Thermal management device

Abstract

To provide a vehicle capable of heating a battery.SOLUTION: A heat management device comprises: a first heat circuit in which a first heat transfer medium circulates; a second heat circuit in which a second heat transfer medium circulates; and a control section. The first heat circuit comprises a first radiator and a battery. The second heat circuit comprises: a heater for heating the second heat transfer medium; a temperature sensor for the second heat transfer medium; a first path; a second radiator which is disposed on the first path, and in which heat can be exchanged between the first heat transfer medium and the second heat transfer medium; a second path parallel to the first path; a heating unit on the second path; and a flow rate adjustment section for distributing a flow of the second heat transfer medium to the first and second paths. When a battery heating request and an indoor heating request are made, the control section causes the second heat transfer medium to be heated, and causes the flow of the second heat transfer medium to be distributed to the first and second paths. In flow distribution processing, when an insufficient value in a measured temperature with respect to a target temperature of the second heat transfer medium is greater than a first threshold value, a second flow distribution proportion in the second path is set to be greater than a first flow distribution proportion in the first path.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The technology disclosed in this specification relates to a thermal management device.

[0002] Patent Document 1 discloses a thermal management device mounted on a vehicle. This thermal management device has a plurality of thermal circuits (heater circuit, battery circuit, etc.) through which a heat medium circulates. By heating the heat medium in the heater circuit using a heater, the vehicle interior can be heated. Also, by transferring the heat of the heat medium in the heater circuit to the battery circuit, the battery can be heated.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] When the requirements for air - conditioning heating and battery heating occur simultaneously, the problem becomes how to distribute the capacity of the heater for both requirements.

Means for Solving the Problems

[0005] The thermal management device disclosed herein is mounted on a vehicle. The thermal management device comprises a first thermal circuit through which a first thermal medium circulates, a second thermal circuit through which a second thermal medium circulates, and a control unit. The first thermal circuit comprises a first radiator and a battery. The second thermal circuit comprises a heater for heating the second thermal medium, a temperature sensor configured to measure the temperature of the second thermal medium and output the measured temperature, a first path, a second radiator located on the first path and configured to allow heat exchange between the first thermal medium flowing through the first radiator and the second thermal medium flowing through the second radiator, a second path in parallel with the first path, a heater located on the second path and heating the interior of the vehicle using the second thermal medium as a heat source, and a flow rate adjustment unit configured to divert the second thermal medium to the first and second paths. When a battery heating request or a heating request is received, the control unit heats the second heat transfer medium with a heater and performs a flow splitting process by which the second heat transfer medium is split into the first and second paths using a flow rate adjustment unit. In the flow splitting process, when the difference in the measured temperature of the second heat transfer medium from the target temperature is greater than a predetermined first threshold, the second splitting ratio to the second path is made greater than the first splitting ratio to the first path.

[0006] In this configuration, the heated second heat transfer medium flows through the first path, and through heat exchange between the second and first heat transfer mediums, the first heat transfer medium flowing through the first radiator is heated. The heated first heat transfer medium can then heat the battery. In addition, the heated second heat transfer medium flows through the second path, which can heat the interior of the vehicle. When a battery heating request and a heating request are made, the heated second heat transfer medium can be divided into the first and second paths, making it possible to perform battery heating and heating simultaneously. At this time, by making the second division ratio greater than the first division ratio, heating can be prioritized over battery heating. It is possible to prioritize the heating request selected by the driver over the battery heating request. [Brief explanation of the drawing]

[0007] [Figure 1] Circuit diagram of thermal management device 100. [Figure 2] A graph showing the control modes for valve opening. [Figure 3] A graph showing a specific example of control in current diversion processing. [Figure 4] Circuit diagram of a modified thermal control device 100a. [Modes for carrying out the invention]

[0008] The technical elements of the thermal management system disclosed in this specification are listed below. Each of these technical elements is useful independently.

[0009] In one example of a thermal management device disclosed herein, a second threshold less than a first threshold may be predetermined. In the flow diversion process, when the deficit is greater than the first threshold, the second flow diversion ratio may be controlled to a first fixed value. In the flow diversion process, when the deficit is less than the second threshold, the second flow diversion ratio may be controlled to a second fixed value less than the first fixed value. In the flow diversion process, when the deficit is less than the first threshold and greater than the second threshold, the second flow diversion ratio may be controlled to simply decrease from the first fixed value to the second fixed value as the deficit decreases. In this configuration, the second flow diversion ratio can be gradually reduced as the deficit becomes less than the first threshold. This makes it possible to gradually increase the battery heating capacity as the measured temperature of the second heat medium approaches the target temperature. It is possible to allocate more of the heater's capacity to battery heating while maintaining a feeling of warmth.

