Thermal Management System

Abstract

To enable heat generated from a driving device of an electrical instrument to be effectively utilized, while preventing heat generated from a power storage device from being radiated.SOLUTION: A thermal management system is provided with: flow paths 170b, 130b, 130a and 170a, a battery 173, a transaxle 133, an LT-radiator 122, a chiller 160 and five-way valves 180 and 190. A heat medium can flow through each of the flow paths. The five-way valves 180 and 190 are configured to be able to switch a state of connection among the flow paths 170b, 130b, 130a and 170a. A circuit, in which the flow path 170b is separated from the flow paths 130b, 130a and 170a to become independent, the flow path 130b is connected to the flow paths 130a and 170a and the flow path 130a is connected to the flow path 170a, is formed in a reference communication pattern. The five-way valves 180 and 190 form the reference communication pattern.SELECTED DRAWING: Figure 4

Description

[Technical Field]

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

[0002] Japanese Patent Laid-Open Publication No. 2010-272395 (Patent Document 1) discloses an electric vehicle. The electric vehicle includes an electric storage device (battery), an inverter, and a motor. The electric storage device is connected to the inverter. The motor is connected to the inverter and generates driving power for the electric vehicle. The current in the electric storage device is controlled by switching control of the inverter. As a result, heat is generated from the electric storage device due to power loss in the internal resistance of the electric storage device. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2010-272395 Summary of the Invention [Problem to be solved by the invention]

[0004] A thermal management system installed in an electric device such as an electric vehicle may include multiple flow paths through which a heat medium flows, a power storage device, a drive device (a motor and an inverter), a radiator, a chiller device, and a switching device (e.g., a switching valve). The power storage device, the drive device, the radiator, and the chiller device are each provided in a different flow path. The switching device switches the connection state between the flow paths.

[0005] If the switching device is not switched appropriately, the heat of the power storage device may be absorbed by the heat medium in another flow path. In addition, it is important in an electric vehicle to effectively utilize the heat generated by the drive device.

[0006] The present disclosure has been made to solve the above-mentioned problems, and its purpose is to provide a thermal management system that enables effective use of heat generated from the drive device of electrical equipment while preventing heat from being removed from the storage device. [Means for solving the problem]

[0007] The thermal management system of the present disclosure is mounted on an electrical device. The thermal management system includes a first flow path, a second flow path, a third flow path, and a fourth flow path, a power storage device, a drive device, a radiator, a chiller device, and a switching device. A heat medium can flow through each of the first flow path, the second flow path, the third flow path, and the fourth flow path. The power storage device exchanges heat with the heat medium in the first flow path. The drive device is configured to exchange heat with the heat medium in the second flow path and generate driving force. The radiator is provided in the third flow path. The chiller device is provided in the fourth flow path. The switching device is configured to switch the connection states between the first flow path, the second flow path, the third flow path, and the fourth flow path. A switching circuit is a circuit in which the first flow path is separated and independent from the second flow path, the third flow path, and the fourth flow path, the second flow path is connected to the third flow path and the fourth flow path, and the third flow path is connected to the fourth flow path. The switching device forms the switching circuit.

[0008] With the above configuration, since the first flow path is independent, heat from the power storage device can be prevented from being absorbed by the heat medium in the second, third, and fourth flow paths. Furthermore, heat generated from the drive device can be stored in the heat medium in the second, third, and fourth flow paths. Therefore, heat generated from the drive device of the electric vehicle can be effectively utilized while preventing heat from being absorbed by the power storage device.

[0009] Preferably, the electrical device is an electric vehicle. Preferably, the switching device forms a switching circuit when the temperature of the power storage device rises, which is performed by causing a current to flow through the power storage device.

[0010] With the above configuration, the temperature of the power storage device is increased (self-heating) while the first flow path is separated from the second flow path, the third flow path, and the fourth flow path. This prevents heat generated by the power storage device due to self-heating from being transferred to the second flow path, the third flow path, and the fourth flow path via the heat medium. As a result, it is possible to prevent heat from being removed from the power storage device during temperature increase. Therefore, temperature increase can be performed effectively.

[0011] Preferably, the temperature of the power storage device is increased after startup of a driving system of the electric vehicle. Preferably, the power storage device is configured to be capable of external charging, that is, being charged with charging power supplied from a charging facility external to the electric vehicle. At the start of external charging, the temperature of the power storage device is raised so that the temperature of the power storage device becomes equal to or higher than a predetermined temperature. Note that the start of external charging refers to the timing at which charging power starts to be supplied to the power storage device.

[0012] Preferably, the thermal management system further includes a grille shutter that is configured to be openable and closable and configured to adjust the amount of heat dissipated from the radiator to the outside of the electric vehicle, and the grille shutter is in a closed state when the switching circuit is formed.

[0013] When the grille shutter is closed, the amount of heat dissipated from the radiator to the outside of the electrical equipment is less than when the grille shutter is open. By using the above configuration, the amount of heat dissipated from the radiator to the outside of the electrical equipment can be reduced. This allows the heat generated by the drive unit to be effectively stored in the heat medium in the second flow path, the third flow path, and the fourth flow path.

[0014] Preferably, the thermal management system further comprises a temperature sensor for detecting a temperature related to the temperature of the drive unit, and when the detected value of the temperature sensor exceeds a reference value, the switching circuit is formed.

[0015] With the above configuration, heat from the drive device is dissipated via the radiator, thereby preventing the drive device from overheating.

[0016] Preferably, when the detected value of the temperature sensor exceeds a threshold value that is higher than a reference value, the grille shutter is switched from a closed state to an open state.

[0017] The above configuration further promotes the heat dissipation of the heat from the drive unit or the heat medium in the second flow path to the outside of the electric device via the radiator, thereby effectively preventing the drive unit or the heat medium in the second flow path from overheating.

[0018] Preferably, the thermal management system further includes a heating circuit configured to enable heat exchange via a chiller device and configured to heat a passenger compartment of the electric vehicle, wherein when heating of the passenger compartment is required, heat from the drive device is supplied to the heating circuit via the chiller device by driving the heating circuit with the switching circuit configured.

[0019] With the above configuration, heat from the drive unit (heat stored in the heat medium in the second flow path) is supplied to the heating circuit via the chiller unit in response to a demand, and this heat can be used to heat the passenger compartment.

[0020] Preferably, the thermal management system further includes a first temperature sensor and a second temperature sensor. The first temperature sensor detects the temperature of the heat medium in the power storage device. The second temperature sensor detects the temperature of the heat medium in the second flow path. When a value detected by the second temperature sensor exceeds a value detected by the first temperature sensor during a temperature rise in a state in which the switching circuit is formed, the switching device switches so that the first flow path is connected to the second flow path.

[0021] After the detected value of the second temperature sensor exceeds the detected value of the first temperature sensor, the temperature of the heat medium in the second flow path is higher than the temperature of the power storage device. With the above configuration, the heat stored in the heat medium in the second flow path is transferred to the power storage device, thereby warming the power storage device. As a result, the temperature rise of the power storage device can be further accelerated. [Effects of the Invention]

[0022] According to the present disclosure, it is possible to prevent heat from being removed from the power storage device, while making effective use of heat generated by the drive device of the electric device. [Brief explanation of the drawings]

