Thermal management system

Abstract

To provide a heat management system capable of suppressing the reduction in accuracy of fuel injection control.SOLUTION: A heat management system 100 is applied to a vehicle equipped with a fuel supply system that supplies hydrogen gas as fuel to an engine 14 by injecting the hydrogen gas stored in a tank 10 via a fuel injection valve 13 after adjusted in pressure with a regulator 12. The heat management system 100 comprises: a heat exchange unit 24 for exchanging heat between the cooling water of the engine 14 and the tank 10; and a tank temperature control path through which the cooling water starting from the engine 14 passes through the heat exchange unit 24 and returns to the engine 14. The heat management system 100 also comprises an electromagnetic valve 23 that regulates the amount of the cooling water flowing through the tank temperature control path, and a control device 50 that controls the electromagnetic valve 23. In the heat management system 100, the control device 50 adjusts the amount of the cooling water flowing through the tank temperature control path by controlling the electromagnetic valve 23.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a heat management system. Background Art

[0002] Patent Document 1 discloses a heat management system. In this heat management system, in a vehicle using hydrogen gas as fuel, the fuel cell is warmed by performing heat exchange between a tank whose temperature has risen when hydrogen gas is charged and cooling water of the fuel cell. Prior Art Literature Patent Literature

[0003] Patent Document 1 Japanese Unexamined Patent Publication No. 2020-145117 Summary of the Invention Problem to be Solved by the Invention

[0004] In a vehicle that obtains power by combusting hydrogen gas as fuel in an engine, the hydrogen gas stored in a tank is sent to a fuel injection valve through a hydrogen gas pipe. A regulator is provided in the middle of the hydrogen gas pipe. The pressure of hydrogen gas supplied to the fuel injection valve is adjusted to a constant pressure by the regulator. The pressure-adjusted hydrogen gas is injected from the fuel injection valve.

[0005] The pressure of hydrogen gas in the tank is reduced as the injection amount of hydrogen gas from the fuel injection valve increases. The temperature of the hydrogen gas in the tank decreases along with the pressure reduction. When the temperature decreases, the volume of the hydrogen gas decreases even if the pressure is constant. In other words, when the temperature decreases, the density of the hydrogen gas increases. Therefore, when the temperature of the hydrogen gas decreases, the amount of hydrogen supplied to the combustion chamber increases even if the pressure is adjusted to a constant pressure by the regulator. Since the density of hydrogen gas changes depending on temperature in this manner, the temperature change of the hydrogen gas in the tank reduces the accuracy of fuel injection control. [Means for solving the problem]

[0006] The following describes the means and effects of solving the above problems. The thermal management system for solving the above problems is applied to a vehicle equipped with a fuel supply system that supplies hydrogen gas to an engine as fuel by regulating the pressure of hydrogen gas stored in a tank with a regulator and then injecting the hydrogen gas from a fuel injector. The thermal management system comprises a heat exchange unit that exchanges heat between the engine's coolant and the tank, and a tank temperature control path that is set up so that the coolant that leaves the engine returns to the engine through the heat exchange unit. The thermal management system also comprises a solenoid valve that adjusts the amount of coolant flowing through the tank temperature control path, and a control device that controls the solenoid valve. In this thermal management system, the control device adjusts the amount of coolant flowing through the tank temperature control path by controlling the solenoid valve. [Effects of the Invention]

[0007] The thermal management system can suppress changes in hydrogen gas density caused by temperature changes in the hydrogen gas within the tank. In other words, by suppressing temperature changes in the hydrogen gas, the thermal management system can suppress the decrease in the accuracy of fuel injection control. [Brief explanation of the drawing]

[0008] [Figure 1] Figure 1 is a schematic diagram showing the configuration of a thermal management system according to one embodiment. [Figure 2] Figure 2 is a flowchart showing the processing flow performed by the control device in the thermal management system of the embodiment. [Figure 3] Figure 3 is a graph showing the relationship between the amount of hydrogen gas injected by the fuel injector and the opening degree of the solenoid valve determined by the control device in a vehicle employing the thermal management system of the embodiment. [Figure 4]Figure 4 is a graph showing the relationship between the amount of hydrogen gas injected by the fuel injector and the opening degree of the solenoid valve determined by the control unit in a vehicle employing the modified thermal management system. [Modes for carrying out the invention]

[0009] The following describes one embodiment of the thermal management system with reference to Figures 1 to 3. The thermal management system 100 is applied to a hydrogen-powered vehicle that uses hydrogen gas as fuel. <Configuration of the fuel supply system> As shown in Figure 1, a vehicle to which the thermal management system 100 is applied includes a tank 10 and a regulator 12 as the fuel supply system for the engine 14.

