Heat management system

Abstract

This heat management system comprises: an electrical component heat exchange flow path (4) through which a heat management heat medium is guided so as to pass through electrical components (103, 104); an outside air heat exchange flow path (5) through which the heat management heat medium is guided so as to pass through an outside air heat exchanger (2) that exchanges heat between the outside air and the heat management heat medium; a battery heat exchange flow path (6) through which the heat management heat medium is guided so as to pass through a battery (105); and a switching valve (10) that is disposed in a connection region where the electrical component heat exchange flow path, the outside air heat exchange flow path, and the battery heat exchange flow path are connected to each other and can switch a guide destination of the heat management heat medium to the electrical component heat exchange flow path, the outside air heat exchange flow path, and the battery heat exchange flow path.

Description

Thermal Management System

[0001] The present invention relates to thermal management systems.

[0002] For example, Patent Document 1 discloses a thermal management system having a high-temperature heat transfer medium circuit, a low-temperature heat transfer medium circuit, and a heat transfer medium circuit for equipment. The thermal management system disclosed in Patent Document 1 includes a circuit switching unit that switches the flow of the heat transfer medium. The circuit switching unit includes multiple open valves and multiple on-off valves.

[0003] Japanese Patent Application Laid-Open No. 2021-138209

[0004] The thermal management system disclosed in Patent Document 1 determines the circuit through which the heat medium flows by combining the control of multiple three-way valves and the control of multiple open valves. In other words, the thermal management system disclosed in Patent Document 1 requires a complex structure including multiple three-way valves and multiple on-off valves to change the flow path through which the heat medium flows. At the same time, the thermal management system disclosed in Patent Document 1 needs to control multiple three-way valves and multiple on-off valves, which makes the control complex.

[0005] The present invention has been made in consideration of the above-mentioned problems, and aims to make it possible to change the flow path through which the heat management heat medium is guided using a simple structure in a thermal management system installed in a vehicle.

[0006] The present invention employs the following configuration as a means for solving the above problems.

[0007] One aspect of the present invention is a thermal management system that is mounted on a vehicle and performs thermal management of thermally managed objects including electrical equipment, and is configured to include an electrical equipment heat exchange flow path that guides a heat medium for thermal management so that it passes through the electrical equipment, an outside air heat exchange flow path that guides the heat medium for thermal management so that it passes through an outside air heat exchanger that performs heat exchange between outside air and the heat medium for thermal management, a battery heat exchange flow path that guides the heat medium for thermal management so that it passes through a battery, and a switching valve that is arranged at the connection between the electrical equipment heat exchange flow path, the outside air heat exchange flow path, and the battery heat exchange flow path and is capable of switching the destination of the heat medium for thermal management to the electrical equipment heat exchange flow path, the outside air heat exchange flow path, and the battery heat exchange flow path.

[0008] The present invention can change the connection state of the electrical component heat exchange passage, the outside air heat exchange passage, and the battery heat exchange passage by controlling a switching valve disposed at a connection portion among the electrical component heat exchange passage, the outside air heat exchange passage, and the battery heat exchange passage. Therefore, the present invention can change the flow path of the thermal management heat medium without using multiple three-way valves and multiple on-off valves. Therefore, the present invention can change the flow path through which the thermal management heat medium is guided with a simple structure in a thermal management system mounted on a vehicle.

[0009] FIG. 1 is a schematic configuration diagram of a vehicle equipped with a thermal management system according to a first embodiment of the present invention. FIG. 2 is a system configuration diagram showing a schematic configuration of the thermal management system according to the first embodiment of the present invention. FIG. 3 is a schematic perspective view of a five-way valve provided in the thermal management system according to the first embodiment of the present invention. FIG. 4 is a schematic longitudinal sectional view of the five-way valve provided in the thermal management system according to the first embodiment of the present invention. FIG. 5 is a schematic cross-sectional view of the five-way valve in a first connection mode of the thermal management system according to the first embodiment of the present invention. FIG. 6 is a schematic diagram showing the flow of a heat medium for thermal management in the first connection mode of the thermal management system according to the first embodiment of the present invention. FIG. 7 is a schematic cross-sectional view of the five-way valve in a second connection mode of the thermal management system according to the first embodiment of the present invention. FIG. 8 is a schematic diagram showing the flow of a heat medium for thermal management in the second connection mode of the thermal management system according to the first embodiment of the present invention. FIG. 9 is a schematic cross-sectional view of the five-way valve in a third connection mode of the thermal management system according to the first embodiment of the present invention. FIG. 10 is a schematic diagram showing the flow of a heat medium for thermal management in the third connection mode of the thermal management system according to the first embodiment of the present invention. FIG. 11 is a schematic cross-sectional view of the five-way valve in a fourth connection mode of the thermal management system according to the first embodiment of the present invention. 1 is a schematic diagram showing the flow of a heat medium for thermal management in a fourth connection mode of the thermal management system according to the first embodiment of the present invention. FIG. 2 is a schematic perspective view including a drive unit, a biasing unit, and a rotation angle sensor provided in the thermal management system according to the first embodiment of the present invention. FIG. 3 is a system configuration diagram showing the schematic configuration of an example of a vehicle interior air conditioning system. FIG. 4 is a system configuration diagram showing the schematic configuration of a thermal management system according to a second embodiment of the present invention. FIG. 5 is a schematic perspective view of a five-way valve provided in the thermal management system according to the second embodiment of the present invention. FIG. 6 is a schematic longitudinal sectional view of a five-way valve provided in the thermal management system according to the second embodiment of the present invention. FIG. 7 is a schematic cross-sectional view of a four-way valve in a fifth connection mode of the thermal management system according to the second embodiment of the present invention. FIG. 8 is a schematic diagram showing the flow of a heat medium for thermal management in the fifth connection mode of the thermal management system according to the second embodiment of the present invention. FIG. 9 is a schematic cross-sectional view of a four-way valve in a sixth connection mode of the thermal management system according to the second embodiment of the present invention. FIG. 10 is a schematic diagram showing the flow of a heat medium for thermal management in the sixth connection mode of the thermal management system according to the second embodiment of the present invention.Fig. 10 is a schematic cross-sectional view of a four-way valve in a seventh connection mode of the thermal management system according to the second embodiment of the present invention. Fig. 11 is a schematic diagram showing the flow of a heat medium for thermal management in the seventh connection mode of the thermal management system according to the second embodiment of the present invention. Fig. 12 is a schematic cross-sectional view of a four-way valve in an eighth connection mode of the thermal management system according to the second embodiment of the present invention. Fig. 13 is a schematic diagram showing the flow of a heat medium for thermal management in the eighth connection mode of the thermal management system according to the second embodiment of the present invention. Fig. 14 is a system configuration diagram showing the general configuration of a modified example of the thermal management system according to the first embodiment of the present invention.

[0010] Hereinafter, an embodiment of a heat management device according to the present invention will be described with reference to the drawings.

[0011] First Embodiment FIG. 1 is a schematic diagram of a vehicle 100 equipped with a thermal management system 1 according to this embodiment. The vehicle 100 is, for example, an electric vehicle. The vehicle 100 may also be a so-called hybrid vehicle equipped with both an internal combustion engine and a traction motor. As shown in FIG. 1 , the vehicle 100 includes the thermal management system 1, as well as a traction motor 101, an inverter 102, an on-board charger 103 (electrical equipment), a DC / DC converter 104 (electrical equipment), and a battery 105. The vehicle 100 also includes an interior air conditioning system 20, as shown in FIG. 1 .

[0012] The traction motor 101 is a motor that generates power for propelling the vehicle 100. The traction motor 101 generates rotational power from power supplied from the battery 105 via the inverter 102. The inverter 102 is disposed between the traction motor 101 and the battery 105 via a conductive path and performs power conversion. The inverter 102 converts DC power supplied from the battery 105 into AC power and supplies it to the traction motor 101. The inverter 102 also converts regenerated AC power supplied from the traction motor 101 into DC power and supplies it to the battery 105.

[0013] The on-board charger 103 generates DC power of a predetermined voltage from an external power system. The on-board charger 103 inputs the generated DC power to a DC / DC converter 104. The DC / DC converter 104 is connected to the on-board charger 103 and the battery 105. The DC / DC converter 104 has a boost circuit that converts the DC power of the predetermined voltage input from the on-board charger 103 into DC power of a higher voltage (e.g., 400 volts), and supplies (charges) the boosted DC power to the battery 105. The DC / DC converter 104 also has a step-down circuit that converts the DC power charged in the battery 105 into DC power of a lower voltage (e.g., 12 volts), and supplies the stepped-down DC power as operating power for the vehicle air conditioning system 20 and a control unit 8 (described later).

[0014] The battery 105 is a chargeable and dischargeable secondary battery. The battery 105 stores power input from the DC / DC converter 104. The battery 105 is not particularly limited, but may be, for example, a lithium-ion battery using a liquid electrolyte. The battery 105 may also be, for example, a semi-solid battery using a gel electrolyte or an all-solid-state battery using a solid electrolyte. The battery 105 inputs the stored DC power to the inverter 102. The battery 105 can also store regenerated power input from a regenerative device (not shown) that processes power regenerated during regenerative operation of the inverter 102 or the traction motor 101.