[0010] In one example of a thermal management system disclosed herein, the first fixed value may be set to a larger value as the heating load of the heater increases. With this configuration, heating can be given higher priority than battery heating as the heating load increases. This makes it possible to improve responsiveness to heating requests.

[0011] In one example of a thermal management system disclosed herein, the control unit may be configured to variably control the target temperature of the second heat transfer medium within a predetermined temperature range. The control unit may set the target temperature to the upper limit within the predetermined temperature range when a battery heating request and a heating request are made. This configuration allows for maximum utilization of the heater's capacity when battery heating and heating are performed simultaneously. It also improves responsiveness to battery heating levels and heating requests. [Examples]

[0012] (Configuration of thermal control device 100) Figure 1 shows a circuit diagram of the thermal management device 100 of this embodiment. The thermal management device 100 is mounted on a vehicle. The thermal management device 100 has a control unit 80, a first thermal circuit 10, a second thermal circuit 20, and a third thermal circuit 30. The control unit 80 controls each part of the thermal management device 100. The first thermal medium, second thermal medium, and third thermal medium flow independently inside the first thermal circuit 10, the second thermal circuit 20, and the third thermal circuit 30, respectively. The type of thermal medium is not particularly limited, and for example, hydrofluorocarbon can be used.

[0013] The control unit 80 can perform a cooling operation to cool the air inside the vehicle using the evaporator 63. The control unit 80 can also perform a heating operation to heat the air inside the vehicle using the heater core 74. Furthermore, the control unit 80 can cool the battery 51, transaxle 43, PCU (power control unit) 47, and SPU (smart power unit) 46. In addition, the control unit 80 can heat the battery 51, transaxle 43, PCU 47, and SPU 46.

[0014] The first thermal circuit 10 includes a low-temperature radiator path 11, a bypass path 12, an electrical equipment path 13, a battery path 14, a chiller path 15, and connection paths 16 and 17.

[0015] A low-temperature radiator 41 is installed in the low-temperature radiator path 11. The low-temperature radiator 41 exchanges heat between the first heat transfer medium in the low-temperature radiator path 11 and the outside air (i.e., the air outside the vehicle). The downstream end of the electrical equipment path 13 is connected to the upstream end of the bypass path 12 and the upstream end of the low-temperature radiator path 11 via a three-way valve 42. The upstream end of the electrical equipment path 13 is connected to the downstream end of the bypass path 12 and the downstream end of the low-temperature radiator path 11. A pump 48 is installed in the electrical equipment path 13. The pump 48 sends the first heat transfer medium in the electrical equipment path 13 downstream. The three-way valve 42 switches the flow path between a state in which the first heat transfer medium flows from the electrical equipment path 13 to the low-temperature radiator path 11 and a state in which the first heat transfer medium flows from the electrical equipment path 13 to the bypass path 12.

[0016] The electrical equipment path 13 contains an SPU 46, a PCU 47, and an oil cooler 45. The SPU 46 and PCU 47 are heated or cooled by heat exchange with a first heat transfer medium in the electrical equipment path 13. An oil circulation path 18 is connected to the oil cooler 45. The oil cooler 45 heats or cools the oil in the oil circulation path 18 by heat exchange between the first heat transfer medium in the electrical equipment path 13 and the oil in the oil circulation path 18. The oil circulation path 18 is arranged to pass through the inside of the transaxle 43. The transaxle 43 contains a drive motor that rotates the vehicle's drive wheels. An oil pump 44 is installed in the oil circulation path 18. The oil pump 44 circulates the oil in the oil circulation path 18. When the oil cooled by the oil cooler 45 circulates through the oil circulation path 18, the drive motor built into the transaxle 43 is cooled. The SPU 46 controls the charging and discharging of the battery 51. The PCU47 converts the DC power supplied from the battery 51 into AC power and supplies the AC power to the motor built into the transaxle 43.