[0023] [Figure 1] 1 is a diagram illustrating an electric vehicle equipped with a thermal management system according to the present disclosure. [Figure 2] 1 is a diagram illustrating an example of an overall configuration of a thermal management system 1 according to a first embodiment of the present disclosure. [Figure 3] FIG. 2 is a diagram illustrating an example of the configuration of a thermal management circuit in the first embodiment. [Figure 4] FIG. 2 is a conceptual diagram showing an outline of a reference communication pattern of a thermal management circuit formed by controlling two five-way valves. [Figure 5] 3 is a flowchart illustrating a process executed by an ECU in the first embodiment. [Figure 6] 6 is a flowchart illustrating a process executed by an ECU in a first modification of the first embodiment. [Figure 7] 6 is a flowchart illustrating a process executed by an ECU in a second modification of the first embodiment. [Figure 8] 10A and 10B are diagrams illustrating other examples of the reference communication pattern in the thermal management circuit. [Figure 9] FIG. 10 is a diagram illustrating an example of the overall configuration of a thermal management system 2 according to a second embodiment of the present disclosure. [Figure 10] FIG. 10 is a diagram illustrating an example of the configuration of a thermal management circuit in a second embodiment. [Figure 11] FIG. 1 is a conceptual diagram illustrating an outline of initial communication by a ten-way valve. [Figure 12] FIG. 10 is a conceptual diagram illustrating an outline of a reference communication pattern by a ten-way valve. [Figure 13] 4 is a flowchart illustrating a control method for the thermal management system 2. [Figure 14] FIG. 10 is a diagram showing an example of the overall configuration of a thermal management system 3 according to a third embodiment. [Figure 15]FIG. 10 is a diagram illustrating an example of the configuration of a heat management circuit according to a third embodiment. [Figure 16] FIG. 1 is a conceptual diagram showing an outline of an initial communication pattern of a thermal management circuit formed by controlling two six-way valves. [Figure 17] FIG. 1 is a conceptual diagram showing an outline of a reference communication pattern of a thermal management circuit formed by controlling two six-way valves. [Figure 18] 4 is a flowchart illustrating a control method for the thermal management system 3. [Figure 19] 10A and 10B are diagrams illustrating other examples of the reference communication pattern in the thermal management circuit. [Figure 20] 10A and 10B are diagrams illustrating other examples of the reference communication pattern in the thermal management circuit. [Figure 21] 10A and 10B are diagrams illustrating other examples of the reference communication pattern in the thermal management circuit. [Figure 22] 10 is a flowchart illustrating a process executed by an ECU in this modified example. [Figure 23] FIG. 10 is a diagram illustrating another example of a thermal management circuit. [Figure 24] FIG. 10 is a diagram illustrating another example of a thermal management circuit. [Figure 25] FIG. 1 is a diagram showing a circuit configuration including a battery, a converter, an inverter, and a motor. DETAILED DESCRIPTION OF THE INVENTION

[0024] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. The same or corresponding parts in the drawings are designated by the same reference numerals, and the description thereof will not be repeated. The embodiments and their modifications may be combined with each other as appropriate.

[0025] Fig. 1 is a diagram showing an electric vehicle equipped with a thermal management system according to the present disclosure. Referring to Fig. 1, electric vehicle 1a is an electric vehicle (BEV: Battery Electric Vehicle) and includes a battery 173 and an inlet 178. Battery 173 stores electric power for propelling electric vehicle 1a. Battery 173 is configured to be externally chargeable by charging power supplied from charging equipment (not shown) external to electric vehicle 1a through inlet 178. Electric vehicle 1a is an example of an "electric device" in the present disclosure.

[0026] [First embodiment] <Overall structure> 2 is a diagram illustrating an example of the overall configuration of a thermal management system 1 according to the first embodiment of the present disclosure. The thermal management system 1 includes a thermal management circuit 100, an electronic control unit (ECU) 500, an HMI (Human Machine Interface) 600, a start switch (ST-SW) 650, and an SMR (System Main Relay) 700.

[0027] The thermal management circuit 100 is configured to allow a heat medium to circulate therethrough. The thermal management circuit 100 includes a high-temperature circuit 110, a radiator 120, a grille shutter 124, a low-temperature circuit 130, a condenser 140, a refrigeration cycle 150, a chiller 160, a battery circuit 170, a five-way valve 180, and a five-way valve 190. The five-way valve 180 and the five-way valve 190 are examples of a "switching device" in the present disclosure. The chiller 160 is an example of a "chiller device" in the present disclosure.

[0028] The high-temperature circuit 110 is an example of a “heating circuit” in the present disclosure, and includes a water pump (W / P) 111, an electric heater 112, a three-way valve 113, a heater core 114, and a reservoir tank (R / T) 115.

[0029] The radiator 120 is connected to (i.e., shared by) both the high-temperature circuit 110 and the low-temperature circuit 130. The radiator 120 includes a high-temperature (HT) radiator 121 and a low-temperature (LT) radiator 122 (see FIG. 3 for both). In the low-temperature radiator 122, heat is exchanged between the heat medium flowing through the low-temperature circuit 130 and the outside air. The low-temperature radiator 122 is an example of a "radiator" in the present disclosure. A grille shutter 124 is provided on the radiator 120. The grille shutter 124 is configured to be able to open and close in response to a command from the ECU 500, and is configured to adjust the amount of heat dissipated from the radiator 120 to the outside of the electric vehicle 1a.

[0030] The low-temperature circuit 130 includes a water pump 131, a smart power unit (SPU) 132, a motor 133-1, a power control unit (PCU) 133-2, an oil cooler (O / C) 134, a step-up / step-down converter 135, a reservoir tank 136, and temperature sensors 137 and 138. The PCU 133-2 includes a converter and an inverter. The motor 133-1 and the PCU 133-2 are also referred to as a "transaxle 133." The transaxle 133 is configured to be connected to a battery 173 and is configured to generate driving force for the electric vehicle 1a. The transaxle 133 is an example of a "drive device" in the present disclosure. The temperature sensor 137 may be an example of a "temperature sensor." The temperature sensor 138 may be an example of a "temperature sensor" and also an example of a "second temperature sensor."

[0031] The condenser 140 is connected to both the high temperature circuit 110 and the refrigeration cycle 150 .

[0032] The refrigeration cycle 150 includes a compressor 151 , an expansion valve 152 , an evaporator 153 , an evaporative pressure regulator (EPR) 154 , and an expansion valve 155 .

[0033] The chiller 160 is connected to both the refrigeration cycle 150 and the battery circuit 170. In the chiller 160, the heat medium flowing through the battery circuit 170 and the medium circulating through the refrigeration cycle 150 exchange heat.

[0034] The battery circuit 170 includes a water pump 171, an electric heater 172, a battery 173, a bypass path 174, and a temperature sensor 175. The battery 173 is an example of the "power storage device" of the present disclosure. The temperature sensor 175 is an example of the "first temperature sensor" of the present disclosure.

[0035] The five-way valve 180 and the five-way valve 190 are each connected to the low temperature circuit 130 and the battery circuit 170. The configuration of the thermal management circuit 100 is described in detail in FIG.

[0036] The ECU 500 controls the thermal management circuit 100. The ECU 500 includes a processor 501, a memory 502, a storage 503, and an interface 504.

[0037] The processor 501 is, for example, a CPU (Central Processing Unit). The memory 502 is, for example, a RAM (Random Access Memory). The storage 503 is a rewritable nonvolatile memory such as an HDD (Hard Disk Drive) or an SSD (Solid State Drive). The storage 503 stores system programs including an OS (Operating System) and control programs including computer-readable code required for control calculations. The processor 501 performs various processes by reading the system programs and control programs, expanding them into the memory 502, and executing them. The interface 504 enables communication between the ECU 500 and the components of the thermal management circuit 100.

[0038] The ECU 500 generates a control command based on sensor values ​​acquired from various sensors (for example, the temperature sensor 175) included in the thermal management circuit 100, or a user operation received by the HMI 600 or the start switch 650. The ECU 500 outputs the generated control command to various circuits (various devices) of the electric vehicle 1a, such as the thermal management circuit 100.

[0039] The ECU 500 is configured to control the current of the battery 173 (perform charge control or discharge control) by controlling the switching of the inverter of the PCU 133-2. In this way, the ECU 500 controls heat generated due to power loss in the internal resistance of the battery 173. As a result, the ECU 500 can perform temperature increase control (perform temperature increase of the battery 173) by flowing a current through the battery 173 (by charging or discharging) (self-temperature increase of the battery 173). The ECU 500 performs temperature increase control, for example, after activation of a traveling system (described later) of the electric vehicle 1a. The ECU 500 is also configured to control the five-way valves 180, 190, control the on / off of the SMR 700, and perform external charging control to control external charging.

