Vehicle thermal management system

Abstract

When using a heat transfer medium heated by an electric heater to warm up an internal combustion engine and raise the temperature of a battery, the temperature of the heat transfer medium is appropriately controlled. [Solution] The high-temperature heat transfer medium circulating in the HT heat circuit 110 is heated by an electric heater 116. The battery heat circuit 120 receives heat from the high-temperature heat transfer medium flowing through the flow path 110h of the HT heat circuit 110 in the heat exchanger 140, and raises the temperature of the battery 200. An internal combustion engine 300 is provided in the flow path 110a of the HT heat circuit 110 and is warmed up by the high-temperature heat transfer medium. When there is a request to warm up the internal combustion engine 300, the electric heater 116 is controlled so that the heater outlet temperature of the high-temperature heat transfer medium reaches the target temperature TA. When there is a request to raise the temperature of the battery 200, the electric heater 116 is controlled so that the heater outlet temperature reaches the target temperature TB. The target temperature TB is set to a temperature below the target temperature TA.

Description

Technical Field

[0001] The present disclosure relates to a vehicle thermal management device.

Background Art

[0002] Japanese Patent Application Laid-Open No. 2024-133774 (Patent Document 1) discloses a battery temperature adjustment system for a hybrid vehicle equipped with an engine and a vehicle drive motor. In this battery temperature adjustment system, a heat medium circulating through a battery temperature adjustment circuit exchanges heat with cooling water heated by a water heater (electric heater) in a water-water heat exchanger to raise the temperature of the battery.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In some cases, the warm-up of an internal combustion engine is performed using cooling water (heat medium) heated by an electric heater. In this case, it is preferable to appropriately manage the temperature of the heat medium required during the warm-up of the internal combustion engine and the temperature of the heat medium required during the temperature rise of the battery.

[0005] An object of the present disclosure is to appropriately manage the temperature of a heat medium when performing warm-up of an internal combustion engine and temperature rise of a battery using the heat medium heated by an electric heater.

Means for Solving the Problems

[0006] The thermal management device for a vehicle according to this disclosure is a thermal management device for a vehicle equipped with an internal combustion engine, a motor, and a battery which is the power source for the motor. The thermal management device includes a battery thermal circuit through which a first thermal medium circulates and which adjusts the temperature of the battery, an electric heater, a first thermal circuit through which a second thermal medium circulates that exchanges heat with the electric heater and the internal combustion engine, and a heat exchanger that exchanges heat between the first thermal medium and the second thermal medium. When there is a request for the internal combustion engine to warm up, the thermal management device raises the temperature of the second thermal medium with the electric heater so that the temperature of the second thermal medium reaches a first target temperature. When there is a request for the battery to warm up, the thermal management device raises the temperature of the second thermal medium with the electric heater so that the temperature of the second thermal medium reaches a second target temperature, and also performs heat exchange between the first thermal medium and the second thermal medium. The second target temperature is a temperature lower than or equal to the first target temperature.

[0007] When an internal combustion engine requires warming up, it is desirable to quickly raise the temperature of the lubricating oil (engine oil) to the temperature at which the fuel mixed in the oil evaporates, for example. Batteries have a temperature range in which they can operate properly, and the allowable input and output currents are set according to the temperature to suppress degradation. For example, charging at high temperatures can accelerate degradation.

[0008] In this configuration, when the vehicle's thermal management system receives a request to warm up the internal combustion engine, it uses an electric heater to raise the temperature of the second heat transfer medium to the first target temperature, and then uses the heated second heat transfer medium to warm up (heat) the internal combustion engine. The lubricating oil temperature can be raised to the temperature at which the fuel volatilizes, and the internal combustion engine can be warmed up properly. When the thermal management system receives a request to warm up the battery, it uses an electric heater to raise the temperature of the second heat transfer medium to the second target temperature, and at the same time, heat exchange occurs between the first and second heat transfer mediums to warm up the battery. The second target temperature is below the first target temperature, and the battery can be warmed to an appropriate temperature. [Effects of the Invention]

[0009] According to this disclosure, when using a heat transfer medium heated by an electric heater to warm up an internal combustion engine and raise the temperature of a battery, the temperature of the heat transfer medium can be appropriately controlled. [Brief explanation of the drawing]