[0017] The downstream end of the chiller path 15 is connected to the upstream end of the battery path 14 and the upstream end of the connection path 16 via the three-way valve 49. The upstream end of the chiller path 15 is connected to the downstream end of the battery path 14 and the downstream end of the connection path 17. The upstream end of the connection path 17 is connected to the downstream end of the connection path 16 by the low-temperature radiator path 11. A pump 53 is installed in the chiller path 15. The pump 53 sends the first heat medium in the chiller path 15 downstream. The three-way valve 49 switches the flow path between a state where the first heat medium flows from the chiller path 15 to the battery path 14 and a state where the first heat medium flows from the chiller path 15 to the connection path 16.

[0018] A chiller 52 is installed in the chiller path 15. The chiller 52 cools the first heat medium in the chiller path 15 by heat exchange between the first heat medium in the chiller path 15 and the third heat medium in the third heat circuit 30.

[0019] A battery 51 is installed in the battery path 14. The battery 51 supplies DC power to the PCU 47. The battery 51 is cooled or heated by heat exchange with the first heat medium in the battery path 14.

[0020] The third heat circuit 30 has a chiller path 22, an evaporator path 24, and a condenser path 26. The downstream end of the condenser path 26 is connected to the upstream end of the chiller path 22 and the upstream end of the evaporator path 24 via the three-way valve 65. The upstream end of the condenser path 26 is connected to the downstream end of the chiller path 22 and the downstream end of the evaporator path 24. A compressor 66 is installed in the condenser path 26. The compressor 66 sends the third heat medium in the condenser path 26 downstream while pressurizing it. The three-way valve 65 switches the flow path between a state where the third heat medium flows from the condenser path 26 to the chiller path 22 and a state where the third heat medium flows from the condenser path 26 to the evaporator path 24. [[ID=​​A capacitor 67 and a modulator 68 are installed in the capacitor path 26. A third heat medium, which is a high-temperature gas, flows into the capacitor 67. The capacitor 67 cools the third heat medium in the capacitor path 26 by heat exchange between the third heat medium in the capacitor path 26 and the second heat medium in the second heat circuit 20. The third heat medium in the capacitor path 26 condenses by being cooled in the capacitor 67. Therefore, the third heat medium that has passed through the capacitor 67 is a low-temperature liquid. The modulator 68 removes bubbles from the third heat medium that is a liquid.

[0022] An expansion valve 61 and a chiller 52 are installed in the chiller path 22. A low-temperature liquid-like third heat medium that has passed through the modulator 68 flows into the expansion valve 61. The third heat medium is depressurized when passing through the expansion valve 61. Therefore, a low-pressure and low-temperature liquid third heat medium flows into the chiller 52. The chiller 52 heats the third heat medium and cools the first heat medium by heat exchange between the third heat medium in the chiller path 22 and the first heat medium in the chiller path 15. The high-temperature gaseous third heat medium in the chiller path 22 that has passed through the chiller 52 is pressurized by a compressor 66 and sent to the capacitor 67.

[0023] An expansion valve 64, an evaporator 63, and an EPR (evaporator pressure regulator) 62 are installed in the evaporator path 24. A low-temperature liquid-like third heat medium that has passed through the modulator 68 flows into the expansion valve 64. The third heat medium is depressurized when passing through the expansion valve 64. Therefore, a low-pressure and low-temperature liquid third heat medium flows into the evaporator 63. The evaporator 63 heats the third heat medium and cools the air in the vehicle interior by heat exchange between the third heat medium in the evaporator path 24 and the air in the vehicle interior. That is, the evaporator 63 performs air conditioning in the vehicle interior. The EPR 62 controls the pressure in the evaporator 63 to be substantially constant by controlling the flow rate of the third heat medium in the evaporator path 24. The third heat medium (i.e., the third heat medium that is a high-temperature gas) that has passed through the EPR 62 is pressurized by a compressor 66 and sent to the capacitor 67.

[0024] The second thermal circuit 20 includes a capacitor path 32, a heater core path 34, and a high-temperature radiator path 36. The downstream end of the capacitor path 32 is connected to the upstream end of the heater core path 34 and the upstream end of the high-temperature radiator path 36 via a three-way valve 73. The upstream end of the capacitor path 32 is connected to the downstream end of the heater core path 34 and the downstream end of the high-temperature radiator path 36. In other words, the heater core path 34 and the high-temperature radiator path 36 are arranged in parallel with respect to the capacitor path 32.