[0040] The HMI 600 receives user operations for controlling the thermal management system 1. The user operations include a heating request operation for heating the passenger compartment of the electric vehicle 1a. The passenger compartment heating also includes pre-heating that starts at a time reserved by the user. The HMI 600 outputs a signal indicating the user operation to the ECU 500.

[0041] The SMR 700 is provided between the transaxle 133 (specifically, the PCU 133-2) and the battery 173.

[0042] Start switch 650 is operated by a user to start the traveling system of electric vehicle 1a. This traveling system is made up of transaxle 133, battery 173, and SMR 700. When start switch 650 is operated, ECU 500 turns on SMR 700 (switches it from an open state to a closed state). This connects transaxle 133 to battery 173 via SMR 700. As a result, the traveling system is started. In this way, starting the traveling system corresponds to turning on SMR 700.

[0043] <Thermal management circuit configuration> 3 is a diagram showing an example of the configuration of the thermal management circuit 100 in the first embodiment. The high-temperature circuit 110 is formed to be able to exchange heat with the heat medium in the flow path 130b via a condenser 140, a refrigeration cycle 150, a chiller 160, and five-way valves 180 and 190, and is configured to heat the passenger compartment of the electric vehicle 1a. The heat medium (usually hot water) circulating through the high-temperature circuit 110 flows through one or both of a first path extending from the water pump 111, the condenser 140, the electric heater 112, the three-way valve 113, the heater core 114, the reservoir tank 115, and the water pump 111, and a second path extending from the water pump 111, the condenser 140, the electric heater 112, the three-way valve 113, the high-temperature radiator 121, the reservoir tank 115, and the water pump 111.

[0044] The heat transfer medium (coolant) circulating through the low-temperature circuit 130 flows through the route of water pump 131-SPU 132-PCU 133-2 (transaxle 133)-oil cooler 134-boost / buck converter 135-five-way valve 180-low-temperature radiator 122-five-way valve 190-reservoir tank 136-water pump 131.

[0045] The water pump 131 circulates the heat medium within the low-temperature circuit 130 in accordance with a control command from the ECU 500. The SPU 132 controls the charging and discharging of the battery 173 in accordance with a control command from the ECU 500. The PCU 133-2 converts DC power supplied from the battery 173 into AC power in accordance with a control command from the ECU 500, and supplies the AC power to the motor 133-1. The oil cooler 134 circulates lubricating oil for the motor 133-1 using an electric oil pump (EOP) (not shown). The oil cooler 134 cools the motor 133-1 (transaxle 133) by heat exchange between the heat medium circulating within the low-temperature circuit 130 and the lubricating oil for the motor 133-1.

[0046] Temperature sensor 137 detects the temperature of transaxle 133 (more specifically, PCU 133-2). Temperature sensor 138 is provided downstream of transaxle 133 in flow path 130b (described later) and detects the temperature of the heat medium in flow path 130b. SPU 132, PCU 133-2, oil cooler 134, and step-up / step-down converter 135 are cooled by the heat medium circulating through low-temperature circuit 130.

[0047] Reservoir tank 136 stores a portion of the heat medium in low-temperature circuit 130, thereby maintaining the pressure and amount of the heat medium in low-temperature circuit 130. Five-way valve 180 and five-way valve 190 each switch the paths of the heat medium in low-temperature circuit 130 and battery circuit 170 in accordance with a control command from ECU 500. Low-temperature radiator 122 is disposed near high-temperature radiator 121, and exchanges heat with high-temperature radiator 121.

[0048] The heat transfer medium (gas phase refrigerant or liquid phase refrigerant) circulating through the refrigeration cycle 150 flows through one or both of a first path of the compressor 151-condenser 140-expansion valve 152-evaporator 153-EPR 154-compressor 151 and a second path of the compressor 151-condenser 140-expansion valve 155-chiller 160-compressor 151.

[0049] The heat transfer medium (coolant) circulating through the battery circuit 170 flows through one or both of a first path from the water pump 171 to the chiller 160, the five-way valve 180, the electric heater 172, the battery 173, the five-way valve 190, and the water pump 171, and a second path from the water pump 171 to the chiller 160, the five-way valve 180, the bypass path 174, the five-way valve 190, and the water pump 171.

[0050] The water pump 171 circulates the heat medium in the battery circuit 170 in accordance with a control command from the ECU 500. The chiller 160 cools the heat medium circulating in the battery circuit 170 by heat exchange between the heat medium circulating in the refrigeration cycle 150 and the heat medium circulating in the battery circuit 170. The electric heater 172 heats the heat medium in accordance with a control command from the ECU 500.

[0051] The battery 173 can be heated using the electric heater 172 or cooled using the chiller 160. The bypass path 174 is provided so that the heat medium bypasses the electric heater 172 and the battery 173. When the heat medium flows through the bypass path 174, it is possible to suppress a change in the temperature of the heat medium due to heat absorption / dissipation between the heat medium and the battery 173. The temperature sensor 175 detects the temperature of the battery 173.

[0052] The five-way valve 180 has ports P1 to P5. Port P1 is an inlet port through which the heat medium flows in from the chiller 160. Port P2 is an outlet port through which the heat medium flows out toward the electric heater 172 and the battery 173 of the battery circuit 170. Port P3 is an inlet port through which the heat medium flows in from the SPU 132, PCU 133-2, oil cooler 134, and step-up / step-down converter 135 of the low-temperature circuit 130. Port P4 is an outlet port through which the heat medium flows out toward the bypass path 174 of the battery circuit 170. Port P5 is an outlet port through which the heat medium flows out toward the low-temperature radiator 122.

[0053] The five-way valve 190 has ports P11 to P15. The port P11 is an outlet port through which the heat medium flows out toward the chiller 160. The port P12 is an inlet port through which the heat medium flows in from the electric heater 172 and the battery 173 of the battery circuit 170. The port P13 is an outlet port through which the heat medium flows out toward the SPU 132, the PCU 133-2, the oil cooler 134, and the step-up / step-down converter 135 of the low-temperature circuit 130. The port P14 is an inlet port through which the heat medium flows in from the bypass path 174 of the battery circuit 170. The port P15 is an inlet port through which the heat medium flows in from the low-temperature radiator 122.

[0054] Five-way valve 180 and five-way valve 190 are configured to be able to switch the connection state between flow path 130a, flow path 130b, flow path 170a, and flow path 170b (all of which will be described later) in accordance with a command from ECU 500.

[0055] The battery 173 is provided in the flow path 170b of the battery circuit 170. The battery 173 exchanges heat with the heat medium in the flow path 170b. The flow path 170b is in thermal contact with the battery 173. The flow path 170b is a flow path that connects the port P2 of the five-way valve 180 and the port P12 of the five-way valve 190, and allows the heat medium to flow through it. The flow path 170b is an example of a "first flow path" in the present disclosure.

[0056] The low-temperature radiator 122 is provided in a flow path 130a of the low-temperature circuit 130. The flow path 130a connects the port P5 of the five-way valve 180 and the port P15 of the five-way valve 190, and allows a heat medium to flow through the flow path 130a. The flow path 130a is an example of a "third flow path" in the present disclosure.

[0057] The water pump 131, the SPU 132, the PCU 133-2 (transaxle 133), the oil cooler 134, the up-down converter 135, and the reservoir tank 136 are each provided in a flow path 130b of the low-temperature circuit 130. The PCU 133-2 (transaxle 133) and the like exchange heat with the heat medium in the flow path 130b. The flow path 130b is in thermal contact with the SPU 132, the PCU 133-2 (transaxle 133), the oil cooler 134, and the up-down converter 135. The flow path 130b connects the port P3 of the five-way valve 180 and the port P13 of the five-way valve 190, and allows the heat medium to flow through the flow path 130b. The flow path 130b is an example of a "second flow path" in the present disclosure.