[0015] FIG. 2 is a system configuration diagram showing a schematic configuration of a thermal management system 1 of this embodiment. The thermal management system 1 of this embodiment is a system that performs thermal management of a thermally managed object 110, including a traction motor 101, using a thermal management heat medium X, such as a so-called antifreeze solution. The thermally managed object 110 includes the traction motor 101, an inverter 102, an on-board charger 103, a DC / DC converter 104, and a battery 105. Of these, the on-board charger 103 and the DC / DC converter 104 are electrical components. In other words, the thermally managed object 110, which is thermally managed by the thermal management system 1 of this embodiment, includes electrical components. Note that the thermally managed object 110 does not necessarily include either or both of the traction motor 101 and the inverter 102. Furthermore, the thermally managed object 110 does not necessarily include either the on-board charger 103 or the DC / DC converter 104. Furthermore, if the vehicle 100 is equipped with a regenerative device or an internal combustion engine (neither of which is shown) that processes the electric power regenerated during regenerative operation of the traction motor 101 , these may also be included in the thermal management target 110 .

[0016] As shown in Figure 2, the thermal management system 1 of this embodiment includes an outside air heat exchanger 2, an internal heat exchanger 3, an electrical equipment heat exchange path 4, an outside air heat exchange path 5, a battery heat exchange path 6, a pump 7, a heater 8, an oil cooling unit 9, a five-way valve 10 (switching valve), a drive unit 11, a biasing unit 12, a rotation angle sensor 13, and a control unit 14.

[0017] The outdoor air heat exchanger 2 is a heat exchanger that exchanges heat between outdoor air and a heat management heat medium X. For example, when the heat management heat medium X has a higher temperature than the outdoor air, it releases heat to the outdoor air in the outdoor air heat exchanger 2. Furthermore, when the heat management heat medium X has a lower temperature than the outdoor air, it can also absorb heat from the outdoor air in the outdoor air heat exchanger 2. Such an outdoor air heat exchanger 2 is disposed midway along the outdoor air heat exchange flow path 5.

[0018] The internal heat exchanger 3 is a heat exchanger that exchanges heat between a compressible heat medium used in the vehicle air conditioning system 20 and a heat management heat medium X. The heat medium used in the vehicle air conditioning system 20 will be referred to as an air conditioning heat medium Y (see FIG. 14 ) hereinafter. In the internal heat exchanger 3, the heat management heat medium X dissipates heat to the air conditioning heat medium Y.

[0019] The air-conditioning heat medium Y is a heat medium different from the thermal management heat medium X, and is an internal vehicle heat medium (another heat medium) included in the vehicle 100. The thermal management heat medium X releases heat to the air-conditioning heat medium Y in the internal heat exchanger 3. That is, the air-conditioning heat medium Y absorbs heat from the thermal management heat medium X in the internal heat exchanger 3. Such an internal heat exchanger 3 is disposed at a midpoint in the outside air heat exchange flow path 5.

[0020] The electrical component heat exchange path 4 is a path that guides the heat management heat medium X so that it passes through the on-board charger 103 and the DC / DC converter 104. In other words, the temperatures of the on-board charger 103 and the DC / DC converter 104 are adjusted by heat exchange with the heat management heat medium X that flows through the electrical component heat exchange path 4. In this embodiment, the on-board charger 103 is disposed upstream of the DC / DC converter 104 in the flow direction of the heat management heat medium X in the electrical component heat exchange path 4.

[0021] The upstream end and downstream end of the electrical component heat exchange passage 4 are each connected to the five-way valve 10. That is, the electrical component heat exchange passage 4 guides the heat management heat medium X supplied from the five-way valve 10 to the upstream end to the downstream end, and supplies it to the five-way valve 10 from the downstream end.

[0022] The outdoor air heat exchange passage 5 is a passage that guides the heat management heat medium X to pass through the outdoor air heat exchanger 2 and the internal heat exchanger 3. In other words, the outdoor air heat exchanger 2 exchanges heat between the outdoor air and the heat management heat medium X flowing through the outdoor air heat exchange passage 5. The internal heat exchanger 3 exchanges heat between the heat management heat medium X flowing through the outdoor air heat exchange passage 5 and the air conditioning heat medium Y. In this embodiment, the internal heat exchanger 3 is disposed upstream of the outdoor air heat exchanger 2 in the flow direction of the heat management heat medium X in the outdoor air heat exchange passage 5.

[0023] The upstream end and downstream end of the outdoor air heat exchange passage 5 are each connected to the five-way valve 10. That is, the outdoor air heat exchange passage 5 guides the heat management heat medium X supplied from the five-way valve 10 to the upstream end to the downstream end, and supplies it to the five-way valve 10 from the downstream end.

[0024] The battery heat exchange flow path 6 is a flow path that guides the heat management heat medium X so that it passes through the battery 105 included in the thermal management target 110. In other words, the temperature of the battery 105 is adjusted by exchanging heat with the heat management heat medium X that flows through the battery heat exchange flow path 6.

[0025] The upstream end of the battery heat exchange flow path 6 is connected to the five-way valve 10. The downstream end of the battery heat exchange flow path 6 is connected to an intermediate portion of the electrical component heat exchange flow path 4. In other words, the battery heat exchange flow path 6 guides the thermal management heat medium X supplied to its upstream end from the five-way valve 10 to its downstream end, and supplies it from the downstream end to an intermediate portion of the electrical component heat exchange flow path 4. The downstream end of the battery heat exchange flow path 6 is connected to the electrical component heat exchange flow path 4 between the upstream end of the electrical component heat exchange flow path 4 and the on-board charger 103.

[0026] The pump 7 is disposed midway through the electrical component heat exchange passage 4 and causes the thermal management heat medium X to flow. The pump 7 circulates the thermal management heat medium X in a direction from the upstream end to the downstream end (the direction indicated by the arrow in FIG. 2 ) of the electrical component heat exchange passage 4. The pump 7 is disposed between an oil cooler 9b (described later) of the oil cooling unit 9 and the downstream end of the electrical component heat exchange passage 4 in the flow direction of the thermal management heat medium X in the electrical component heat exchange passage 4.

[0027] In this embodiment, the only power source for circulating the thermal management heat medium X is the pump 7. In other words, of the three flow paths (electrical component heat exchange path 4, ambient air heat exchange path 5, and battery heat exchange path 6) that guide the thermal management heat medium X, the pump 7 is provided only in the electrical component heat exchange path 4, and no pumps are provided in the ambient air heat exchange path 5 or the battery heat exchange path 6. In the thermal management system 1 of this embodiment, providing only one pump 7 for circulating the thermal management heat medium X makes it possible to guide the thermal management heat medium X through all of the flow paths, namely the electrical component heat exchange path 4, ambient air heat exchange path 5, and battery heat exchange path 6.

[0028] The heater 8 is an electric heater that converts DC power stored in the battery 105 into thermal energy to heat the thermal management heat medium X. In this embodiment, the heater 8 is, for example, an electric water heater equipped with a PTC heater. The heater 8 is disposed midway through the battery heat exchange flow path 6 and heats the thermal management heat medium X passing through the battery 105 as needed. The heater 8 is also connected to and controlled by the control unit 14. As shown in FIG. 2 , the heater 8 is disposed between the upstream end of the battery heat exchange flow path 6 and the battery 105. An internal heat exchanger that dissipates heat from the thermal management heat medium X to the air-conditioning heat medium Y may be disposed upstream of the heater 8 in the battery heat exchange flow path 6.

[0029] The oil cooling unit 9 is a unit that guides and circulates cooling oil Z so that it passes through the traction motor 101 and the inverter 102, which are included in the thermal management subject 110. As shown in FIG. 2 , the oil cooling unit 9 includes a cooling oil circulation flow path 9a, an oil cooler 9b, and a cooling oil pump 9c.

[0030] The cooling oil circulation path 9a is an annular path that passes through the oil cooler 9b, the traction motor 101, and the inverter 102, and guides the cooling oil Z. In the cooling oil circulation path 9a, the inverter 102 is disposed downstream of the oil cooler 9b, and the traction motor 101 is disposed downstream of the inverter 102. The oil cooler 9b is disposed midway through the electrical component heat exchange path 4, and performs heat exchange between the thermal management heat medium X flowing through the electrical component heat exchange path 4 and the cooling oil Z. The cooling oil pump 9c is disposed midway through the cooling oil circulation path 9a, and drives the cooling oil Z. As shown in FIG. 2 , the oil cooler 9b is located downstream of the on-board charger 103 and the DC / DC converter 104 in the electrical component heat exchange path 4.

[0031] In such an oil cooling unit 9, the temperatures of the traction motor 101 and the inverter 102 are regulated by heat exchange with the cooling oil Z. In this embodiment, the oil cooling unit 9 is used to regulate the temperatures of the traction motor 101 and the inverter 102. However, the oil cooling unit 9 may not be provided, and the traction motor 101 and the inverter 102 may be disposed downstream of the on-board charger 103 and the DC / DC converter 104 in the electrical component heat exchange flow path 4. In such a case, the temperatures of the traction motor 101 and the inverter 102 are regulated by direct heat exchange with the thermal management heat medium X.