[0025] A pump 72 and a capacitor 67 are installed in the capacitor path 32. The pump 72 sends the second heat transfer medium in the capacitor path 32 downstream. The capacitor 67 heats the second heat transfer medium and cools the third heat transfer medium in the capacitor path 26 through heat exchange between the second heat transfer medium in the capacitor path 32 and the third heat transfer medium in the capacitor path 26.

[0026] The heater core path 34 contains a heater 71, a temperature sensor 76, and a heater core 74. The heater 71 is a high-voltage electric heater that heats the second heat transfer medium. The temperature sensor 76 measures the temperature of the second heat transfer medium and outputs the measured temperature to the control unit 80. The heater core 74 heats (heats) the air inside the vehicle cabin by exchanging heat between the second heat transfer medium in the heater core path 34 and the air inside the vehicle cabin.

[0027] A high-temperature radiator 75 is installed in the high-temperature radiator path 36. The high-temperature radiator 75 cools the second heat transfer medium in the high-temperature radiator path 36 by heat exchange between the second heat transfer medium and the outside air. In the circuit diagram of Figure 1, the high-temperature radiator 75 and the low-temperature radiator 41 are shown in separate locations for the sake of clarity. However, in the actual structure, the low-temperature radiator 41 and the high-temperature radiator 75 are arranged integrally as a radiator unit. This allows the first heat transfer medium flowing through the low-temperature radiator 41 and the second heat transfer medium flowing through the high-temperature radiator 75 to exchange heat.

[0028] The three-way valve 73 is a three-way flow control valve configured to divert the second heat transfer medium to the high-temperature radiator path 36 and the heater core path 34. The three-way valve 73 allows for variable control of the first diversion ratio to the high-temperature radiator path 36 and the second diversion ratio to the heater core path 34. In this embodiment, the three-way valve 73 is equipped with a valve for controlling the second diversion ratio to the heater core path 34. When the valve is open to 100%, all of the second heat transfer medium flows to the heater core path 34, so the second diversion ratio is 100% and the first diversion ratio is 0%. On the other hand, when the valve is open to 0%, all of the second heat transfer medium flows to the high-temperature radiator path 36, so the second diversion ratio is 0% and the first diversion ratio is 100%. By adjusting the valve opening within the range of 0 to 100%, the first and second flow division ratios can be controlled to desired values. Since there is a one-to-one correspondence between the valve opening and the second flow division ratio, these two terms may be used interchangeably in this specification.

[0029] (Battery heating operation and heating operation) Figure 1 illustrates the operation of the thermal management device 100 when both a battery heating request and a heating request are simultaneously requested to the control unit 80. A battery heating request is made when the temperature of the battery 51 is below a reference value. Heating the battery makes it possible to increase the input current during charging from an external charger or regenerative charging. A heating request is made when the driver operates an air conditioner temperature adjustment dial (not shown). The situations in which both battery heating and heating requests are simultaneously requested are not particularly limited. For example, this could be when the vehicle is connected to an external power source for charging, or immediately after the vehicle has started. Furthermore, there are no particular limitations on whether the vehicle is stopped or in motion.

[0030] The operation of the second thermal circuit 20 will now be described. When a battery heating request or a heating request is received, the control unit 80 heats the second heat medium by operating the heater 71. The control unit 80 also controls the three-way valve 73 to divide the second heat medium into the high-temperature radiator path 36 and the heater core path 34. This creates a flow path FP1 through the high-temperature radiator path 36 and a flow path FP2 through the heater core path 34. The control unit 80 also variably controls the ratio of the first division ratio, in which the second heat medium is divided into the high-temperature radiator path 36, and the second division ratio, in which the second heat medium is divided into the heater core path 34, based on the temperature measured by the temperature sensor 76. The details of this control will be described later.

[0031] The operation of the first heat circuit 10 will now be explained. The control unit 80 operates the pump 53. The control unit 80 also controls the three-way valve 49 so that the chiller path 15 and the battery path 14 are connected, and the chiller path 15 and the connection path 16 are connected alternately. As a result, the state in which the first heat medium circulates in the circulation path CP1 and the state in which the first heat medium circulates in the circulation path CP2 are alternately switched. Here, the circulation path CP1 is a path composed of the chiller path 15 and the battery path 14. The circulation path CP2 is a path composed of the chiller path 15, the connection path 16, the low-temperature radiator path 11, and the connection path 17.