[0010] [Figure 1] This figure shows a schematic configuration of a vehicle thermal management device according to an embodiment of the present disclosure. [Figure 2] This diagram illustrates the circulation path of the high-temperature heat transfer medium when there is a request for temperature increase due to oil dilution, but no request for temperature increase for the battery. [Figure 3] This diagram illustrates the circulation path of the high-temperature heat transfer medium when there is a request to raise the battery temperature but no heating request from the air conditioning system. [Figure 4] This diagram illustrates the circulation path of the high-temperature heat transfer medium when there is a heating request from the air conditioning system and a temperature increase request from the battery. [Figure 5] This shows a list of target temperatures for the heater outlet temperature Ht. [Figure 6] This diagram shows the relationship between battery temperature and the allowable charging current, and the relationship between the heater outlet temperature Ht and the battery temperature. [Modes for carrying out the invention]

[0011] Embodiments of this disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals, and their descriptions will not be repeated.

[0012] Figure 1 is a diagram showing the schematic configuration of a thermal management device 10 of a vehicle 1 according to an embodiment of the present disclosure. The vehicle 1 is a hybrid electric vehicle (HEV) equipped with a battery 200, an internal combustion engine 300, and a drive motor (motor generator: MG) 310. The vehicle 1 in this embodiment is a plug-in hybrid electric vehicle (PHEV) in which the battery 200 can be charged externally. The battery 200 is the power source for the MG 310. The MG 310 is, for example, an AC motor, and the DC power from the battery 200 is converted into AC power by the PCU (Power Control Unit) 320 to drive the MG 310. The MG 310 drives the drive wheels (not shown). The PCU 320 supplies regenerative power generated by the MG 310 to the battery 200 when the vehicle 1 is decelerating, etc., and charges the battery 200.

[0013] The hybrid system of vehicle 1 may be of series type, parallel type, or series-parallel type. The internal combustion engine 300 starts when the State of Charge (SOC) of the battery 200 falls below a predetermined value and drives a generator (not shown). In addition to the generator, the internal combustion engine 300 may also drive the drive wheels.

[0014] The thermal management device 10 comprises 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 controls the electric pumps 111, 115, 121, the four-way valve 400, etc., which will be described later. The ECU 500 corresponds to the "control device" in this disclosure.

[0015] The thermal management device 10 is configured to manage the thermal energy of the vehicle 1 using the heat transfer medium of the thermal management circuit 100. The thermal management circuit 100 includes an HT thermal circuit 110, a battery thermal circuit 120, and a refrigeration cycle 150.

[0016] The HT heat circuit 110 includes a flow path through which a high-temperature side heat medium flows and circulates. The HT heat circuit 110 includes an electric pump 111, a radiator 112, a thermostat 113, a heater core 114, an electric pump 115, and an electric heater 116. Further, the HT heat circuit 110 includes an internal combustion engine 300 and a four-way valve 400. The high-temperature side heat medium may be cooling water such as LLC (Long Life Coolant). The heat medium exchanges heat with each device when passing through each device. The four-way valve 400 has ports P1 to P4. The high-temperature side heat medium circulating in the HT heat circuit 110 corresponds to the "second heat medium" of the present disclosure.

[0017] An electric pump 111 and an internal combustion engine 300 are provided in the flow path 110a of the HT heat circuit 110. When the electric pump 111 operates, the high-temperature side heat medium flows through the internal combustion engine 300. The flow path 110a on the downstream side of the internal combustion engine 300 branches into a flow path 110b and a flow path 110c. The flow path 110b is connected to the radiator 112 and branches into a bypass flow path 110d. The downstream side of the radiator 112 and the downstream side of the bypass flow path 110d merge at the thermostat 113. A reservoir tank (R / T) 118 is provided between the radiator 112 and the thermostat 113. The flow path 110c is connected to the port P2 of the four-way valve 400.

[0018] The electric pump 115 and the electric heater 116 are provided in the flow path 110e. The flow path 110e on the downstream side of the electric heater 116 branches into a flow path 111f connected to the port P1 of the four-way valve 400 and a flow path 110a on the downstream side of the electric pump 111. When the electric pump 115 operates, the high-temperature side heat medium flows through the electric heater 116 and flows into the flow path 110a and the flow path 110f according to the connection state of the ports P1 and P2 of the four-way valve 400.