[0032] The five-way valve 10 is a switching valve disposed at a connection point between the electrical component heat exchange passage 4, the outside air heat exchange passage 5, and the battery heat exchange passage 6. The five-way valve 10 can switch the direction of the thermal management heat medium X to the electrical component heat exchange passage 4, the outside air heat exchange passage 5, and the battery heat exchange passage 6. In this embodiment, the five-way valve 10 is connected to the upstream end of the electrical component heat exchange passage 4, the downstream end of the electrical component heat exchange passage 4, the upstream end of the outside air heat exchange passage 5, the downstream end of the outside air heat exchange passage 5, and the upstream end of the battery heat exchange passage 6.

[0033] Fig. 3 is a schematic perspective view of the five-way valve 10. Fig. 4 is a schematic vertical cross-sectional view of the five-way valve 10. As shown in these figures, the five-way valve 10 includes a case 10a and a core 10b.

[0034] The case 10a is formed in a generally cylindrical shape with a bottom and a central axis L, and rotatably houses the core 10b. The case 10a has a first connection portion 10a1, a second connection portion 10a2, a third connection portion 10a3, a fourth connection portion 10a4, and a fifth connection portion 10a5 on its circumferential surface. The electrical component heat exchange passage 4, the outside air heat exchange passage 5, and the battery heat exchange passage 6 are each fixed to the case 10a.

[0035] The first connection part 10a1 is connected to the downstream end of the electrical component heat exchange passage 4. The first connection part 10a1 guides the heat management medium X supplied from the downstream end of the electrical component heat exchange passage 4 into the interior of the case 10a. The second connection part 10a2 is connected to the downstream end of the outside air heat exchange passage 5. The second connection part 10a2 guides the heat management medium X supplied from the downstream end of the outside air heat exchange passage 5 into the interior of the case 10a.

[0036] The third connection portion 10a3 is connected to the upstream end of the electrical component heat exchange passage 4. The third connection portion 10a3 guides the thermal management heat medium X inside the case 10a to flow into the electrical component heat exchange passage 4. The fourth connection portion 10a4 is connected to the upstream end of the outside air heat exchange passage 5. The fourth connection portion 10a4 guides the thermal management heat medium X inside the case 10a to flow into the outside air heat exchange passage 5. The fifth connection portion 10a5 is connected to the upstream end of the battery heat exchange passage 6. The fifth connection portion 10a5 guides the thermal management heat medium X inside the case 10a to flow into the battery heat exchange passage 6.

[0037] 3, the first connection portion 10a1 is provided on the upper part of the case 10a, and the second connection portion 10a2 is provided on the lower part of the case 10a. Furthermore, the first connection portion 10a1 and the second connection portion 10a2 are arranged so as to overlap when viewed from above.

[0038] Furthermore, fourth connection portion 10a4 is provided on the upper part of case 10a. Fourth connection portion 10a4 is disposed at the same height as first connection portion 10a1. Furthermore, fifth connection portion 10a5 is provided on the lower part of case 10a. Fifth connection portion 10a5 is disposed at the same height as second connection portion 10a2. Furthermore, fourth connection portion 10a4 and fifth connection portion 10a5 are disposed so as to overlap when viewed from above.

[0039] The third connection portion 10a3 is provided at the bottom of the case 10a and is disposed at the same height as the second connection portion 10a2. The third connection portion 10a3 is disposed between the second connection portion 10a2 and the fifth connection portion 10a5 in the circumferential direction about the axis L.

[0040] The core 10b guides the heat management medium X inside the case 10a. The core 10b is rotated in the circumferential direction about the axis L by the drive unit 11 under the control of the control unit 14. The connection state between the electrical component heat exchange passage 4, the outside air heat exchange passage 5, and the battery heat exchange passage 6 changes depending on the position (rotational position) of the core 10b in the rotational direction about the axis L. In other words, the core 10b determines the connection state between the electrical component heat exchange passage 4, the outside air heat exchange passage 5, and the battery heat exchange passage 6 depending on the rotational position.

[0041] 4, the core 10b has an upper core 10c, a middle core 10d, and a lower core 10e. The upper core 10c, the middle core 10d, and the lower core 10e are fastened together by bolts or the like (not shown).

[0042] The upper core 10c is located at the top of the upper core 10c, the middle core 10d, and the lower core 10e. The upper core 10c has a guide passage 10c1 at its bottom. The guide passage 10c1 is provided at a height that allows connection between the first connection portion 10a1 (i.e., the downstream end of the electrical component heat exchange passage 4) and the fourth connection portion 10a4 (i.e., the upstream end of the outside air heat exchange passage 5).

[0043] Figure 5 is a schematic cross-sectional view of the five-way valve 10. Figure 5(a) is a cross-sectional view including the guide flow path 10c1. As shown in this figure, the guide flow path 10c1 has an upstream portion connectable to the first connection portion 10a1. The upstream portion of this guide flow path 10c1 is formed in a fan shape that narrows from the circumferential surface of the upper core 10c toward the center. Furthermore, the upstream portion of the guide flow path 10c1 is formed so that the circumferential flow path width on the circumferential surface of the upper core 10c is approximately the same as the circumferential separation dimension between the third connection portion 10a3 and the fourth connection portion 10a4.

[0044] Furthermore, guide flow passage 10c1 has a downstream portion connectable to fourth connecting portion 10a4. This downstream portion of guide flow passage 10c1 is formed in a fan shape that narrows from the circumferential surface of upper core 10c toward the center. Furthermore, the downstream portion of guide flow passage 10c1 is formed so that the circumferential flow passage width on the circumferential surface of upper core 10c is approximately the same as the circumferential separation dimension between third connecting portion 10a3 and fourth connecting portion 10a4.

[0045] In such an upper core 10c, in the first connection mode described below, the upstream portion of the guide flow path 10c1 is connected to the first connection portion 10a1 and the downstream portion of the guide flow path 10c1 is connected to the fourth connection portion 10a4, and in the second connection mode described below, the upstream portion of the guide flow path 10c1 is connected to the first connection portion 10a1 and the downstream portion of the guide flow path 10c1 is connected to the fourth connection portion 10a4, and in the third and fourth connection modes described below, the guide flow path 10c1 is formed so that the upstream and downstream portions of the guide flow path 10c1 are blocked by the case 10a.

[0046] The middle core 10d is located between the upper core 10c and the lower core 10e. The middle core 10d is provided with a guide flow passage 10d1. The guide flow passage 10d1 has an upstream portion that is provided relative to the top surface of the middle core 10d and a downstream portion that is provided relative to the bottom of the middle core 10d, and a connecting portion that connects the upstream and downstream portions is provided in the center of the middle core 10d. The middle core 10d is provided at a height such that the upstream portion can be connected to the first connecting portion 10a1 (i.e., the downstream end of the electrical component heat exchange flow passage 4), and the downstream portion can be connected to the third connecting portion 10a3 (i.e., the upstream end of the electrical component heat exchange flow passage 4) and the fifth connecting portion 10a5 (i.e., the upstream end of the battery heat exchange flow passage 6).

[0047] 5(b) is a cross-sectional view including the guide flow passage 10d1. As shown in this figure, the upstream portion of the guide flow passage 10d1 is formed in a fan shape that narrows from the circumferential surface of the center core 10d toward the center. Furthermore, the upstream portion of the guide flow passage 10d1 is formed so that the circumferential flow passage width on the circumferential surface of the center core 10d is the same as that of the guide flow passage 10c1.

[0048] The downstream portion of guide flow passage 10d1 extends from the center of center core 10d toward the circumferential surface with the same narrow flow passage width. The downstream portion of guide flow passage 10d1 is formed so that the flow passage width is approximately the same as the flow passage widths of third connecting portion 10a3 and fifth connecting portion 10a5.

[0049] In such a central core 10d, the guide flow passage 10d1 is formed so that in the first and second connection modes described below, the upstream and downstream portions of the guide flow passage 10d1 are blocked by the case 10a, and in the third connection mode described below, the upstream portion of the guide flow passage 10d1 is connected to the first connection portion 10a1 and the downstream portion of the guide flow passage 10d1 is connected to the fifth connection portion 10a5, and in the fourth connection mode described below, the upstream portion of the guide flow passage 10d1 is connected to the first connection portion 10a1 and the downstream portion of the guide flow passage 10d1 is connected to the third connection portion 10a3.

[0050] The lower core 10e is located at the lowest of the upper core 10c, the middle core 10d, and the lower core 10e. The lower core 10e has a guide passage 10e1 on its upper surface. The guide passage 10e1 is provided at a height that allows connection to the second connection portion 10a2 (i.e., the downstream end of the outside air heat exchange passage 5), the third connection portion 10a3 (i.e., the upstream end of the electrical component heat exchange passage 4), and the fifth connection portion 10a5 (i.e., the upstream end of the battery heat exchange passage 6).

[0051] 5(c) is a cross-sectional view including the guide flow passage 10e1. As shown in this figure, the upstream portion of the guide flow passage 10e1 is formed in a fan shape that narrows from the circumferential surface of the lower core 10e toward the center. Furthermore, the upstream portion of the guide flow passage 10e1 is formed so that the circumferential flow passage width on the circumferential surface of the lower core 10e is the same as that of the guide flow passage 10c1.

