Heat management system

Abstract

A circulation guide unit of this heat management system includes: a first flow path for allowing a heat management heat medium to pass through, of an outside air heat exchanger and an internal heat exchanger, only the outside air heat exchanger; a second flow path for allowing the heat management heat medium to pass through, of the outside air heat exchanger and the internal heat exchanger, only the internal heat exchanger; a third flow path for allowing the heat management heat medium to pass while avoiding the outside air heat exchanger and the internal heat exchanger; and a flow path selection valve disposed in a connection region where the first flow path, the second flow path, and the third flow path are connected to each other and guiding the heat management heat medium so as to allow the heat management heat medium to selectively pass through one or more of the first flow path, the second flow path, and the third flow path.

Description

Thermal Management System

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

[0002] For example, Patent Document 1 discloses a dual-mode transportation thermal management system including a first coolant loop that exchanges heat with a battery system and a second coolant loop that exchanges heat with a drive train component. The dual-mode transportation thermal management system disclosed in Patent Document 1 is provided with a valve that connects the first coolant loop and the second coolant loop, allowing the first coolant loop and the second coolant loop to operate in series.

[0003] JP 2011-255879 A

[0004] For example, the drive train components in Patent Document 1 include a traction motor that generates power to propel the vehicle. Such traction motors generate heat when power is supplied and generally require cooling while the vehicle is running. The heat generated by such traction motors is preferably recovered using a heat management medium, such as the coolant described in Patent Document 1, and effectively utilized in other systems, such as the vehicle air conditioning system. On the other hand, when the vehicle is parked for an extended period of time, the traction motor is cooled. In such cases, the temperature of the traction motor is low. Therefore, the amount of heat that can be recovered by the heat management medium varies depending on the state of the traction motor, etc. Furthermore, the state of other systems, such as the vehicle air conditioning system, is not constant. For example, the air conditioning system can be operated or stopped depending on the driver, etc. of the vehicle. Therefore, it is desirable to enable flexible and efficient heat management with a simple structure, depending on the state of the traction motor, etc.

[0005] The present invention has been made in consideration of the above-mentioned problems, and has an object to enable flexible and efficient thermal management in a thermal management system mounted on 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 a thermally managed object including a driving motor, the thermal management system including an outside air heat exchanger that performs heat exchange between outside air and a thermal management heat medium, an internal heat exchanger that causes the thermal management heat medium to radiate heat to a vehicle internal heat medium that is another heat medium included in the vehicle, and a circulation guide unit that guides the thermal management heat medium to circulate so that it passes through the thermally managed object, the circulation guide unit having a first flow path that passes the thermal management heat medium only through the outside air heat exchanger out of the outside air heat exchanger and the internal heat exchanger. a second flow path that passes the heat management heat medium only through the internal heat exchanger out of the external air heat exchanger and the internal heat exchanger; a third flow path that passes the heat management heat medium while avoiding the external air heat exchanger and the internal heat exchanger; and a flow path selection valve that is disposed at a connection portion where the first flow path, the second flow path, and the third flow path are connected to one another and that selectively guides the heat management heat medium to pass through one or more of the first flow path, the second flow path, and the third flow path.

[0008] The present invention allows for the selection of thermal management of the object to be thermally managed by passing a heat management medium only through the external air heat exchanger out of the external air heat exchanger and the internal heat exchanger, thermal management of the object to be thermally managed by passing a heat management medium only through the internal heat exchanger out of the external air heat exchanger and the internal heat exchanger, or thermal management of the object to be thermally managed by guiding a heat management medium to bypass both the external air heat exchanger and the internal heat exchanger. Thus, the present invention makes it possible to achieve flexible and efficient thermal management in a thermal management system mounted on a vehicle with a relatively simple structure.