[0010] Tank 10 stores hydrogen gas supplied from outside the vehicle. Tank 10 is connected to the engine 14 by hydrogen gas piping 15. The hydrogen gas in tank 10 is supplied to the engine 14 through hydrogen gas piping 15.

[0011] A shut-off valve 11 is installed at the connection point between the tank 10 and the hydrogen gas piping 15. The shut-off valve 11 opens and closes depending on the state of the engine 14. When the engine 14 is running, the shut-off valve 11 is open. At this time, the hydrogen gas in the tank 10 is supplied to the engine 14 through the hydrogen gas piping 15. On the other hand, when the engine 14 is not running, the shut-off valve 11 is closed. At this time, the hydrogen gas in the tank 10 is not supplied to the engine 14 through the hydrogen gas piping 15. In this way, the shut-off valve 11 controls whether or not hydrogen gas is supplied to the engine 14 depending on the state of the engine 14.

[0012] The regulator 12 is located in the middle of the hydrogen gas piping 15. The regulator 12 reduces the pressure of the hydrogen gas in the hydrogen gas piping 15. This adjusts the pressure of the hydrogen gas in the hydrogen gas piping 15 to a suitable pressure for use as fuel supplied to the engine 14.

[0013] The hydrogen gas, regulated by the regulator 12, is injected into the engine 14 by the fuel injector 13. The fuel injector 13 injects hydrogen gas into the engine 14 based on information such as the amount of accelerator operation in the vehicle, vehicle speed, intake air volume, and fuel pressure in the hydrogen gas piping 15. When injecting hydrogen gas, the fuel injector 13 controls the amount of hydrogen gas injected by controlling the duration for which the valve is open. Therefore, the longer the fuel injector 13 is open, the more the hydrogen gas in the tank 10 is depressurized.

[0014] In this way, the vehicle's fuel system supplies hydrogen gas from the tank 10 to the engine 14 as fuel. <Radiator path configuration> Vehicles to which the thermal management system 100 is applied are equipped with a radiator route, which is a path for coolant to cool the engine 14. As shown in Figure 1, the radiator route includes a water pump 20, a thermostat valve 21, and a radiator 22.

[0015] Engine 14 is equipped with a water jacket. Coolant flows through the water jacket of engine 14. The coolant flowing through the water jacket exchanges heat with engine 14, thereby cooling engine 14.

[0016] The first coolant pipe 31 connects the engine 14 and the radiator 22. Coolant that leaves the engine 14 travels through the first coolant pipe 31 to reach the radiator 22. The radiator 22 cools the coolant that flows in from the first coolant pipe 31. As a result, the coolant, whose temperature has risen due to heat exchange with the engine 14, can cool the engine 14 again. The coolant cooled by the radiator 22 flows into the second coolant pipe 32.

[0017] The second coolant pipe 32 connects the radiator 22 and the water pump 20. The coolant that has passed through the radiator 22 reaches the water pump 20 through the second coolant pipe 32.

[0018] The water pump 20 circulates cooling water in the cooling water piping by utilizing the rotation of the engine 14. The water pump 20 is connected to a water jacket of the engine 14. In the radiator path, the water pump 20 circulates the cooling water in a direction that causes the cooling water coming from the radiator 22 to flow to the engine 14.

[0019] A thermostat valve 21 is provided midway through the second cooling water pipe 32. The thermostat valve 21 adjusts the flow of cooling water in the radiator path by opening and closing. The opening and closing of the thermostat valve 21 is determined by the temperature of the cooling water flowing through the second cooling water pipe 32.

[0020] When the warm-up of the engine 14 is not completed, the temperature of the cooling water flowing through the radiator path becomes low. When the temperature of the cooling water passing through the radiator path is equal to or lower than a predetermined specified value, the thermostat valve 21 closes, thereby shutting off the second cooling water pipe 32. In other words, the thermostat valve 21 prevents the cooling water cooled by the radiator 22 from reaching the engine 14 when the temperature of the cooling water is equal to or lower than the specified value.

