Vehicle thermal management systems

Abstract

To enable efficient charging of batteries in low-temperature conditions. [Solution] The thermal management system S includes an electric heater 101 and comprises a first circuit 100 for adjusting the temperature of the battery B, a second circuit 200 for adjusting the temperature of the drive unit E, and a control unit 600. The control unit 600 determines whether the temperature of the battery B is below a first temperature, and if it determines that the temperature of the battery B is below the first temperature, it performs a first heating control to heat the heat transfer medium of the first circuit 100 with the electric heater 101. If the temperature of the battery B rises above the first temperature, it connects the first circuit 100 and the second circuit 200 and performs a second heating control to heat the heat transfer medium with the waste heat of the drive unit E.

Description

Technical Field

[0001] The present disclosure relates to a vehicle thermal management system mounted on, for example, an electric vehicle.

Background Art

[0002] Patent Document 1 discloses a thermal management system for an electric vehicle that supplies power from an in-vehicle battery to a drive motor and runs by the power of the drive motor. In such a vehicle, when the temperature of the in-vehicle battery is too low, charging may not be possible. Therefore, it is necessary to warm the in-vehicle battery until it reaches the recommended temperature before starting charging. Patent Document 1 discloses using waste heat generated by a drive device called a drive train component, specifically a charger, to warm the in-vehicle battery.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, when warming the in-vehicle battery using the waste heat of the drive device as in Patent Document 1, it is premised that the drive device is warm enough to generate waste heat. However, it takes time for the temperature of the drive device to rise to such a temperature range during cold times. Therefore, it takes time for the in-vehicle battery to reach a temperature state where charging is possible during cold times, and ultimately efficient charging cannot be performed.

[0005] The present disclosure is made in view of such points, and the object is to enable efficient charging of a battery in a low-temperature state.

Means for Solving the Problems

[0006] To achieve the above objective, one aspect of this disclosure may be based on a vehicle thermal management system installed in a vehicle that runs on power supplied from a battery to a drive unit. The vehicle thermal management system includes a first circuit configured to allow the flow of a heat transfer medium and having an electric heater for heating the heat transfer medium, which adjusts the temperature of the battery using the flowing heat transfer medium; a second circuit configured to allow the flow of the heat transfer medium and which adjusts the temperature of the drive unit using the flowing heat transfer medium; a battery temperature sensor for acquiring the temperature of the battery; and a control unit which determines whether the temperature of the battery acquired by the battery temperature sensor is below a first temperature, and if it is determined that the temperature of the battery acquired by the battery temperature sensor is below the first temperature, it performs a first heating control to heat the heat transfer medium in the first circuit with the electric heater, and then, if the temperature of the battery acquired by the battery temperature sensor becomes higher than the first temperature, it connects the first circuit and the second circuit and performs a second heating control to heat the heat transfer medium using the waste heat of the drive unit.

[0007] In this configuration, if the battery temperature is too low to be suitable for charging, the control unit performs a first heating control, and the heat transfer medium of the first circuit is heated by an electric heater. The battery is then heated by the heat transfer medium of the first circuit, which has been heated by the electric heater. By heating the heat transfer medium of the first circuit with an electric heater, the battery temperature can be raised quickly. When the battery temperature rises, the control unit performs a second heating control, connecting the first and second circuits to circulate the heat transfer medium. At this time, the waste heat released from the drive unit is absorbed by the heat transfer medium, and the battery is heated by the heat transfer medium, allowing heat to be stored in the battery, thus effectively utilizing the waste heat from the drive unit.

[0008] The vehicle thermal management system may further include a refrigerant circuit having a compressor for compressing a refrigerant, an outdoor condenser into which the refrigerant compressed by the compressor flows, and a chiller expansion valve for expanding the refrigerant that has flowed out of the outdoor condenser; a chiller connected between the chiller expansion valve and the compressor of the refrigerant circuit; a third circuit having a radiator configured to allow the flow of the heat transfer medium and to exchange heat between the circulating heat transfer medium and the outside air; and a fourth circuit configured to allow the flow of the heat transfer medium and connected to the chiller. In this case, the control unit determines whether the temperature of the battery obtained by the battery temperature sensor is lower than or equal to a second temperature higher than the first temperature, and if it is determined that the temperature of the battery obtained by the battery temperature sensor is higher than the second temperature, the first, second, third, and fourth circuits can be connected. This allows for heat dissipation when the battery temperature is high and heat needs to be dissipated, through heat dissipation by the radiator and heat absorption by the refrigerant via the chiller.

[0009] The control unit determines whether the battery temperature, as measured by the battery temperature sensor, is higher than the second temperature (a third temperature) or higher. If the control unit determines that the battery temperature, as measured by the battery temperature sensor, is higher than the second temperature and lower than the third temperature, it can connect the second and third circuits. This allows the heat from the battery to be released from the radiator into the outside air.

[0010] The drive unit may include a charge controller to which an alternating current for charging the battery is input from an external source. In this case, the control unit performs the first heating control and the second heating control while the battery is being charged. That is, since an alternating current is input to the charge controller while the battery is being charged, the charge controller generates heat. This waste heat from the charge controller can be effectively utilized to heat the battery.

[0011] The control unit can connect the first circuit and the fourth circuit during the first heating control. Furthermore, the control unit can also connect the first circuit, the second circuit, and the third circuit during the second heating control. [Effects of the Invention]

[0012] As explained above, when the battery temperature is low, the electric heater warms the battery, and once the battery temperature rises to a certain level, the waste heat from the drive unit can be effectively utilized to warm the battery to the recommended temperature. Therefore, efficient charging can be performed on batteries in a low-temperature state. [Brief explanation of the drawing]

[0013] [Figure 1] Figure 1 is a functional block diagram of a vehicle thermal management system according to an embodiment of the present invention. [Figure 2] Figure 2 is a schematic diagram showing an electric vehicle equipped with a vehicle thermal management system. [Figure 3] Figure 3 shows the flow of refrigerant during heating. [Figure 4] Figure 4 shows the flow of coolant in the first coolant fluid circuit. [Figure 5] Figure 5 shows the flow of coolant in the second coolant fluid circuit. [Figure 6] Figure 6 shows the flow of coolant in the third coolant circuit. [Figure 7] Figure 7 shows the flow of coolant in the fourth coolant circuit. [Figure 8] Figure 8 is a flowchart showing the control flow by the control unit. [Modes for carrying out the invention]

[0014] Embodiments of the present invention will be described in detail below with reference to the drawings. The following description of preferred embodiments is essentially illustrative and is not intended to limit the present invention, its applications, or its uses. For example, the relative sizes and positional relationships of the components shown in the figures are for illustrative purposes only and do not limit the present invention.