[0019] Port P4 of the four-way valve 400 is connected to the flow path 110g. A heater core 114 is disposed in the flow path 110g, and the flow path 110g on the downstream side of the heater core 114 is connected to the flow path 110e. The heater core 114 is used as a heat source of the heating source of the air conditioner 2.

[0020] A flow path 110h is connected to port P3 of the four-way valve 400. The flow path 110h is connected to the heat exchanger 140, and the flow path 110h on the downstream side of the heat exchanger 140 is connected to the flow path 110e.

[0021] The battery thermal circuit 120 includes a flow path through which a heat medium flows and circulates. The heat medium of the battery thermal circuit 120 may be insulating oil or an insulating antifreeze. The heat medium circulating in the battery thermal circuit 120 corresponds to the "first heat medium" of the present disclosure. An electric pump 121, a battery 200, a heat exchanger 140, and a chiller 160 are disposed in the flow path of the battery thermal circuit 120. An R / T 122 is provided between the heat exchanger 14 and the chiller 160. The electric pump 121 circulates the heat medium in the battery thermal circuit 120. The heat medium exchanges heat with each device when passing through. When the heat medium circulates in the battery thermal circuit 120, the heat exchanger 140 can receive the heat of the high-temperature side heat medium and raise the temperature of the battery 200. Also, in the chiller 160, the heat of the heat medium of the battery thermal circuit 120 can be absorbed to cool the battery 200. The temperature of the battery 200 can be adjusted by the heat medium circulating in the battery thermal circuit 120.

[0022] A refrigerant circulates through the refrigeration cycle 150. The refrigeration cycle 150 includes a compressor 151, a condenser 152, an electric expansion valve 153, an evaporator 154, an evaporative pressure regulator (EPR) 155, and an electric expansion valve 156. The compressor 151 compresses and discharges the refrigerant flowing out of the chiller 160. The evaporator 154 is used as a cooling source for the air conditioning unit 2. The chiller 160 is connected to both the refrigeration cycle 150 and the battery heat circuit 120 and functions as a heat exchanger. The chiller 160 facilitates heat exchange between the refrigerant circulating in the refrigeration cycle 150 and the heat transfer medium flowing through the battery heat circuit 120. When there is a cooling requirement for the battery 200, the chiller 160 cools the heat transfer medium in the battery heat circuit 120, thereby cooling the battery 200.

[0023] The air conditioning system 2 provides heating through heat dissipation from the heater core 114 and cooling using the evaporator 154 as a cooling source. The radiator 112 and condenser 152 are located at the front of the vehicle 1, and efficient heat exchange (cooling) is performed by the airflow from the vehicle 1 while it is running.

[0024] Electric pumps 111, 115, and 121 are powered by an auxiliary battery (not shown). The electric heater 116 is powered by battery 200.6 Alternatively, battery 200 and the auxiliary battery may be connected via a DC-DC converter, and the auxiliary battery's power may be supplied by battery 200.

[0025] In the thermal management device 10, when there is a heating request from the air conditioning device 2 and no heating request from the battery 200, when the internal combustion engine 300 is stopped or when the temperature of the high-temperature heat transfer medium flowing through the flow path 110a is low, ports P1 and P4 of the four-way valve 400 are connected and ports P2 and P3 are closed. Then, the electric pump 115 is activated and the electric heater 116 is energized. As a result, the high-temperature heat transfer medium flowing through the flow paths 110f and 110g is heated by the electric heater 116, and heating is performed by heat radiating from the heater core 114.

[0026] When the internal combustion engine 300 is in operation, if there is no heating request from the air conditioning unit 2 and no temperature increase request from the battery 200, all ports P1 to P4 of the four-way valve 400 are closed. Then, the electric pump 111 operates, and the high-temperature side heat transfer medium (LLC) flows through the cylinder block (coolant passage) of the internal combustion engine 300. The thermostat 113 remains closed until the internal combustion engine 300 has finished warming up, and the high-temperature side heat transfer medium circulates through passages 110a, 110b, and bypass passage 110d without flowing into the radiator 112. When the internal combustion engine 300 has finished warming up and the temperature of the high-temperature side heat transfer medium reaches a predetermined temperature (for example, 85°C), the thermostat 113 opens. Then, the high-temperature side heat transfer medium that has cooled the internal combustion engine 300 flows into the radiator 112 to perform heat exchange (heat dissipation), and overheating of the internal combustion engine 300 is suppressed.

