Blockage detection system

Abstract

To provide an inexpensive blockage detection system for detecting blockages in cooling circuits. [Solution] The clogging detection system B for detecting clogging of the fluid used for temperature control in a vehicle comprises: a plurality of cooling circuits 70 through which the fluid flows; a valve 71 that switches the fluid flow state in the plurality of cooling circuits 70 according to a plurality of preset switching patterns; a pump 72 that pressurizes the fluid to the cooling circuits 70; a measuring unit 73 that measures the current value of the current flowing through the pump 72 when pressurizing the fluid to the cooling circuits 70; and an estimation unit 74 that estimates the clogging state of the cooling circuits 70 based on the switching pattern and the current value.

Description

Technical Field

[0001] The present invention relates to a clogging detection system for detecting a clogged state of a fluid used for temperature control in a vehicle.

Background Art

[0002] Conventionally, automobiles equipped with a motor as a driving power source (hybrid electric vehicles (HEV), plug-in hybrid electric vehicles (PHEV), battery electric vehicles (BEV), fuel cell electric vehicles (FCEV), etc.) have been used. These automobiles (hereinafter collectively referred to as "electric vehicles") are equipped with a battery for driving the motor. Electric vehicles have many devices that require cooling, such as a motor (including internal combustion engines such as engines), a battery, an air conditioner, an ECU, etc., and each of these devices has an appropriate operating temperature. Therefore, technologies for adjusting the temperature of the devices have been studied (see, for example, Patent Documents 1 and 2).

[0003] Patent Document 1 describes a cooling module. This cooling module is provided in a cooling system, and the cooling system is configured to include a plurality of flow paths. The plurality of flow paths are provided with a first water pump, a radiator, an inverter / motor, a DC-DC converter, a charger, a reserve tank, a second water pump, a heater core, an electric heater, a water-cooled condenser, a third water pump, a battery, a chiller, an electric heater, a first rotary valve, and a second rotary valve.

[0004] Patent Document 2 describes a blockage detection method (referred to as "blockage detection method" in Patent Document 2) for detecting blockages in pipes, nozzles, etc. In this blockage detection method, the flow path resistance value corresponding to the value obtained by dividing the pressurizing force when pressurized fluid is flowed through the flow path by the fluid flow rate is determined in a time series, and the flow path resistance value at a predetermined point in time is used as a reference value. The increase in the determined flow path resistance value from the reference value is compared with a threshold value set in advance according to the blockage state of the flow path to detect blockage in the flow path. [Prior art documents] [Patent Documents]

[0005] [Patent Document 1] International Publication No. 2024 / 013871 [Patent Document 2] Japanese Patent Application Publication No. 8-338801 [Overview of the Initiative] [Problems that the invention aims to solve]

[0006] Patent Document 1 does not describe how the cooling system can determine where the cooling fluid is clogged in the flow path. Furthermore, the clogging detection method described in Patent Document 2 requires a pressure sensor to measure the pressure, which increases costs.

[0007] Therefore, there is a need for an inexpensive blockage detection system that can detect blockages in the cooling circuit. [Means for solving the problem]

[0008] The characteristic configuration of the blockage detection system according to the present invention is a blockage detection system for detecting blockages in a fluid used for temperature control in a vehicle, comprising: a plurality of cooling circuits through which the fluid flows; a valve that switches the fluid flow state in the plurality of cooling circuits according to a plurality of preset switching patterns; a pump that pumps the fluid into the cooling circuits; a measuring unit that measures the current value of the current flowing through the pump when pumping the fluid into the cooling circuits; and an estimation unit that estimates the blockage state of the cooling circuits based on the switching patterns and the current value.

[0009] When the cooling circuit is clogged, the fluid flow becomes difficult, resulting in a lower current value flowing through the pump compared to when the cooling circuit is not clogged. Therefore, with this feature configuration, by comparing the current value flowing through the pump when the valve is switched with the current value flowing through the pump when the cooling circuit is not clogged, it is possible to determine whether the cooling circuit is clogged or not using existing equipment. Furthermore, since the state of the cooling water flowing through the cooling circuit differs depending on the switching pattern of the valve's flow path, the location of the clog can be estimated by comparing the current value flowing through the pump for each of the multiple switching patterns. In addition, since the estimation is made using the current value flowing through the pump that has been measured conventionally, no additional devices are required, making it possible to detect the clogged state of the cooling circuit at low cost. [Brief explanation of the drawing]

[0010] [Figure 1] This diagram shows the circuit configuration of a cooling system that detects a blockage using a blockage detection system. [Figure 2] This is a perspective view of the cooling module. [Figure 3] This is a diagram showing the first mode of operation of the cooling system. [Figure 4] This figure shows the second mode of operation of the cooling system. [Figure 5]This figure shows the third mode of operation of the cooling system. [Figure 6] This figure shows the fourth mode of operation of the cooling system. [Figure 7] This is a diagram showing an example of a map. [Modes for carrying out the invention]

[0011] The blockage detection system according to the present invention is configured to detect blockages in the fluid used for temperature control in a vehicle. The blockage detection system B of this embodiment will be described below. However, the blockage detection system B is not limited to the following embodiment, and various modifications are possible without departing from its essence.

[0012] The blockage detection system B is comprised of multiple cooling circuits 70, a valve 71, a pump 72, a measuring unit 73, and an estimation unit 74. Each functional unit is built with a CPU as its core component and is constructed using hardware, software, or both, to perform the processing related to blockage detection.

[0013] Figure 1 shows the circuit configuration of cooling system A, which detects a blockage by blockage detection system B. As shown in Figure 1, cooling system A is configured to include a first pump 1A (an example of "pump 72"), a radiator 1B, an inverter / motor 1C, a DC / DC converter 1D, a charger 1E, a reserve tank 1F, a second pump 2A (an example of "pump 72"), a heater core 2B, a water-cooled condenser 2C, an electric heater 2D, a third pump 3A (an example of "pump 72"), a battery 3B, a chiller 3C, an electric heater 3D, a first valve 4 (an example of "valve 71"), a second valve 5 (an example of "valve 71"), multiple flow paths for circulating cooling water (an example of "fluid") through these components, and a control unit 60.