[0021] On the other hand, when the warm-up of the engine 14 is completed, the temperature of the cooling water flowing through the radiator path becomes high. When the temperature of the cooling water passing through the radiator path is higher than the specified value, the thermostat valve 21 opens, thereby opening the second cooling water pipe 32. In other words, the thermostat valve 21 allows the cooling water cooled by the radiator 22 to reach the engine 14 when the temperature of the cooling water is higher than the specified value. In this way, the thermostat valve 21 can adjust the flow of cooling water in the radiator path depending on whether the engine 14 is performing warm-up or not.

[0022] The third cooling water pipe 33 connects the engine 14 and a portion of the second cooling water pipe 32 between the thermostat valve 21 and the water pump 20. When the thermostat valve 21 shuts off the second cooling water pipe 32, the cooling water passes through the inside of the third cooling water pipe 33.

[0023] When the thermostat valve 21 is open, the coolant flowing through the radiator path starts from the engine 14, passes through the radiator 22, thermostat valve 21, and water pump 20 in that order, and returns to the engine 14. At this time, the coolant flowing through the radiator path passes through the first coolant pipe 31 and the second coolant pipe 32. In this way, the radiator path cools the engine 14 with coolant.

[0024] On the other hand, when the thermostat valve 21 is closed, the coolant flowing through the radiator path starts from the engine 14, passes through the water pump 20, and returns to the engine 14. At this time, the coolant flowing through the radiator path passes through the third coolant pipe 33 and the second coolant pipe 32. In this way, the radiator path does not hinder the warming up of the engine 14.

[0025] <Configuration of Thermal Management System 100> The thermal management system 100 includes a tank temperature control path, which is a path for cooling water to heat the tank 10. As shown in Figure 1, the tank temperature control path includes a solenoid valve 23 and a heat exchange unit 24.

[0026] The tank temperature control path is connected to the radiator path. The coolant flowing through the tank temperature control path is a portion of the coolant flowing through the radiator path. The tank temperature control path is connected to the radiator path at the first connection point 36 and the second connection point 37.

[0027] The first connection point 36 is located in the radiator path, in the portion of the coolant that flows after leaving the engine 14 and before reaching the radiator 22. In other words, the first connection point 36 is located in the middle of the first coolant pipe 31.

[0028] The second connection point 37 is located in the radiator path, in the portion of the coolant that passes through the radiator 22 but before reaching the thermostat valve 21. In other words, the second connection point 37 is located in the portion of the second coolant piping 32 between the radiator 22 and the thermostat valve 21.

[0029] The fourth cooling water pipe 34 connects the first connection point 36 to the heat exchange section 24. A portion of the cooling water flowing through the first cooling water pipe 31 flows from the first connection point 36 into the fourth cooling water pipe 34 and reaches the heat exchange section 24.

[0030] The heat exchange unit 24 exchanges heat between the cooling water and the tank 10. The heat exchange unit 24 is a heat exchanger installed around the tank 10. The heat exchange unit 24 may also be configured by arranging cooling water piping around the tank 10.

[0031] As mentioned earlier, the temperature of the hydrogen gas in tank 10 decreases due to the reduced pressure. As the temperature of the hydrogen gas decreases, the temperature of tank 10 also decreases. On the other hand, the temperature of the cooling water passing through the heat exchange unit 24 increases due to heat exchange with the engine 14. Therefore, the heat exchange unit 24 can heat tank 10 by exchanging heat between the cooling water and tank 10. By heating tank 10, the temperature change of the hydrogen gas can be suppressed.

[0032] A solenoid valve 23 is installed in the fourth cooling water pipe 34. The solenoid valve 23 adjusts the amount of cooling water flowing through the tank temperature control path by adjusting its opening. When the opening of the solenoid valve 23 is 0%, the tank temperature control path is blocked. At this time, no cooling water flows from the engine 14 into the tank temperature control path.

[0033] The fifth cooling water pipe 35 connects the heat exchange section 24 and the second connection point 37. The cooling water that has passed through the heat exchange section 24 reaches the second connection point 37 through the fifth cooling water pipe 35. Therefore, the cooling water that flows into the tank temperature control path from the first connection point 36 merges with the cooling water flowing through the radiator path at the second connection point 37.

[0034] Thus, the coolant flowing through the tank temperature control path starts from the engine 14 and passes through the first connection point 36, solenoid valve 23, heat exchange unit 24, second connection point 37, thermostat valve 21, and water pump 20 in that order, before returning to the engine 14. At this time, the coolant flowing through the tank temperature control path passes through the coolant pipes in the order of first coolant pipe 31, fourth coolant pipe 34, fifth coolant pipe 35, and second coolant pipe 32.