[0032] The battery heating operation is described below. The second heat transfer medium, heated by the heater 71, flows into the high-temperature radiator path 36, causing the high-temperature second heat transfer medium to flow into the high-temperature radiator 75 (see path FP1). The heat from the second heat transfer medium flowing through the high-temperature radiator 75 is transferred to the first heat transfer medium flowing through the low-temperature radiator 41 (see dashed arrow A1). The first heat transfer medium can be heated by heat exchange between the second and first heat transfer mediums. Therefore, the high-temperature first heat transfer medium, heated by the low-temperature radiator 41, flows through the circulation path CP2. The high-temperature first heat transfer medium reaches the three-way valve 49. When the three-way valve 49 is switched, switching from the state in which the first heat transfer medium circulates through the circulation path CP2 to the state in which the first heat transfer medium circulates through the circulation path CP1, the high-temperature first heat transfer medium flows into the battery path 14, and the battery 51 is heated.

[0033] The heating operation is explained below. The second heat transfer medium, heated by the heater 71, flows into the heater core path 34, causing the high-temperature second heat transfer medium to flow into the heater core 74 (see path FP2). The heater core 74 heats the air inside the vehicle cabin through heat exchange between the second heat transfer medium and the air inside the vehicle cabin. This performs heating of the vehicle cabin.

[0034] (Flow diversion treatment by three-way valve 73) The flow diversion process of the three-way valve 73 will be explained using Figure 2. Figure 2 is a graph showing the control mode of the valve opening. The vertical axis of Figure 2 is the valve opening on the heater core path 34 side. The horizontal axis of Figure 2 is the deficit value of the measured temperature TW relative to the target temperature TWO of the second heat transfer medium. The target temperature TWO is the temperature set by the control unit 80 according to the heating load. The heating load is calculated based on, for example, the required outlet temperature at the air conditioner outlet, the indoor temperature, the outdoor temperature, etc. The measured temperature TW is the current temperature of the second heat transfer medium measured by the temperature sensor 76. The deficit value is the value obtained by subtracting the measured temperature TW from the target temperature TWO. That is, the deficit value is a positive value when the measured temperature TW is lower than the target temperature TWO.

[0035] The control unit 80 is configured to variably control the target temperature TWO within a predetermined temperature range. When battery heating and heating requests are made simultaneously, the control unit 80 sets the target temperature TWO to the upper limit within the predetermined temperature range. There are various ways to set the upper limit. For example, if the overheat temperature of the heater 71 (e.g., 70°C) is predetermined, the upper limit may be set to a temperature lower by a margin to prevent overheating (e.g., 65°C). With this configuration, the heater's capacity can be utilized to the fullest extent when battery heating and heating are performed simultaneously. It is also possible to improve the responsiveness to battery heating levels and heating requests.

[0036] The deficiency values ​​are predetermined by a first threshold TH1 and a second threshold TH2. The second threshold TH2 is a smaller value than the first threshold TH1. In the example in Figure 2, the first threshold TH1 is set to 15 [°C] and the second threshold TH2 is set to 5 [°C]. The valve opening is also predetermined by a first fixed value FV1 and a second fixed value FV2. The first fixed value FV1 is a larger value than 50%. That is, the first fixed value FV1 is set such that the second diversion ratio to the heater core path 34 is larger than the first diversion ratio to the high-temperature radiator path 36. The second fixed value FV2 is a smaller value than the first fixed value FV1. In the example in Figure 2, the first fixed value FV1 is set to 90 [%] and the second fixed value FV2 is set to 60 [%].

[0037] In the flow diversion process, when the deficiency value is greater than the first threshold TH1 (see region R1), the valve opening is set to the first fixed value FV1 (90%). That is, the second flow diversion ratio is controlled to a constant value corresponding to the first fixed value FV1. Also, when the deficiency value is less than the second threshold TH2 (see region R3), the valve opening is set to the second fixed value FV2 (60%). That is, the second flow diversion ratio is controlled to a constant value corresponding to the second fixed value FV2. Furthermore, when the deficiency value is less than the first threshold TH1 and greater than the second threshold TH2 (see region R2), the valve opening is controlled to simply decrease from the first fixed value FV1 to the second fixed value FV2 as the deficiency value decreases.

