 includes a compressor 21, a condenser 22, an electric expansion valve 23, an evaporator 24, an electric expansion valve 25, and a chiller 60. The compressor 21 adiabatically compresses and discharges the low-temperature, low-pressure refrigerant (mainly gas) discharged from the evaporator 24 and the chiller 60. The condenser 22 isobarically cools the high-temperature, high-pressure refrigerant (mainly gas) discharged from the compressor 21, converting it into a high-temperature, high-pressure liquid refrigerant. At this time, heat from the refrigerant is released (radiated) to the outside air. The high-temperature, high-pressure liquid refrigerant is decompressed by the electric expansion valve 23, and is vaporized in the evaporator 24, absorbing heat. Furthermore, the high-temperature, high-pressure liquid refrigerant is vaporized in the chiller 60 and absorbs heat by being decompressed by the electric expansion valve 25. The evaporator 24 is used as a cooling source (cooling source) of the air conditioner 150.

[0030] The third circuit 30 regulates (cools and heats) the temperature of the battery 4. A heat medium circulates through a flow path 30a of the third circuit 30. The heat medium may be insulating oil or an electrically insulating antifreeze liquid. The third circuit 30 includes an electric pump 31, the battery 4, a heat exchanger 70, a reserve tank 33, and a chiller 60. The heat medium discharged from the electric pump 31 circulates through the flow path 30a. The heat exchanger 70 exchanges heat between the coolant flowing through the flow path 10m of the first circuit 10 and the heat medium flowing through the flow path 30a. The heat medium absorbs heat from the coolant flowing through the flow path 10m, thereby raising the temperature of the battery 4. The chiller 60 exchanges heat between the refrigerant circulating through the second circuit 20 (refrigeration cycle) and the heat medium flowing through the third circuit 30. The heat medium dissipates heat in the chiller 60, thereby cooling the battery 4. The third circuit 30 (flow path 30a) corresponds to an example of the "fourth flow path" of the present disclosure.

[0031] The air conditioner 150 includes a blower, a damper, and the like (not shown), and cools and heats the interior of the vehicle V. The heater core 19 of the first circuit 10 and the evaporator 24 of the second circuit 20 are provided downstream of the blower of the air conditioner 150. The heater core 19 is used as a heating source for the air conditioner 150, and the evaporator 24 is used as a cooling source for the air conditioner 150.

[0032] FIG. 2 is a diagram illustrating an example of a connection pattern of the four-way valve 50. As shown in FIG. 2, the connection pattern includes connection patterns consisting of modes 1 to 5. In mode 1, P2 and P3 are connected, and P1 and P4 are in a disconnected state. In mode 2, P1 and P3 are connected, and P2 and P4 are in a disconnected state. In mode 3, P1 and P4 are connected, and P2 and P3 are connected. In mode 4, P1 and P4 are connected, and P2 and P3 are in a disconnected state. In mode 5, P1 and P3 are connected, and P1 and P4 are connected, and P2 is in a disconnected state.

[0033] FIG. 3 is a diagram illustrating the coolant circulation path in mode 1. When the connection pattern of the four-way valve 50 is mode 1, port P2 and port P3 are connected, and flow path 10e and flow path 10k are connected. In mode 1, as indicated by the dashed-dotted arrow in FIG. 3 , the coolant discharged from the first pump 11 cools the internal combustion engine 2 (after absorbing heat from the internal combustion engine 2) and then flows into the heater core 19. The coolant flowing out of the heater core 19 returns to the inlet side (suction side) of the first pump 11 via the second pump 17 and the electric heater 18. At this time, the electric heater 18 is not energized. The second pump 17 may be operated depending on the flow rate of the coolant. For example, if the flow rate of the coolant is sufficient due to the operation of the first pump, the second pump may be deactivated. However, if the flow rate of the first pump is insufficient, the second pump is activated. Note that the second pump may be activated regardless of the flow rate of the coolant. The circulation path of the coolant in this mode 1 corresponds to an example of the "first flow path" of the present disclosure. In mode 1, the heat of the coolant heated by the internal combustion engine 2 is dissipated by the heater core 19, thereby heating the vehicle interior.

[0034] FIG. 4 is a diagram illustrating the coolant circulation path in mode 2. When the connection pattern of the four-way valve 50 is mode 2, port P1 and port P3 are connected, and flow path 10h and flow path 10k are connected. In mode 2, as indicated by the dashed-dotted arrow in FIG. 4 , the coolant discharged from the second pump 17 is heated by the electric heater 18 and flows into the heater core 19 via flow path 10h. The coolant flowing out of the heater core 19 returns to the inlet side (suction side) of the second pump 17. At this time, the electric heater 18 is energized to heat the coolant. This coolant circulation path in mode 2 corresponds to an example of a "second flow path" in the present disclosure. Furthermore, flow path 10h corresponds to an example of a "bypass flow path (a bypass flow path that bypasses the internal combustion engine)" in the present disclosure. In mode 2, the heat of the coolant heated by the electric heater 18 is dissipated by the heater core 19, thereby heating the vehicle cabin.