[0058] The chiller 160 is provided in a flow path 170a of the battery circuit 170. The flow path 170a is a flow path that connects a port P1 of the five-way valve 180 and a port P11 of the five-way valve 190, and allows a heat medium to flow through the flow path 170a. The flow path 170a is an example of a "fourth flow path" in the present disclosure.

[0059] <Connection pattern> 4 is a conceptual diagram showing an outline of a predetermined communication pattern (hereinafter sometimes referred to as a reference communication pattern) of the thermal management circuit 100 formed by controlling the five-way valve 180 and the five-way valve 190. The reference communication pattern is an example of a "switching circuit" of the present disclosure.

[0060] Here, because electric vehicle 1a is not equipped with an engine, it may not be possible to heat a heating target of electric vehicle 1a by utilizing engine waste heat. Therefore, it may be important to effectively utilize the heat generated from transaxle 133. Furthermore, if heat generated from battery 173 is transferred to components such as radiator 120 via a heat medium during the temperature increase control of battery 173 by ECU 500, the heat may be removed from battery 173, making it impossible to effectively execute the temperature increase control. Therefore, it is desirable to efficiently execute the temperature increase control of battery 173.

[0061] Therefore, in the first embodiment, the ECU 500 forms a reference communication pattern (FIG. 4) by controlling the five-way valve 180 and the five-way valve 190 during temperature increase control of the battery 173. In the reference communication pattern, the five-way valve 180 forms a path that communicates between the port P1 and the port P5 and a path that communicates between the port P3 and the port P4.

[0062] In the reference communication pattern, the five-way valve 190 forms a path that communicates between the port P11 and the port P14, and a path that communicates between the port P13 and the port P15.

[0063] As a result, flow path 170b is separated from and independent of bypass path 174, flow path 130a, flow path 130b, and flow path 170a. Flow path 130b is connected to bypass path 174, flow path 130a, and flow path 170a. Flow path 130a is connected to flow path 170a.

[0064] According to the reference communication pattern, since flow path 170b is independent, heat generated from battery 173 due to the temperature rise control of battery 173 can be prevented from being absorbed by the heat medium in bypass path 174, flow paths 130a, 130b, and flow path 170a and dissipated from low-temperature radiator 122. As a result, temperature rise control can be performed effectively. Furthermore, heat generated from transaxle 133 (PCU 133-2) can be stored in the heat medium in flow paths 130a, 130b, and flow path 170a. Therefore, heat generated from transaxle 133 can be effectively utilized while preventing heat from being absorbed from battery 173.

[0065] It is preferable that the ECU 500 controls the grille shutter 124 to the closed state when the reference communication pattern is formed.

[0066] When grille shutter 124 is in the closed state, the amount of heat radiated from low-temperature radiator 122 to the outside of electric vehicle 1a is less than when grille shutter 124 is in the open state. By controlling grille shutter 124 to the closed state as described above, the amount of heat radiated from low-temperature radiator 122 to the outside of electric vehicle 1a can be reduced. This allows heat generated from transaxle 133 (PCU 133-2) to be effectively stored in the heat medium of flow paths 130a, 130b, and 170a.

[0067] ECU 500 may switch grille shutter 124 from the closed state to the open state when a temperature value related to the temperature of transaxle 133 (for example, a detection value of temperature sensor 137 or a detection value of temperature sensor 138) exceeds a predetermined threshold value. The threshold value is determined in advance through experiments so as to be higher than a reference value described below and to be a value at which transaxle 133 is protected from overheating if the temperature value is less than the threshold value.

[0068] When grille shutter 124 is switched to the open state as described above, heat from transaxle 133 is promoted to be dissipated to the outside of electric vehicle 1a via low-temperature radiator 122. This makes it possible to effectively prevent transaxle 133 from overheating.

[0069] <Control method of the thermal management circuit> 5 is a flowchart illustrating the processing executed by the ECU 500 in the first embodiment. Hereinafter, steps will be abbreviated as "S."

[0070] 5, ECU 500 starts driving electric vehicle 1a (activates the traveling system) (S10). Specifically, ECU 500 turns on SMR 700 in response to operation (pressing) of start switch 650.

[0071] The ECU 500 determines whether the temperature of the battery 173 detected by the temperature sensor 175 is lower than a predetermined reference temperature (for example, 10° C.) (S15). If the temperature of the battery 173 is equal to or higher than the reference temperature (No in S15), the process ends. If the temperature of the battery 173 is lower than the reference temperature (Yes in S15), the process proceeds to S20.

[0072] The ECU 500 starts temperature increase control by controlling charging or discharging of the battery 173 (S20). The ECU 500 controls each of the five-way valve 180 and the five-way valve 190 so that the thermal management circuit 100 is in the reference communication pattern (FIG. 4) (S25), and controls the grille shutter 124 to be in the closed state (S30). The ECU 500 may execute S20, S25, and S30 simultaneously.

[0073] The ECU 500 determines whether the temperature value TV associated with the temperature of the transaxle 133 is higher than the threshold value TH (S35). If the value TV is equal to or lower than the threshold value TH (No in S35), the ECU 500 controls the grille shutter 124 to be closed (S40). If the grille shutter 124 was in the closed state immediately before S40, the grille shutter 124 remains closed. If the value TV is higher than the threshold value TH (Yes in S35), the ECU 500 controls the grille shutter 124 to be open (S45). If the grille shutter 124 was in the closed state immediately before S45, the grille shutter 124 is switched from the closed state to the open state.

[0074] The ECU 500 determines whether the temperature of the battery 173 detected by the temperature sensor 175 exceeds a reference temperature (S50). If the temperature of the battery 173 is equal to or lower than the reference temperature (No in S50), the process returns to S35. If the temperature of the battery 173 exceeds the reference temperature (Yes in S50), the ECU 500 ends the temperature increase control of the battery 173, and the process proceeds to S60.

[0075] The ECU 500 controls the five-way valve 180 and the five-way valve 190 to change the thermal management circuit from the reference communication pattern (FIG. 4) to another communication pattern (for example, a communication pattern suitable for running the electric vehicle 1a) (S60). Then, the process ends.

[0076] As described above, in the first embodiment, it is possible to prevent the heat of the battery 173 from being removed during the temperature increase control, and to make effective use of the heat generated by the transaxle 133.

[0077] [Modification 1 of the First Embodiment] 3 and 4, the process performed by ECU 500 when heating of the vehicle interior is requested (for example, when the above-described heating request operation is performed) will be described. In this case, ECU 500 supplies heat from transaxle 133 to high-temperature circuit 110 via chiller 160 by driving high-temperature circuit 110 (more specifically, water pump 111 and optionally electric heater 112) while forming the reference communication pattern.

[0078] With this configuration, heat from transaxle 133 (heat stored in the heat medium in flow path 130b) is supplied to heater core 114 via chiller 160, refrigeration cycle 150, and condenser 140 in response to a heating request. This allows not only heat from electric heater 112 but also heat from transaxle 133 to be utilized for heating the vehicle interior. As a result, the amount of heat that electric heater 112 needs to generate for heating the vehicle interior can be reduced (the burden on electric heater 112 can be reduced).

[0079] 6 is a flowchart illustrating processing executed by ECU 500 in Modification 1 of the first embodiment. This flowchart differs from the flowchart of the first embodiment (FIG. 5) in that S37, S42, and S47 are executed instead of S35, S40, and S45, respectively.

[0080] 6, in S37 after S30, ECU 500 determines whether a heating request operation is being performed (whether there is a heating request). If there is a heating request (Yes in S37), ECU 500 drives the heating circuit (S42). If there is no heating request (No in S37), ECU 500 does not drive the heating circuit (S47). The processing of S47 is, for example, to stop the heating circuit when a request to stop heating is made while the heating circuit is running. After S42 or S47, the processing proceeds to S50.