[0015] Figure 1 is a functional block diagram of a vehicle thermal management system (hereinafter referred to as the "thermal management system") S according to an embodiment of the present invention. The thermal management system S is mounted on an electric vehicle 1 schematically shown in Figure 2. That is, the electric vehicle 1 is equipped with a front motor MA and a rear motor MB and a battery B. The front motor MA and the rear motor MB are drive motors and traction motors that generate the driving force necessary to move the electric vehicle 1. The front motor MA drives the front wheels, and the rear motor MB drives the rear wheels. Both the front motor MA and the rear motor MB may be mounted on the electric vehicle 1, or only one of them may be mounted on the electric vehicle 1.

[0016] Battery B is not an auxiliary battery, but a high-capacity secondary battery for driving that supplies power to the front motor MA and rear motor MB. A typical example of Battery B is a lithium-ion battery, but the present invention can be applied to any rechargeable battery other than a lithium-ion battery (e.g., a nickel-metal hydride battery). In the case of a lithium-ion battery, its shape may be, for example, pouch-type or cylindrical. When the electric vehicle 1 is braking, the energy regenerated by the front motor MA and rear motor MB is stored as electricity in Battery B.

[0017] The electric vehicle 1 includes a front inverter IA that controls the front motor MA and a rear inverter IB that controls the rear motor MB. For example, the electric vehicle 1 may include a front e-axle (not shown) that includes the front motor MA, the front inverter IA, and a front transaxle (not shown). Also, for example, the electric vehicle 1 may include a rear e-axle (not shown) that includes the rear motor MB, the rear inverter IB, and a rear transaxle (not shown).

[0018] The electric vehicle 1 includes a DC / DC converter and a charge controller (both indicated by the symbol C). The DC / DC converter and the charge controller C are devices for flowing the current supplied from an external charger (not shown) to the battery B as a charging current of a magnitude suitable for charging the battery B. That is, the battery B is charged via the DC / DC converter and the charge controller C. The battery B can be charged both by normal charging with a maximum power of 11 kW and by rapid charging with a power exceeding 11 kW. Hereinafter, the "DC / DC converter and the charge controller" will be simply referred to as the "charge controller". An alternating current during normal charging is input to the charge controller.

[0019] The electric vehicle 1 includes a power feeder D, although it is not an essential component. The power feeder D is a device for feeding the power of the battery B to the outside, and includes, for example, an inverter configured to output 100V power.

[0020] The front motor MA, rear motor MB, front inverter IA, rear inverter IB, and charge controller C are examples of elements that constitute the drive system E for driving the electric vehicle 1. The electric vehicle 1 runs by supplying power from the battery B to the drive system E. In this embodiment, the charge controller C is included as part of the drive system E, but the charge controller C does not have to be a component of the drive system E. The power supply unit D may or may not be included as a component of the drive system E. In addition to the equipment described above, the drive system E may also include equipment related to the driving of the electric vehicle 1. Furthermore, equipment that does not require temperature control may be excluded from the drive system E of the present invention.

[0021] In this embodiment, the case in which the thermal management system S is installed in an electric vehicle 1 is described, but it is not limited to this, and for example, the thermal management system S can also be installed in a plug-in hybrid vehicle. When the thermal management system S is installed in a plug-in hybrid vehicle, similar effects and advantages can be achieved.

[0022] The thermal management system S includes a refrigerant circuit 20 through which a refrigerant circulates, and a chiller 30 for utilizing the cold generated in the refrigerant circuit 20, for example, for cooling a battery B. Separate from the refrigerant circuit 20 through which the refrigerant circulates, the thermal management system S also includes, for example, a first circuit 100, a second circuit 200, a third circuit 300, and a fourth circuit 400, which are configured to allow the flow of a heat transfer medium.

[0023] The first circuit 100 is a circuit for adjusting the temperature of battery B using a circulating heat transfer medium. The second circuit 200 is a circuit for adjusting the temperature of drive unit E using a circulating heat transfer medium. The third circuit 300 is a circuit having a radiator 301 that dissipates heat by exchanging heat between the circulating heat transfer medium and the outside air. The fourth circuit 400 is a circuit connected to chiller 30. The heat transfer medium circulating in the first circuit 100, the second circuit 200, the third circuit 300, and the fourth circuit 400 is, for example, coolant. In the following description, the heat transfer medium will be described as coolant.

[0024] The thermal management system S further includes an electrically operated 8-way valve 500 for switching the connection states of the first circuit 100, the second circuit 200, the third circuit 300, and the fourth circuit 400, and a control unit 600 for controlling each of the devices included in the thermal management system S. The 8-way valve 500 may be included in the control unit 600. First, the specific configurations of the refrigerant circuit 20, the first circuit 100, the second circuit 200, the third circuit 300, and the fourth circuit 400 will be described, but the following description is an example and may include other components that are not described.

[0025] (Refrigerant circuit configuration) First, let's describe the refrigerant circuit 20. The refrigerant circuit 20 includes a compressor 21 for compressing the refrigerant, an indoor condenser 22, an outdoor condenser 23, a chiller expansion valve 24, a cooling expansion valve 25, a cooling evaporator 26, an accumulator 27, and refrigerant piping 28. The refrigerant piping 28 is a component for connecting each of the devices 21, 22, 23, 24, 25, 26, and 27, and is provided between each of the devices 21, 22, 23, 24, 25, 26, and 27, so the refrigerant circuit 20 has multiple refrigerant pipes 28. In Figure 2, to avoid clutter on the drawing, not all of the refrigerant pipes are labeled, but only one of them is labeled.

[0026] The compressor 21, although not shown in the figure, is an electric compressor equipped with an electric motor and a compression mechanism operated by the electric motor. As shown in Figure 1, the compressor 21 is connected to a control unit 600, and the control unit 600 controls the switching between ON and OFF states and the rotational speed when ON. The compressor 21 operates by a combination of control based on the requirements of the air conditioning system, the cooling requirements of the battery B, and the cooling requirements of the drive unit E.

[0027] The indoor condenser 22 is connected to the refrigerant discharge port (not shown) of the compressor 21 via refrigerant piping 28, and is a heat exchanger into which the high-temperature, high-pressure refrigerant compressed by the compressor 21 flows. The indoor condenser 22 is installed inside the vehicle cabin and is a device for heating the vehicle cabin. The vehicle cabin is the space in which the occupants are seated.