[0035] FIG. 5 is a diagram illustrating the coolant circulation path in mode 3. When the connection pattern of the four-way valve 50 is mode 3, port P2 is connected to port P3, and port P1 is connected to port P4. When port P2 is connected to port P3 and flow path 10e is connected to flow path 10k, as shown by the dashed-dotted arrow in FIG. 5, the coolant discharged from the first pump 11 cools the internal combustion engine 2 and then flows into the heater core 19. When port P1 is connected to port P4 and flow path 10h is connected to flow path 10m, the coolant that has flowed through flow path 10h flows through flow path 10m, passes through the heat exchanger 70, and flows into flow path 10n, which connects the heater core 19 and the second pump 17, as shown by the dashed-dotted arrow in FIG. 5. In mode 3, both the first pump 11 and the second pump 17 may be operated, or either one of them may be operated. In mode 3, the electric heater 18 may be energized or de-energized. In mode 3, the circulation path of the coolant indicated by the two-dot chain arrow (the flow path including the flow path 10m) corresponds to an example of the "third flow path" of the present disclosure.

[0036] The ECU 500 receives signals detected by the sensors provided in the thermal management circuit 100 and controls the first circuit 10, the second circuit 20, and the third circuit. For example, when the battery temperature Tb detected by the battery temperature sensor Sb (see FIG. 1) is equal to or lower than a predetermined value, a request to increase the temperature of the battery 4 is generated, and the ECU 500 executes temperature increase control of the battery 4. The request to increase the temperature of the battery 4 may be generated by a battery ECU (not shown). When a request to increase the temperature of the battery 4 is received, the ECU 500 switches the connection pattern of the four-way valve 50 to mode 4, connecting the port P1 and the port P4. The ECU 500 then operates the second pump 17 and energizes the electric heater 18. The ECU 500 also operates the electric pump 31 to circulate the heat medium in the third circuit 30. In the heat exchanger 70, heat exchange occurs between the coolant heated by the electric heater 18 (the coolant flowing through the flow path 10h) and the heat medium in the third circuit 30. The battery 4 is increased in temperature. If there is a request to heat the air conditioner 150 in addition to a request to increase the temperature of the battery 4, the connection pattern of the four-way valve 50 is switched to mode 5.

[0037] The ECU 500 receives inputs of the status of each function and various commands from the engine ECU, hybrid ECU, air conditioning ECU, etc. (none of which are shown). For example, when there is a request to heat the vehicle interior while the vehicle is running as an HV, the ECU 500 switches the connection pattern of the four-way valve 50 to mode 1. This allows the heater core 19 to radiate heat from the coolant heated by the internal combustion engine 2, thereby heating the vehicle interior.

[0038] When there is a request to heat the vehicle interior during EV driving in which the internal combustion engine 2 is stopped and the vehicle is driven by the power of the MG 3, the ECU 500 switches the connection pattern of the four-way valve 50 to mode 2. This allows the heat of the coolant heated by the electric heater 18 to be dissipated by the heater core 19, thereby heating the vehicle interior.

[0039] If a request for EV driving is made during HV driving, the vehicle switches from HV driving to EV driving. At this time, if a heating request is made, the connection pattern of the four-way valve 50 switches from mode 1 to mode 2. When heating is performed using coolant warmed by the internal combustion engine 2 in mode 1, the coolant does not flow through the flow path 10h that bypasses the internal combustion engine 2, so the coolant stagnates. The temperature of the coolant stagnates in flow path 10h is low because it is not heated by the internal combustion engine 2. When switching from this state (mode 1) to mode 2, the low-temperature coolant stagnates in flow path 10h (bypass flow path) flows into the heater core 19, which could temporarily reduce the heating capacity.

[0040] In this embodiment, when the connection pattern of the four-way valve 50 is switched from mode 1 to mode 2, it is switched to mode 2 via mode 3. When the connection pattern of the four-way valve 50 is switched from mode 1 to mode 3, port P1 and port P4 are connected, and as shown by the two-dot chain arrow in FIG. 5 , the coolant that has flowed through flow path 10h flows through flow path 10m, passes through the heat exchanger 70, and flows into flow path 10n that connects the heater core 19 and the second pump 17. The coolant that has flowed into flow path 10n is heated by the internal combustion engine 2, then flows through flow paths e and 10k, and flows into the heater core 19. Furthermore, when the electric heater 18 is energized in mode 3, the coolant that has flowed into flow path 10n is heated by the electric heater 18 in addition to the internal combustion engine 2, and then flows into the heater core 19. As a result, the coolant that has been stagnating in the flow path 10h (bypass flow path) is heated by at least one of the internal combustion engine 2 and the heater core 19 and then flows into the heater core 19, thereby preventing a temporary decrease in heating capacity.