[0009] 1 is a schematic configuration diagram of a vehicle equipped with a thermal management system according to one embodiment of the present invention. FIG. 2 is a system configuration diagram showing a schematic configuration of a thermal management system according to one embodiment of the present invention. FIG. 3 is a schematic diagram showing an example of a flow path control valve provided in the thermal management system according to one embodiment of the present invention. FIG. 4 is a schematic perspective view of the inner of a flow path control valve provided in the thermal management system according to one embodiment of the present invention. FIG. 5 is a schematic diagram showing an example of a switching valve provided in the thermal management system according to one embodiment of the present invention. FIG. 6 is a schematic perspective view of the inner of a switching valve provided in the thermal management system according to one embodiment of the present invention. FIG. 7 is a graph showing changes in flow rate of a heat medium for thermal management in each flow path when the vehicle is started and the air conditioning system is operated. FIG. 8 is a graph showing changes in flow rate of a heat medium for thermal management in each flow path when the vehicle is started and the air conditioning system is not operated. FIG. 9 is a system configuration diagram showing a schematic configuration of a first example of an interior air conditioning system. FIG. 10 is a system configuration diagram showing a schematic configuration of a second example of an interior air conditioning system.

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

[0011] 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, a DC / DC converter 104, 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] 2 is a system configuration diagram showing a schematic configuration of the thermal management system 1 of this embodiment. The thermal management system 1 of this embodiment is a system that performs thermal management of a driving motor 101 and the like using a thermal management heat medium X such as so-called antifreeze. As shown in FIG. 2 , the thermal management system 1 of this embodiment includes an outside air heat exchanger 2, a first internal heat exchanger 3 (internal heat exchanger), a second internal heat exchanger 4 (internal heat exchanger), a drive system circulation guide unit 5 (circulation guide unit), a battery system circulation guide unit 6, a switching valve 7, and a control unit 8.

[0016] The outside-air heat exchanger 2 is a heat exchanger that exchanges heat between outside air and the heat management heat medium X. For example, when the heat management heat medium X has a higher temperature than the outside air, it dissipates heat to the outside air in the outside-air heat exchanger 2. Also, when the heat management heat medium X has a lower temperature than the outside air, it can absorb heat from the outside air in the outside-air heat exchanger 2. Such an outside-air heat exchanger 2 is disposed midway along an outside-air heat exchanger installation flow path 5d (described later) that the drive system circulation guide 5 has.

[0017] The first 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 FIGS. 9 and 10 ) hereinafter. In the first internal heat exchanger 3, the heat management heat medium X dissipates heat to the air conditioning heat medium Y.

[0018] 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 first internal heat exchanger 3. That is, the air-conditioning heat medium Y absorbs heat from the thermal management heat medium X in the first internal heat exchanger 3. Such a first internal heat exchanger 3 is disposed in a midway position of a first internal heat exchanger installation flow path 5e, which will be described later, provided in the drive system circulation guide unit 5.

[0019] The second internal heat exchanger 4 is a heat exchanger separate from the first internal heat exchanger 3. Like the first internal heat exchanger 3, the second internal heat exchanger 4 is a heat exchanger that exchanges heat between the air-conditioning heat medium Y and the thermal management heat medium X. In the second internal heat exchanger 4, the thermal management heat medium X dissipates heat to the air-conditioning heat medium Y. That is, the air-conditioning heat medium Y absorbs heat from the thermal management heat medium X in the second internal heat exchanger 4. The second internal heat exchanger 4 is disposed in a midway position of a switching valve downstream flow path 6b (described later) that is provided in the battery system circulation guide unit 6.

[0020] The drivetrain circulation guide unit 5 designates the traction motor 101, the inverter 102, the on-board charger 103, and the DC / DC converter 104 as thermal management targets 110, and guides the thermal management heat medium X to circulate through the thermal management targets 110. In other words, in this embodiment, the thermal management targets 110 to be thermally managed by the drivetrain circulation guide unit 5 are pre-selected from the group of devices constituting the vehicle 100, such as the traction motor 101, the inverter 102, the on-board charger 103, and the DC / DC converter 104, to which the thermal management heat medium X is supplied (liquid-cooled devices). Furthermore, if the vehicle 100 is equipped with a regenerative device or an internal combustion engine (neither of which is shown) that processes power regenerated during regenerative operation of the traction motor 101, these may also be included in the thermal management targets 110.

[0021] The drive system circulation guide section 5 includes a switching valve upstream flow path 5a, a switching valve downstream flow path 5b, a branch section 5c, an outdoor air heat exchanger installation flow path 5d (first flow path), a first internal heat exchanger installation flow path 5e (second flow path), a bypass flow path 5f (third flow path), a flow path control valve 5g (flow path selection valve), and a pump 5h.