[0035] As mentioned earlier, the second connection point 37 is located between the radiator 22 and the thermostat valve 21. If the engine 14 has not yet warmed up, the thermostat valve 21 shuts off the radiator path downstream of the second connection point 37.

[0036] The coolant passing through the tank temperature control path cools down by exchanging heat with the tank 10. Therefore, the thermostat valve 21 prevents the engine 14, which is being warmed up, from being cooled by the coolant that has passed through the heat exchange section 24.

[0037] On the other hand, if the engine 14 has finished warming up, the thermostat valve 21 opens the radiator path downstream of the second connection point 37. At this time, as mentioned above, the coolant that started from the engine 14 passes through the first coolant pipe 31 and then through the radiator 22. The coolant then passes through the second coolant pipe 32, then through the thermostat valve 21 and the water pump 20 in that order, and returns to the engine 14.

[0038] When the engine 14 has finished warming up, the coolant temperature has risen due to heat exchange with the engine 14. Therefore, while the thermostat valve 21 is open downstream of the second connection point 37 in the radiator path and the solenoid valve 23 is open, the heated coolant passes through the tank temperature control path. In this way, the thermostat valve 21 adjusts the flow in the tank temperature control path in addition to the radiator path according to the temperature of the coolant. In this manner, the thermal management system 100 can heat the tank 10 using the coolant after it has finished warming up.

[0039] As shown in Figure 1, the thermal management system 100 includes a control unit 50. The control unit 50 is an ECU installed in the vehicle. The control unit 50 includes a memory device that stores programs and a processing unit that executes the programs stored in the memory device. The control unit 50 is communicated with the shut-off valve 11, the fuel injection valve 13, the solenoid valve 23, the tank temperature sensor 40, and the coolant temperature sensor 41.

[0040] The shut-off valve 11 transmits information about its open / closed state to the control device 50. The fuel injection valve 13 also transmits information about the amount of hydrogen gas injected to the control device 50. The tank temperature sensor 40 is installed on the tank 10. The tank temperature sensor 40 acquires the temperature of the tank 10. The tank temperature sensor 40 then transmits the acquired temperature information of the tank 10 to the control device 50.

[0041] The coolant temperature sensor 41 is installed, for example, in the portion of the first coolant piping 31 between the engine 14 and the first connection point 36. The coolant temperature sensor 41 acquires the temperature of the coolant flowing through the coolant piping. The coolant temperature sensor 41 then transmits the acquired information about the coolant temperature to the control device 50. This allows the control device 50 to acquire the temperature of the coolant after it has left the engine 14 and before it reaches the heat exchange unit 24.

[0042] In this way, the control device 50 acquires information from the shut-off valve 11, the fuel injection valve 13, the tank temperature sensor 40, and the coolant temperature sensor 41. Then, the control device 50 controls the solenoid valve 23 based on the acquired information.

[0043] <Processing executed by the control device 50> Figure 2 shows the flow of a series of processes performed by the control device 50. This series of processes is executed when information about the open / closed state is obtained from the shut-off valve 11.

[0044] In step S10, the control device 50 determines whether the shut-off valve 11 is open based on the open / closed state information obtained from the shut-off valve 11. If the control device 50 determines that the shut-off valve 11 is open (step S10: YES), the process proceeds to step S11.

[0045] In step S11, the control device 50 determines whether the temperature of the coolant is equal to or greater than the temperature of the tank 10. At this time, the coolant temperature used as a reference by the control device 50 is the temperature of the coolant after it has left the engine 14 and before it reaches the heat exchange unit 24. The control device 50 compares the temperature of the coolant with that of the tank 10 based on the information obtained from the tank temperature sensor 40 and the coolant temperature sensor 41. If the control device 50 determines that the temperature of the coolant is equal to or greater than the temperature of the tank 10 (step S11: YES), the process proceeds to step S12.

[0046] In step S12, the control device 50 performs an opening degree determination process. The opening degree determination process is a process that determines the opening degree of the solenoid valve 23 based on information about the amount of hydrogen gas injected by the fuel injection valve 13.