[0014] Of these, the first pump 1A, the second pump 2A, the third pump 3A, the first valve 4, and the second valve 5 are attached to the cooling module 10. On the other hand, the radiator 1B, inverter / motor 1C, DC / DC converter 1D, charger 1E, reserve tank 1F, heater core 2B, electric heater 2D, water-cooled condenser 2C, battery 3B, chiller 3C, and electric heater 3D are positioned apart from the cooling module 10, and are configured to allow cooling water to flow between them and the cooling module 10 through multiple flow paths.

[0015] Cooling system A is used in electric vehicles and circulates cooling water to cool the inverter / motor 1C, battery 3B, etc.

[0016] Radiator 1B cools the high-temperature coolant. The inverter / motor 1C is the driving power source, powered by electricity supplied from battery 3B. The DC / DC converter 1D and charger 1E charge battery 3B. The heater core 2B heats the air with the high-temperature coolant to warm the interior of the vehicle. Electric heaters 2D and 3D heat the coolant when its temperature is low. The water-cooled condenser 2C and chiller 3C cool the coolant when its temperature is high. Battery 3B supplies power to inverter / motor 1C.

[0017] The first pump 1A pumps cooling water to supply the inverter / motor 1C, DC / DC converter 1D, and charger 1E. The second pump 2A pumps cooling water to supply the heater core 2B, electric heater 2D, and water-cooled condenser 2C. The third pump 3A pumps cooling water to supply the battery 3B, chiller 3C, and electric heater 3D. The first pump 1A, the second pump 2A, and the third pump 3A control the flow of cooling water through multiple channels by pumping the cooling water.

[0018] Hereinafter, a circulating flow path configured to return from the radiator 1B through the first pump 1A, the inverter / motor 1C, the DC / DC converter 1D, the charger 1E, and the reserve tank 1F to the radiator 1B is referred to as the first circulation path 1 (an example of the "cooling circuit 70") (see FIG. 3). Among the first circulation path 1, the flow path formed in the cooling module 10 is referred to as the first flow path 11. Similarly, a circulating flow path configured to return from the heater core 2B through the second pump 2A, the water-cooled condenser 2C, and the electric heater 2D to the heater core 2B is referred to as the second circulation path 2 (an example of the "cooling circuit 70") (see FIG. 3). Among the second circulation path 2, the flow path formed in the cooling module 10 is referred to as the second flow path 21. Similarly, a circulating flow path configured to return from the battery 3B through the third pump 3A, the chiller 3C, and the electric heater 3D to the battery 3B is referred to as the third circulation path 3 (an example of the "cooling circuit 70") (see FIG. 3). Among the third circulation path 3, the flow path formed in the cooling module 10 is referred to as the third flow path 31. Further, in the cooling module 10, a communication flow path 51 for communicating the first flow path 11, the second flow path 21, and the third flow path 31 is formed.

[0019] As shown in FIG. 2, the cooling module 10 includes the first pump 1A, the second pump 2A, the third pump 3A, the first valve 4, the second valve 5, and the manifold 100 in which flow paths for circulating cooling water are formed in the cooling system A. The manifold 100 is formed by joining and integrating a plurality of housings. As a result, a plurality of flow paths for circulating cooling water are formed across at least two housings (in this embodiment, the first housing 110 and the second housing 120).

[0020] The manifold 100 is formed by joining a first housing 110 and a second housing 120 both made of resin. The manifold 100 has a generally rectangular parallelepiped shape as a whole. Hereinafter, the direction parallel to the longitudinal direction of the manifold 100 will be described as the X direction, the direction parallel to the short side direction of the manifold 100 will be described as the Y direction, and the direction perpendicular to both the X direction and the Y direction will be described as the Z direction. Further, among the X directions, the direction from the first pump 1A to the third pump 3A will be described as the X1 direction, and the opposite direction will be described as the X2 direction. Among the Y directions, the direction from the second outflow port 115 to the first inflow port 111 will be described as the Y1 direction, and the opposite direction will be described as the Y2 direction. Among the Z directions, the direction from the second housing 120 to the first housing 110 will be described as the Z1 direction, and the opposite direction will be described as the Z2 direction. In the present embodiment, the first housing 110 is disposed vertically above the second housing 120.

[0021] As shown in FIG. 2, the first housing 110 is formed with a first inflow port 111, a second inflow port 112, a third inflow port 113, a first outflow port 114, a second outflow port 115, and a fifth outflow port 116. Further, the second housing 120 is formed with a third outflow port 121, a fourth outflow port 122, and a sixth outflow port 123. The first inflow port 111, the second inflow port 112, the third inflow port 113, the first outflow port 114, the second outflow port 115, the third outflow port 121, the fourth outflow port 122, the fifth outflow port 116, and the sixth outflow port 123 are all cylindrical in shape.

[0022] The first inlet port 111, the second inlet port 112, and the third inlet port 113 are arranged side by side with their respective axes aligned along the Z direction and on the same plane, and each port has an opening facing the Z1 direction. The first outlet port 114 and the third outlet port 121 are arranged side by side with their respective axes aligned along the X direction and on the same plane, and each port has an opening facing the X2 direction. The second outlet port 115 and the fifth outlet port 116 are arranged side by side with their respective axes aligned along the Y direction and on the same plane, and each port has an opening facing the Y2 direction. The fourth outlet port 122 and the sixth outlet port 123 are also arranged side by side with their respective axes aligned along the Y direction and on the same plane, and each port has an opening facing the Y2 direction.

[0023] The first inlet port 111, the first outlet port 114, and the second outlet port 115 are included in the first circulation path 1 and all communicate with the first flow path 11. The second inlet port 112 and the fourth outlet port 122 are included in the second circulation path 2 and all communicate with the second flow path 21. The third inlet port 113, the fifth outlet port 116, and the sixth outlet port 123 are included in the third circulation path 3 and all communicate with the third flow path 31.