[0081] According to the first modification of the first embodiment, heat from the transaxle 133 can be stored in the heat medium in the flow path 130b, and the stored heat can be utilized to heat the passenger compartment.

[0082] [Modification 2 of the First Embodiment] Referring again to Figures 3 and 4, when the detection value of temperature sensor 138 exceeds the detection value of temperature sensor 175 during temperature rise control of battery 173 with the reference communication pattern formed, ECU 500 may control (switch) five-way valves 180, 190 so that flow path 170b is connected to flow path 130b.

[0083] After the detection value of temperature sensor 138 exceeds the detection value of temperature sensor 175, the temperature of the heat medium in flow path 130b is higher than the temperature of battery 173. When five-way valves 180, 190 are controlled as described above, the heat stored in the heat medium in flow path 130b is transferred to battery 173. As a result, battery 173 is warmed by the heat stored in the heat medium in flow path 170b (heat derived from transaxle 133) in addition to the heat generated due to its internal resistance during the temperature increase control. As a result, the temperature increase of battery 173 can be further accelerated.

[0084] 7 is a flowchart illustrating processing executed by ECU 500 in Modification 2 of the first embodiment. This flowchart differs from the flowchart of the first embodiment (FIG. 5) in that S39, S44, and S49 are executed instead of S35, S40, and S45, respectively.

[0085] 7, after S30, the ECU 500 determines whether the detected value TV1 of the temperature sensor 138 is higher than the detected value TV2 of the temperature sensor 175 (S39). If the detected value TV1 is equal to or lower than the detected value TV2 (No in S39), the ECU 500 controls the five-way valves 180, 190 so that the thermal management circuit 100 is in the reference communication pattern (S44). If the detected value TV1 is higher than the detected value TV2 (Yes in S39), the ECU 500 controls the five-way valves 180, 190 so that the flow path 170b is connected to the flow path 130b (S49). For example, if the detected value TV1 exceeds the detected value TV2, the ECU 500 switches the five-way valves 180, 190 so that the thermal management circuit 100 changes from the reference communication pattern to a communication pattern (not shown) in which the flow paths 170b and 130b are connected. After S44 or S49, the process proceeds to S50.

[0086] According to the second modification of the first embodiment, when the temperature increase control of the battery 173 is performed, the temperature increase of the battery 173 can be promoted.

[0087] [Modification 3 of the First Embodiment] Fig. 8 is a diagram illustrating another example of the reference communication pattern in the thermal management circuit 100. Referring to Fig. 8, as long as flow path 170b is separated and independent from bypass path 174, flow path 130a, flow path 130b, and flow path 170a, flow path 130b is connected to flow path 130a and flow path 170a, and flow path 130a is connected to flow path 170a, the reference communication pattern is not limited to the pattern in Fig. 4 and may be another pattern as shown in Fig. 8.

[0088] [Second embodiment] In the first embodiment, a configuration in which five-way valve 180 and five-way valve 190 are used has been described. However, the configuration of the switching device according to the present disclosure is not limited to this. In the second embodiment, a configuration in which the switching device according to the present disclosure is ten-way valve 280 will be described.

[0089] <Overall structure> 9 is a diagram showing an example of the overall configuration of a thermal management system 2 according to a second embodiment of the present disclosure. The thermal management system 2 differs from the thermal management system 1 according to the first embodiment (see FIG. 1) in that the thermal management system 2 includes a thermal management circuit 200 instead of the thermal management circuit 100 and an ECU 510 instead of the ECU 500.

[0090] The thermal management circuit 200 includes a chiller circuit 210, a chiller 220, a radiator circuit 230, a refrigeration cycle 240, a condenser 250, a drive unit circuit 260, a battery circuit 270, and a ten-way valve 280. The ten-way valve 280 is an example of the "switching device" of the present disclosure.

[0091] The chiller circuit 210 includes a water pump (W / P) 211. The chiller 220 is connected to (shared with) both the chiller circuit 210 and the refrigeration cycle 240. The chiller 220 is an example of the "chiller device" of the present disclosure.

[0092] The radiator circuit 230 includes a radiator 231 and a grille shutter 234. The refrigeration cycle 240 includes a compressor 241, a solenoid valve 242 (see FIG. 10), solenoid valves 244A, 244B, 245, and 246 (see FIG. 10), an evaporator 247, a check valve 248, and an accumulator 249. The condenser 250 includes a water-cooled condenser 251 and an air-cooled condenser 252 (see FIG. 10), and the water-cooled condenser 251 is connected to both the refrigeration cycle 240 and the radiator circuit 230. The chiller 220, the compressor 241, the accumulator 249, and the condenser 250 form an example of a "heating circuit" of the present disclosure.

[0093] Drive unit circuit 260 includes water pump 261, SPU 262, transaxle 263 (motor 263-1 and PCU 263-2), oil cooler 264, reservoir tank 265, and temperature sensors 266 and 267. Transaxle 263 is an example of a "drive device" in the present disclosure. Transaxle 263, battery 272, and SMR 700 form an example of a "travel system" in the present disclosure.

[0094] The battery circuit 270 includes an advanced driver-assistance system (ADAS) 271, a battery 272, and a temperature sensor 273. The battery 272 is an example of a "power storage device" in the present disclosure. The temperature sensor 273 is an example of a "first temperature sensor."

[0095] The ten-way valve 280 has ports P20 to P29 (see FIGS. 10 and 11), and is connected to the chiller circuit 210, the radiator circuit 230, the drive unit circuit 260, and the battery circuit 270.

[0096] The ECU 510 controls the thermal management circuit 200. The ECU 510 includes a processor 511, a memory 512, a storage 513, and an interface 514.

[0097] <Thermal management circuit configuration> 10 is a diagram showing an example of the configuration of the thermal management circuit 200 in the second embodiment. The heat medium circulating in the chiller circuit 210 flows through the path of the ten-way valve 280 (port P23)-water pump 211-chiller 220-ten-way valve 280 (port P25).

[0098] Water pump 211 circulates the heat medium within chiller circuit 210 in accordance with a control command from ECU 510. Chiller 220 exchanges heat between the heat medium circulating through chiller circuit 210 and the heat medium circulating through refrigeration cycle 240. Ten-way valve 280 switches the path to which chiller circuit 210 is connected in accordance with a control command from ECU 510. The path switching by ten-way valve 280 will be described in detail later.

[0099] 10, the heat medium that can flow through the radiator circuit 230 can flow through the ten-way valve (port P29)-ten-way valve 280 (port P27). The heat medium can also flow through the ten-way valve (port P26), water-cooled condenser 251, radiator 231, and ten-way valve 280 (port P29). The radiator 231 exchanges heat between the heat medium and the outside air of the electric vehicle 1a. A grille shutter 234 is provided on the radiator 231.

[0100] The heat medium (gas-phase refrigerant or liquid-phase refrigerant) circulating through the refrigeration cycle 240 is a first path of the compressor 241 - solenoid valve 244A - air-cooled condenser 252 - check valve 248 - solenoid valve (expansion valve) 245 - evaporator 247 - accumulator 249 - compressor 241, and a second path of the compressor 241 - solenoid valve 244A - air-cooled condenser 252 - check valve 248 - solenoid valve (expansion valve) 246 - chiller 220 - accumulator 249. It flows through either the second path of 49-compressor 241, the third path of compressor 241-solenoid valve 244B-water-cooled condenser 251-solenoid valve (expansion valve) 245-evaporator 247-accumulator 249-compressor 241, or the fourth path of compressor 241-solenoid valve 244B-water-cooled condenser 251-solenoid valve 246-chiller 220-accumulator 249-compressor 241.