[0028] The outdoor condenser 23 is connected to the refrigerant outlet (not shown) of the indoor condenser 22 via refrigerant piping 28 and is a heat exchanger into which the refrigerant that has flowed through the indoor condenser 22, i.e., the refrigerant compressed by the compressor 21, flows. The outdoor condenser 23 is located outside the vehicle. Outside the vehicle is a space outside the space where the occupants are seated, where heat exchange with the outside air is possible. Examples of areas outside the vehicle include the motor room (not shown) where the front motor MA and rear motor MB are housed, and the front of the vehicle (for example, inside the front grille).

[0029] The electric vehicle 1 of this embodiment is equipped with a grill shutter GS. The grill shutter GS is a device for opening and closing the opening of the front grill (not shown), and has a grill shutter actuator GS1 as shown in Figure 1. The grill shutter actuator GS1 is connected to a control unit 600, which controls the operation of the grill shutter GS from an open state to a closed state and from a closed state to an open state. When the outdoor condenser 23 is located inside the front grill, closing the grill shutter GS reduces the amount of outside air flowing into the outdoor condenser 23, and opening the grill shutter GS increases the amount of outside air flowing into the outdoor condenser 23.

[0030] The cooling evaporator 26 is installed inside the vehicle cabin and is a device for cooling the cabin or dehumidifying the air supplied to the cabin. The refrigerant outlet (not shown) of the outdoor condenser 23 and the refrigerant inlet (not shown) of the cooling evaporator 26 are connected by refrigerant piping 28. Between the outdoor condenser 23 and the cooling evaporator 26 in the refrigerant piping 28, there is a cooling expansion valve 25 that expands the refrigerant flowing out from the outdoor condenser 23. The refrigerant expanded by the cooling expansion valve 25 flows into the cooling evaporator 26. The cooling expansion valve 25 is connected to a control unit 600, and the opening degree can be changed by the control unit 600.

[0031] The refrigerant piping 28 includes chiller piping 28a extending to the chiller 30. The chiller 30 is a heat exchanger connected between the chiller expansion valve 24 and the compressor 21, and is configured to exchange heat with a heat transfer medium, which will be described later. The chiller 30 is located away from the outdoor condenser 23 and the radiator 301.

[0032] Chiller piping 28a branches off from the refrigerant piping 28 upstream of the cooling expansion valve 25, and refrigerant flowing out from the outdoor condenser 23 flows into chiller piping 28a. Chiller piping 28a is equipped with a chiller expansion valve 24 that expands the refrigerant flowing out from the outdoor condenser 23. The refrigerant inlet (not shown) of chiller 30 is connected downstream of the chiller expansion valve 24 in chiller piping 28a. Therefore, refrigerant expanded by the chiller expansion valve 24 flows into chiller 30.

[0033] The downstream side of the chiller piping 28a is connected to the refrigerant inlet (not shown) of the accumulator 27. The refrigerant outlet of the cooling evaporator 26 is also connected to the refrigerant inlet of the accumulator 27. The accumulator 27 performs gas-liquid separation of the refrigerant that flows in through the chiller 30 and / or the cooling evaporator 26. The liquid refrigerant outlet (not shown) of the accumulator 27 is connected to the refrigerant suction port (not shown) of the compressor 21.

[0034] The refrigerant circuit 20 is provided with a check valve 20a between the outdoor condenser 23 and the chiller expansion valve 24 and the cooling expansion valve 25. This check valve 20a prevents the backflow of refrigerant from the chiller expansion valve 24 and cooling expansion valve 25 to the outdoor condenser 23.

[0035] The refrigerant circuit 20 is provided with a check valve 20b between the cooling evaporator 26 and the chiller 30 and accumulator 27. This check valve 20b prevents the backflow of refrigerant from the chiller 30 and accumulator 27 to the cooling evaporator 26.

[0036] The refrigerant circuit 20 includes an indoor two-way valve 20c and an outdoor two-way valve 20d. The indoor two-way valve 20c and the outdoor two-way valve 20d are composed of, for example, solenoid valves and are connected to a control unit 600, so that their opening and closing operations are controlled by the control unit 600. The indoor two-way valve 20c is installed between the indoor condenser 22 and the cooling evaporator 26. When opened by the control unit 600, the refrigerant flowing out of the indoor condenser 22 flows into the chiller expansion valve 24 and the cooling expansion valve 25. When closed by the control unit 600, the refrigerant flowing out of the indoor condenser 22 does not flow into the chiller expansion valve 24 and the cooling expansion valve 25. In other words, the indoor two-way valve 20c controls the flow of refrigerant to the cooling evaporator 26 and the chiller 30.

[0037] The outdoor two-way valve 20d is installed between the indoor condenser 22 and the outdoor condenser 23. When opened by the control unit 600, refrigerant flowing out of the indoor condenser 22 flows into the outdoor condenser 23. Conversely, when closed by the control unit 600, refrigerant flowing out of the indoor condenser 22 is prevented from flowing into the outdoor condenser 23. In other words, the outdoor two-way valve 20d controls the flow of refrigerant to the outdoor condenser 23.

[0038] The refrigerant circuit 20 includes a high-pressure side refrigerant pressure sensor 20A, a high-pressure side refrigerant temperature sensor 20B, a cooling side refrigerant temperature sensor 20C, and a chiller side refrigerant temperature sensor 20D. The high-pressure side refrigerant pressure sensor 20A is located downstream of the indoor condenser 22 and the outdoor condenser 23, and upstream of the chiller expansion valve 24 and the cooling expansion valve 25, and acquires the pressure of the refrigerant flowing through that location. The refrigerant pressure acquired by the high-pressure side refrigerant pressure sensor 20A is output to the control unit 600.

[0039] The high-pressure refrigerant temperature sensor 20B is located downstream of the indoor condenser 22 and the outdoor condenser 23, and upstream of the chiller expansion valve 24 and the cooling expansion valve 25, and acquires the temperature of the refrigerant flowing through that location. The refrigerant temperature acquired by the high-pressure refrigerant temperature sensor 20B is output to the control unit 600.

[0040] The cooling-side refrigerant temperature sensor 20C is installed between the cooling evaporator 26 and the check valve 20b, and acquires the temperature of the refrigerant flowing through that point. In other words, the cooling-side refrigerant temperature sensor 20C acquires the temperature of the refrigerant after it has flowed out of the cooling evaporator 26. The refrigerant temperature acquired by the cooling-side refrigerant temperature sensor 20C is output to the control unit 600.