[0047] Figure 3 is a graph showing the relationship between the amount of hydrogen gas injected by the fuel injection valve 13 and the opening degree of the solenoid valve 23 determined by the control device 50 in the opening degree determination process. If the amount of hydrogen gas injected by the fuel injector 13 is small, the hydrogen gas in the tank 10 does not cool down easily because it exchanges heat with the ambient temperature. The control device 50 shuts off the tank temperature control path by opening the solenoid valve 23 to 0% if the amount injected by the fuel injector 13 is less than or equal to a preset specified injection amount. In Figure 3, the specified injection amount is a.

[0048] The hydrogen gas in tank 10 is depressurized as the amount injected by the fuel injector 13 increases. Therefore, the temperature of the hydrogen gas in tank 10 decreases as the amount injected by the fuel injector 13 increases. In order to heat the hydrogen gas in tank 10, the lower the temperature of the hydrogen gas, the more heat exchange between tank 10 and the cooling water is required. As shown in Figure 3, when the amount injected by the fuel injector 13 is greater than a, the control device 50 increases the opening of the solenoid valve 23 as the injection amount increases. In this way, the control device 50 controls the solenoid valve 23 so that the amount of cooling water passing through the tank temperature control path increases as the amount injected by the fuel injector 13 increases.

[0049] In Figure 3, the opening of the solenoid valve 23 reaches 100% only when the fuel injection amount from the fuel injector 13 is b. Since the opening of the solenoid valve 23 cannot exceed 100%, if the fuel injection amount from the fuel injector 13 exceeds b, the control device 50 sets the opening of the solenoid valve 23 to 100%. In other words, the opening of the solenoid valve 23 increases in proportion to the fuel injection amount from the fuel injector 13, but beyond a certain injection amount, the opening will not increase further beyond 100%.

[0050] In the opening degree determination process, as shown in the graph of Figure 3, once the opening degree of the solenoid valve 23 is determined according to the injection amount, the control device 50 proceeds to the next step S13. In the process of step S13, the control device 50 controls the solenoid valve 23 so that it reaches the opening degree determined in the opening degree determination process of step S12. In the process of step S13, the control device 50, having controlled the opening degree of the solenoid valve 23, terminates this series of processes.

[0051] On the other hand, if the control device 50 determines in step S10 that the shut-off valve 11 is not open (step S10: NO), the process proceeds to step S14. Also, if the control device 50 determines in step S11 that the temperature of the cooling water is not equal to or greater than the temperature of the tank 10 (step S11: NO), the process proceeds to step S14. In other words, if the control device 50 determines in step S11 that the temperature of the cooling water is lower than the temperature of the tank 10, the process proceeds to step S14.

[0052] In step S14, the control device 50 closes the solenoid valve 23. That is, the control device 50 sets the opening degree of the solenoid valve 23 to 0%. Having closed the solenoid valve 23 in step S14, the control device 50 terminates this series of operations.

[0053] <Operation of this embodiment> The thermal management system 100 can suppress temperature changes of hydrogen gas in the tank 10 by exchanging heat between the cooling water that has passed through the engine 14 and the tank 10.

[0054] <Effects of this embodiment> (1) The thermal management system 100 can suppress changes in the density of hydrogen gas due to temperature changes in the hydrogen gas in the tank 10. In other words, the thermal management system 100 can suppress a decrease in the accuracy of fuel injection control by suppressing temperature changes of hydrogen gas.

[0055] (2) When the control device 50 controls the solenoid valve 23 so that the cooling water flows through the tank temperature control path, it controls the solenoid valve 23 so that the amount of cooling water passing through the tank temperature control path increases as the amount of hydrogen gas injected by the fuel injector 13 increases. The temperature of the hydrogen gas in the tank decreases as the amount of hydrogen gas injected by the fuel injector 13 increases. When the amount of hydrogen gas injected by the fuel injector 13 is small, the thermal management system 100 reduces the amount of cooling water passing through the tank temperature control path. When the amount of hydrogen gas injected by the fuel injector 13 is large, it increases the amount of cooling water passing through the tank temperature control path in proportion to the amount of injection. As a result, the thermal management system 100 can appropriately heat the tank 10 by controlling the amount of cooling water passing through the tank temperature control path in accordance with the trend of temperature changes of the hydrogen gas in the tank 10.