[0101] Compressor 241 compresses the gas-phase refrigerant circulating through refrigeration cycle 240 in accordance with a control command from ECU 510. Solenoid valve 242 is connected in parallel to compressor 241 and adjusts the amount of gas-phase refrigerant that flows into compressor 241 in accordance with a control command from ECU 510. Solenoid valve 244 (244A, 244B) switches whether the gas-phase refrigerant discharged from compressor 241 flows into water-cooled condenser 251 or air-cooled condenser 252 in accordance with a control command from ECU 510. Water-cooled condenser 251 exchanges heat between the gas-phase refrigerant discharged from compressor 241 and the heat medium flowing through radiator circuit 230. Air-cooled condenser 252 exchanges heat with air introduced into the vehicle cabin to produce warm air.

[0102] Solenoid valve 245 limits the flow of liquid-phase refrigerant into evaporator 247 in accordance with a control command from ECU 510. Solenoid valve 246 limits the flow of liquid-phase refrigerant into chiller 220 in accordance with a control command from ECU 510. Solenoid valves 245 and 246 also have the function of expanding the liquid-phase refrigerant. Accumulator 249 removes liquid-phase refrigerant from the refrigerant in a gas-liquid mixed state, and prevents the liquid-phase refrigerant from being drawn into compressor 241 if the refrigerant is not completely vaporized by evaporator 247.

[0103] The heat medium (coolant) circulating through drive unit circuit 260 flows through a route of ten-way valve 280 (port P28), reservoir tank 265, water pump 261, SPU 262, PCU 263-2 (transaxle 263), oil cooler 264, and ten-way valve 280 (port P22).

[0104] The water pump 261 circulates a heat medium within the drive unit circuit 260 in accordance with a control command from the ECU 510. The SPU 262 controls the charging and discharging of the battery 272 in accordance with a control command from the ECU 510. The PCU 263-2 converts DC power supplied from the battery 272 into AC power in accordance with a control command from the ECU 510 and supplies the AC power to the motor 263-1 of the transaxle 263. The oil cooler 264 cools the transaxle 263 by heat exchange between the heat medium circulating through the drive unit circuit 260 and lubricating oil for the motor 263-1. Heat generated by supplying power to the stator without rotating the rotor of the motor 263-1 may be heat exchanged with the heat medium circulating through the drive unit circuit 260. The SPU 262, the PCU 263-2, and the oil cooler 264 are cooled by the heat medium circulating through the drive unit circuit 260.

[0105] Reservoir tank 265 maintains the pressure and amount of heat medium in drive unit circuit 260 by storing a portion of the heat medium in drive unit circuit 260 (the heat medium that overflows due to an increase in pressure). Temperature sensor 266 may be an example of a "temperature sensor" in the present disclosure, and detects the temperature of transaxle 263. Temperature sensor 267 may be a "temperature sensor" or a "second temperature sensor" in the present disclosure, and detects the temperature of the heat medium in flow path 260a (described below). The temperature detected by temperature sensor 266 or the temperature detected by temperature sensor 267 corresponds to a temperature related to the temperature of transaxle 263.

[0106] The heat medium (coolant) circulating through the battery circuit 270 can flow through the path of the ten-way valve 280 (port P21)-ADAS 271-battery 272-ten-way valve 280 (port P24). The heat medium can also flow through the path of the ten-way valve 280 (port P21)-ADAS 271-ten-way valve 280 (port P20).

[0107] The ADAS 271 includes an automatic speed limiter (ASL) and a lane keeping assist (LKA). The battery 272 supplies power for driving to the motor 263-1. The temperature sensor 273 detects the temperature of the battery 272.

[0108] The chiller 220 is provided in a flow path 210a (see FIG. 11) of the chiller circuit 210. The flow path 210a connects the port P23 and the port P25 of the ten-way valve 280. The flow path 210a is an example of the "fourth flow path" of the present disclosure.

[0109] The radiator 231 is provided in a flow path 230a (see FIG. 11) of the radiator circuit 230. The flow path 230a is provided to connect the radiator 231 and the ten-way valve 280. The flow path 230a is provided in parallel with a bypass flow path 282a. When the heat medium flows through the bypass flow path 282a, the heat medium does not flow through the radiator 231 (flow path 230a). When the heat medium flows through the radiator 231 (flow path 230a), the heat medium does not flow through the bypass flow path 282a. The flow path 230a is an example of a "third flow path" in the present disclosure.

[0110] The water pump 261, SPU 262, PCU 263-2, oil cooler 264, and reservoir tank 265 (only the water pump 261 and PCU 263 are shown in FIG. 11 as representatives) are provided in a flow path 260a (see FIG. 11) of the drive unit circuit 260. The PCU 263-2 (transaxle 263) and the like exchange heat with the heat medium in the flow path 260a. The flow path 260a is in thermal contact with the PCU 263-2 and the like. The flow path 260a connects the port P22 and the port P28 of the ten-way valve 280. The flow path 260a is an example of a "second flow path" in the present disclosure.

[0111] The battery 272 is provided in a flow path 270a (see FIG. 11) of the battery circuit 270. The flow path 270a is a flow path that connects the port P24 and port P21 of the ten-way valve 280, and is provided in parallel to the bypass flow path 282b. The battery 272 exchanges heat with the heat medium of the flow path 270a. The flow path 270a is in thermal contact with the battery 272. The flow path 270a is an example of a "first flow path" in the present disclosure. The bypass flow path 282b is a path that connects the port P21 and port P20 of the ten-way valve 280.

[0112] <Connection pattern> 11 and 12 are conceptual diagrams respectively outlining an initial communication pattern and a reference communication pattern by ten-way valve 280. ECU 510 starts temperature rise control when the traveling system is started, and controls ten-way valve 280 to form the initial communication pattern (FIG. 11).

[0113] Referring to Figure 11, in the initial communication pattern, a path connecting port P21 and port P20, a path connecting port P23 and port P25, a path connecting port P27 and port P29, and a path connecting port P22 and port P28 are formed.

[0114] Flow path 210a is a flow path that connects port P23 to port P25. Flow path 230a is a flow path that connects port P26 to port P27. Flow path 260a is a flow path that connects port P22 to port P28. Flow path 270a is a flow path that connects port P21 to port P24. A heat medium can flow through each of the flow paths 210a, 230a, 260a, and 270a.

[0115] In the initial communication pattern, flow paths 230a and 270a are independent, and flow paths 210a and 260a are connected. In other words, battery 272 is separated from and independent of radiator 231, tiller 220, and PCU 263-2 (transaxle 263), radiator 231 is separated from and independent of tiller 220 and PCU 263-2, and tiller 220 is connected to PCU 263-2.

[0116] This makes it possible to prevent heat from battery 272 from being transferred to radiator 231 via the heat medium and then dissipated from radiator 231 to the outside of electric vehicle 1a during temperature increase control. Furthermore, it makes it possible to prevent heat from transaxle 263 from being transferred to radiator 231 via the heat medium and then dissipated from radiator 231. As a result, heat from transaxle 263 can also be effectively stored in the heat medium in flow path 260a.

[0117] After the initial communication pattern is formed, if a temperature value related to the temperature of transaxle 263 (in this example, the value detected by temperature sensor 266 or temperature sensor 267) exceeds a predetermined reference value, ECU 510 controls ten-way valve 280 to form the reference communication pattern (FIG. 12). That is, ECU 510 switches the communication pattern of thermal management circuit 200 from the initial communication pattern to the reference communication pattern. The reference value is determined in advance as appropriate through experimentation to protect transaxle 263 from overheating, and is lower than the aforementioned threshold value.

[0118] When the reference communication pattern is formed in this manner, heat from transaxle 263 is transferred to radiator 231 via the heat medium and dissipated to the outside of electric vehicle 1a. This makes it possible to prevent transaxle 263 from overheating.

[0119] <Control method of the thermal management circuit> Fig. 13 is a flowchart illustrating an example of a control method for the thermal management system 2. Referring to Fig. 13, this flowchart differs from the flowchart of the first embodiment (Fig. 6) in that S22A and S23 are added and S25A is executed instead of S25, but is otherwise basically similar to this flowchart.

[0120] After S20, ECU 500 controls ten-way valve 280 so that the thermal management circuit is in the initial communication pattern (FIG. 11) (S22A).