[0024] As shown in Figure 2, in the manifold 100, the first valve 4 and the second valve 5 are installed between the first inlet port 111, the second inlet port 112, the third inlet port 113 and the second outlet port 115 and the fifth outlet port 116 in the first housing 110 when the first housing 110 is viewed along the Z2 direction. Exposed on the upper part of the first housing 110 are the first actuator 4A, which rotates the first valve body (not shown) of the first valve 4 and is housed in the second housing 120, and the second actuator 5A, which rotates the second valve body (not shown) of the second valve 5 and is housed in the second housing 120. This makes it possible to switch the flow paths formed in the second housing 120 and control the flow of cooling water circulating through multiple flow paths. The first valve 4 and the second valve 5 are both solenoid valves whose flow paths are switched by actuators. By rotating the first valve body and the second valve body around an axis along the Z direction to switch the flow paths, they control the flow of cooling water circulating through multiple flow paths. The first valve body is a three-way valve, and the second valve body is a four-way valve.

[0025] As shown in Figure 2, in the manifold 100, the first pump 1A, the second pump 2A, and the third pump 3A are mounted in this order along the X1 direction in the second housing 120. At this time, the first pump 1A, the second pump 2A, and the third pump 3A are arranged so that their respective rotational axes are aligned along the Y direction. The second housing 120 has a downward first sub-flow path 11a that communicates between the first inlet port 111 and the first pump 1A so that cooling water flows downward (Z2 direction), a downward second sub-flow path 21a that communicates between the second inlet port 112 and the second pump 2A so that cooling water flows downward (Z2 direction), and a downward third sub-flow path 31a that communicates between the third inlet port 113 and the third pump 3A so that cooling water flows downward (Z2 direction). The downward first sub-flow channel 11a, the downward second sub-flow channel 21a, and the downward third sub-flow channel 31a are formed spanning the first housing 110 and the second housing 120. The first pump 1A pumps the cooling water that flows in through the downward first sub-flow channel 11a from the first inlet port 111. The second pump 2A pumps the cooling water that flows in through the downward second sub-flow channel 21a from the second inlet port 112. The third pump 3A pumps the cooling water that flows in through the downward third sub-flow channel 31a from the third inlet port 113. Note that the downward first sub-flow channel 11a is part of the first flow channel 11, the downward second sub-flow channel 21a is part of the second flow channel 21, and the downward third sub-flow channel 31a is part of the third flow channel 31. Thus, in the cooling module 10, the manifold 100 has multiple flow paths that span the first housing 110 and the second housing 120.

[0026] The flow of coolant in the first circulation path 1 will now be described. Coolant cooled by the radiator 1B enters the second housing 120 of the cooling module 10 from the first inlet port 111, flows through the downward first sub-flow path 11a in the Z2 direction, and flows into the first pump 1A. The coolant pumped by the first pump 1A flows through the upward first sub-flow path 11b, which is formed so that the coolant flows upward (Z1 direction), and the lateral first sub-flow path 11c branches off from the upward first sub-flow path 11b so that the coolant flows laterally (Y2 direction). The first outlet port 114 is formed in the first housing 110, and the coolant that has flowed through the upward first sub-flow path 11b in the Z1 direction then changes its flow direction to the X2 direction and flows out from the first outlet port 114. The cooling water that flows out of the cooling module 10 from the first outlet port 114 cools the DC / DC converter 1D and the charger 1E, and then flows to the radiator 1B via the reserve tank 1F.

[0027] The lateral first sub-flow channel 11c is formed so that cooling water flows in the lateral direction (Y2 direction). The cooling water flows through the lateral first sub-flow channel 11c in the Y2 direction and flows out of the cooling module 10 from the second outlet port 115 located at the downstream end of the lateral first sub-flow channel 11c. The cooling water that flows out from the second outlet port 115 cools the inverter / motor 1C and flows to the radiator 1B via the reserve tank 1F. The upward first sub-flow channel 11b and the lateral first sub-flow channel 11c constitute a part of the first flow channel 11.

[0028] Next, the flow of cooling water in the second circulation path 2 will be described. The cooling water cooled by the heater core 2B enters the second housing 120 of the cooling module 10 from the second inlet port 112 and flows through the downward second sub-flow path 21a, which is formed so that the cooling water flows downward (in the Z2 direction), and flows into the second pump 2A. The cooling water pumped by the second pump 2A flows through the upward second sub-flow path 21b, which is formed so that the cooling water flows upward (in the Z1 direction).

[0029] Cooling water that has flowed through the upward second sub-flow channel 21b flows into the first valve 4. The first valve 4 communicates with the lateral second sub-flow channel 21c, through which the coolant can flow along the Y direction, and with the fourth flow channel 41, through which the coolant can flow along the X direction. By rotating the first valve body of the first valve 4 to switch the flow channels, the cooling water that has flowed into the first valve 4 via the upward second sub-flow channel 21b flows into either the lateral second sub-flow channel 21c or the fourth flow channel 41. The lateral second sub-flow channel 21c and the fourth flow channel 41 are formed within the second housing 120. Note that the downward second sub-flow channel 21a, the upward second sub-flow channel 21b, and the lateral second sub-flow channel 21c constitute part of the second flow channel 21, but the fourth flow channel 41 is not part of the second flow channel 21 and does not constitute the second circulation path 2.

[0030] Cooling water flowing from the first valve 4 into the lateral second sub-flow channel 21c flows in the Y2 direction and exits the cooling module 10 through the fourth outlet port 122. Cooling water exiting from the fourth outlet port 122 flows to the heater core 2B via the water-cooled condenser 2C and electric heater 2D. Cooling water flowing from the first valve 4 into the fourth flow channel 41 flows in the X2 direction and exits the cooling module 10 through the third outlet port 121. Cooling water exiting from the third outlet port 121 flows to the radiator 1B via the reserve tank 1F. The first valve 4 rotates its first valve body around an axis along the Z direction by the first actuator 4A, switching the flow of cooling water that has flowed through the upward second sub-flow channel 21b and entered the first valve 4 to the lateral second sub-flow channel 21c and the fourth flow channel 41.