[0041] The chiller-side refrigerant temperature sensor 20D is installed between the chiller 30 and the accumulator 27, and acquires the temperature of the refrigerant flowing through that point. In other words, the chiller-side refrigerant temperature sensor 20D acquires the temperature of the refrigerant after it has flowed out of the chiller 30. The refrigerant temperature acquired by the chiller-side refrigerant temperature sensor 20D is output to the control unit 600.

[0042] The indoor condenser 22 and the cooling evaporator 26 constitute part of the vehicle air conditioning system 40. The vehicle air conditioning system 40 also includes an indoor electric heater 41 and a blower motor 42 (shown in Figure 1). The blower motor 42 is a device for blowing outside air and / or inside air to the indoor condenser 22, the cooling evaporator 26, and the indoor electric heater 41. The indoor electric heater 41 and the blower motor 42 are connected to and controlled by a control unit 600.

[0043] The vehicle air conditioning system 40 is equipped with an air mix actuator 43 (shown in Figure 1) that operates an air mix damper (not shown). The air mix actuator 43 is connected to a control unit 600 and controlled by the control unit 600. By operating the air mix damper, the air mix actuator 43 makes it possible to adjust the temperature of the air conditioning supplied to the vehicle cabin.

[0044] In other words, in the vehicle air conditioning system 40, the entire amount of air blown by the blower motor 42 is sent to the cooling evaporator 26. Basically, during cooling operation, the air mix actuator 43 operates the air mix damper so that the entire amount of air that has passed through the cooling evaporator 26 is supplied to the vehicle interior without passing through the interior condenser 22 and the interior electric heater 41.

[0045] On the other hand, during heating operation, the air mix actuator 43 operates the air mix damper so that a portion or all of the air that has passed through the cooling evaporator 26 is supplied to the indoor condenser 22 and indoor electric heater 41, heated, and then supplied to the passenger compartment.

[0046] The control unit 600 determines how much air from the air that has passed through the cooling evaporator 26 should be supplied to the interior condenser 22 and interior electric heater 41, according to the target temperature inside the vehicle cabin, and controls the air mix actuator 43 so that that amount of air is supplied to the interior condenser 22 and interior electric heater 41. The interior electric heater 41 has a heating element that generates heat when power is supplied, such as a PTC element. The interior electric heater 41 may be provided as needed.

[0047] (Configuration of the first circuit) The first circuit 100 is a circuit for regulating the temperature of battery B, and can also be called a temperature regulation circuit for battery B. The first circuit 100 includes a coolant heater 101 and a first coolant pipe 102.

[0048] The coolant heater 101 is an electric heater controlled by the control unit 600, and has a heating element that generates heat when power is supplied, such as a PTC element. When the temperature of battery B is too low to be suitable for charging and discharging, the control unit 600 activates the coolant heater 101 to heat the coolant. When the temperature of battery B is within the temperature range suitable for charging and discharging, or when the temperature of battery B exceeds the temperature range suitable for charging and discharging, the control unit 600 stops the coolant heater 101.

[0049] The first coolant pipe 102 is a pipe for circulating coolant fluid within the first circuit 100 via an eight-way valve 500. The upstream and downstream ends of the first coolant pipe 102 are connected to the connection ports of the eight-way valve 500. A coolant heater 101 is provided upstream of the first coolant pipe 102. A battery B is provided downstream of the coolant heater 101 in the first coolant pipe 102.

[0050] A heat exchanger (not shown) is provided in a portion of the first coolant piping 102, and this heat exchanger is positioned to be in contact with the outer surface of the battery B. Heat exchange takes place between the coolant liquid circulating inside the heat exchanger and the battery B. When the temperature of the battery B is higher than the temperature of the coolant liquid, the battery B is cooled, and conversely, when the temperature of the battery B is lower than the temperature of the coolant liquid, the battery B is heated.

[0051] The first circuit 100 is equipped with a heater temperature sensor 101a and a battery temperature sensor 100a. The heater temperature sensor 101a is a sensor for acquiring the temperature of the coolant heater 101. The heater temperature acquired by the heater temperature sensor 101a is output to the control unit 600.

[0052] The battery temperature sensor 100a is a sensor for obtaining the temperature of battery B. The battery temperature sensor 100a may obtain the temperature of battery B by, for example, obtaining the temperature of the cell surface or the vicinity of the cells of battery B, or by obtaining the temperature of the coolant fluid in the vicinity of battery B. The position and location of the battery temperature sensor 100a are not particularly limited. The information regarding the temperature of battery B obtained by the battery temperature sensor 100a is output to the control unit 600.

[0053] (2nd circuit) The second circuit 200 is a circuit for controlling the temperature of the drive unit E, and can also be called, for example, a temperature control circuit for the drive unit E. The second circuit 200 includes a first coolant pump 201, a separation tank 202, and a second coolant pipe 203.

[0054] The second coolant pipe 203 is a pipe for circulating coolant liquid within the second circuit 200 via an eight-way valve 500. The upstream and downstream ends of the second coolant pipe 203 are connected to the connection ports of the eight-way valve 500. The first coolant pump 201 is located upstream of the second coolant pipe 203 and sends the coolant liquid in the second coolant pipe 203 downstream, creating a circulating flow. A drive unit E is located downstream of the first coolant pump 201 in the second coolant pipe 203. The drive unit E is a cooling target device that is cooled by the coolant liquid flowing through the second circuit 200.

[0055] The order in which coolant is supplied to the front motor MA, rear motor MB, front inverter IA, rear inverter IB, charge controller C, and power supply D included in the drive unit E is not particularly limited, but in this embodiment, the second coolant piping 203 is configured so that the coolant is supplied in the following order. That is, the front inverter IA, charge controller C, power supply D, rear inverter IB, rear motor MB, and front motor MA are connected in series in the second coolant piping 203 in the order from the upstream side to the downstream side in the direction of coolant flow. For example, the front motor MA and rear motor MB may be water-cooled, which are cooled directly with coolant, or they may be oil-cooled, which are cooled by circulating oil. In the case of oil cooling, the oil temperature can be lowered by exchanging heat between the oil and the coolant.