[0052] The downstream portion of guide flow passage 10e1 extends from the center of lower core 10e toward the circumferential surface with the same narrow flow passage width. The downstream portion of guide flow passage 10e1 is formed so that the flow passage width is approximately the same as the flow passage widths of third connecting portion 10a3 and fifth connecting portion 10a5.

[0053] In such a lower core 10e, in the first connection mode described below, the upstream portion of the guide flow path 10e1 is connected to the second connection portion 10a2 and the downstream portion of the guide flow path 10e1 is connected to the fifth connection portion 10a5, and in the second connection mode described below, the upstream portion of the guide flow path 10e1 is connected to the second connection portion 10a2 and the downstream portion of the guide flow path 10e1 is connected to the third connection portion 10a3, and in the third and fourth connection modes described below, the guide flow path 10e1 is formed so that the upstream and downstream portions of the guide flow path 10e1 are blocked by the case 10a.

[0054] Depending on the rotational position of the core 10b of such a five-way valve 10, the connection states of the electrical equipment heat exchange passage 4, the outside air heat exchange passage 5 and the battery heat exchange passage 6 are switched between a first connection mode, a second connection mode, a third connection mode and a fourth connection mode.

[0055] Fig. 5 is a schematic diagram illustrating the rotational position of the core 10b in the first connection mode. Fig. 6 is a schematic diagram illustrating the flow of the heat management heat medium X in the first connection mode. As shown in these figures, in the first connection mode, the downstream end of the electrical component heat exchange passage 4 (i.e., the first connection portion 10a1), the upstream end of the outside air heat exchange passage 5 (i.e., the fourth connection portion 10a4), the downstream end of the outside air heat exchange passage 5 (i.e., the second connection portion 10a2), and the upstream end of the battery heat exchange passage 6 (i.e., the fifth connection portion 10a5) are connected by the five-way valve 10.

[0056] In this first connection mode, the thermal management heat medium X delivered from the pump 7 flows from the downstream end of the electrical component heat exchange flow path 4 through the five-way valve 10 into the ambient air heat exchange flow path 5, flows from the downstream end of the ambient air heat exchange flow path 5 through the five-way valve 10 into the upstream end of the battery heat exchange flow path 6, and is returned from the downstream end of the battery heat exchange flow path 6 to the electrical component heat exchange flow path 4. In this first connection mode, the thermal management heat medium X exchanges heat with the ambient air heat exchanger 2, the internal heat exchanger 3, the on-board charger 103, the DC / DC converter 104, the battery 105, and the oil cooler 9b. Therefore, in the first connection mode, all of the traction motor 101, the inverter 102, the on-board charger 103, the DC / DC converter 104, and the battery 105 included in the thermal management target 110 are thermally managed directly or indirectly through heat exchange with the thermal management heat medium X.

[0057] Fig. 7 is a schematic diagram illustrating the rotational position of the core 10b in the second connection mode. Fig. 8 is a schematic diagram illustrating the flow of the heat management medium X in the second connection mode. As shown in these figures, in the second connection mode, the upstream end of the electrical component heat exchange passage 4 (i.e., the third connection portion 10a3), the downstream end of the electrical component heat exchange passage 4 (i.e., the first connection portion 10a1), the upstream end of the ambient air heat exchange passage 5 (i.e., the fourth connection portion 10a4), and the downstream end of the ambient air heat exchange passage 5 (i.e., the second connection portion 10a2) are connected by the five-way valve 10.

[0058] In this second connection mode, the thermal management heat medium X delivered from the pump 7 flows from the downstream end of the electrical component heat exchange passage 4 through the five-way valve 10 into the outside air heat exchange passage 5, and then flows from the downstream end of the outside air heat exchange passage 5 through the five-way valve 10 into the upstream end of the electrical component heat exchange passage 4. In this second connection mode, the thermal management heat medium X is heat exchanged with the outside air heat exchanger 2, the internal heat exchanger 3, the on-board charger 103, the DC / DC converter 104, and the oil cooler 9b. Therefore, in the second connection mode, the traction motor 101, the inverter 102, the on-board charger 103, and the DC / DC converter 104 are thermally managed directly or indirectly through heat exchange with the thermal management heat medium X.

[0059] Fig. 9 is a schematic diagram illustrating the rotational position of the core 10b in the third connection mode. Fig. 10 is a schematic diagram illustrating the flow of the heat management medium X in the third connection mode. As shown in these figures, in the third connection mode, the downstream end of the electrical component heat exchange passage 4 (i.e., the first connection portion 10a1) and the upstream end of the battery heat exchange passage 6 (i.e., the fifth connection portion 10a5) are connected by the five-way valve 10.

[0060] In this third connection mode, the thermal management heat medium X delivered from the pump 7 flows from the downstream end of the electrical component heat exchange flow path 4 through the five-way valve 10 into the upstream end of the battery heat exchange flow path 6, and is returned from the downstream end of the battery heat exchange flow path 6 to the electrical component heat exchange flow path 4. In this third connection mode, the thermal management heat medium X exchanges heat with the on-board charger 103, the DC / DC converter 104, the battery 105, and the oil cooler 9b. Therefore, in the third connection mode, all of the traction motor 101, the inverter 102, the on-board charger 103, the DC / DC converter 104, and the battery 105 included in the thermal management subject 110 are thermally managed by directly or indirectly exchanging heat with the thermal management heat medium X.

[0061] Fig. 11 is a schematic diagram illustrating the rotational position of the core 10b in the fourth connection mode. Fig. 12 is a schematic diagram illustrating the flow of the heat management heat medium X in the fourth connection mode. As shown in these figures, in the fourth connection mode, the upstream end of the electrical component heat exchange passage 4 (i.e., the third connection portion 10a3) and the downstream end of the electrical component heat exchange passage 4 (i.e., the first connection portion 10a1) are connected by the five-way valve 10.

[0062] In such a fourth connection mode, the thermal management heat medium X delivered from the pump 7 flows from the downstream end of the electrical component heat exchange passage 4 to the upstream end of the electrical component heat exchange passage 4 via the five-way valve 10. In this fourth connection mode, the thermal management heat medium X is heat exchanged with the on-board charger 103, the DC / DC converter 104, and the oil cooler 9b. In the fourth connection mode, the traction motor 101, the inverter 102, the on-board charger 103, and the DC / DC converter 104 are thermally managed directly or indirectly by heat exchange with the thermal management heat medium X.

[0063] Fig. 13 is a schematic perspective view including the drive unit 11, the biasing unit 12, and the rotation angle sensor 13. The drive unit 11 drives the five-way valve 10, and as shown in Fig. 13, includes a motor 11a and a gear group 11b. The motor 11a generates power for rotating the core 10b of the five-way valve 10 under the control of the control unit 14. The gear group 11b transmits the power generated by the motor 11a to the core 10b.

[0064] The biasing portion 12 biases the core 10b to a rotational position corresponding to the first connection mode. In this embodiment, the biasing portion 12 is formed by a coil spring. However, the biasing portion 12 may be formed by another spring. The lower end of the biasing portion 12 is fixed to the upper surface of the core 10b, and the upper end is fixed to a support portion (not shown). The biasing portion 12 twists when the core 10b is rotated from the rotational position corresponding to the first connection mode, generating the biasing force. If power cannot be transmitted from the motor 11a to the core 10b for some reason, the biasing portion 12 returns the core 10b to the rotational position corresponding to the first connection mode. Note that the biasing force generated by the biasing portion 12 is smaller than the power generated by the motor 11a. Therefore, the core 10b can be rotated by the power generated by the motor 11a.

[0065] The rotation angle sensor 13 detects the rotational position of the core 10b and inputs the detection result to the control unit 14. The rotation angle sensor 13 is disposed, for example, above the core 10b. The control unit 14 controls the five-way valve 10 via the drive unit 11. By controlling the five-way valve 10, the control unit 14 switches the connection states of the electrical component heat exchange path 4, the outside air heat exchange path 5, and the battery heat exchange path 6 among a first connection mode, a second connection mode, a third connection mode, and a fourth connection mode. The control unit 14 may also control the pump 7 and the cooling oil pump 9c. The control unit 14 may also be an ECU (Electronic Control Unit) mounted on the vehicle 100. In such a case, the control unit 14 may also control the inverter 102, etc.

[0066] The vehicle 100 is equipped with an outside air temperature sensor, an interior temperature sensor, and a heat management medium temperature sensor, none of which are shown. The control unit 14 may be connected to these outside air temperature sensors and the heat management medium temperature sensor. In such a case, the control unit 14 receives a signal indicating the outside air temperature from the outside air temperature sensor and a signal indicating the heat management medium temperature from the heat management medium temperature sensor. The control unit 14 may also receive a signal indicating the operating status of the interior air conditioning system 20. In addition, the control unit 14 may receive an equipment status signal indicating the status of equipment installed in the vehicle 100.

[0067] In the thermal management system 1 of this embodiment, for example, when the vehicle 100 is stopped and being charged, the control unit 14 sets the connection states of the electrical component heat exchange path 4, the outside air heat exchange path 5, and the battery heat exchange path 6 to the first connection mode shown in Fig. 6. Furthermore, in such a case, when the outside air temperature is low, the control unit 14 may set the connection states of the electrical component heat exchange path 4, the outside air heat exchange path 5, and the battery heat exchange path 6 to the third connection mode shown in Fig. 10.