[0031] The first valve 4 rotates its first valve body around an axis along the Z direction by the first actuator 4A, thereby switching the flow of cooling water that has flowed into the first valve 4 from the upward second subflow channel 21b between two states: (1) a state in which the water is discharged from the third outlet port 121, and (2) a state in which the water is discharged from the fourth outlet port 122.

[0032] Next, the flow of cooling water in the third circulation path 3 will be described. The cooling water that has cooled the battery 3B enters the second housing 120 of the cooling module 10 from the third inlet port 113 and flows through the downward third sub-flow path 31a, which is formed so that the cooling water flows downward (in the Z2 direction), and flows into the third pump 3A. The cooling water pumped by the third pump 3A flows through the upward third sub-flow path 31b, which is formed so that the cooling water flows upward (in the Z1 direction).

[0033] Cooling water flowing through the upward third sub-flow channel 31b flows into the second valve 5. The second valve 5 communicates with the lateral third sub-flow channel 31d, through which the coolant can flow along the Y direction, with the L-shaped third sub-flow channel 31c, through which the coolant can flow upward (Z1 direction) and then laterally (Y2 direction) from its downstream end, and is also communicating with the connecting flow channel 51. Furthermore, by rotating the second valve body of the second valve 5 to switch the flow path, the cooling water that has flowed into the second valve 5 via the upward third sub-flow channel 31b flows into one of the lateral third sub-flow channel 31d, the L-shaped third sub-flow channel 31c, or the connecting flow channel 51.

[0034] The L-shaped third sub-channel 31c communicates with the fifth outlet port 116, allowing the cooling water to flow out of the cooling module 10. The cooling water that flows out from the fifth outlet port 116 flows to the battery 3B via the electric heater 3D. The cooling water that flows from the second valve 5 into the lateral third sub-channel 31d flows in the Y2 direction and flows out of the cooling module 10 from the sixth outlet port 123. The cooling water that flows out from the sixth outlet port 123 flows to the battery 3B via the chiller 3C. The downward third sub-channel 31a, the upward third sub-channel 31b, the L-shaped third sub-channel 31c, and the lateral third sub-channel 31d constitute a part of the third channel 31.

[0035] The second valve 5 rotates its second valve body around an axis along the Z direction by the second actuator 5A, thereby switching the flow of cooling water that has flowed into the second valve 5 from the upward third sub-flow channel 31b into three states: (1) a state in which the water flows out from the fifth outlet port 116, (2) a state in which the water flows out from the second outlet port 115, and (3) a state in which the water flows out from the sixth outlet port 123.

[0036] Next, we will explain the usage modes of the cooling system A while the electric vehicle is running. First, we will explain the usage mode of the cooling system A when the electric vehicle is running at an extremely low temperature (for example, below 0°C) using Figure 3. This corresponds, for example, to the state immediately after running the electric vehicle without warming it up when the ambient temperature is extremely low. At this time, the inverter / motor 1C, DC / DC converter 1D, and charger 1E need to be supplied with cooled cooling water, while the heater core 2B and battery 3B need to be supplied with heated cooling water. Therefore, in the first mode, the first circulation path 1, the second circulation path 2, and the third circulation path 3 operate independently of each other. In Figures 3-6 below, when cooling water is flowing through the first circulation path 1, the second circulation path 2, and the third circulation path 3, these are indicated by decorative markings within the flow path.

[0037] In the first circulation path 1, the first pump 1A is operating, and the cooling water that flows from the radiator 1B to the first inlet port 111 is pressurized by the first pump 1A and flows through the first flow path 11, flows out from the first outlet port 114 and the second outlet port 115, and flows back to the radiator 1B via the reserve tank 1F. The cooling water is cooled by the radiator 1B, so the inverter / motor 1C, DC / DC converter 1D, and charger 1E are cooled.

[0038] In the second circulation path 2, the second pump 2A is activated and the first valve 4 is switched to connect the upward second sub-flow path 21b and the lateral second sub-flow path 21c. Cooling water flowing from the heater core 2B to the second inlet port 112 is pressurized by the second pump 2A, flows through the second flow path 21, and flows out from the fourth outlet port 122. Cooling water flowing out from the cooling module 10 is heated by the electric heater 2D and flows to the heater core 2B. At this time, the water-cooled condenser 2C is not operating.

[0039] In the third circulation path 3, when the third pump 3A is activated, the second valve 5 is switched to connect the upward third sub-flow path 31b and the L-shaped third sub-flow path 31c. Cooling water flowing from the battery 3B to the third inlet port 113 is pressurized by the third pump 3A, flows through the third flow path 31, and flows out from the fifth outlet port 116. The cooling water that flows out from the cooling module 10 is heated by the electric heater 3D and flows to the battery 3B. As a result, the battery 3B is warmed by the cooling water.

[0040] Next, we will explain the usage mode of cooling system A (hereinafter referred to as the second mode) when the electric vehicle is running at a low temperature (e.g., 0°C to 10°C) that is higher than the cryogenic temperature, using Figure 4. This corresponds, for example, to a state where the ambient temperature is cryogenic and the electric vehicle has been running and warmed up slightly. In this case as well, the inverter / motor 1C, DC / DC converter 1D, and charger 1E need to be supplied with cooled cooling water, while the heater core 2B and battery 3B need to be supplied with heated cooling water. In the second mode, the first circulation path 1 and the second circulation path 2 circulate the cooling water in the same manner as in the first mode, so a detailed explanation will be omitted.