[0056] The front inverter IA, charge controller C, power supply D, rear inverter IB, etc., may also be oil-cooled or water-cooled. In the case of water cooling, the front inverter IA, charge controller C, power supply D, rear inverter IB, etc., can be cooled using a heat exchange structure (not shown) provided in a part of the second coolant piping 203. That is, although the structure is not particularly limited, the front inverter IA, charge controller C, power supply D, and rear inverter IB can be cooled by heat exchange between the coolant liquid flowing through the heat exchange structure of the second coolant piping 203 and the front inverter IA, charge controller C, power supply D, and rear inverter IB.

[0057] The separation tank 202 is located downstream of the drive unit E in the second coolant piping 203. After passing through the drive unit E, the coolant flows into the separation tank 202 and then to the 8-way valve 500. Although not shown in the figure, the separation tank 202 is connected to a reserve tank where the coolant is stored.

[0058] The second circuit 200 is equipped with a coolant temperature sensor 200a. The coolant temperature sensor 200a is a sensor for obtaining the temperature of the coolant liquid in the second coolant piping 203. The coolant temperature sensor 200a is located between the first coolant pump 201 and the drive unit E.

[0059] A drive unit temperature sensor may be configured using the coolant temperature sensor 200a to acquire the temperature of the drive unit E. For example, by having the coolant temperature sensor 200a acquire the temperature of the coolant fluid flowing through the second circuit 200, the inlet temperature of the drive unit E, i.e., the temperature of the drive unit E, can be acquired. In addition, the thermal management system S may have a drive unit temperature sensor that acquires the temperature of the drive unit E separately from the coolant temperature sensor 200a. For example, a temperature sensor that acquires the temperature of relatively heat-sensitive equipment such as the front inverter IA and the rear inverter IB can be provided and used as the drive unit temperature sensor. Thus, the location and position of the drive unit temperature sensor are not particularly limited. The following describes the case where the coolant temperature sensor 200a is used as the drive unit temperature sensor. The information regarding the temperature of the drive unit E acquired by the coolant temperature sensor 200a is output to the control unit 600.

[0060] (3rd circuit) The third circuit 300 includes a radiator 301 for dissipating the heat of the coolant to the outside air, as well as a third coolant pipe 302 and an electric fan 303. The radiator 301, like the outdoor condenser 23, is located outside the vehicle. In this embodiment, the outdoor condenser 23 is located inside the front grille to ensure sufficient ventilation, and the radiator 301 is positioned behind the outdoor condenser 23 (downstream in the direction of outside airflow) located inside the front grille. The outdoor condenser 23 and the radiator 301 may be modularized in a stacked state in the direction of outside airflow, or the outdoor condenser 23 and the radiator 301 may be mounted separately on the vehicle body. In any case, the positional relationship between the outdoor condenser 23 and the radiator 301 is set so that outside air that has passed through the outdoor condenser 23 is introduced into the radiator 301.

[0061] The third coolant pipe 302 is a pipe for circulating coolant fluid within the third circuit 300 via the eight-way valve 500. The upstream and downstream ends of the third coolant pipe 302 are connected to the connection ports of the eight-way valve 500.

[0062] The electric fan 303 is a device for supplying outside air to the radiator 301 and is installed, for example, inside the front grille. When the electric fan 303 is activated, the control unit 600 controls the grille shutter actuator GS1 to open the grille shutter GS.

[0063] The direction of the outside airflow formed by the electric fan 303 is from the front to the rear of the vehicle. This direction of outside airflow is the same as the direction of outside airflow when the electric vehicle 1 is in motion. Since the outdoor condenser 23 is located in front of the radiator 301, the outside air flows through the outdoor condenser 23 via the flow formed by the electric fan 303 before flowing into the radiator 301. The same outside airflow occurs when the electric vehicle 1 is in motion. The electric fan 303 is connected to the control unit 600, and the control unit 600 switches it ON and OFF and controls its rotation speed when ON according to the heat dissipation requirement. The electric fan 303 operates not only to send outside air to the radiator 301, but also when the refrigerant circuit 20 is operating, sending outside air to the outdoor condenser 23. Therefore, it can be said that the electric fan 303 also constitutes a part of the refrigerant circuit 20.

[0064] (4th circuit) The fourth circuit 400 is a circuit for cooling the coolant liquid with the chiller 30, and can also be called a coolant liquid cooling circuit. The fourth circuit 400 comprises a second coolant pump 401 and a fourth coolant pipe 402. The fourth coolant pipe 402 is a pipe for circulating the coolant liquid within the fourth circuit 400 via an eight-way valve 500. The upstream and downstream ends of the fourth coolant pipe 402 are connected to the connection ports of the eight-way valve 500.

[0065] The second coolant pump 401 is located in the fourth coolant piping 402 and sends the coolant liquid in the fourth coolant piping 402 downstream, creating a circulating flow. A chiller 30 is located upstream of the second coolant pump 401 in the fourth coolant piping 402.

[0066] The chiller 30 is provided with a refrigerant flow path through which the refrigerant supplied by the chiller piping 28a of the refrigerant circuit 20 flows, and a coolant flow path through which the coolant supplied by the fourth coolant piping 402 flows. The refrigerant flowing through the refrigerant flow path and the coolant flowing through the coolant flow path are capable of heat exchange, and when the temperature of the coolant is higher than the temperature of the refrigerant, the coolant can be cooled.

[0067] The fourth circuit 400 is equipped with a chiller temperature sensor 400a. The chiller temperature sensor 400a is a sensor for obtaining the temperature of the coolant liquid after it has been cooled by the chiller 30. The temperature of the coolant liquid obtained by the chiller temperature sensor 400a is output to the control unit 600. The fourth coolant pipe 402 of the fourth circuit 400 is connected to a reserve tank (not shown).

[0068] (Control unit) The control unit 600 includes, for example, a microcomputer containing a central processing unit, ROM (Read Only Memory), RAM (Random Access Memory), various signal processing units, input / output interfaces, etc. A program is stored in the memory unit (not shown) of the control unit 600, and the central processing unit performs various processes and controls as described below in accordance with the program.

[0069] The control unit 600 includes a part for controlling the vehicle air conditioning system 40, a part for controlling the first circuit 100, the second circuit 200, the third circuit 300, and the fourth circuit 400, and a part for controlling the 8-way valve 500. These can be configured as a combination of hardware and software, or as hardware only.

[0070] The part for controlling the vehicle air conditioning system 40, the part for controlling the first circuit 100, the second circuit 200, the third circuit 300, the fourth circuit 400, and the part for controlling the 8-way valve 500 may be physically separate. Alternatively, the part for controlling the vehicle air conditioning system 40, the part for controlling the first circuit 100, the second circuit 200, the third circuit 300, the fourth circuit 400, and the part for controlling the 8-way valve 500 may be integrated. Furthermore, the control unit 600 may include a part for controlling the vehicle's drive system E. Thus, the configuration of the control unit 600 is not particularly limited, and it may be configured to integrate and control in-vehicle equipment and devices. For example, it can be configured to acquire vehicle speed information, thereby enabling control based on vehicle speed.