[0038] (Specific examples of flow separation) Using Figure 3, we will explain a specific example of control in flow diversion processing. Figure 3(A) is a graph showing the time change of the measured temperature TW. The horizontal axis is time, and the vertical axis is temperature. Figure 3(A) explains the case where the target temperature TWO is 65[°C], the first threshold TH1 is 15[°C], and the second threshold TH2 is 5[°C]. Therefore, the first threshold TH1 corresponds to 50[°C], and the second threshold TH2 corresponds to 60[°C]. Figure 3(B) is a graph showing the time change of the valve opening. The horizontal axis is time, and the vertical axis is valve opening.

[0039] This section describes the case where the vehicle's ignition switch is turned on at time t0. It also describes the case where both a heating request and a battery heating request are made simultaneously at time t0. At time t0, the deficit of the measured temperature TW relative to the target temperature TWO is 35°C. Since the deficit is greater than the first threshold TH1 (15°C), the control unit 80 controls the valve opening to the first fixed value FV1 (90%) (see Figure 2, region R1). The control unit 80 also starts the heater 71, causing the measured temperature TW to start rising.

[0040] This allows the heated second heat transfer medium to be diverted to the high-temperature radiator path 36 and the heater core path 34 when battery heating and heating requests overlap. Therefore, it becomes possible to perform battery heating and heating simultaneously. Furthermore, during periods when the deficit value is greater than the first threshold value TH1 (15 [°C]), it is a period when sufficient heating sensation has not yet been obtained. During this period, by flowing more of the second heat transfer medium to the heater core path 34, heating can be prioritized over battery heating. This makes it possible to prioritize the heating request selected by the driver over the battery heating request. It also makes it possible to transfer a small amount of heat to the battery 51 without compromising the feeling of heating.

[0041] At time t1, when the measured temperature TW rises to 50°C, the deficiency value becomes smaller than the first threshold TH1 (15°C). During the period from time t1 to time t2, the control unit 80 controls the valve opening variably in accordance with the fluctuation of the deficiency value (see Figure 2, region R2). During the period from time t2 to time t3, when the measured temperature TW falls below 50°C again, the control unit 80 controls the valve opening to the first fixed value FV1 (90%). During the period from time t3 to time t4, as the measured temperature TW rises from 50°C to 60°C, the control unit 80 reduces the valve opening from 90% to 60%. From time t4 onward, as long as the measured temperature TW remains above 60°C, the deficiency value remains smaller than the second threshold TH2. Therefore, the control unit 80 controls the valve opening to a second fixed value FV2 (60%) (see Figure 2, region R3).

[0042] During periods when the deficit value is less than the first threshold TH1 (15°C), a certain level of heating sensation is achieved. During this period, as the deficit value decreases below the first threshold, the proportion of current diverted to the heater core path 34 is gradually reduced, while the proportion of current diverted to the high-temperature radiator path 36 is gradually increased. This makes it possible to gradually increase the battery heating capacity as the measured temperature TW approaches the target temperature TWO. This allows for a greater allocation of the heater 71's capacity to battery heating while maintaining a feeling of heating.

[0043] (Correspondence) The low-temperature radiator 41 is an example of a first radiator. The high-temperature radiator 75 is an example of a second radiator. The high-temperature radiator path 36 is an example of a first path. The heater core path 34 is an example of a second path. The three-way valve 73 is an example of a flow rate adjustment unit. The heater core 74 is an example of a heater.

[0044] Although embodiments have been described in detail above, these are merely illustrative examples and do not limit the scope of the claims. The technologies described in the claims include various modifications and changes to the specific examples illustrated above.

[0045] (modified version) The configuration of the first heat circuit 10 can vary. It may also be equipped with a five-way valve 49a, as in the first heat circuit 10a of the modified heat management device 100a shown in Figure 4. Common parts between the heat management device 100a in Figure 4 and the heat management device 100 in Figure 1 are given the same reference numerals, and their explanation is omitted. Parts specific to the heat management device 100a are distinguished by adding "a" to the end of the reference numeral. In the heat management device 100a, the five-way valve 49a alternately switches between a state in which the first heat medium circulates in the circulation path CP1a and a state in which the first heat medium circulates in the circulation path CP2a. Here, the circulation path CP1a is a path composed of a chiller path 15 and a battery path 14. The circulation path CP2a is a path composed of a low-temperature radiator path 11 and an electrical equipment path 13. With this configuration as well, it is possible to heat the battery 51 using the heater 71.