[0041] In the third circulation path 3, when the third pump 3A is activated, the second valve 5 is switched to connect the upward third sub-flow path 31b and the communication flow path 51. The cooling water that flows from the battery 3B to the third inlet port 113 is pressurized by the third pump 3A and flows through the downward third sub-flow path 31a, the upward third sub-flow path 31b, and the communication flow path 51, and flows out from the second outlet port 115. At this time, the cooling water does not flow into the lateral second sub-flow path 21c. The cooling water that flows out from the cooling module 10 flows through the inverter / motor 1C, the reserve tank 1F, and the radiator 1B, and flows through the chiller 3C to the battery 3B. However, the chiller 3C is not operating, and the cooling water is not cooled by the chiller 3C. In the second configuration, the first circulation path 1 and the third circulation path 3 work together to circulate the cooling water, and the battery 3B is warmed using the cooling water heated by the inverter / motor 1C, DC / DC converter 1D, and charger 1E. The flow path connecting the radiator 1B and the chiller 3C branches off midway, and a portion of the cooling water flows to the first inlet port 111. This constitutes the first circulation path 1 in the first configuration.

[0042] Next, we will explain the usage mode of cooling system A (hereinafter referred to as the third mode) when the temperature of cooling system A is higher than the low temperature and the electric vehicle is running at a normal temperature (for example, 10°C to 30°C), using Figure 5. This corresponds, for example, to the state where the electric vehicle has been running and warmed up (normal running state). In the third mode, the first circulation path 1 circulates the coolant in the same manner as in the first mode, so a detailed explanation will be omitted. On the other hand, since the second pump 2A and the third pump 3A are stopped, coolant does not flow through the second circulation path 2 and the third circulation path 3.

[0043] Next, we will explain the usage mode of the cooling system A when the electric vehicle is running at a higher temperature than normal (for example, 30°C or higher) (hereinafter referred to as the fourth mode) using Figure 6. This corresponds, for example, to a state in which the electric vehicle is run for a long time in an environment in which the inverter / motor 1C requires high torque. In this case, the inverter / motor 1C, DC / DC converter 1D, charger 1E, and battery 3B are in a high-temperature state, so it is necessary to supply cooling water to cool them. In the fourth mode, the first circulation path 1 circulates the cooling water in the same manner as in the first mode, so a detailed explanation will be omitted.

[0044] In the second circulation path 2, when the second pump 2A is activated, the first valve 4 is switched to connect the upward second sub-flow path 21b and the fourth flow path 41. The cooling water that flows from the heater core 2B to the second inlet port 112 is pressurized by the second pump 2A and flows through the upward second sub-flow path 21b and the fourth flow path 41, and flows out from the third outlet port 121. As described above, the cooling water that flows out of the cooling module 10 from the third outlet port 121 flows into the radiator 1B via the reserve tank 1F. The cooling water that flows into the radiator 1B and is cooled flows into the first inlet port 111 which constitutes the first circulation path 1. Cooling water flowing in from the first inlet port 111 is pumped by the first pump 1A, then flows through the upward first sub-flow channel 11b, the lateral first sub-flow channel 11c, the communication channel 51, and the lateral second sub-flow channel 21c, and is discharged to the outside of the cooling module 10 from the fourth outlet port 122. After that, the cooling water is cooled by the water-cooled condenser 2C and flows to the heater core 2B. At this time, the electric heater 2D is not operating. In the fourth configuration, the second circulation path 2 works together with the first circulation path 1 to circulate and cool the cooling water. At this time, a portion of the cooling water discharged from the radiator 1B flows into the chiller 3C.

[0045] In the third circulation path 3, when the third pump 3A is activated, the second valve 5 is switched to connect the upward third sub-flow path 31b and the lateral third sub-flow path 31d. The cooling water that flows from the battery 3B to the third inlet port 113 is pumped by the third pump 3A and flows through the upward third sub-flow path 31b and the lateral third sub-flow path 31d, and flows out from the sixth outlet port 123. The cooling water that flows out from the cooling module 10 flows to the battery 3B through the chiller 3C. At this time, the cooling water is cooled by the chiller 3C.

[0046] Next, the blockage detection system B will be described. The blockage detection system B is composed of multiple cooling circuits 70, a valve 71, a pump 72, a measuring unit 73, and an estimation unit 74.

[0047] Cooling water flows through multiple cooling circuits 70. In this embodiment, the multiple cooling circuits 70 correspond to the first circulation path 1, the second circulation path 2, and the third circulation path 3. The first circulation path 1, the second circulation path 2, and the third circulation path 3 have been described above, so their explanation will be omitted.

[0048] Valve 71 switches the flow state of the cooling water in the first circulation path 1, the second circulation path 2, and the third circulation path 3 according to a plurality of preset switching patterns. In this embodiment, valve 71 corresponds to the first valve 4 and the second valve 5. The plurality of preset switching patterns are controls that change the state of the first valve 4 and the second valve 5 so that cooling water can flow in each of the first, second, third, and fourth forms described above. As described above, by changing the state of the first valve 4 and the second valve 5, the system switches to one of the first, second, third, and fourth forms, and the flow state of the cooling water in the first circulation path 1, the second circulation path 2, and the third circulation path 3 is switched.

[0049] In this embodiment, the valve 71 is provided in multiple configurations that enable communication between at least two of the multiple cooling circuits 70. This means, for example, that, as in the second embodiment shown in Figure 4, the second valve 5 is configured to enable communication between the first circulation path 1 and the third circulation path 3, and that, as in the fourth embodiment shown in Figure 6, the first valve 4 is configured to enable communication between the first circulation path 1 and the second circulation path 2.

[0050] Pump 72 pumps coolant into the cooling circuit 70. In this embodiment, pump 72 corresponds to the first pump 1A, the second pump 2A, and the third pump 3A. As described above, the first pump 1A, the second pump 2A, and the third pump 3A pump fluid into multiple cooling circuits 70, namely the first circulation path 1, the second circulation path 2, and the third circulation path 3, by changing the state of the first valve 4 and the second valve 5.

[0051] The changes in the state of the first valve 4 and the second valve 5, as well as the driving of the first pump 1A, the second pump 2A, and the third pump 3A, are controlled by the control unit 60. Also, as shown in Figure 2, the valve 71 and the pump 72 are integrated as a cooling module 10. In other words, as described above, the first valve 4, the second valve 5, the first pump 1A, the second pump 2A, and the third pump 3A are integrated as a cooling module 10.