[0071] The control unit 600 is connected to an outside air temperature sensor 601 that acquires the outside air temperature, and the outside air temperature acquired by the outside air temperature sensor 601 (acquired outside air temperature) is input to the control unit 600. The outside air temperature sensor 601 is a component of the thermal management system S. The location of the outside air temperature sensor 601 is not particularly limited, but for example, it can be located on the upstream side in the direction of outside air flow in the front grille. In addition, although not shown in the figures, an interior air temperature sensor that acquires the temperature inside the vehicle, an operation panel for adjusting the set temperature of the air conditioning, etc., are also connected to the control unit 600.

[0072] Furthermore, the 8-way valve 500 is a device for connecting or disconnecting two or more of the first circuit 100, second circuit 200, third circuit 300, and fourth circuit 400, and is controlled by the control unit 600 as described below. Note that the connection and disconnection of the first circuit 100, second circuit 200, third circuit 300, and fourth circuit 400 shown below is just one example, and other connections and disconnections can also be performed.

[0073] (Specific control by the control unit) The control unit 600 controls the refrigerant circuit 20 and the vehicle air conditioning system 40 when air conditioning the vehicle interior. In heating operation, the control unit 600 operates the compressor 21 of the refrigerant circuit 20 to supply high-temperature, high-pressure refrigerant to the interior condenser 22, causing it to condense and thus turning the interior condenser 22 into an air heater. The control unit 600 operates the interior electric heater 41 as needed, as well as the blower motor 42 of the vehicle air conditioning system 40, and further controls the air mix actuator 43 to operate the air mix damper so that air-conditioned air at the target temperature is obtained. The obtained air-conditioned air is supplied to various parts of the vehicle interior. In Figure 3, the areas where the refrigerant is flowing are shown as solid black areas.

[0074] Although not shown in the diagram, during cooling operation to cool the vehicle interior, the control unit 600 operates the compressor 21 of the refrigerant circuit 20 to supply high-temperature, high-pressure refrigerant to the indoor condenser 22 and outdoor condenser 23 for condensation. Then, the two-layer gas-liquid refrigerant, expanded by the cooling expansion valve 25, is supplied to the cooling evaporator 26 for evaporation, thereby turning the cooling evaporator 26 into an air cooler. The control unit 600 operates the blower motor 42 of the vehicle air conditioning system 40 and further controls the air mix actuator 43 to operate the air mix damper so that conditioned air at the target temperature is obtained. If cooling of the vehicle interior is not required, the blower motor 42 can be stopped. This virtually eliminates heat absorption by the cooling evaporator 26.

[0075] The control unit 600 operates the 8-way valve 500 to form the first to fourth coolant fluid circuits, as shown in Figures 4 to 7, respectively. Figure 4 shows the first coolant fluid circuit, Figure 5 shows the second coolant fluid circuit, Figure 6 shows the third coolant fluid circuit, and Figure 7 shows the fourth coolant fluid circuit. In each figure, the areas through which the coolant fluid flows are indicated by hatched lines.

[0076] As shown in Figure 4, the control unit 600 controls the 8-way valve 500 to connect the first coolant pipe 102 of the first circuit 100 and the fourth coolant pipe 402 of the fourth circuit 400 to form the first coolant fluid circuit, and also connects the second coolant pipe 203 of the second circuit 200 and the third coolant pipe 302 of the third circuit 300, and further disconnects the first circuit 100 and the fourth circuit 400 from the second circuit 200 and the third circuit 300. The circuit formed by the first circuit 100 and the fourth circuit 400 is referred to as the first coolant fluid circuit (first heat transfer medium circuit).

[0077] The control unit 600 then activates the second coolant pump 401. When the second coolant pump 401 is activated, the coolant liquid flows from the second coolant pump 401 through the 8-way valve 500, the first coolant pipe 102, the coolant heater 101, the battery B, the 8-way valve 500, the fourth coolant pipe 402, and the chiller 30, and is then drawn into the second coolant pump 401. In this way, the coolant liquid is circulated through the first circuit 100 and the fourth circuit 400.

[0078] When the coolant heater 101 is activated in the first coolant fluid circuit, the coolant fluid flowing through the first coolant pipe 102 of the first circuit 100 is heated. Since the heated coolant fluid is supplied to the battery B, the battery B can be heated. Because the coolant heater 101 can heat the coolant fluid quickly, the battery B is heated rapidly.

[0079] Furthermore, the control unit 600 operates the first coolant pump 201. When the first coolant pump 201 is operated, the coolant liquid flows from the first coolant pump 201 to the drive unit E, separation tank 202, 8-way valve 500, third coolant pipe 302, radiator 301, 8-way valve 500, second coolant pipe 203, and then to the first coolant pump 201, due to the connection between the second coolant pipe 203 of the second circuit 200 and the third coolant pipe 302 of the third circuit 300. The first coolant pump 201 may be operated as needed and may be stopped depending on the situation.

[0080] As shown in Figure 5, the control unit 600 controls the 8-way valve 500 to connect the first coolant pipe 102 of the first circuit 100, the second coolant pipe 403 of the second circuit 200, and the third coolant pipe 302 of the third circuit 300 to form a second coolant fluid circuit, and further disconnects the fourth circuit 400 from the first circuit 100, the second circuit 200, and the third circuit 300. The circuit formed by the first circuit 100, the second circuit 200, and the third circuit 300 is referred to as the second coolant fluid circuit (second heat transfer medium circuit).

[0081] The control unit 600 forms a second coolant fluid circuit and operates the first coolant pump 201. When the first coolant pump 201 is operated, coolant fluid flows to the drive unit E, separation tank 202, 8-way valve 500, coolant heater 101, battery B, 8-way valve 500, radiator 301, 8-way valve 500, and the first coolant pump 201. As a result, if waste heat is released from the drive unit E, the coolant fluid flowing through the second coolant pipe 403 of the second circuit 200 absorbs the waste heat from the drive unit E, and the coolant fluid that has absorbed the waste heat from the drive unit E flows through the first coolant pipe 102 of the first circuit 100 and heats the battery B. In this way, the waste heat from the drive unit E can be stored in the battery B. The second coolant fluid circuit can also be called a heat storage circuit for the battery B.