[0068] Furthermore, for example, when the vehicle 100 is traveling and the interior air conditioning system 20 is operating in a heating mode, the control unit 14 sets the connection states of the electrical component heat exchange path 4, the outside air heat exchange path 5, and the battery heat exchange path 6 to the second connection mode shown in Fig. 8. When the vehicle 100 is traveling and the interior air conditioning system 20 is not operating and the traction motor 101 needs to be warmed up, the control unit 14 sets the connection states of the electrical component heat exchange path 4, the outside air heat exchange path 5, and the battery heat exchange path 6 to, for example, the fourth connection mode shown in Fig. 12. When the vehicle 100 is traveling and the interior air conditioning system 20 is not operating and the traction motor 101 and the battery 105 need to be warmed up, the control unit 14 sets the connection states of the electrical component heat exchange path 4, the outside air heat exchange path 5, and the battery heat exchange path 6 to, for example, the third connection mode shown in Fig. 10, and the heater 8 heats the thermal management heat medium X.

[0069] Also, for example, when the vehicle 100 is running and the in-vehicle air conditioning system 20 is operating in cooling mode or when the in-vehicle air conditioning system 20 is not operating and cooling of the driving motor 101 is necessary, the control unit 14 sets the connection state of the electrical equipment heat exchange path 4, the outside air heat exchange path 5, and the battery heat exchange path 6 to the second connection mode shown in Figure 8.

[0070] Also, for example, when the vehicle 100 is traveling and the in-vehicle air conditioning system 20 is operating in cooling mode or when the in-vehicle air conditioning system 20 is not operating and cooling of the traction motor 101 and the battery 105 is necessary, the control unit 14 sets the connection state of the electrical equipment heat exchange path 4, the outside air heat exchange path 5, and the battery heat exchange path 6 to the first connection mode shown in Figure 6.

[0071] 14 is a system configuration diagram showing a schematic configuration of an example of the vehicle interior air conditioning system 20. The vehicle interior air conditioning system 20 uses an air conditioning heat medium Y to generate conditioned air to be supplied to the vehicle interior.

[0072] As shown in FIG. 14, the vehicle air conditioning system 20 includes a condenser 20a, a first circulation flow path 20b, an accumulator 20c, a compressor 20d, an internal heating condenser 20e, an expansion valve bypass flow path 20f, a second circulation flow path 20g, an evaporator 20h, a plurality of expansion valves 20j, and a plurality of shut-off valves 20k.

[0073] The condenser 20a is a heat exchanger that exchanges heat between the air-conditioning heat medium Y and the heat management heat medium X, and corresponds to the internal heat exchanger 3 of the thermal management system 1. During heating, the condenser 20a functions as an evaporator that evaporates the air-conditioning heat medium Y. During cooling, the condenser 20a functions as a condenser that condenses the air-conditioning heat medium Y.

[0074] The first circulation flow path 20b is a circulation flow path in which the condenser 20a is provided at a midpoint. The first circulation flow path 20b circulates and guides the air-conditioning heat medium Y so that it passes through the condenser 20a.

[0075] The accumulator 20c is provided in the middle of the first circulation flow path 20b, and is disposed downstream of the condenser 20a and upstream of the internal heating condenser 20e in the flow direction of the air-conditioning heat medium Y. The accumulator 20c is a container that temporarily stores the air-conditioning heat medium Y flowing through the first circulation flow path 20b.

[0076] The compressor 20d is provided in the middle of the first circulation flow path 20b, and is disposed downstream of the accumulator 20c and upstream of the internal heating condenser 20e in the flow direction of the air-conditioning heat medium Y. The compressor 20d compresses the air-conditioning heat medium Y and sends it out downstream.

[0077] The heating internal condenser 20e is a heat exchanger that uses the heat of the air-conditioning heat medium Y to heat the air to be supplied into the vehicle cabin. The heating internal condenser 20e is provided at a midpoint of the first circulation flow path 20b. During heating, the heating internal condenser 20e functions as a condenser that condenses the air-conditioning heat medium Y. During cooling, the heating internal condenser 20e absorbs heat from the air-conditioning heat medium Y in a gaseous state as needed.

[0078] In addition, one expansion valve 20j is provided in the first circulation flow path 20b downstream of the internal heating condenser 20e and upstream of the condenser 20a. This expansion valve 20j cools the air-conditioning heat medium Y in a liquid state condensed in the internal heating condenser 20e by reducing its pressure. An expansion valve bypass flow path 20f is connected to the first circulation flow path 20b so as to bypass this expansion valve 20j.

[0079] A cutoff valve 20k is provided in the expansion valve bypass passage 20f. The cutoff valve 20k closes the expansion valve bypass passage 20f during heating and opens the expansion valve bypass passage 20f during cooling.

[0080] The second circulation flow path 20g is an annular flow path whose upstream and downstream ends are connected to the first circulation flow path 20b. The upstream and downstream ends of the second circulation flow path 20g are connected to the first circulation flow path 20b downstream of the condenser 20a and upstream of the accumulator 20c. In the flow direction of the air-conditioning heat transfer medium Y in the first circulation flow path 20b, the upstream end of the second circulation flow path 20g is located upstream of the downstream end of the second circulation flow path 20g.

[0081] The evaporator 20h is a heat exchanger that cools the air to be supplied to the vehicle interior by utilizing the latent heat of the air-conditioning heat medium Y. The evaporator 20h is provided at a midpoint of the second circulation flow path 20g. The evaporator 20h functions as an evaporator that evaporates the liquid state of the air-conditioning heat medium Y during cooling.

[0082] The expansion valve 20j lowers the temperature of the air-conditioning heat medium Y by suddenly reducing the pressure of the air-conditioning heat medium Y. As described above, one expansion valve 20j is disposed in the first circulation flow path 20b downstream of the internal heating condenser 20e and upstream of the condenser 20a. In addition, one expansion valve 20j is disposed in the second circulation flow path 20g upstream of the evaporator 20h. Note that the expansion valve 20j can also close the flow path in which it is provided.

[0083] The shutoff valve 20k is an on-off valve that opens and closes the provided flow path. As described above, one shutoff valve 20k is provided in the expansion valve bypass flow path 20f. In addition, one shutoff valve 20k is provided in the middle of the first circulation flow path 20b, between the upstream end of the second circulation flow path 20g and the downstream end of the second circulation flow path 20g.

[0084] In the vehicle interior air conditioning system 20, during heating, the expansion valve 20j provided in the second circulation flow path 20g closes the flow path, and the shutoff valve 20k provided in the expansion valve bypass flow path 20f closes the flow path. Meanwhile, during heating, the shutoff valve 20k and the expansion valve 20j provided in the first circulation flow path 20b open the flow paths.

[0085] As a result, the air-conditioning heat medium Y that has passed through the condenser 20a is pressurized by the compressor 20d. The air-conditioning heat medium Y compressed by the compressor 20d is condensed in the internal heating condenser 20e, and then decompressed by the expansion valve 20j provided in the middle of the first circulation flow path 20b that leads from the internal heating condenser 20e to the condenser 20a.

[0086] In the vehicle interior air conditioning system 20, during cooling, the expansion valve 20j provided in the second circulation flow path 20g opens the flow path, and the shutoff valve 20k provided in the expansion valve bypass flow path 20f opens the flow path. Meanwhile, during cooling, the shutoff valve 20k and the expansion valve 20j provided in the first circulation flow path 20b close the flow paths.

[0087] As a result, the air-conditioning heat medium Y that has passed through the condenser 20a is decompressed by the expansion valve 20j and then absorbs heat from the air in the evaporator 20h. The air-conditioning heat medium Y that has passed through the evaporator 20h is pressurized by the compressor 20d. During cooling, the air-conditioning heat medium Y compressed by the compressor 20d passes through the internal heating condenser 20e in a liquid state and is then returned to the condenser 20a via the expansion valve bypass flow path 20f.

[0088] The thermal management system 1 of this embodiment as described above is mounted on a vehicle 100 and performs thermal management of a thermal management target 110 including electrical components (an on-board charger 103 and a DC / DC converter 104). The thermal management system 1 of this embodiment includes an electrical component heat exchange path 4, an outside air heat exchange path 5, a battery heat exchange path 6, and a five-way valve 10. The electrical component heat exchange path 4 guides a thermal management heat medium X to pass through the electrical components. The outside air heat exchange path 5 guides the thermal management heat medium X to pass through an outside air heat exchanger 2 that performs heat exchange between outside air and the thermal management heat medium X. The battery heat exchange path 6 guides the thermal management heat medium X to pass through a battery 105. The five-way valve 10 is arranged at the connection point between the electrical equipment heat exchange passage 4, the outside air heat exchange passage 5, and the battery heat exchange passage 6, and is capable of switching the direction of the thermal management heat medium X to the electrical equipment heat exchange passage 4, the outside air heat exchange passage 5, and the battery heat exchange passage 6.

[0089] The thermal management system 1 of this embodiment can change the connection state between the electrical component heat exchange path 4, the outside air heat exchange path 5, and the battery heat exchange path 6 by controlling the five-way valve 10, which is arranged at the connection portion between the electrical component heat exchange path 4, the outside air heat exchange path 5, and the battery heat exchange path 6. Therefore, the thermal management system 1 of this embodiment can change the path of the thermal management heat medium X without using multiple three-way valves and multiple on-off valves. Therefore, the thermal management system 1 of this embodiment can change the path through which the thermal management heat medium X is guided with a simple structure.