[0052] The measuring unit 73 measures the current value of the current flowing through the pump 72 when pumping cooling water into the cooling circuit 70. Pumping cooling water into the cooling circuit 70 means pumping cooling water into the first circulation path 1, the second circulation path 2, and the third circulation path 3. The current flowing through the pump 72 refers to the current flowing through the first pump 1A, the second pump 2A, and the third pump 3A when driving them. Therefore, the measuring unit 73 measures the current value of the current flowing through the first pump 1A, the second pump 2A, and the third pump 3A when driving them to pump cooling water into the first circulation path 1, the second circulation path 2, and the third circulation path 3. In this embodiment, the current value of the current flowing through the first pump 1A is measured by the first measuring unit 73A, the current value of the current flowing through the second pump 2A is measured by the second measuring unit 73B, and the current value of the current flowing through the third pump 3A is measured by the third measuring unit 73C. The measurement results from the first measuring unit 73A, the second measuring unit 73B, and the third measuring unit 73C are transmitted to the estimation unit 74, which will be described later.

[0053] In this embodiment, the first circulation path 1 is provided with the first pump 1A, the second circulation path 2 is provided with the second pump 2A, and the third circulation path 3 is provided with the third pump 3A. Therefore, the pump 72 is provided in each of the multiple cooling circuits 70.

[0054] The estimation unit 74 estimates the blockage state of the cooling circuit 70 based on the switching pattern and the current value. The switching pattern refers to the pattern of changing the state of the first valve 4 and the second valve 5. The current value refers to the current value of the current flowing through the first pump 1A, the second pump 2A, and the third pump 3A when driving them to pump cooling water into the first circulation path 1, the second circulation path 2, and the third circulation path 3. The blockage state of the cooling circuit 70 means a state in which the cooling liquid is difficult to flow through the first circulation path 1, the second circulation path 2, and the third circulation path 3, respectively. Therefore, the estimation unit 74 estimates the state in which the coolant is difficult to flow in each of the first circulation path 1, second circulation path 2, and third circulation path 3, based on the patterns of changing the state of the first valve 4 and the second valve 5, and the current values ​​of the currents flowing through the first pump 1A, second pump 2A, and third pump 3A, respectively, when driving them to pump coolant to the first circulation path 1, second circulation path 2, and third circulation path 3.

[0055] In this embodiment, a map is stored that defines the relationship between the clogging state of each of the multiple cooling circuits 70 and the current values ​​of the multiple pumps 72 in the clogging state. The relationship between the clogging state of each of the multiple cooling circuits 70 and the current values ​​of the multiple pumps 72 in the clogging state refers to the relationship between the state in which the coolant is difficult to flow in the first circulation path 1, the second circulation path 2, and the third circulation path 3, respectively, for each of the first, second, third, and fourth embodiments, and the current values ​​of the current flowing through the first pump 1A, the second pump 2A, and the third pump 3A, respectively, in such a state. Here, the current value of the pump 72 that is determined to be in a clogging state may be defined as a current value smaller than a threshold value of the current value that can be determined to be in a state in which the coolant is difficult to flow, or a current value smaller than a threshold value of the current value that can be determined to be in a state in which the coolant is flowing properly may be defined. Such maps may be stored in advance in the estimation unit 74, or they may be stored in a storage unit (not shown), and the estimation unit 74 may be configured to refer to the maps stored in the storage unit. In this embodiment, the threshold value of the current value is a value that can determine whether the coolant is flowing poorly (or flowing properly) when the vehicle is stopped at room temperature and the pump 72 is pumping coolant at maximum discharge.

[0056] Figure 7 shows an example of a map. In Figure 7, when the current value of the current flowing through the pump 72 in a state where the cooling circuit 70 is not clogged is shown as "Decreased" if the current value is less than a threshold described later, and as "-" if the current value is greater than or equal to the threshold. When the control unit 60 changes the state of the first valve 4 and the second valve 5 so that the state in which the cooling water flows in the cooling system A becomes the first form, if the current flowing through the first pump 1A is less than a preset threshold (#1), the estimation unit 74 estimates that the first circulation path 1 is clogged. Specifically, the estimation unit 74 estimates that the coolant is not flowing easily in at least one of the pipes, radiator 1B, inverter / motor 1C, DC / DC converter 1D, and charger 1E that constitute the first circulation path 1.

[0057] Furthermore, when the control unit 60 changes the state of the first valve 4 and the second valve 5 so that the state in which cooling water flows in the cooling system A becomes the first state, if the current flowing through the second pump 2A is smaller than a preset threshold (#2), the estimation unit 74 estimates that the second circulation path 2 is blocked. Specifically, the estimation unit 74 estimates that the coolant is not flowing easily in at least one of the pipes, heater core 2B, water-cooled condenser 2C, and electric heater 2D that constitute the second circulation path 2.

[0058] Furthermore, when the control unit 60 changes the state of the first valve 4 and the second valve 5 so that the state in which cooling water flows in the cooling system A becomes the first state, if the current flowing through the third pump 3A is smaller than a preset threshold (#3), the estimation unit 74 estimates that the third circulation path 3 is blocked. Specifically, the estimation unit 74 estimates that the flow of coolant is difficult in at least one of the pipes, battery 3B, and electric heater 3D that constitute the third circulation path 3.

[0059] When the control unit 60 changes the state of the first valve 4 and the second valve 5 so that the state in which the cooling water flows in the cooling system A becomes the second state, if the current flowing through the first pump 1A is smaller than a preset threshold (#4), the estimation unit 74 estimates that the first circulation path 1 is blocked. Specifically, the estimation unit 74 estimates that the coolant is not flowing easily in at least one of the pipes, radiator 1B, inverter / motor 1C, DC / DC converter 1D, and charger 1E that make up the first circulation path 1.