[0041] FIG. 6 is a flowchart showing an example of processing executed by ECU 500 when EV driving is requested. This flowchart is repeatedly processed at predetermined intervals while vehicle V is driving as an HV. In step (hereinafter, step will be abbreviated as "S") 10, it is determined whether or not there is a request for EV driving. The EV driving request is output, for example, from the hybrid ECU. If there is a request for EV driving, a positive determination is made and the process proceeds to S11. If there is no request for EV driving, a negative determination is made and the process proceeds to S12.

[0042] In S12, it is determined whether or not there is a heating request. The heating request is output, for example, from the air conditioning ECU. The heating request is a request to circulate coolant to the heater core 19. If there is a heating request, a positive determination is made and the routine proceeds to S13. If there is no heating request, a negative determination is made and the current routine is terminated.

[0043] In S13, the connection pattern of the four-way valve 50 is switched to mode 1, and then the current routine is terminated. If the connection pattern of the four-way valve 50 is mode 1, mode 1 is maintained and the current routine is terminated.

[0044] In S11, it is determined whether or not there is a heating request. If there is a heating request, an affirmative determination is made and the process proceeds to S14. If there is no heating request, a negative determination is made and the process proceeds to S18.

[0045] In S14, the electric heater 18 starts to be energized, and the process proceeds to S15. In S15, the connection pattern of the four-way valve 50 is switched to mode 3. Note that, since the process of S15 is in a state where heating is requested, the connection pattern of the four-way valve 50 is switched from mode 1 to mode 3.

[0046] In subsequent S16, it is determined whether or not the coolant temperature To at the outlet (outflow side) of the electric heater 18 is equal to or higher than the threshold temperature "Ti - A" obtained by subtracting a predetermined value A from the coolant temperature Ti at the inlet (inflow side) of the heater core 19. The coolant temperature To may be detected by a temperature sensor S1 (see FIG. 1) provided at the outlet of the electric heater 18 in the flow path 10g, and the coolant temperature Ti may be detected by a temperature sensor S2 (see FIG. 2) provided on the inflow side of the heater core 19 in the flow path 10m. When the coolant temperature To is lower than the threshold temperature "Ti - A" (To < Ti - A), a negative determination is made and the process returns to S15. When the coolant temperature To is equal to or higher than the threshold temperature "Ti - A" (Ti ≥ Ti - A), an affirmative determination is made and the process proceeds to S17.

[0047] In S17, after switching the connection pattern of the four-way valve 50 to mode 2, the process proceeds to S18. In S18, for example, a command is given to the hybrid ECU to stop the internal combustion engine and perform EV driving, and this routine is terminated. As a result, the vehicle V performs EV driving.

[0048] According to the present embodiment, the vehicle V can perform HV driving in which the internal combustion engine 2 is operated for driving and EV driving in which the internal combustion engine 2 is stopped for driving. The thermal management device 1 of the vehicle V includes an air conditioner 150 including a heater core 19 for heating the interior of the vehicle V and an ECU 500. When the ECU 500 switches from mode 1 in which coolant is circulated between the internal combustion engine 2 and the heater core 19 to mode 2 in which a flow path 10m bypassing the internal combustion engine 2 is included and coolant is circulated between the electric heater 18 and the heater core 19, after switching from mode 1 to mode 3 in which the coolant flowing through the flow path 10m is made to flow into the internal combustion engine 2 and the electric heater 18 bypassing the heater core 19, it is switched from mode 3 to mode 2. When switched to mode 3, the coolant flowing through the flow path 10h flows into at least one of the internal combustion engine 2 and the electric heater 18 bypassing the heater core 19 and is heated by at least one of the internal combustion engine 2 and the electric heater 18. Thereby, it is possible to suppress the low-temperature coolant staying in the flow path 10h in mode 1 from flowing into the heater core 19, and it is possible to suppress a temporary decrease in the heating capacity.

[0049] In the above embodiment, the electric heater 18 is energized in S14 (see FIG. 6). However, if a highly responsive electric heater is used as the electric heater 18, the electric heater 18 may be energized at the same time as the connection pattern of the four-way valve 50 is switched to mode 2 in S17.

[0050] In the above embodiment, when it is determined that the coolant temperature To is equal to or higher than the threshold temperature "Ti-A" (Ti≧Ti-A), the connection pattern of the four-way valve 50 is switched to mode 2 (see S17 and S18). However, it may also be configured to switch to mode 2 when a predetermined time has elapsed after switching from mode 1 to mode 3. The predetermined time may be set to, for example, the time required for the entire amount of coolant remaining in the flow path 10h to pass through the internal combustion engine 2.