[0121] ECU 500 determines whether temperature value MV related to the temperature of transaxle 263 is higher than reference value RV (S23). If value MV is equal to or lower than reference value RV (No in S23), the process returns to S22A. If value MV is higher than reference value RV (Yes in S23), ECU 500 controls ten-way valve 280 so that thermal management circuit 200 assumes the reference communication pattern (FIG. 12) (S25A). Thereafter, the process proceeds to S30.

[0122] The other configurations and effects of the second embodiment are the same as those of the first embodiment. [Modification of the second embodiment] ECU 510 may form the reference communication pattern instead of the initial communication pattern when the traveling system is started (when the temperature increase control starts).

[0123] When heating of the passenger compartment is required, the ECU 510 may supply heat from the transaxle 263 to the heating circuit via the chiller 220 by driving the heating circuit while forming the reference communication pattern.

[0124] When the detection value of temperature sensor 267 exceeds the detection value of temperature sensor 273 during temperature rise control of battery 272 with the reference communication pattern formed, ECU 510 may control ten-way valve 280 so that flow path 270a is connected to flow path 260a.

[0125] [Third embodiment] The third embodiment uses two six-way valves, unlike the second embodiment which uses a ten-way valve 280. The same components as those in the second embodiment are given the same reference numerals and will not be described again.

[0126] <Overall structure> 14 is a diagram showing an example of the overall configuration of a thermal management system 3 according to the third embodiment. The thermal management system 3 differs from the thermal management system 2 according to the second embodiment (see FIG. 9) in that the thermal management system 3 includes a thermal management circuit 300 instead of the thermal management circuit 200 and an ECU 520 instead of the ECU 510.

[0127] The thermal management circuit 300 includes a chiller circuit 210, a chiller 220, a radiator circuit 230, a refrigeration cycle 240, a condenser 250, a drive unit circuit 260, a battery circuit 270, a six-way valve 380, and a six-way valve 390. The six-way valve 380 and the six-way valve 390 are examples of the "switching device" of the present disclosure.

[0128] Chiller 220 is provided in flow path 210b of chiller circuit 210. Flow path 210b is provided to connect chiller circuit 210 to each of six-way valve 380 and six-way valve 390. Flow path 210b is an example of a "fourth flow path" in the present disclosure.

[0129] The radiator 231 is provided in the flow path 230b. The flow path 230b is provided to connect the radiator 231 and the six-way valve 380. The flow path 230b is an example of the "third flow path" of the present disclosure.

[0130] The water pump 261, the SPU 262, the transaxle 263, the oil cooler 264, and the reservoir tank 265 are provided in a flow path 260b of the drive unit circuit 260. The flow path 260b is provided to connect the drive unit circuit 260 to each of the six-way valves 380 and 390. The flow path 260b is in thermal contact with the SPU 262, the transaxle 263, the oil cooler 264, etc., so that the transaxle 263, etc., exchange heat with the heat medium in the flow path 260b. The flow path 260b is an example of a "second flow path" in the present disclosure.

[0131] The battery 272 is provided in a flow path 270b of the battery circuit 270. The flow path 270b is provided to connect the battery circuit 270 and the six-way valve 390. The flow path 270b is in thermal contact with the battery 272. This allows the battery 272 to exchange heat with the heat medium in the flow path 270b. The flow path 270b is an example of a "first flow path" in the present disclosure.

[0132] The ECU 520 controls the thermal management circuit 300. The ECU 520 includes a processor 521, a memory 522, a storage 523, and an interface 524.

[0133] <Thermal management circuit configuration> Fig. 15 is a diagram showing an example of the configuration of the thermal management circuit 300 in the third embodiment. As shown in Fig. 15, the six-way valve 380 includes ports P31 to P36. The six-way valve 390 includes ports P41 to P46.

[0134] The six-way valve 380 is connected to a six-way valve 390. Specifically, a port P35 of the six-way valve 380 and a port P45 of the six-way valve 390 are connected by a flow path 5. A port P36 of the six-way valve 380 and a port P46 of the six-way valve 390 are connected by a flow path 6.

[0135] The heat medium circulating through the chiller circuit 210 flows through a path of the six-way valve 380 (port P33), the water pump 211, the chiller 220, and the six-way valve 390 (port P43).

[0136] The heat medium circulating in the radiator circuit 230 flows through the six-way valve 390 (port P41), the radiator 231, and the six-way valve 390 (port P44).

[0137] The heat medium (coolant) circulating through the drive unit circuit 260 flows through the six-way valve 390 (port P42), reservoir tank 265, water pump 261, SPU 262, PCU 263, oil cooler 264, water-cooled condenser 251, and six-way valve 380 (port P32).

[0138] The heat medium (coolant) circulating in the battery circuit 270 flows through the path of the six-way valve 380 (port P31)-ADAS 271-battery 272-six-way valve 380 (port P34).

[0139] <Connection pattern> FIG. 16 is a conceptual diagram showing an outline of the initial communication pattern of the thermal management circuit 300 formed by controlling the six-way valves 380 and 390.

[0140] In the initial communication pattern shown in Figure 16, the six-way valve 380 forms a path connecting port P32 and port P33, a path (flow path 290) connecting port P35 and port P36, and a path (flow path 270b) connecting port P31 and port P34.

[0141] In addition, the six-way valve 390 forms a path connecting the ports P42 and P43, a path (flow path 290) connecting the ports P45 and P46, and a path (flow path 230b) connecting the ports P41 and P44.

[0142] According to the initial communication pattern of the third embodiment, similarly to the second embodiment, heat from the transaxle 263 can be effectively stored in the heat medium in the flow paths 210b and 260b.

[0143] FIG. 17 is a conceptual diagram showing an outline of the reference communication pattern of the thermal management circuit 300 formed by controlling the six-way valves 380 and 390. Referring to FIG. 17, when the value MV exceeds the reference value RV after the initial communication pattern is formed, the ECU 520 controls the six-way valves 380 and 390 to form the reference communication pattern (switching the initial communication pattern to the reference communication pattern). Even in this reference communication pattern, the flow path 270b is separated and independent from the flow path 210b, the flow path 230b, and the flow path 260b, the flow path 260b is connected to the flow path 210b and the flow path 230b, and the flow path 230b is connected to the flow path 210b. As a result, as in the second embodiment, overheating of the transaxle 263 can be avoided.

[0144] <Control method of the thermal management circuit> Fig. 18 is a flowchart illustrating an example of a control method for the thermal management system 3. Referring to Fig. 18, this flowchart differs from the flowchart of the second embodiment (Fig. 13) in that S22B and S25B are executed instead of S22A and S25A, respectively, but is otherwise similar to this flowchart.

[0145] After S20, the ECU 520 controls the six-way valves 380, 390 so that the thermal management circuit has the initial communication pattern (FIG. 16) (S22B). Thereafter, if the value MV exceeds the reference value RV (Yes in S23), the ECU 520 controls the six-way valves 380, 390 so that the thermal management circuit 300 has the reference communication pattern (FIG. 17) (S25B).

[0146] The other configurations and effects of the third embodiment are the same as those of the second embodiment. [Modification 1 of the third embodiment] ECU 520 may form the reference communication pattern instead of the initial communication pattern when the traveling system is started (when the temperature increase control starts).

[0147] When heating of the passenger compartment is required, the ECU 520 may supply heat from the transaxle 263 to the heating circuit via the chiller 220 by driving the heating circuit while forming the reference communication pattern.

[0148] When the detection value of temperature sensor 267 exceeds the detection value of temperature sensor 273 during temperature rise control of battery 272 with the reference communication pattern formed, ECU 520 may control six-way valve 380 and six-way valve 390 so that flow path 270b is connected to flow path 260b.