[0060] Furthermore, when the control unit 60 changes the state of the first valve 4 and the second valve 5 so that the state in which the cooling water flows in the cooling system A becomes the second state, if the current flowing through the second pump 2A is smaller than a preset threshold (#5), the estimation unit 74 estimates that the second circulation path 2 is blocked. Specifically, the estimation unit 74 estimates that the second circulation path 2 is blocked. Specifically, the estimation unit 74 estimates that the cooling liquid is not flowing easily in at least one of the pipes, heater core 2B, water-cooled condenser 2C, and electric heater 2D that constitute the second circulation path 2.

[0061] Furthermore, when the control unit 60 changes the state of the first valve 4 and the second valve 5 so that the state in which the cooling water flows in the cooling system A becomes the second state, if the current flowing through the third pump 3A is smaller than a preset threshold (#6), the estimation unit 74 estimates that either the first circulation path 1 or the third circulation path 3 is blocked. Specifically, the estimation unit 74 estimates that the flow of coolant is difficult in at least one of the following: the pipes constituting the first circulation path 1, the radiator 1B, the inverter / motor 1C, the DC / DC converter 1D, the charger 1E, the pipes constituting the third circulation path 3, the chiller 3C, and the battery 3B.

[0062] When the control unit 60 changes the state of the first valve 4 and the second valve 5 so that the state in which the cooling water flows in the cooling system A becomes the third state, if the current flowing through the first pump 1A is smaller than a preset threshold (#7), the estimation unit 74 estimates that the first circulation path 1 is blocked. Specifically, the estimation unit 74 estimates that the coolant is not flowing easily in at least one of the pipes, radiator 1B, inverter / motor 1C, DC / DC converter 1D, and charger 1E that make up the first circulation path 1.

[0063] When the control unit 60 changes the state of the first valve 4 and the second valve 5 so that the state in which the cooling water flows in the cooling system A becomes the fourth state, if the current flowing through the first pump 1A is smaller than a preset threshold (#8), the estimation unit 74 estimates that either the first circulation path 1 or the second circulation path 2 is blocked. Specifically, the estimation unit 74 estimates that the flow of coolant is difficult in at least one of the following: the pipes constituting the first circulation path 1, the radiator 1B, the inverter / motor 1C, the DC / DC converter 1D, the charger 1E, the pipes constituting the second circulation path 2, the heater core 2B, the water-cooled condenser 2C, and the electric heater 2D.

[0064] When the control unit 60 changes the state of the first valve 4 and the second valve 5 so that the state in which the cooling water flows in the cooling system A becomes the fourth state, if the current flowing through the second pump 2A is smaller than a preset threshold (#9), the estimation unit 74 estimates that either the first circulation path 1 or the second circulation path 2 is blocked. Specifically, the estimation unit 74 estimates that the coolant is not flowing easily in at least one of the following: the pipes constituting the first circulation path 1, the radiator 1B, the inverter / motor 1C, the DC / DC converter 1D, the charger 1E, the pipes constituting the second circulation path 2, the heater core 2B, the water-cooled condenser 2C, and the electric heater 2D.

[0065] Furthermore, when the control unit 60 changes the state of the first valve 4 and the second valve 5 so that the state in which the cooling water flows in the cooling system A becomes the second state, if the current flowing through the third pump 3A is smaller than a preset threshold (#10), the estimation unit 74 estimates that the third circulation path 3 is blocked. Specifically, the estimation unit 74 estimates that the cooling liquid is not flowing easily in at least one of the pipes, chiller 3C, and battery 3B that constitute the third circulation path 3.

[0066] As shown in the map, the estimation unit 74 sequentially changes the state in which the cooling water flows in the cooling system A to the first, second, third, and fourth states, and estimates, based on the current values ​​of the currents flowing through the first pump 1A, the second pump 2A, and the third pump 3A, whether the cooling liquid is not flowing easily in the cooling circuit 70, and if so, which cooling circuit 70 is affected.

[0067] For example, the current value of the current flowing through the first pump 1A in the second and fourth configurations can be used to determine whether the second circulation path 2 is blocked or not. The current value of the current flowing through the second pump 2A in the second and fourth configurations can be used to determine whether the first circulation path 1 is blocked or not. The current value of the current flowing through the third pump 3A in the second and fourth configurations can be used to determine whether the first circulation path 1 is blocked or not. In this way, the estimation unit 74 can improve the accuracy of the estimation result by estimating the blockage state of the cooling circuit 70 based on the current value of the current flowing through the pump 72 in multiple configurations (i.e., by switching between at least two configurations).

[0068] This estimation of the blockage state by the estimation unit 74 can be performed when the vehicle is parked in a place at ambient temperature and the pump 72 is pumping coolant at maximum discharge. "Parked in a place at ambient temperature" means, for example, when the vehicle is parked in a place where it is warm enough for people to live. This makes it possible to diagnose whether the cooling system A is blocked when the vehicle user is not using the vehicle (when it is not being driven). Furthermore, for example, this can be performed as an inspection by conducting the diagnosis while the electric vehicle's battery 3B is charging.

[0069] [Other Embodiments] Next, other embodiments of the blockage detection system B will be described.

[0070] In the above embodiment, the first valve 4 was described as connecting the first circulation path 1 (cooling circuit 70) and the second circulation path 2 (cooling circuit 70), and the second valve 5 was described as connecting the first circulation path 1 and the third circulation path 3. However, depending on the cooling circuit 70 of the cooling system A, it is also possible to configure the valve 71, which includes the first valve 4 and the second valve 5, to connect three or more cooling circuits 70 to each other.

[0071] In the above embodiment, the pump 72 was described as being provided in each of the multiple cooling circuits 70. However, the pump 72 does not have to be provided in each of the multiple cooling circuits 70. That is, at least one of the multiple cooling circuits 70 does not have to be provided with a pump 72.

[0072] In the above embodiment, the estimation unit 74 was described as estimating the blockage state based on a map. However, the estimation unit 74 can also be configured to estimate the blockage state without using a map. In this case, the blockage detection system B does not need to have a map.