[0082] As shown in Figure 6, when the control unit 600 forms the third coolant fluid circuit, the control unit 600 controls the 8-way valve 500 to connect the first coolant pipe 102 of the first circuit 100, the second coolant pipe 203 of the second circuit 200, the third coolant pipe 302 of the third circuit 300, and the fourth coolant pipe 402 of the fourth circuit 400. The circuit formed by the first circuit 100, the second circuit 200, the third circuit 300, and the fourth circuit 400 is referred to as the third coolant fluid circuit (third heat transfer medium circuit).

[0083] The control unit 600 then operates the first coolant pump 201 and / or the second coolant pump 401. When the first coolant pump 201 and / or the second coolant pump 401 are operated, the coolant flows in the following order from the radiator 301: 8-way valve 500, first coolant pump 201, drive unit E, separation tank 202, 8-way valve 500, coolant heater 101, battery B, 8-way valve 500, chiller 30, second coolant pump 401, 8-way valve 500, and finally back to the radiator 301. In the second coolant fluid circuit, the waste heat from the drive unit E and the waste heat from the battery B are absorbed by the coolant in the coolant circuit 20 via the chiller 30 and can be effectively used as a heat source for heating. In the third coolant fluid circuit, only one of the first coolant pump 201 or the second coolant pump 401 may be operated; however, from the viewpoint of increasing the amount of heat exchanged in each component, it may be preferable to operate both the first coolant pump 201 and the second coolant pump 401.

[0084] As shown in Figure 7, when it is desired to keep battery B warm, the control unit 600 forms a fourth coolant fluid circuit. When forming the fourth coolant fluid circuit, the control unit 600 controls the 8-way valve 500 to connect the second coolant pipe 203 of the second circuit 200 and the third coolant pipe 302 of the third circuit 300. The circuit formed by the second circuit 200 and the third circuit 300 is called the fourth coolant fluid circuit (fourth heat transfer medium circuit). The first circuit 100 and the fourth circuit 400 are disconnected from the second circuit 200 and the third circuit 300.

[0085] A specific example of control by the control unit 600 will be explained based on the flowchart shown in Figure 8. The flowchart shown in Figure 8 starts, for example, when charging of the battery B of the electric vehicle 1 begins with a standard charger. Therefore, the flowchart shown in Figure 8 shows the control performed during charging. Alternatively, the flowchart shown in Figure 8 may start a predetermined time before charging of battery B with the standard charger begins. The control unit 600 can also acquire, for example, the scheduled start time for charging with the standard charger, and start the flowchart shown in Figure 8 when the acquired scheduled start time arrives.

[0086] In step SA1 after the start, the control unit 600 determines whether the temperature of battery B (hereinafter simply referred to as the temperature of battery B) obtained by the battery temperature sensor 100a is 5°C or lower (first temperature). The first temperature, which is the determination threshold, is not limited to 5°C, but can be any temperature at which battery B installed in the electric vehicle 1 cannot be charged or the charging efficiency of battery B is extremely low. The first temperature can be set according to the shape of battery B, etc. For example, in the case of a pouch-type lithium-ion battery, charging may be possible even at temperatures below 5°C, so it can be set to a temperature lower than 5°C. On the other hand, in the case of a cylindrical lithium-ion battery, charging becomes impossible at temperatures below 5°C, so it may be preferable to set it to 5°C.

[0087] If step SA1 is determined to be YES and the current temperature of battery B is unsuitable for charging, the process proceeds to step SA2. In step SA2, the control unit 600 forms the first coolant fluid circuit shown in Figure 4. In the subsequent step SA3, the control unit 600 activates the coolant heater 101 of the first circuit 100. Steps SA2 and SA3 may be performed simultaneously, or step SA3 may be performed earlier than step SA2.

[0088] When the coolant heater 101 is activated, the coolant in the first coolant pipe 102 of the first circuit 100 is heated. When the second coolant pump 401 of the fourth circuit 400 is activated, the coolant heated by the coolant heater 101 is supplied to the battery B, and the battery B is heated. In this way, by heating the coolant in the first circuit 100 with the coolant heater 101, the temperature of the battery B can be raised quickly. Steps SA2 and SA3 are examples of the first heating control.

[0089] After step SA3, the process returns to step SA1 to check the temperature of battery B. If the current temperature of battery B is unsuitable for charging, the process proceeds to steps SA2 and SA3 to continue heating battery B with the coolant heater 101. On the other hand, once the current temperature of battery B rises to a temperature suitable for charging, the process is determined to be NO in step SA1 and proceeds to step SA4.

[0090] In step SA4, the control unit 600 forms the second coolant fluid circuit shown in Figure 5 and circulates the coolant fluid within the first circuit 100, the second circuit 200, and the third circuit 300. This is an example of the second heating control. That is, as the temperature of the battery B rises after steps SA2 and SA3, the control unit 600 executes the second heating control, and the coolant fluid that has absorbed the waste heat released from the drive unit E is supplied to the battery B, thereby heating the battery B. As a result, the waste heat from the drive unit E can be stored in the battery B, making effective use of the waste heat from the drive unit E.

[0091] Subsequently, the process proceeds to step SA5, where the control unit 600 determines whether the current temperature of battery B is 25°C or lower. The "25°C" in step SA5 is the threshold value for that step, and is an example of a second temperature that is higher than the first temperature, which is the threshold value for that step SA1. The second temperature is not limited to 25°C; it can be any temperature higher than the first temperature.

[0092] If step SA5 is determined to be YES and the current temperature of battery B is 25°C or lower, the process proceeds to step SA6. In step SA6, the control unit 600 determines whether the inverter inlet water temperature is 65°C or higher. The "65°C" in step SA6 is the determination threshold for that step SA6 and is not limited to 65°C. For example, if the determination threshold in step SA6 is set to the fourth temperature, any temperature higher than the third temperature (the determination threshold in step SA9), which will be described later, can be set as the fourth temperature.

[0093] If step SA6 is determined to be YES and the inverter inlet water temperature is 65°C or higher, the process proceeds to step SA7. In step SA7, the control unit 600 controls the grill shutter actuator GS1 to open the grill shutter GS and activate the electric fan 303. In this way, the control unit 600 determines whether the temperature of the drive unit E is above the fourth temperature, and if the temperature of the drive unit E is above the fourth temperature, it activates the electric fan 303 to send outside air to the radiator 301, thereby suppressing overheating of the drive unit E. This helps to avoid damage to the front inverter IA and rear inverter IB, which are particularly sensitive to heat.