[0090] Furthermore, in the thermal management system 1 of this embodiment, the five-way valve 10 is connected to the upstream end of the electrical component heat exchange flow path 4, the downstream end of the electrical component heat exchange flow path 4, the upstream end of the outside air heat exchange flow path 5, the downstream end of the outside air heat exchange flow path 5, and the upstream end of the battery heat exchange flow path 6. Furthermore, the downstream end of the battery heat exchange flow path 6 is connected to a midpoint of the electrical component heat exchange flow path 4. Thus, according to the thermal management system 1 of this embodiment, the five-way valve 10 can be used as a switching valve.

[0091] The thermal management system 1 of this embodiment also includes a pump 7 that is provided midway through the electrical component heat exchange passage 4 and that pumps the thermal management heat medium X. The thermal management system 1 of this embodiment can use a single pump 7 to cause the thermal management heat medium X to flow through the electrical component heat exchange passage 4, the outside air heat exchange passage 5, and the battery heat exchange passage 6. This allows the thermal management system 1 of this embodiment to have a simple structure.

[0092] The thermal management system 1 of this embodiment also includes a drive unit 11 that drives the five-way valve 10. The five-way valve 10 connects the electrical component heat exchange passage 4, the outside air heat exchange passage 5, and the battery heat exchange passage 6 so that the thermal management heat medium X is guided through all of the electrical component heat exchange passage 4, the outside air heat exchange passage 5, and the battery heat exchange passage 6 when power is not being transmitted from the drive unit 11.

[0093] According to the thermal management system 1 of this embodiment, when power is not transmitted from the drive unit 11, the thermal management heat medium X flows through all of the electrical component heat exchange path 4, the outside air heat exchange path 5, and the battery heat exchange path 6. Therefore, even when power is not transmitted from the drive unit 11, thermal management of the traction motor 101, the inverter 102, the on-board charger 103, the DC / DC converter 104, and the battery 105 can be performed.

[0094] In the thermal management system 1 of this embodiment, the five-way valve 10 includes a case 10a and a core 10b. The electrical component heat exchange passage 4, the ambient air heat exchange passage 5, and the battery heat exchange passage 6 are fixed to the case 10a. The core 10b rotates within the case 10a and determines the connection state of the electrical component heat exchange passage 4, the ambient air heat exchange passage 5, and the battery heat exchange passage 6 depending on the rotational position. The thermal management system 1 of this embodiment also includes a biasing unit 12. The biasing unit 12 biases the core 10b to a rotational position where the thermal management heat medium X is guided through all of the electrical component heat exchange passage 4, the ambient air heat exchange passage 5, and the battery heat exchange passage 6.

[0095] In the thermal management system 1 of this embodiment, when power is not transmitted from the drive unit 11, the biasing force of the biasing unit 12 can move the core 10b to a rotation position where the thermal management heat medium X is guided through all of the electrical component heat exchange path 4, the ambient air heat exchange path 5, and the battery heat exchange path 6. Therefore, in the thermal management system 1 of this embodiment, when power is not transmitted from the drive unit 11, the thermal management heat medium X can more reliably flow through all of the electrical component heat exchange path 4, the ambient air heat exchange path 5, and the battery heat exchange path 6.

[0096] Furthermore, in the thermal management system 1 of this embodiment, an internal heat exchanger 3 that transfers heat from other heat transfer media contained in the vehicle 100 to the thermal management heat transfer medium X is provided in a portion of the outside air heat exchange flow path 5. In the thermal management system 1 of this embodiment, the heat recovered by the thermal management heat transfer medium X can be effectively utilized in other systems. Therefore, the thermal management system 1 of this embodiment can improve the electric fuel efficiency of, for example, an electric vehicle.

[0097] Furthermore, in the thermal management system 1 of this embodiment, the internal heat exchanger 3 dissipates heat from the air-conditioning heat medium Y used in the vehicle interior air-conditioning system to the heat management heat medium X. In the thermal management system 1 of this embodiment, the heat recovered by the heat management heat medium X can be effectively utilized in the vehicle interior air-conditioning system 20. Therefore, the thermal management system 1 of this embodiment can improve the electric fuel efficiency of, for example, an electric vehicle.

[0098] Second Embodiment Next, a second embodiment of the present invention will be described with reference to Figures 15 to 25. In the description of this embodiment, the description of the same parts as those in the first embodiment will be omitted or simplified.

[0099] 15 is a system configuration diagram showing a schematic configuration of a thermal management system 1A of this embodiment. As shown in FIG. 15, the thermal management system 1A of this embodiment includes a four-way valve 30 (switching valve) instead of the five-way valve 10 of the first embodiment. Furthermore, the thermal management system 1A of this embodiment does not include an oil cooling unit 9. Therefore, the traction motor 101 and the inverter 102 are disposed midway along the electrical component heat exchange flow path 4.

[0100] The four-way valve 30 is a switching valve disposed at a connection point between the electrical component heat exchange passage 4, the outside air heat exchange passage 5, and the battery heat exchange passage 6. The four-way valve 30 can switch the direction of the thermal management heat medium X between the electrical component heat exchange passage 4, the outside air heat exchange passage 5, and the battery heat exchange passage 6. In this embodiment, the four-way valve 30 is connected to the upstream end of the electrical component heat exchange passage 4, the downstream end of the electrical component heat exchange passage 4, the downstream end of the outside air heat exchange passage 5, and the upstream end of the battery heat exchange passage 6.

[0101] The upstream end of the outside air heat exchange passage 5 is connected to a midpoint of the electrical component heat exchange passage 4. The downstream end of the battery heat exchange passage 6 is connected to a midpoint of the electrical component heat exchange passage 4. Note that the drive unit 11, the biasing unit 12, the rotation angle sensor 13, and the control unit 14 are omitted from Figure 15.

[0102] Fig. 16 is a schematic perspective view of the four-way valve 30. Fig. 17 is a schematic vertical cross-sectional view of the four-way valve 30. As shown in these figures, the four-way valve 30 includes a case 30a and a core 30b.

[0103] The case 30a is formed in a generally cylindrical shape with a bottom and a central axis L, and rotatably houses the core 30b. The case 30a has a first connection portion 30a1, a second connection portion 30a2, a third connection portion 30a3, and a fourth connection portion 30a4 on its circumferential surface. The electrical component heat exchange passage 4, the outside air heat exchange passage 5, and the battery heat exchange passage 6 are each fixed to the case 30a.

[0104] The first connection part 30a1 is connected to the downstream end of the outdoor air heat exchange passage 5. The first connection part 30a1 guides the heat management heat medium X supplied from the downstream end of the outdoor air heat exchange passage 5 into the interior of the case 30a. The second connection part 30a2 is connected to the downstream end of the electrical component heat exchange passage 4. The second connection part 30a2 guides the heat management heat medium X supplied from the downstream end of the electrical component heat exchange passage 4 into the interior of the case 30a.

[0105] The third connection portion 30a3 is connected to the upstream end of the electrical component heat exchange flow path 4. The third connection portion 30a3 guides the thermal management heat medium X inside the case 30a to flow into the electrical component heat exchange flow path 4. The fourth connection portion 30a4 is connected to the upstream end of the battery heat exchange flow path 6. The fourth connection portion 30a4 guides the thermal management heat medium X inside the case 30a to flow into the battery heat exchange flow path 6.

[0106] 16, the first connection portion 30a1 is provided on the upper part of the case 30a, and the second connection portion 30a2 is provided on the lower part of the case 30a. Furthermore, the first connection portion 30a1 and the second connection portion 30a2 are arranged so as to overlap when viewed from above.

[0107] The third connection portion 30a3 and the fourth connection portion 30a4 are provided in the middle of the case 30a. The third connection portion 30a3 and the fourth connection portion 30a4 are disposed at the same height. The third connection portion 30a3 and the fourth connection portion 30a4 are disposed lower than the first connection portion 30a1 and higher than the second connection portion 30a2.

[0108] The core 30b guides the heat management medium X inside the case 30a. The core 30b is rotated in the circumferential direction about the axis L by the drive unit 11 under the control of the control unit 14. The connection state between the electrical component heat exchange passage 4, the outside air heat exchange passage 5, and the battery heat exchange passage 6 changes depending on the position (rotational position) of the core 30b in the rotational direction about the axis L. In other words, the core 30b determines the connection state between the electrical component heat exchange passage 4, the outside air heat exchange passage 5, and the battery heat exchange passage 6 depending on the rotational position.

[0109] 16 and 17 , core 30b has guide flow passages 30b1 and 30b2. Guide flow passage 30b1 has an upstream portion formed at a height that allows it to connect to first connection portion 30a1, and a downstream portion formed at a height that allows it to connect to third connection portion 30a3 and fourth connection portion 30a4. Guide flow passage 30b1 is formed with an inclination that continuously descends from the upstream portion to the downstream portion.

[0110] The upstream portion of guide flow passage 30b1 is formed in a fan shape that narrows from the circumferential surface of core 30b toward the center thereof. The upstream portion of guide flow passage 30b1 is formed so that the circumferential flow passage width on the circumferential surface of core 30b is approximately the same as the circumferential separation dimension between third connecting portion 30a3 and fourth connecting portion 30a4.