[0022] The switching valve upstream flow path 5a is a flow path located upstream of the switching valve 7 in the flow direction of the heat management heat medium X in the drive system circulation guide section 5. The downstream end of the switching valve upstream flow path 5a is connected to the upstream side of the switching valve 7 in the flow direction of the heat management heat medium X. As shown in FIG. 2 , the upstream end of the switching valve upstream flow path 5a is connected to a flow path control valve 5g.

[0023] The switching valve downstream flow path 5b is a flow path located downstream of the switching valve 7 in the flow direction of the heat management heat medium X in the drive system circulation guide section 5. The upstream end of the switching valve downstream flow path 5b is connected to the downstream side of the switching valve 7 in the flow direction of the heat management heat medium X. As shown in FIG. 2 , the downstream end of the switching valve downstream flow path 5b is connected to the branch section 5c.

[0024] The pump 5h is disposed in the flow path 5b downstream of the switching valve, and drives the heat management heat medium X. More specifically, the pump 5h is disposed upstream of the thermal management target 110.

[0025] A thermal management target 110 is disposed in a portion of the switching valve downstream flow path 5b. That is, the temperature of the thermal management target 110, which includes the traction motor 101, inverter 102, on-board charger 103, and DC / DC converter 104, is adjusted by heat exchange with the thermal management heat medium X in the switching valve downstream flow path 5b.

[0026] For example, the traction motor 101, the inverter 102, the on-board charger 103, and the DC / DC converter 104 are arranged in descending order of rated temperature in the flow direction of the thermal management heat medium X. For example, from the upstream side of the flow direction of the thermal management heat medium X, the on-board charger 103, the DC / DC converter 104, the inverter 102, and the traction motor 101 are arranged in this order.

[0027] The downstream end of the switching valve upstream flow path 5a and the upstream end of the switching valve downstream flow path 5b can be directly connected via a switching valve 7. The switching valve 7 can be controlled by a control unit 8. The switching valve upstream flow path 5a and the switching valve downstream flow path 5b are directly connected to each other means that the switching valve upstream flow path 5a and the switching valve downstream flow path 5b are connected by the shortest flow path with only the switching valve 7 interposed therebetween.

[0028] Furthermore, the switching valve upstream flow path 5a and the switching valve downstream flow path 5b can be connected to the battery system circulation guide section 6 via the switching valve 7 (see FIG. 2). By connecting the switching valve upstream flow path 5a and the switching valve downstream flow path 5b to the battery system circulation guide section 6, the heat management heat medium X is supplied from the switching valve upstream flow path 5a to the battery system circulation guide section 6, and the heat management heat medium X that has passed through the battery system circulation guide section 6 is supplied to the switching valve downstream flow path 5b.

[0029] The branch portion 5c is connected to the downstream end of the switching valve downstream-side flow path 5b. The branch portion 5c is also connected to the upstream end of the outdoor air heat exchanger installation flow path 5d, the upstream end of the first internal heat exchanger installation flow path 5e, and the upstream end of the bypass flow path 5f. In other words, the upstream end of the outdoor air heat exchanger installation flow path 5d, the upstream end of the first internal heat exchanger installation flow path 5e, and the upstream end of the bypass flow path 5f are connected to each other at the branch portion 5c.

[0030] The outdoor air heat exchanger installation flow path 5d has an upstream end connected to the branching portion 5c and a downstream end connected to the flow path control valve 5g. The outdoor air heat exchanger installation flow path 5d is a flow path in which the outdoor air heat exchanger 2 is provided midway. That is, the heat management heat medium X guided to the outdoor air heat exchanger installation flow path 5d exchanges heat with outdoor air in the outdoor air heat exchanger 2. Such an outdoor air heat exchanger installation flow path 5d is a flow path that allows the heat management heat medium X to pass only through the outdoor air heat exchanger 2 out of the outdoor air heat exchanger 2 and the first internal heat exchanger 3.