[0051] In the above embodiment, the flow path 10m passing through the heat exchanger 70 is used as the "third flow path" of the present disclosure. However, a flow path connecting the port P4 of the four-way valve 50 and the flow path 10g (the flow path 10g connecting the electric heater 18 and the thermostat valve 13) may be provided, and this flow path may be used as the "third flow path" of the present disclosure, so that the coolant that has accumulated in the flow path 10h (that has passed through the flow path 10h) flows through this flow path. In this case, when the connection pattern of the four-way valve 50 is in mode 3, the coolant that has accumulated in the flow path 10h (that has passed through the flow path 10h) is warmed by the internal combustion engine 2.

[0052] (Variation) In the above embodiment, the electric heater 18 was used to heat the vehicle interior during EV driving. However, in this modification, heating is performed by utilizing heat dissipation from the second circuit 20 (refrigeration cycle) (heat dissipation from the condenser 22). Referring to FIG. 4 , the modification uses a fourth circuit 40 indicated by a dashed dotted line. In the fourth circuit 40, a heat exchanger 41 is provided in place of the condenser 22 of the second circuit, and a heat exchanger 42 is provided in place of the electric heater 18 of the first circuit 10. In addition to the heat exchangers 41 and 42, the fourth circuit 40 includes an electric pump 44, a three-way valve 45, and a radiator 43.

[0053] The heat exchanger 41 absorbs heat generated when the high-temperature, high-pressure refrigerant discharged from the compressor 21 is isobarically cooled and converted into liquid refrigerant, and transfers this heat to the heat medium in the fourth circuit 40. This heats the heat medium in the fourth circuit 40. When the air conditioning device 150 requests heating, the three-way valve 45 switches so that the heat medium discharged from the electric pump 44 flows to the heat exchanger 42, and in the heat exchanger 42, heat is exchanged between the heat medium heated in the heat exchanger 41 and the coolant in the first circuit 10. This increases the temperature of the coolant in the first circuit 10, enabling heating. When heating is not required, the three-way valve 45 switches so that the heat medium discharged from the electric pump 44 flows to the radiator 43, and the radiator 43 dissipates heat into the outside air.

[0054] In this modification, instead of the electric heater 18, the heat radiation of the second circuit 20 (heat radiation of the capacitor 22) can be used as a heat source for heating.

[0055] In addition, a heat exchanger 42 may be provided in the first circuit 10 in addition to the electric heater 18, and the heat emitted from the electric heater 18 and the second circuit 20 may be used as a heat source for heating.

[0056] The embodiments disclosed herein should be considered to be illustrative in all respects and not restrictive. The scope of the present disclosure is defined by the claims, not by the description of the above embodiments, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0057] 1 thermal management device, 2 internal combustion engine, 3 motor generator (M / G), 4 battery, 10 first circuit, 18 electric heater, 19 heater core, 20 second circuit, 30 third circuit, 40 fourth circuit, 50 four-way valve, 100 thermal management circuit, 150 air conditioning device, 500 ECU, V vehicle.

Claims

1. A thermal management device for a vehicle that includes an internal combustion engine and a traction electric motor, and that is capable of hybrid driving by operating the internal combustion engine and EV driving by stopping the internal combustion engine, an air conditioning system including a heater core for heating the interior of the vehicle; a first flow path for circulating a coolant through the internal combustion engine and the heater core; a second flow path including a bypass flow path that bypasses the internal combustion engine and circulates the coolant to a heat source other than the internal combustion engine and the heater core; a third flow path that causes the coolant flowing through the bypass flow path to bypass the heater core and flow into at least one of the internal combustion engine and the heat source; a control device; A thermal management device for a vehicle, wherein the control device is configured, when switching from the first flow path to the second flow path, to switch from the first flow path to the third flow path, and then switch from the third flow path to the second flow path.

2. a battery that is a power source for the electric motor for running; a fourth flow path through which a heat medium circulates to raise the temperature of the battery; The vehicle thermal management device according to claim 1 , wherein the third flow path causes the coolant flowing through the bypass flow path to flow into the heat source via a heat exchanger provided in the fourth flow path.

3. The control device 3. The vehicle thermal management device according to claim 2, wherein when there is a request to increase the temperature of the battery, the heat medium is circulated through the fourth flow path and the coolant is circulated through the third flow path, and the battery is increased in temperature using the heat source.

4. 4. The vehicle thermal management device according to claim 1, wherein the heat source is an electric heater.

5. The control device When there is a request to heat the vehicle interior during the HV running, the coolant is circulated through the first flow path, The vehicle thermal management device according to claim 1 , wherein when the heating request is made during the EV driving, the coolant is controlled to circulate through the second flow path.

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