[0111] The downstream portion of guide flow passage 30b1 is provided so as to extend from the center of core 30b toward the circumferential surface with the same narrow flow passage width. This downstream portion of guide flow passage 30b1 is formed so that the flow passage width is approximately the same as the flow passage width of third connecting portion 30a3 and fourth connecting portion 30a4.

[0112] The guide flow path 30b2 has an upstream portion formed at a height that allows it to connect to the second connection portion 30a2, and a downstream portion formed at a height that allows it to connect to the third connection portion 30a3 and the fourth connection portion 30a4. The guide flow path 30b2 is formed with an inclination that continuously rises from the upstream portion to the downstream portion.

[0113] The upstream portion of guide flow passage 30b2 is formed in a fan shape that narrows from the circumferential surface of core 30b toward the center thereof. The upstream portion of guide flow passage 30b2 is formed so that the circumferential flow passage width on the circumferential surface of core 30b is approximately the same as the circumferential distance between third connecting portion 30a3 and fourth connecting portion 30a4.

[0114] The downstream portion of the guide flow passage 30b2 extends from the center of the core 30b toward the circumferential surface with the same narrow flow passage width. The downstream portion of the guide flow passage 30b2 is formed so that the flow passage width is approximately the same as the flow passage width of the third connecting portion 30a3 and the fourth connecting portion 30a4.

[0115] In such a core 30b, in the fifth connection mode described below, the upstream portion of the guide flow path 30b1 is connected to the first connection portion 30a1 and the downstream portion of the guide flow path 30b1 is connected to the fourth connection portion 30a4, in the sixth connection mode described below, the upstream portion of the guide flow path 30b1 is connected to the first connection portion 30a1 and the downstream portion of the guide flow path 30b1 is connected to the third connection portion 30a3, and in the seventh and eighth connection modes described below, the guide flow path 30b1 is formed so that the upstream and downstream portions of the guide flow path 30b1 are blocked by the case 30a.

[0116] Furthermore, the core 30b is formed with the guide flow path 30b2 so that in the fifth and sixth connection modes described below, the upstream and downstream portions of the guide flow path 30b2 are blocked by the case 30a; in the seventh connection mode described below, the upstream portion of the guide flow path 30b2 is connected to the second connection portion 30a2 and the downstream portion of the guide flow path 30b2 is connected to the fourth connection portion 30a4; and in the eighth connection mode described below, the upstream portion of the guide flow path 30b2 is connected to the second connection portion 30a2 and the downstream portion of the guide flow path 30b2 is connected to the third connection portion 30a3.

[0117] Depending on the rotational position of the core 30b of such a four-way valve 30, the connection states of the electrical equipment heat exchange passage 4, the outside air heat exchange passage 5 and the battery heat exchange passage 6 are switched between the fifth connection mode, the sixth connection mode, the seventh connection mode and the eighth connection mode.

[0118] Fig. 18 is a schematic diagram illustrating the rotational position of the core 30b in the fifth connection mode. Fig. 19 is a schematic diagram illustrating the flow of the thermal management heat medium X in the fifth connection mode. As shown in these figures, in the fifth connection mode, the downstream end of the outside air heat exchange passage 5 (i.e., the first connection portion 30a1) and the upstream end of the battery heat exchange passage 6 (i.e., the fourth connection portion 30a4) are connected by the four-way valve 30.

[0119] In the fifth connection mode, the thermal management heat medium X delivered from the pump 7 flows from the electrical component heat exchange passage 4 into the upstream end of the outside-air heat exchange passage 5, flows from the downstream end of the outside-air heat exchange passage 5 through the four-way valve 30 into the upstream end of the battery heat exchange passage 6, and is returned from the downstream end of the battery heat exchange passage 6 to the electrical component heat exchange passage 4. In the fifth connection mode, the thermal management heat medium X exchanges heat with the outside-air heat exchanger 2, the internal heat exchanger 3, the traction motor 101, the inverter 102, the on-board charger 103, the DC / DC converter 104, and the battery 105. Therefore, in the fifth connection mode, all of the traction motor 101, the inverter 102, the on-board charger 103, the DC / DC converter 104, and the battery 105 included in the thermal management subject 110 are thermally managed by heat exchange with the thermal management heat medium X.

[0120] In this embodiment, the biasing unit 12 biases the core 30b to a rotational position corresponding to the fifth connection mode. Therefore, when power is not transmitted from the drive unit 11 to the core 30b, the biasing force of the biasing unit 12 can move the core 30b to a rotational position where the thermal management heat medium X is guided through all of the electrical component heat exchange passage 4, the outside air heat exchange passage 5, and the battery heat exchange passage 6.

[0121] Fig. 20 is a schematic diagram illustrating the rotational position of the core 30b in the sixth connection mode. Fig. 21 is a schematic diagram illustrating the flow of the heat management heat medium X in the sixth connection mode. As shown in these figures, in the sixth connection mode, the downstream end of the outside air heat exchange passage 5 (i.e., the first connection portion 30a1) and the upstream end of the electrical component heat exchange passage 4 (i.e., the third connection portion 30a3) are connected by the four-way valve 30.

[0122] In the sixth connection mode, the thermal management heat medium X delivered from the pump 7 flows from the electrical component heat exchange passage 4 to the upstream end of the outside-air heat exchange passage 5, and then flows from the downstream end of the outside-air heat exchange passage 5 through the four-way valve 30 to the upstream end of the electrical component heat exchange passage 4. In the sixth connection mode, the thermal management heat medium X is heat exchanged with the outside-air heat exchanger 2, the internal heat exchanger 3, the traction motor 101, the inverter 102, the on-board charger 103, and the DC / DC converter 104. Therefore, in the sixth connection mode, the traction motor 101, the inverter 102, the on-board charger 103, and the DC / DC converter 104 are thermally managed by heat exchange with the thermal management heat medium X.

[0123] Fig. 22 is a schematic diagram illustrating the rotational position of the core 30b in the seventh connection mode. Fig. 23 is a schematic diagram illustrating the flow of the thermal management heat medium X in the seventh connection mode. As shown in these figures, in the seventh connection mode, the downstream end of the electrical component heat exchange passage 4 (i.e., the second connection portion 30a2) and the upstream end of the battery heat exchange passage 6 (i.e., the fourth connection portion 30a4) are connected by the four-way valve 30.

[0124] In this seventh connection mode, the thermal management heat medium X delivered from the pump 7 flows from the downstream end of the electrical component heat exchange flow path 4 through the four-way valve 30 into the upstream end of the battery heat exchange flow path 6, and is returned from the downstream end of the battery heat exchange flow path 6 to the electrical component heat exchange flow path 4. In this seventh connection mode, the thermal management heat medium X exchanges heat with the traction motor 101, the inverter 102, the on-board charger 103, the DC / DC converter 104, and the battery 105. Therefore, in the seventh connection mode, all of the traction motor 101, the inverter 102, the on-board charger 103, the DC / DC converter 104, and the battery 105 included in the thermal management target 110 are thermally managed by heat exchange with the thermal management heat medium X.

[0125] Fig. 24 is a schematic diagram illustrating the rotational position of the core 30b in the eighth connection mode. Fig. 25 is a schematic diagram illustrating the flow of the heat management heat medium X in the eighth connection mode. As shown in these figures, in the eighth connection mode, the downstream end of the electrical component heat exchange passage 4 (i.e., the second connection portion 30a2) and the upstream end of the electrical component heat exchange passage 4 (i.e., the third connection portion 30a3) are connected by the four-way valve 30.

[0126] In such an eighth connection mode, the thermal management heat medium X delivered from the pump 7 flows from the downstream end of the electrical component heat exchange passage 4 to the upstream end of the electrical component heat exchange passage 4 via the four-way valve 30. In this eighth connection mode, the thermal management heat medium X is heat exchanged with the traction motor 101, the inverter 102, the on-board charger 103, and the DC / DC converter 104. Therefore, in the eighth connection mode, the traction motor 101, the inverter 102, the on-board charger 103, and the DC / DC converter 104, which are included in the thermal management subject 110, are thermally managed by heat exchange with the thermal management heat medium X.

[0127] The thermal management system 1A of this embodiment can change the connection state between the electrical component heat exchange path 4, the ambient air heat exchange path 5, and the battery heat exchange path 6 by controlling the four-way valve 30, which is arranged at the connection between the electrical component heat exchange path 4, the ambient air heat exchange path 5, and the battery heat exchange path 6. Therefore, the thermal management system 1A of this embodiment can change the path of the thermal management heat medium X without using multiple three-way valves and multiple on-off valves. Therefore, the thermal management system 1A of this embodiment can change the path through which the thermal management heat medium X is guided with a simple structure.

[0128] In the thermal management system 1A of this embodiment, the switching valve is a four-way valve 30 that connects the upstream end of the electrical component heat exchange flow path 4, the downstream end of the electrical component heat exchange flow path 4, the downstream end of the outside air heat exchange flow path 5, and the upstream end of the battery heat exchange flow path 6. The upstream end of the outside air heat exchange flow path 5 is connected to a midpoint of the electrical component heat exchange flow path 4. The downstream end of the battery heat exchange flow path 6 is connected to a midpoint of the electrical component heat exchange flow path 4. In this way, according to the thermal management system 1A of this embodiment, the four-way valve 30 can be used as the switching valve.