[0094] In step SA8, the control unit 600 determines whether or not charging of battery B is complete. If it is determined in step SA8 that charging is complete, this flow ends. On the other hand, if it is determined in step SA8 that charging is not complete, the process returns to step SA5. If the result in step SA5 is NO and the current temperature of battery B is higher than 25°C, the process proceeds to step SA9. In step SA9, the control unit 600 determines whether or not the current temperature of battery B is 45°C or higher. The "45°C" in step SA9 is the threshold value for that step, and is an example of a third temperature that is higher than the second temperature, which is the threshold value for that step. The third temperature is not limited to 45°C, but can be any temperature higher than the second temperature.

[0095] If step SA9 is determined to be YES and the current temperature of battery B is 45°C or higher, the process proceeds to step SA10. In step SA10, the control unit 600 forms the third coolant fluid circuit shown in Figure 6 and circulates the coolant fluid through the first circuit 100, the second circuit 200, the third circuit 300, and the fourth circuit 400. In this way, in step SA5, the control unit 600 determines whether the temperature of battery B is below the second temperature, and if it is determined that the temperature of battery B is higher than the second temperature, it connects the first circuit 100, the second circuit 200, the third circuit 300, and the fourth circuit 400. Then, in step SA9, if it is determined that the current temperature of battery B is 45°C or higher and battery B is at a temperature that requires cooling, the heat from the coolant fluid is released to the outside air by the radiator 301 and the refrigerant absorbs heat via the chiller 30, thereby suppressing overheating of battery B and increasing charging efficiency. After step SA10, proceed to step SA6 to determine the inverter inlet water temperature.

[0096] If step SA9 is determined to be NO and the current temperature of battery B is below 45°C, the process proceeds to step SA11. In step SA11, the control unit 600 forms the fourth coolant fluid circuit shown in Figure 7. That is, in step SA9, the control unit 600 determines whether the temperature of battery B is above the third temperature (45°C), and if it is determined that the temperature of battery B is higher than the second temperature and below the third temperature, it connects the second circuit 200 and the third circuit 300 and circulates the coolant fluid within the second circuit 200 and the third circuit 300. In this fourth coolant fluid circuit, the first circuit 100, which adjusts the temperature of battery B, is disconnected from the second circuit 200 and the third circuit 300, so that battery B is kept at an appropriate temperature. Meanwhile, the heat generated by the drive unit E is dissipated to the outside air by the radiator 301.

[0097] The embodiments described above are merely illustrative in all respects and should not be interpreted restrictively. Furthermore, any modifications or changes that fall within the equivalent scope of the claims are all within the scope of the present invention. [Industrial applicability]

[0098] As explained above, the vehicle thermal management system described herein can be used, for example, in electric vehicles. [Explanation of Symbols]

[0099] 1 Electric vehicle 20 Refrigerant Circuit 21 Compressor 22 Indoor capacitors 23 Outdoor condenser 24 Chiller expansion valve 25 Cooling Expansion Valve 26. Evaporator for air conditioning 30 Chiller 100 1st circuit 100A Battery Temperature Sensor 101 Coolant heater (electric heater) 200 2nd circuit 300 3rd circuit 301 Radiator 400 4th circuit 600 control unit 601 Outdoor temperature sensor B Battery C Charge Controller E Drive Unit S Thermal Management System

Claims

1. A vehicle thermal management system installed in a vehicle that runs by supplying power from a battery to a drive unit, A first circuit is configured to allow the flow of a heat transfer medium and has an electric heater that heats the heat transfer medium, and adjusts the temperature of the battery using the flowing heat transfer medium. A second circuit is configured to allow the flow of the heat transfer medium and to adjust the temperature of the drive device using the flowing heat transfer medium, A battery temperature sensor that acquires the temperature of the aforementioned battery, A vehicle thermal management system comprising: a control unit that determines whether the temperature of the battery obtained by the battery temperature sensor is below a first temperature, and if it is determined that the temperature of the battery obtained by the battery temperature sensor is below the first temperature, performs a first heating control to heat the heat transfer medium of the first circuit with the electric heater, and if the temperature of the battery obtained by the battery temperature sensor becomes higher than the first temperature, connects the first circuit and the second circuit and performs a second heating control to heat the heat transfer medium with the waste heat of the drive unit.

2. In the vehicle thermal management system according to claim 1, A refrigerant circuit having a compressor for compressing the refrigerant, an outdoor condenser into which the refrigerant compressed by the compressor flows, and a chiller expansion valve for expanding the refrigerant that has flowed out of the outdoor condenser, A chiller connected between the chiller expansion valve and the compressor of the refrigerant circuit, A third circuit having a radiator configured to allow the circulation of the heat transfer medium and to exchange heat between the circulating heat transfer medium and the outside air, The system further comprises a fourth circuit configured to allow the flow of the heat transfer medium and connected to the chiller, The control unit determines whether the battery temperature obtained by the battery temperature sensor is less than or equal to a second temperature higher than the first temperature, and connects the first circuit, the second circuit, the third circuit, and the fourth circuit if it is determined that the battery temperature obtained by the battery temperature sensor is higher than the second temperature.

3. In the vehicle thermal management system according to claim 2, The control unit determines whether the battery temperature obtained by the battery temperature sensor is higher than or equal to a third temperature, which is higher than the second temperature, and connects the second circuit and the third circuit if it is determined that the battery temperature obtained by the battery temperature sensor is higher than the second temperature and lower than the third temperature.

4. In the vehicle thermal management system according to claim 1, The drive device includes a charge controller to which an alternating current for charging the battery is input from an external source. The control unit is a vehicle thermal management system that performs the first heating control and the second heating control while the battery is being charged.

5. In the vehicle thermal management system according to claim 2, The control unit is a vehicle thermal management system that connects the first circuit and the fourth circuit during the first heating control.

6. In the vehicle thermal management system according to claim 2, The control unit is a vehicle thermal management system that connects the first circuit, the second circuit, and the third circuit during the second heating control.

7. In the vehicle thermal management system according to claim 6, The drive device temperature sensor further provides the temperature of the drive device, The control unit determines whether the temperature of the drive unit, as obtained by the drive unit temperature sensor, is higher than the third temperature (a fourth temperature or higher), and if the temperature of the drive unit, as obtained by the drive unit temperature sensor, is higher than the fourth temperature, it activates an electric fan that sends outside air to the radiator, thereby providing a vehicle thermal management system.

Images