[0027] During operation of the internal combustion engine 300, there may be a request for the internal combustion engine 300 to warm up. In this embodiment, the request for the internal combustion engine 300 is made when the internal combustion engine 300 is warmed up to raise the temperature of the lubricating oil to the temperature at which the fuel mixed in the engine oil (lubricating oil) volatilizes. This warm-up request is also called an "oil dilution-compatible temperature rise request". For example, an oil dilution-compatible temperature rise request is made when the estimated oil dilution amount is greater than or equal to a predetermined value, and the engine coolant temperature Wt is less than the set temperature α. The engine coolant temperature Wt may be the temperature of the high-temperature side heat transfer medium at the outlet of the internal combustion engine 300, and is detected, for example, by a temperature sensor 11 provided at the outlet of the internal combustion engine 300. The set temperature α may be, for example, 65°C. The estimated oil dilution amount is calculated, for example, based on the air-fuel ratio learning value of the fuel injection amount feedback control of the internal combustion engine 300.

[0028] In this embodiment, when the internal combustion engine 300 requests a temperature increase to accommodate oil dilution, the electric heater 116 heats the high-temperature side heat transfer medium to promote the warming up of the internal combustion engine 300. For example, if there is no temperature increase request from the battery 200 but there is a temperature increase request to accommodate oil dilution, ports P2 and P4 of the four-way valve 400 are connected, and ports P1 and P3 are closed. Then, the electric pumps 111 and 115 are activated, and the electric heater 116 is energized. At this time, the electric heater 116 is energized so that the temperature of the high-temperature side heat transfer medium at the outlet of the electric heater 116 (hereinafter, this temperature will also be referred to as the heater outlet temperature Ht) reaches the target temperature TA. The heater outlet temperature Ht is detected by a temperature sensor 12 provided at the outlet of the electric heater 116. The target temperature TA corresponds to an example of the "first target temperature" in this disclosure, and may be set to, for example, 75°C. Figure 2 illustrates the circulation path of the high-temperature side heat transfer medium when there is a request for heating due to oil dilution but no request for heating from the battery 200. As shown by the dashed line in Figure 2, the high-temperature side heat transfer medium heated by the electric heater 116 flows into the internal combustion engine 300, warming up the internal combustion engine 300. The energization of the electric heater 116 is controlled so that the heater outlet temperature Ht of the high-temperature side heat transfer medium reaches the target temperature TA.

[0029] In this embodiment, when there is a request to raise the temperature of the battery 200, the electric heater 116 heats the high-temperature side heat transfer medium to raise the temperature of the battery 200. For example, if there is no heating request from the air conditioning unit 2, but there is a request to raise the temperature of the battery 200, ports P1 and P3 of the four-way valve 400 are connected, ports P2 and P4 are closed, the electric pump 115 is activated, and the electric heater 116 is energized. Then, the electric pump 121 is activated. In this embodiment, when the temperature of the heat transfer medium circulating in the battery heat circuit 120 (hereinafter, this temperature is also referred to as the "LT temperature") is below the temperature rise start temperature S1, a request to raise the temperature of the battery 200 is generated (the temperature rise request is turned ON). The LT temperature is the temperature of the heat transfer medium flowing into the battery 200, and may be detected by a temperature sensor 13 provided at the inlet of the battery 200. The temperature rise start temperature S1 may be, for example, 0°C, and may be set to a different value depending on the state of the vehicle 1. When the LT temperature reaches or exceeds the heating stop temperature S2, the heating request from the battery 200 is stopped (the heating request is turned OFF). The heating stop temperature S2 is set to be below the operating temperature of the battery 200, and may be, for example, 57°C. After the LT temperature reaches the heating stop temperature S2 and the heating request is turned OFF, when the LT temperature falls below or below the heating restart temperature S3, the heating request is turned ON. The heating restart temperature S3 may be, for example, 30°C. The heating start temperature S1, heating stop temperature S2, and heating restart temperature S3 are set in advance by experimentation or other means based on the characteristics of the battery 200.