[0129] While the preferred embodiments of the present invention have been described above with reference to the accompanying drawings, it goes without saying that the present invention is not limited to the above-described embodiments. The shapes and combinations of the components shown in the above-described embodiments are merely examples, and various modifications can be made based on design requirements, etc., without departing from the spirit of the present invention.

[0130] For example, in the above embodiment, a configuration using a five-way valve 10 or a four-way valve 30 as a switching valve has been described. However, the present invention is not limited to this. FIG. 26 is a system configuration diagram showing a schematic configuration of a modified example of the thermal management system 1. As shown in this figure, a six-way valve 60 may be provided instead of the five-way valve 10, and the downstream end of the battery heat exchange flow path 6 may be connected to the six-way valve 60. Note that FIG. 26 does not illustrate the drive unit 11, the biasing unit 12, the rotation angle sensor 13, and the control unit 14. When such a configuration is adopted, a pump 61 may be provided midway through the battery heat exchange flow path 6 to circulate and guide the thermal management heat medium X through the battery heat exchange flow path 6.

[0131] The above embodiment can also be described as follows, for example:

[0132] (Supplementary Note 1) A thermal management system that is mounted on a vehicle and performs thermal management of thermally managed objects including electrical equipment, comprising: an electrical equipment heat exchange flow path that guides a heat medium for thermal management so that it passes through the electrical equipment; an outside air heat exchange flow path that guides the heat medium for thermal management so that it passes through an outside air heat exchanger that performs heat exchange between outside air and the heat medium for thermal management; a battery heat exchange flow path that guides the heat medium for thermal management so that it passes through a battery; and a switching valve that is arranged at a connection between the electrical equipment heat exchange flow path, the outside air heat exchange flow path, and the battery heat exchange flow path, and that is capable of switching the direction of the heat medium for thermal management to the electrical equipment heat exchange flow path, the outside air heat exchange flow path, and the battery heat exchange flow path.

[0133] (Appendix 2) The thermal management system described in Appendix 1 is characterized in that the switching valve is a five-way valve connected to the upstream end of the electrical equipment heat exchange flow path, the downstream end of the electrical equipment heat exchange flow path, the upstream end of the outside air heat exchange flow path, the downstream end of the outside air heat exchange flow path, and the upstream end of the battery heat exchange flow path, and the downstream end of the battery heat exchange flow path is connected to a midpoint of the electrical equipment heat exchange flow path.

[0134] (Appendix 3) The thermal management system described in Appendix 1 is characterized in that the switching valve is a four-way valve connected to the upstream end of the electrical equipment heat exchange passage, the downstream end of the electrical equipment heat exchange passage, the downstream end of the outside air heat exchange passage, and the upstream end of the battery heat exchange passage, and the upstream end of the outside air heat exchange passage is connected to a midpoint of the electrical equipment heat exchange passage, and the downstream end of the battery heat exchange passage is connected to a midpoint of the electrical equipment heat exchange passage.

[0135] (Supplementary Note 4) The thermal management system according to any one of Supplementary Notes 1 to 3, further comprising a pump provided in the middle of the electrical component heat exchange flow path and pumping the heat management heat medium.

[0136] (Appendix 5) A thermal management system according to any one of Appendices 1 to 4, further comprising a drive unit that drives the switching valve, and the switching valve connects the electrical equipment heat exchange passage, the outside air heat exchange passage, and the battery heat exchange passage so that the thermal management heat medium is guided through all of the electrical equipment heat exchange passage, the outside air heat exchange passage, and the battery heat exchange passage when power is not transmitted from the drive unit.

[0137] (Appendix 6) The thermal management system according to appendix 5, wherein the switching valve comprises: a case to which the electrical equipment heat exchange passage, the outside air heat exchange passage, and the battery heat exchange passage are fixed; and a core that rotates inside the case and determines the connection state between the electrical equipment heat exchange passage, the outside air heat exchange passage, and the battery heat exchange passage depending on the rotational position; and further comprises a biasing unit that biases the core to the rotational position at which the thermal management heat medium is guided through all of the electrical equipment heat exchange passage, the outside air heat exchange passage, and the battery heat exchange passage.

[0138] (Appendix 7) A thermal management system according to any one of Appendices 1 to 6, characterized in that an internal heat exchanger is provided midway along the outside air heat exchange flow path, which causes the thermal management heat medium to radiate heat to another heat medium, which is a vehicle internal heat medium, contained in the vehicle.

[0139] (Supplementary Note 8) The thermal management system according to Supplementary Note 7, wherein the internal heat exchanger dissipates heat to the thermal management heat medium for the vehicle interior heat medium used in the vehicle interior air conditioning system.

[0140] 1 Thermal management system 1A Thermal management system 2 Outdoor air heat exchanger 3 Internal heat exchanger 4 Electrical equipment heat exchange flow path 5 Outdoor air heat exchange flow path 6 Battery heat exchange flow path 7 Pump 8 Heater 9 Oil cooling unit 10 Five-way valve (switching valve) 10a Case 10a1 First connection part 10a2 Second connection part 10a3 Third connection part 10a4 Fourth connection part 10a5 Fifth connection part 10b Core 10c Upper core 10c1 Guide flow path 10d Middle core 10d1 Guide flow path 10e Lower core 10e1 Guide flow path 11 Drive part 11a Motor 11b Gear group 12 Urging part 13 Rotation angle sensor 14 Control part 30 Four-way valve (switching valve) 30a Case 30a1 First connection part 30a2 Second connection part 30a3 Third connection part 30a4 Fourth connection part 30b Core 30b1 Guide flow path 30b2 Guide flow path 60 Six-way valve (switching valve) 61 Pump 100 Vehicle 101 Traction motor 102 Inverter 103 On-board charger 104 DC / DC converter 105 Battery 110 Thermal management object L Shaft core X Heat medium for thermal management Y Heat medium for air conditioning Z Cooling oil

Claims

1. A thermal management system that is mounted on a vehicle and performs thermal management of objects to be thermally managed including electrical equipment, comprising: an electrical equipment heat exchange path that guides a heat medium for thermal management to pass through the electrical equipment; an outside air heat exchange path that guides the heat medium for thermal management to pass through an outside air heat exchanger that performs heat exchange between outside air and the heat medium for thermal management; a battery heat exchange path that guides the heat medium for thermal management to pass through a battery; and a switching valve that is arranged at a connection between the electrical equipment heat exchange path, the outside air heat exchange path, and the battery heat exchange path, and that is capable of switching the direction of the heat medium for thermal management to the electrical equipment heat exchange path, the outside air heat exchange path, and the battery heat exchange path.

2. The thermal management system described in claim 1, characterized in that the switching valve is a five-way valve connected to the upstream end of the electrical equipment heat exchange path, the downstream end of the electrical equipment heat exchange path, the upstream end of the outside air heat exchange path, the downstream end of the outside air heat exchange path, and the upstream end of the battery heat exchange path, and the downstream end of the battery heat exchange path is connected to a midpoint of the electrical equipment heat exchange path.

3. The thermal management system described in claim 1, characterized in that the switching valve is a four-way valve connected to the upstream end of the electrical equipment heat exchange path, the downstream end of the electrical equipment heat exchange path, the downstream end of the outside air heat exchange path, and the upstream end of the battery heat exchange path, and the upstream end of the outside air heat exchange path is connected to a midpoint of the electrical equipment heat exchange path, and the downstream end of the battery heat exchange path is connected to a midpoint of the electrical equipment heat exchange path.

4. A thermal management system according to any one of claims 1 to 3, further comprising a pump provided midway along the electrical equipment heat exchange passage for pumping the heat management medium.

5. A thermal management system as described in any one of claims 1 to 3, characterized in that it is provided with a drive unit that drives the switching valve, and the switching valve connects the electrical equipment heat exchange passage, the outside air heat exchange passage, and the battery heat exchange passage so that the thermal management heat medium is guided through all of the electrical equipment heat exchange passage, the outside air heat exchange passage, and the battery heat exchange passage when no power is transmitted from the drive unit.

6. The thermal management system according to claim 5, characterized in that the switching valve comprises: a case in which the electrical equipment heat exchange passage, the outside air heat exchange passage, and the battery heat exchange passage are fixed; and a core which rotates within the case and determines the connection state between the electrical equipment heat exchange passage, the outside air heat exchange passage, and the battery heat exchange passage depending on the rotational position, and further comprises a biasing portion which biases the core to the rotational position at which the thermal management heat medium is guided through all of the electrical equipment heat exchange passage, the outside air heat exchange passage, and the battery heat exchange passage.

7. A thermal management system as described in any one of claims 1 to 3, characterized in that an internal heat exchanger that dissipates heat to the thermal management heat medium with respect to another heat medium contained in the vehicle, which is a vehicle internal heat medium, is provided at an intermediate location in the outside air heat exchange flow path.

8. The thermal management system according to claim 7, wherein the internal heat exchanger dissipates heat to the thermal management heat medium for the vehicle interior heat medium used in the vehicle air conditioning system.

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