[0149] [Modification 2 of the third embodiment] 19, 20, and 21 are diagrams illustrating other examples of the reference communication pattern in the heat management circuit 300. With reference to Fig. 19 to 21, as long as flow path 270b is separated and independent from flow path 210b, flow path 230b, and flow path 260b, flow path 260b is connected to flow path 210b and flow path 230b, and flow path 230b is connected to flow path 210b, the reference communication pattern is not limited to the pattern in Fig. 17, and may be the pattern shown in Fig. 19, 20, or 21.

[0150] [Other variations] In the above first to third embodiments, an example has been shown in which the ECU performs the temperature increase control of the battery when the electric vehicle 1a starts to drive (when the traveling system starts), but the present disclosure is not limited to this.

[0151] FIG. 22 is a flowchart illustrating processing executed by the ECU in this modified example. Referring to FIG. 22, the ECU may execute temperature-raising control so that the temperature of battery 173 becomes equal to or higher than a predetermined reference temperature at the start of external charging (see S62 in FIG. 22). For example, if the ECU detects in step S11 that the charging plug of the charging equipment has been plugged (inserted) into inlet 178, the processing proceeds to step S15. If it is determined in step S15 or S50 that the temperature of battery 173 is equal to or higher than the reference temperature, the processing proceeds to step S62. In step S62, the ECU starts external charging control. Note that while FIG. 22 illustrates an example in which plugging in triggers the temperature-raising control, the battery temperature-raising control may also be started before plugging in, for example, when a predetermined time (e.g., 10 minutes) has passed since the scheduled start of external charging (start of supply of charging power). While this example shows an example in which the above control is applied to the first embodiment, the above control may also be applied to the second and third embodiments.

[0152] In the first to third embodiments, examples have been shown in which the thermal management system is provided in an electric vehicle, but the present disclosure is not limited to this. The thermal management system may also be provided in an electric device other than the electric vehicle (for example, a stationary electric device).

[0153] In the first embodiment, an example was shown in which the high-temperature circuit 110 was provided in the thermal management circuit 100, but the present disclosure is not limited to this. The high-temperature circuit 110 does not have to be provided in the thermal management circuit 100.

[0154] In the second embodiment, an example has been described in which the ten-way valve 280 is provided in the thermal management circuit 200, but the present disclosure is not limited to this. The ten-way valve 280 may also be provided in the thermal management circuit 100 (see FIG. 23).

[0155] In the third embodiment, an example was shown in which the six-way valves 380, 390 were provided in the thermal management circuit 300, but the present disclosure is not limited to this. The six-way valves 380, 390 may also be provided in the thermal management circuit 100 (see FIG. 24).

[0156] In the first to third embodiments, the battery temperature increase control is performed when the electric vehicle 1a starts to drive (when the traveling system is started), but the present disclosure is not limited to this. For example, the battery temperature increase control may be performed when the battery temperature falls below a reference temperature, not when the electric vehicle 1a starts to drive (when the traveling system is started). In this case, the ECU may acquire the detected value of the battery temperature at a predetermined interval (for example, every hour).

[0157] The electric vehicle 1a may be a hybrid electric vehicle (HEV), a plug-in hybrid electric vehicle (PHEV), or a fuel cell electric vehicle (FCEV), although the application of the thermal management system according to the present disclosure is not limited to vehicles.

[0158] [Battery temperature rise control] FIG. 25 is a diagram for explaining details of the battery temperature increase control. Referring to FIG. 25, PCU 133-2 includes a converter 810 and an inverter 820. Battery 173 is connected to converter 810 via SMR 700. Converter 810 is connected to inverter 820. Inverter 820 is connected to motor 133-1. Battery 173 is connected to a discharge circuit 840 including a switch and a resistive element. Smoothing capacitor 850 is provided between battery 173 and converter 810. Discharge circuit 860 includes a switch and a resistive element and is connected in parallel with smoothing capacitor 850. While FIG. 25 is illustrated based on the configuration of the first embodiment as a representative example, the second embodiment, third embodiment, or their modified examples may also be configured similarly.

[0159] The temperature increase control of the battery 173 may include, for example, control to electrically disconnect the SMR 800 and turn on the switch of the discharge circuit 840. As a result, a current flows through a closed circuit formed by the battery 173 and the discharge circuit 840. The temperature increase control of the battery 173 may include control to turn off the switch of the discharge circuit 840 and turn on the switches of the SMR 800 and the discharge circuit 860. As a result, a current flows through a closed circuit formed by the battery 173, the SMR 800, and the discharge circuit 860. The temperature increase control of the battery 173 may include control to turn on the SMR 800 and, with the switches of the discharge circuit 840 and the discharge circuit 860 turned off, to flow a current adjusted so that no torque is generated in the motor 133-1.

[0160] The embodiments disclosed herein should be considered to be illustrative and not restrictive in all respects. The scope of the present disclosure is defined by the claims, not by the description of the above embodiments, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0161] 1, 2, 3 Thermal management system, 1a Electric vehicle, 100, 200, 300 Thermal management circuit, 120, 231 Radiator, 124, 234 Grille shutter, 130a, 230a, 230b Flow path (third flow path), 130b, 260a, 260b Flow path (second flow path), 133, 263 Transaxle, 160, 220 Chiller, 170a, 210a, 210b Flow path (fourth flow path), 170b, 270a, 270b Flow path (first flow path), 173, 272 Battery, 180, 190 Five-way valve, 280 Ten-way valve, 380, 390 Six-way valve.

Claims

1. A thermal management system installed in an electrical device, a first flow path, a second flow path, a third flow path, and a fourth flow path through which a heat transfer medium can flow; an electricity storage device that exchanges heat with the heat medium in the first flow path; a driving device capable of performing heat exchange with the heat medium in the second flow path and generating a driving force; a radiator provided in the third flow path; a chiller device provided in the fourth flow path; a switching device capable of switching a connection state among the first flow path, the second flow path, the third flow path, and the fourth flow path, When a circuit in which the first flow path is separated and independent from the second flow path, the third flow path, and the fourth flow path, the second flow path is connected to the third flow path and the fourth flow path, and the third flow path is connected to the fourth flow path is defined as a switching circuit, The switching device forms the switching circuit.

2. The thermal management system of claim 1 , wherein the electrical device is an electric vehicle.

3. The thermal management system according to claim 2 , wherein the switching device forms the switching circuit when the temperature of the power storage device increases due to a current flowing through the power storage device.

4. The thermal management system according to claim 3 , wherein the temperature of the power storage device is increased after a driving system of the electric vehicle is started.

5. the power storage device is configured to be externally chargeable by being charged with charging power supplied from a charging facility external to the electric vehicle, The thermal management system according to claim 3 , wherein the temperature of the power storage device is increased so that the temperature of the power storage device is equal to or higher than a predetermined temperature when the external charging starts.

6. a grill shutter configured to be openable and closable and configured to adjust the amount of heat dissipated from the radiator to the outside of the electric vehicle; The thermal management system according to claim 2 , wherein the grille shutter is in a closed state when the switching circuit is formed.

7. a temperature sensor for detecting a temperature related to the temperature of the drive unit; The thermal management system of claim 6 , wherein the switching circuit is activated when the detected value of the temperature sensor exceeds a reference value.

8. The thermal management system according to claim 7 , wherein when the detected value of the temperature sensor exceeds a threshold value higher than the reference value, the grille shutter is switched from the closed state to an open state.

9. a heating circuit formed to be capable of exchanging heat via the chiller device and configured to heat a passenger compartment of the electric vehicle; 3. The thermal management system according to claim 2, wherein when heating of the passenger compartment is required, heat from the drive device is supplied to the heating circuit via the chiller device by driving the heating circuit with the switching circuit formed.

10. a first temperature sensor for detecting a temperature of the power storage device; a second temperature sensor that detects the temperature of the heat medium in the second flow path, 4. The thermal management system of claim 3, wherein when the detection value of the second temperature sensor exceeds the detection value of the first temperature sensor during the temperature rise while the switching circuit is formed, the switching device switches so that the first flow path is connected to the second flow path.

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