[0030] Figure 3 illustrates the circulation path of the high-temperature side heat transfer medium when there is a request to raise the temperature of the battery 200 but no heating request from the air conditioning unit 2. As shown by the dashed line in Figure 3, the high-temperature side heat transfer medium heated by the electric heater 116 circulates through the flow paths 110f and 110h. Also, as shown by the dashed line, the heat transfer medium circulates through the battery heat circuit 120. As a result, heat exchange occurs between the high-temperature side heat transfer medium and the heat transfer medium in the heat exchanger 140, and the battery 200 is heated by the high-temperature side heat transfer medium heated by the electric heater 116. The power supply to the electric heater 116 is controlled so that the heater outlet temperature Ht of the high-temperature side heat transfer medium reaches the target temperature TB. The target temperature TB is set to a temperature below the target temperature TA, and preferably to a temperature lower than the target temperature TA. The target temperature TB corresponds to an example of the "second target temperature" in this disclosure. The target temperature TB may be set to different values ​​when the battery 200 is being externally charged and when the vehicle 1 is running. During external charging, the target temperature TB may be set to temperature B1, and during running, the target temperature TB may be set to temperature B2. Temperature B1 corresponds to the "first charging temperature" in this disclosure, and temperature B2 corresponds to the "running temperature" in this disclosure. For example, temperature B1 may be 57°C and temperature B2 may be 56°C. Note that temperatures B1 and B2 may be the same value.

[0031] Figure 4 illustrates the circulation path of the high-temperature side heat transfer medium when there is a heating request from the air conditioning unit 2 and a heating request from the battery 200. When there is a heating request from the air conditioning unit 2 and a heating request from the battery 200, ports P1, P3, and P4 of the four-way valve 400 are connected, port P2 is closed, the electric pump 115 is activated, and the electric heater 116 is energized. As a result, as shown by the dashed line in Figure 4, the high-temperature side heat transfer medium heated by the electric heater 116 circulates through the flow paths 110f and 110g, providing heating through heat dissipation from the heater core 114. The high-temperature side heat transfer medium heated by the electric heater 116 also circulates through the flow paths 110f and 110h. Then, the electric pump 121 is activated, and as shown by the dashed line in Figure 4, the heat transfer medium circulates through the battery heat circuit 120. As a result, the high-temperature side heat transfer medium and the heat transfer medium in the heat exchanger 140 perform heat exchange, and the high-temperature side heat transfer medium heated by the electric heater 116 raises the temperature of the battery 200. At this time, the power supply to the electric heater 116 is controlled so that the heater outlet temperature Ht of the high-temperature side heat transfer medium becomes the target temperature TC. The target temperature TC may be set to different values ​​when the battery 200 is externally charged and when the vehicle 1 is running. During external charging, the target temperature TC may be set to temperature C1, and during running, the target temperature TC may be set to temperature C2. Temperature C1 is set to a temperature higher than temperature B1. Temperature C1 corresponds to the "second charging temperature" in this disclosure and may be the same temperature as the target temperature TA. For example, when the My Room Mode function, which operates the air conditioning system 2 and audio system using power from an external power source, is used during external charging, if there is a request to raise the temperature of the battery 200, the target temperature of the heater outlet temperature Ht is set to temperature C1.

[0032] Temperature C2 may be set according to the state of vehicle 1. For example, different temperatures may be set when driving, when power is supplied from battery 200 to an external load, and when the remote air conditioning is activated. The remote air conditioning is a function that allows the operation of the air conditioning unit 2 to be controlled by a mobile device or the like when vehicle 1 is stopped, and the interior temperature of the vehicle to be set to a desired temperature before boarding.

[0033] Figure 5 shows a list of target temperatures for the heater outlet temperature Ht. In Figure 5, "Internal Combustion Engine Warm-up Request" is the same as "Oil Dilution Compatible Temperature Increase Request". Also, "ON" indicates "Requested" and "OFF" indicates "No Requested". In "External Charging", "ON" means external charging is in progress, and "OFF" means external charging is not being performed (during driving, when using remote air conditioning, when receiving external power, etc.).