[0031] The first internal heat exchanger installation flow path 5e has an upstream end connected to the branching portion 5c and a downstream end connected to the flow path control valve 5g. The first internal heat exchanger installation flow path 5e is a flow path in which the first internal heat exchanger 3 is provided midway. That is, the heat management heat medium X guided to the first internal heat exchanger installation flow path 5e exchanges heat with the air-conditioning heat medium Y in the first internal heat exchanger 3. The first internal heat exchanger installation flow path 5e is a flow path that allows the heat management heat medium X to pass only through the first internal heat exchanger 3 out of the outside air heat exchanger 2 and the first internal heat exchanger 3.

[0032] The bypass flow path 5f has an upstream end connected to the branch portion 5c and a downstream end connected to the flow path control valve 5g. The bypass flow path 5f is a flow path for guiding the heat management heat medium X so as to bypass the outdoor air heat exchanger 2 and the first internal heat exchanger 3. In other words, the heat management heat medium X guided to the bypass flow path 5f is guided without exchanging heat with the outdoor air or the air-conditioning heat medium Y. Such a bypass flow path 5f is a flow path for guiding the heat management heat medium X while avoiding the outdoor air heat exchanger 2 and the first internal heat exchanger 3.

[0033] The flow path control valve 5g is connected to the downstream end of the flow path 5d where the outside-air heat exchanger is installed, the downstream end of the flow path 5e where the first internal heat exchanger is installed, and the downstream end of the bypass flow path 5f. The flow path control valve 5g is also connected to the upstream end of the flow path 5a upstream of the switching valve.

[0034] The flow path control valve 5g connects one or two of the outdoor air heat exchanger installation flow path 5d, the first internal heat exchanger installation flow path 5e, and the bypass flow path 5f to the switching valve upstream flow path 5a. The outdoor air heat exchanger installation flow path 5d, the first internal heat exchanger installation flow path 5e, and the bypass flow path 5f are connected to the switching valve upstream flow path 5a, allowing the heat management heat medium X to flow therein.

[0035] 3 is a schematic diagram showing an example of a flow path control valve 5g. As shown in this figure, for example, the flow path control valve 5g has a case 5g1 and an inner member 5g2. The case 5g1 is formed in a cylindrical shape to accommodate the inner member 5g2, and the outdoor air heat exchanger installation flow path 5d, the first internal heat exchanger installation flow path 5e, and the bypass flow path 5f are connected to the case 5g1. In the case 5g1, the outdoor air heat exchanger installation flow path 5d, the first internal heat exchanger installation flow path 5e, and the bypass flow path 5f are connected so as to be continuously arranged in the circumferential direction around the axis of the case 5g1.

[0036] The inner member 5g2 is rotatably housed inside the case 5g1. FIG. 4 is a schematic perspective view of the inner member 5g2. As shown in this figure, the inner member 5g2 is formed in a cylindrical shape and has an internal flow path 5g3. One end of the internal flow path 5g3 opens to the upper surface of the cylindrical inner member 5g2 and is connected to the upstream end of the switching valve upstream flow path 5a. The other end of the internal flow path 5g3 opens to the circumferential surface of the cylindrical inner member 5g2.

[0037] The inner member 5g2 is formed to be rotatable by a drive unit (not shown) controlled by the control unit 8. The outside-air heat exchanger installation passage 5d, the first internal heat exchanger installation passage 5e, and the bypass passage 5f are connected to the other end of the internal passage 5g3 of the inner member 5g2, and are thereby connected to the switching valve upstream passage 5a.

[0038] For example, as shown in Figure 3(a), when only the first internal heat exchanger installation passage 5e among the outdoor air heat exchanger installation passage 5d, the first internal heat exchanger installation passage 5e, and the bypass passage 5f is connected to the other end of the internal passage 5g3 of the inner 5g2, the heat management heat medium X flows only through the first internal heat exchanger installation passage 5e among the outdoor air heat exchanger installation passage 5d, the first internal heat exchanger installation passage 5e, and the bypass passage 5f.