[0056] (3) The control device 50 controls the solenoid valve 23 so that the cooling water does not pass through the tank temperature control path when the amount of hydrogen gas injected by the fuel injector 13 is less than or equal to a predetermined injection amount. When hydrogen gas is injected from the fuel injector 13, the hydrogen gas in the tank 10 is depressurized. The temperature of the hydrogen gas in the tank 10 decreases as the pressure decreases. Therefore, it is desirable to heat the tank 10 by heat exchange with the cooling water while the engine 14 is running and hydrogen gas is injected from the fuel injector 13, in order to suppress the decrease in the temperature of the hydrogen gas. However, when the amount of hydrogen gas injected by the fuel injector 13 is small, the hydrogen gas in the tank 10 does not easily decrease in temperature because it exchanges heat with the ambient temperature. The thermal management system 100 does not allow heat exchange between the tank 10 and the cooling water when the amount of hydrogen gas injected by the fuel injector 13 is small. This prevents the thermal management system 100 from unnecessarily heating the tank 10.

[0057] (4) The control device 50 controls the solenoid valve 23 so that the coolant does not pass through the tank temperature control path if the temperature of the coolant is lower than the temperature of the tank 10 after it has left the engine 14 and before it reaches the heat exchange unit 24. The control device 50 also controls the solenoid valve 23 so that the coolant passes through the tank temperature control path if the temperature of the coolant is higher than or equal to the temperature of the tank 10 after it has left the engine 14 and before it reaches the heat exchange unit 24. If the temperature of the coolant is lower than the temperature of the tank 10, the coolant will cool the tank 10. The thermal management system 100 does not allow heat exchange between the coolant and the tank 10 if the temperature of the coolant is lower than the temperature of the tank 10. The thermal management system 100 allows heat exchange between the coolant and the tank 10 only if the temperature of the coolant is higher than or equal to the temperature of the tank 10. In this way, the thermal management system 100 can efficiently heat the tank 10 with the coolant.

[0058] (5) The thermal management system 100 further includes a radiator path, which is a path installed so that coolant starting from the engine 14 returns to the engine 14 after passing through the radiator 22, thermostat valve 21, and water pump 20 in that order. The radiator path has a first connection point 36 in the portion through which the coolant passes after starting from the engine 14 and before reaching the radiator 22. The radiator path also has a second connection point 37 in the portion through which the coolant passes after passing through the radiator 22 and before reaching the thermostat valve 21. The tank temperature control path is connected to the radiator path at the first connection point 36 and the second connection point 37 so that coolant starting from the engine 14 returns to the engine 14 after passing through the first connection point 36, heat exchange section 24, second connection point 37, thermostat valve 21, and water pump 20 in that order. The thermostat valve 21 opens the radiator path and the tank temperature control path when the engine 14 has finished warming up. The thermostat valve 21 also closes the radiator path and the tank temperature control path when the engine 14 has not finished warming up.

[0059] If the engine 14 has not finished warming up, the coolant temperature is low. Therefore, even if the coolant passes through the heat exchange section 24 when the engine 14 is not yet warmed up, the coolant cannot heat the tank 10. Conversely, if the engine 14 has finished warming up, the coolant is warm, and after passing through the engine 14, it can heat the tank 10. The thermal management system 100 does not allow heat exchange between the coolant and the tank 10 when the engine 14 has not finished warming up. Then, when the engine 14 has finished warming up, the thermal management system 100 allows heat exchange between the coolant and the tank 10. In this way, the thermal management system 100 can use the heat of the coolant after it has finished warming up to heat the tank 10.

[0060] <Example of changes> This embodiment can be implemented with the following modifications. This embodiment and the following modifications can be combined with each other to the extent that they do not contradict each other technically.

[0061] In this embodiment, the control device 50 sets the opening degree of the solenoid valve 23 to 0% in the opening degree determination process of step S12 in Figure 2 if the amount injected by the fuel injection valve 13 is less than or equal to a specified injection amount. Alternatively, as shown in Figure 4, the control device 50 may also take the form of increasing the opening degree of the solenoid valve 23 according to the injection amount without setting a specified injection amount in the opening degree determination process.