[0034] As shown in the upper part of Figure 5, when there is a request for internal combustion engine warm-up (request for temperature rise to compensate for oil dilution), the internal combustion engine 300 is in operation, so external charging is OFF. When there is a request for internal combustion engine warm-up, regardless of whether there is a request for battery temperature rise or heating, the target temperature Ht of the heater outlet of the high-temperature heat transfer medium is set to TA. This promotes the warm-up of the internal combustion engine 300, allowing the coolant temperature Wt to ​​rise to the set temperature α earlier, and suppressing oil dilution of the lubricating oil.

[0035] Figure 6 shows the relationship between the temperature of battery 200 (battery temperature) and the allowable current, and the relationship between the heater outlet temperature Ht of the high-temperature heat transfer medium and the battery temperature. In Figure 6(A), the vertical axis is the allowable current and the horizontal axis is the battery temperature. In Figures 6(B) and (C), the vertical axis is temperature and the horizontal axis is time. As shown in Figure 6(A), regardless of the State of Charge (SOC) of battery 200, the allowable current increases as the battery temperature is relatively higher. The allowable current is the current value that can be allowed during input and output of battery 200.

[0036] Figure 6(B) shows the changes in battery temperature, etc., when the heater outlet temperature Ht is controlled to the target temperature TA when a heating request for battery 200 is made. When the LT temperature of the battery thermal circuit 120 is below the heating start temperature S1 and the heating request for battery 200 is turned ON, the energization of the electric heater 116 is controlled so that the heater outlet temperature Ht of the high-temperature side heat transfer medium reaches the target temperature TA. As the temperature of the high-temperature side heat transfer medium rises, heat exchange occurs in the heat exchanger 140 and the LT temperature rises. At time t1, when the LT temperature exceeds the heating stop temperature S2 and the heating request is turned OFF, the energization of the electric heater 116 is stopped, and thereafter the heater outlet temperature Ht and LT temperature decrease. Because the thermal resistance between the heat transfer medium and battery 200 is relatively large, the battery temperature rises gently from the heating start temperature T1 to temperature T2. However, the battery temperature does not rise above temperature T2. For this reason, the allowable current remains at a relatively small value.

[0037] In this embodiment, when there is no request for internal combustion engine warm-up, but there is a request for battery 200 to raise its temperature, and there is no request for heating from the air conditioning unit 2, the power supply to the electric heater 116 is controlled so that the heater outlet temperature Ht of the high-temperature side heat transfer medium reaches the target temperature TB. The target temperature TB is set lower than the target temperature TA. In this case, when external charging is performed, the target temperature TB is set to temperature B1 (target temperature B1), and when external charging is not performed, the target temperature TB is set to temperature B2 (target temperature B2). Figure 6(C) shows the changes in battery temperature, etc., when the heater outlet temperature Ht is controlled to the target temperature B1. When the request for battery 200 to raise its temperature is turned ON, the power supply to the electric heater 116 is controlled so that the heater outlet temperature Ht of the high-temperature side heat transfer medium reaches the target temperature B1. As the temperature of the high-temperature side heat transfer medium rises, the LT temperature rises. At time t2, when the LT temperature exceeds the heating stop temperature S2 and the heating request is turned OFF, the electric heater 116 is de-energized, and subsequently, the heater outlet temperature Ht and the LT temperature decrease. Since the target temperature B1 is lower than the target temperature TA, the rise in LT temperature becomes more gradual, and the time t2 at which the LT temperature exceeds the heating stop temperature S2 is later than the time t1. As a result, the battery temperature rises from the initial temperature T1 to temperature T3. Temperature T3 is higher than temperature T2, allowing for a relatively larger allowable current. Therefore, it becomes possible to shorten the time required for external charging.