[0073] In the above embodiment, the estimation unit 74 was described as estimating the blockage state when the vehicle is stationary at ambient temperature and the pump 72 is pumping coolant at its maximum discharge rate. However, the estimation unit 74 may also estimate the blockage state when the vehicle is stationary at a temperature higher than ambient temperature and the pump 72 is pumping coolant at its maximum discharge rate, or when the vehicle is stationary at a temperature lower than ambient temperature and the pump 72 is pumping coolant at its maximum discharge rate. Furthermore, the estimation unit 74 may estimate the blockage state when the vehicle is in motion. Moreover, the estimation unit 74 may also estimate the blockage state when the pump 72 is pumping coolant at a discharge rate less than the maximum discharge rate.

[0074] In the above embodiment, the "current values ​​of the multiple pumps 72 in a clogged state" in the map were explained as the relationship between the current value of the current flowing through the pumps 72 and a threshold value of the current value that can be determined to indicate a state in which the coolant is not flowing easily (or a state in which the coolant is flowing properly). However, the "current values ​​of the multiple pumps 72 in a clogged state" in the map may also be the decrease in the current value from the reference value of the current value when there is no clog, and the relationship between this decrease and a predetermined threshold value of the decrease. In this case, the map can be similar to the map shown in Figure 7, where "Decrease" is used when the decrease exceeds the threshold, and "-" is used when the decrease is less than or equal to the threshold.

[0075] In the above embodiment, the valve 71 and the pump 72 were described as being integrated as a cooling module 10. However, the valve 71 and the pump 72 do not necessarily have to be integrated as a cooling module 10.

[0076] [Summary of the above embodiment] The following is an overview of the blockage detection system B described above.

[0077] (1) The blockage detection system B is a blockage detection system B that detects blockages in the coolant (fluid) used for temperature control in a vehicle, and comprises a plurality of cooling circuits 70 through which the coolant flows, a valve 71 that switches the flow state of the coolant in the plurality of cooling circuits 70 according to a plurality of preset switching patterns, a pump 72 that pressurizes the coolant to the cooling circuits 70, a measuring unit 73 that measures the current value of the current flowing through the pump 72 when pressurizing the coolant to the cooling circuits 70, and an estimation unit 74 that estimates the blockage state of the cooling circuits 70 based on the switching pattern and the current value.

[0078] When the cooling circuit 70 is clogged, the cooling water has difficulty flowing, so the current flowing through the pump 72 is smaller than the current flowing through the pump 72 when the cooling circuit 70 is not clogged. Therefore, with this configuration, by comparing the current flowing through the pump 72 when the valve 71 is switched with the current flowing through the pump 72 when the cooling circuit 70 is not clogged, it is possible to determine whether the cooling circuit 70 is clogged or not using the existing equipment. In addition, since the state of the cooling water flowing through the cooling circuit 70 differs depending on the switching pattern that switches the flow path state of the valve 71, the location of the clog can be estimated by comparing the current flowing through the pump 72 in each of the multiple switching patterns. Furthermore, since the estimation is made using the current flowing through the pump 72 that has been measured conventionally, no additional devices are required, making it possible to detect the clogged state of the cooling circuit 70 at low cost.

[0079] (2) In the blockage detection system B described in (1), the valves 71 are provided in multiple units so that at least two of the multiple cooling circuits 70 can communicate with each other, and the pumps 72 are provided for each of the multiple cooling circuits 70, and a map is stored which defines the relationship between the blockage state of each of the multiple cooling circuits 70 and the current value of the multiple pumps 72 in the blockage state, and the estimation unit 74 preferably estimates the blockage state based on the map.

[0080] With this configuration, the clogging state of each of the multiple cooling circuits 70 and the relationship between the current values ​​of the multiple pumps 72 in the clogging state can be estimated using a map, thus eliminating the need for complex calculations. Therefore, the clogging state of the cooling circuits 70 can be easily estimated, eliminating the need for a high-performance computing device.

[0081] (3) In the blockage detection system B described in (1) or (2), the estimation unit 74 preferably estimates the blockage state when the vehicle is parked in a place at room temperature and the pump 72 is pumping coolant at maximum discharge.

[0082] With this configuration, the test can be performed not by bringing the vehicle into a test location to estimate the blockage state, but for example, during factory pre-delivery inspections, during fault diagnosis at a dealership, or when charging the 3B battery. Therefore, it is possible to estimate the blockage state without actually driving the vehicle.

[0083] (4) In the blockage detection system B described in (1) to (3), the valve 71 and the pump 72 may be integrated as a cooling module 10.

[0084] Even when the valve 71 and the pump 72 are integrated as a cooling module 10, as in this configuration, it is possible to estimate the blockage state of the cooling circuit 70. [Industrial applicability]

[0085] The technology disclosed herein can be used in a clogging detection system that detects blockages in fluids used for temperature control in vehicles. [Explanation of Symbols]

[0086] 10: Cooling module, 70: Cooling circuit, 71: Valve, 72: Pump, 73: Measurement unit, 74: Estimation unit, B: Clogging detection system

Claims

1. A clogging detection system for detecting blockages in a fluid used for temperature control in a vehicle, Multiple cooling circuits through which the aforementioned fluid flows, A valve that switches the fluid flow state in multiple cooling circuits according to a set of multiple switching patterns, The cooling circuit includes a pump for pressurizing the fluid, A measuring unit for measuring the current value of the current flowing through the pump when the fluid is pumped into the cooling circuit, An estimation unit that estimates the blockage state of the cooling circuit based on the switching pattern and the current value, A blockage detection system equipped with [specific feature].

2. The valves are provided in multiple locations such that at least two of the cooling circuits can communicate with each other. The pump is provided in each of the multiple cooling circuits, A map is stored which defines the relationship between the blockage state of each of the multiple cooling circuits and the current value of the multiple pumps in the blockage state. The clogging detection system according to claim 1, wherein the estimation unit estimates the clogging state based on the map.

3. The clogging detection system according to claim 2, wherein the estimation unit estimates the clogging state when the vehicle is parked in a place at room temperature and the pump is pumping the fluid at its maximum discharge state.

4. The blockage detection system according to any one of claims 1 to 3, wherein the valve and the pump are integrated as a cooling module.

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