[0062] In this embodiment, the solenoid valve 23 is installed on the fourth cooling water pipe 34. Alternatively, the solenoid valve 23 may be installed on the first connection point 36. In this embodiment, the coolant temperature sensor 41 is installed in the portion of the first coolant piping 31 between the engine 14 and the first connection point 36. However, the coolant temperature sensor 41 can be installed anywhere as long as the temperature of the coolant after it leaves the engine 14 and before it reaches the heat exchange unit 24 can be determined. For example, the coolant temperature sensor 41 may be installed on the fourth coolant piping 34. Alternatively, the coolant temperature sensor 41 may be installed on the first connection point 36 in the first coolant piping 31. Alternatively, the coolant temperature sensor 41 may be installed in the portion of the first coolant piping 31 between the first connection point 36 and the radiator 22. [Explanation of Symbols]

[0063] 10...Tank, 11...Shut-off valve, 12...Regulator, 13...Fuel injector, 14...Engine, 15...Hydrogen gas piping, 20...Water pump, 21...Thermostat valve, 22...Radiator, 23...Solenoid valve, 24...Heat exchange section, 31...First coolant piping, 32...Second coolant piping, 33...Third coolant piping, 34...Fourth coolant piping, 35...Fifth coolant piping, 36...First connection point, 37...Second connection point, 40...Tank temperature sensor, 41...Coolant temperature sensor, 50...Control device, 100...Thermal management system

Claims

1. This thermal management system is applicable to a vehicle equipped with a fuel supply system that supplies hydrogen gas to an engine as fuel by regulating the pressure of hydrogen gas stored in a tank using a regulator and then injecting it from a fuel injection valve. A heat exchange unit for exchanging heat between the engine's cooling water and the tank, A tank temperature control path is a path installed so that the coolant that departs from the engine returns to the engine through the heat exchange section, A solenoid valve that adjusts the amount of cooling water flowing through the tank temperature control path, The system comprises a control device for controlling the solenoid valve, The control device, The amount of cooling water flowing through the tank temperature control path is adjusted by controlling the solenoid valve. When controlling the solenoid valve so that the cooling water flows through the tank temperature control path, the solenoid valve is controlled such that the amount of cooling water passing through the tank temperature control path increases as the amount of hydrogen gas injected by the fuel injector increases. Thermal management system.

2. The control device, If the temperature of the cooling water is lower than the temperature of the tank after it has left the engine and before it reaches the heat exchange section, the solenoid valve is controlled so that the cooling water does not pass through the tank temperature control path. The solenoid valve is controlled so that the coolant passes through the tank temperature control path when the temperature of the coolant is equal to or greater than the temperature of the tank after it has left the engine and before it reaches the heat exchange section. The thermal management system according to claim 1.

3. This thermal management system is applicable to a vehicle equipped with a fuel supply system that supplies hydrogen gas to an engine as fuel by regulating the pressure of hydrogen gas stored in a tank using a regulator and then injecting it from a fuel injection valve. A heat exchange unit for exchanging heat between the engine's cooling water and the tank, A tank temperature control path is a path installed so that the coolant that departs from the engine returns to the engine through the heat exchange section, A solenoid valve that adjusts the amount of cooling water flowing through the tank temperature control path, The system comprises a control device for controlling the solenoid valve, The control device, The amount of cooling water flowing through the tank temperature control path is adjusted by controlling the solenoid valve. The solenoid valve is controlled so that the cooling water does not pass through the tank temperature control path when the amount of hydrogen gas injected by the fuel injector is less than or equal to a predetermined injection amount. Thermal management system.

4. This thermal management system is applicable to a vehicle equipped with a fuel supply system that supplies hydrogen gas to an engine as fuel by regulating the pressure of hydrogen gas stored in a tank using a regulator and then injecting it from a fuel injection valve. A heat exchange unit for exchanging heat between the engine's cooling water and the tank, A tank temperature control path is a path installed so that the coolant that departs from the engine returns to the engine through the heat exchange section, A solenoid valve that adjusts the amount of cooling water flowing through the tank temperature control path, A control device for controlling the solenoid valve, The system includes a radiator path, which is a path installed so that the coolant starting from the engine passes through the radiator, thermostat valve, and water pump in that order before returning to the engine. The control device, The amount of cooling water flowing through the tank temperature control path is adjusted by controlling the solenoid valve. The aforementioned radiator path is The coolant has a first connection point in the portion of the coolant that passes after it leaves the engine and before it reaches the radiator, and a second connection point in the portion of the coolant that passes after it has passed the radiator and before it reaches the thermostat valve. The aforementioned tank temperature control path is The coolant that departs from the engine is connected to the radiator path at the first connection point and the second connection point so that it passes through the first connection point, the heat exchange section, the second connection point, the thermostat valve, and the water pump in that order before returning to the engine. The aforementioned thermostat valve, The radiator path and the tank temperature control path are opened when the engine has finished warming up. The radiator path and the tank temperature control path are shut off when the engine has not finished warming up. Thermal management system.

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