[0038] In this embodiment, the target temperature B2 is set to a lower temperature than the target temperature TA, similar to the target temperature B1. Therefore, when the battery 200 is requested to heat up, the energization of the electric heater 116 is controlled so that the heater outlet temperature Ht of the high-temperature side heat transfer medium reaches the target temperature B2, and the battery temperature becomes higher than temperature T2. This allows the allowable current to be set to a relatively large value, and for example, when the vehicle 1 is running, the power supplied to the MG310 can be increased, thereby improving the driving performance of the vehicle 1 and potentially reducing the operating frequency of the internal combustion engine 300. Temperature B2 (target temperature B2) may be set based on the driving conditions of the vehicle 1, such as the power consumption of the electric heater 116, the regenerative power from the MG310 (driving path), and the ambient temperature. Temperature B2 and temperature B1 may be the same value.

[0039] In this embodiment, when there is no request for internal combustion engine warm-up, a request for battery 200 to raise temperature, and a request for heating from the air conditioning unit 2, the power supply to the electric heater 116 is controlled so that the heater outlet temperature Ht of the high-temperature side heat transfer medium reaches the target temperature TC. The target temperature TC is set to be less than or equal to the target temperature TA. In this case, when external charging is performed, the target temperature TC is set to temperature C1 (target temperature C1), and when external charging is not performed, the target temperature TC is set to temperature C2 (target temperature C2). The target temperature C1 is set to a temperature higher than the target temperature B1. This increases the amount of heat dissipated from the heater core 114, and satisfies the heating requirement of the air conditioning unit 2. The target temperature C1 may be the same value as the target temperature TA.

[0040] The target temperature C2 is set according to the state of the vehicle 1. For example, different temperatures may be set when driving, when power is supplied from the battery 200 to an external load, and when the remote air conditioning is activated. This allows the battery 200 to be heated according to the state of the vehicle 1, and the target temperature C2 to be set to meet the heating requirements of the air conditioning unit 2.

[0041] In the above embodiment, an electric pump 111 is used, but if the internal combustion engine 300 is equipped with a mechanical pump, the electric pump 111 does not need to be used.

[0042] The embodiments disclosed herein should be considered in all respects to be illustrative and not restrictive. The scope of this disclosure is indicated by the claims rather than by the description of the embodiments above, and all modifications within the meaning and scope equivalent to the claims are intended to be included. [Explanation of Symbols]

[0043] 1 Vehicle, 2 Air conditioning system, 100 Thermal control circuit, 110 Heat heating circuit, 111 Electric pump, 115 Electric pump, 116 Electric heater, 120 Battery heating circuit, 140 Heat exchanger, 150 Refrigeration cycle, 200 Battery, 300 Internal combustion engine, 310 MG, 320 PCU, 400 Four-way valve, 500 ECU.

Claims

1. A thermal management device for a vehicle comprising an internal combustion engine, a motor, and a battery which is the power source for the motor, A battery thermal circuit in which a first heat transfer medium circulates and regulates the temperature of the battery, Electric heater and, A first heat circuit through which a second heat transfer medium circulates, which exchanges heat with the electric heater and the internal combustion engine, Includes a heat exchanger that performs heat exchange between the first heat transfer medium and the second heat transfer medium, When there is a request to warm up the internal combustion engine, The second heat transfer medium is heated by the electric heater so that its temperature reaches the first target temperature. When there is a request for the aforementioned battery to heat up, The electric heater is used to raise the temperature of the second heat transfer medium so that its temperature reaches the second target temperature, and heat exchange is performed between the first heat transfer medium and the second heat transfer medium. A thermal management device for a vehicle, wherein the second target temperature is a temperature lower than or equal to the first target temperature.

2. The vehicle thermal management device according to claim 1, further comprising a control device that controls the electric heater so that the temperature of the second heat transfer medium at the outlet of the electric heater becomes the first target temperature or the second target temperature.

3. The aforementioned second target temperature is During external charging of the aforementioned battery, the temperature is set to a first charging temperature. A thermal management device for a vehicle according to claim 1 or claim 2, which is set to a driving temperature when the vehicle is in motion.

4. The second heat refrigerant is used as a heat source for heating the interior of the vehicle. When there is a request for heating, The second target temperature is set to the second charging temperature during external charging of the battery. The thermal management device for a vehicle according to claim 3, wherein the second charging temperature is higher than the first charging temperature.

5. The vehicle thermal management device according to claim 1 or 2, wherein the request for the battery to rise in temperature is set based on the temperature of the first heat transfer medium.

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