[0046] The methods for setting the first fixed value FV1, the second fixed value FV2, the first threshold TH1, and the second threshold TH2 can vary. For example, the first fixed value FV1 and the second fixed value FV2 may be set to larger values ​​as the heating load increases. Alternatively, the first threshold TH1 and the second threshold TH2 may be set to smaller values ​​as the heating load increases. With this configuration, heating can be given higher priority than battery heating as the heating load increases. This makes it possible to improve responsiveness to heating requests.

[0047] The relative positions of the three-way valve 73 and the heater 71 in the second thermal circuit 20 can vary. For example, the heater 71 may be placed on the capacitor path 32. In this case, the heater 71 may be placed between the three-way valve 73 and the capacitor 67.

[0048] In this embodiment, a case was described in which no dedicated heater for heating the first heat transfer medium in the battery path 14 is provided in the first heat circuit 10. However, in a modified example, a heater for heating the first heat transfer medium may be provided in the battery path 14.

[0049] In this embodiment, the case in which the three-way valve 49 of the first heat circuit 10 switches the flow path between a state in which the heat transfer medium flows from the chiller path 15 to the battery path 14 and a state in which the heat transfer medium flows from the chiller path 15 to the connection path 16 has been described. However, in addition to the above state, the three-way valve 49 may also be able to switch the flow path to a state in which the heat transfer medium flows from the chiller path 15 to both the battery path 14 and the connection path 16.

[0050] The technical elements described herein or in the drawings demonstrate technical usefulness individually or in various combinations, and are not limited to the combinations described in the claims at the time of filing. Furthermore, the technologies illustrated herein or in the drawings achieve multiple objectives simultaneously, and achieving even one of these objectives constitutes technical usefulness in itself. [Explanation of symbols]

[0051] 10: First thermal circuit 20: Second thermal circuit 30: Third thermal circuit 34: Heater core path 36: High-temperature radiator path 41: Low-temperature radiator 51: Battery 71: Heater 73: Three-way valve 74: Heater core 75: High-temperature radiator 76: Temperature sensor TH1: First threshold TH2: Second threshold

Claims

1. A thermal management device mounted on a vehicle comprises a first thermal circuit through which a first thermal medium circulates, a second thermal circuit through which a second thermal medium circulates, and a control unit. The first thermal circuit is, First radiator and, Battery and It is equipped with, The second thermal circuit is, A heater for heating the second heat transfer medium, A temperature sensor configured to measure the temperature of the second heat transfer medium and output the measured temperature, The first route and, A second radiator is arranged on the first path, and is configured such that the first heat transfer medium flowing through the first radiator and the second heat transfer medium flowing through the second radiator can exchange heat. A second path parallel to the first path, A heater is positioned on the second path and heats the interior of the vehicle using the second heat transfer medium as a heat source, A flow rate adjustment unit configured to allow the second heat transfer medium to flow to the first and second paths, It is equipped with, When a battery heating request and a heating request are received, the control unit heats the second heat transfer medium with the heater and performs a flow splitting process by which the second heat transfer medium is split into the first path and the second path using the flow rate adjustment unit. In the aforementioned flow splitting process, when the difference between the measured temperature and the target temperature of the second heat transfer medium is greater than a predetermined first threshold, the second flow splitting ratio to the second path is made greater than the first flow splitting ratio to the first path. Thermal management equipment.

2. A second threshold smaller than the first threshold is predetermined. In the aforementioned flow separation process, When the deficit value is greater than the first threshold, the second current distribution ratio is controlled to the first fixed value. When the deficit value is smaller than the second threshold value, the second current distribution ratio is controlled to a second fixed value smaller than the first fixed value. The thermal management device according to claim 1, wherein when the deficit value is less than the first threshold and greater than the second threshold, the second flow division ratio is controlled to simply decrease from the first fixed value to the second fixed value in accordance with the decrease in the deficit value.

3. The thermal management device according to claim 2, wherein the first fixed value is set to be larger as the heating load of the heater increases.

4. The control unit is configured to variably control the target temperature of the second heat transfer medium within a predetermined temperature range. The thermal management device according to claim 1, wherein the control unit sets the target temperature to the upper limit of the predetermined temperature range when the battery heating request and the heating request are requested.

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