[0039] 3(b), when the other end of the internal flow path 5g3 is arranged to straddle the first internal heat exchanger installation flow path 5e and the bypass flow path 5f among the outdoor air heat exchanger installation flow path 5d, the first internal heat exchanger installation flow path 5e, and the bypass flow path 5f, the thermal management heat medium X flows through the first internal heat exchanger installation flow path 5e and the bypass flow path 5f among the outdoor air heat exchanger installation flow path 5d, the first internal heat exchanger installation flow path 5e, and the bypass flow path 5f. In this case, by adjusting the circumferential rotation angle of the inner 5g2 and changing the position of the other end of the internal flow path 5g3, the ratio of the thermal management heat medium X flowing through the first internal heat exchanger installation flow path 5e and the bypass flow path 5f can be adjusted.

[0040] Such a flow path control valve 5g is arranged at the connection point where the outdoor air heat exchanger installation flow path 5d, the first internal heat exchanger installation flow path 5e, and the bypass flow path 5f are connected to each other, and guides the heat management heat medium X to pass selectively through one or more of the outdoor air heat exchanger installation flow path 5d, the first internal heat exchanger installation flow path 5e, and the bypass flow path 5f.

[0041] 2 , the battery system circulation guide unit 6 manages the temperature of the battery 105. For example, when the temperature of the battery 105 is higher than a predetermined operating temperature range, the battery system circulation guide unit 6 cools the battery 105. On the other hand, when the temperature of the battery 105 is lower than the predetermined operating temperature range, the battery system circulation guide unit 6 warms the battery 105. This battery system circulation guide unit 6 includes a switching valve upstream flow path 6a, a switching valve downstream flow path 6b, a heater 6c, and a pump 6d.

[0042] The switching valve upstream flow path 6a is a flow path located upstream of the switching valve 7 in the flow direction of the heat management heat medium X in the battery system circulation guide section 6. The downstream end of the switching valve upstream flow path 6a is connected to the switching valve 7. As shown in Figure 2, the upstream end of the switching valve upstream flow path 6a is connected to the heater 6c. A battery 105 is disposed midway along the switching valve upstream flow path 6a.

[0043] The switching valve downstream flow path 6b is a flow path located downstream of the switching valve 7 in the flow direction of the heat management heat medium X in the battery system circulation guide section 6. The upstream end of the switching valve downstream flow path 6b is connected to the switching valve 7. As shown in FIG. 2 , the downstream end of the switching valve downstream flow path 6b is connected to the heater 6c.

[0044] A pump 6d and a second internal heat exchanger 4 are arranged in this order in the flow direction of the heat management heat medium X at a midpoint of the flow path 6b downstream of the switching valve.

[0045] The downstream end of the switching valve upstream flow path 6a and the upstream end of the switching valve downstream flow path 6b can be directly connected via the switching valve 7. The switching valve upstream flow path 6a and the switching valve downstream flow path 6b are directly connected to each other, meaning that the switching valve upstream flow path 6a and the switching valve downstream flow path 6b are connected by the shortest route with only the switching valve 7 interposed therebetween.

[0046] Furthermore, the switching valve upstream flow path 6a can be connected to the switching valve downstream flow path 5b via the switching valve 7. Furthermore, the switching valve downstream flow path 6b can be connected to the switching valve upstream flow path 5a via the switching valve 7 (see FIG. 2). By connecting the switching valve upstream flow path 6a and the switching valve downstream flow path 6b to the switching valve downstream flow path 5b and the switching valve upstream flow path 5a, the heat management heat medium X is supplied from the switching valve upstream flow path 5a to the switching valve downstream flow path 6b, and the heat management heat medium X is supplied from the switching valve upstream flow path 6a to the switching valve downstream flow path 5b.

[0047] The heater 6c is an electric heater that converts DC power stored in the battery 105 into thermal energy to heat the heat management heat medium X, and in this embodiment is, for example, an electric water heater provided with a PTC heater. The heater 6c is connected to the downstream end of the switching valve downstream flow path 6b and to the upstream end of the switching valve upstream flow path 6a. The heater 6c heats the heat management heat medium X flowing through the switching valve downstream flow path 6b as needed. The heater 6c is also connected to and controlled by the control unit 8.

[0048] The pump 6d is disposed midway through the flow path 6b downstream of the switching valve, and causes the supplied heat management medium X to flow in the battery system circulation guide section 6. More specifically, the pump 6d is disposed downstream of the switching valve 7 and upstream of the second internal heat exchanger 4 in the flow direction of the heat management medium X in the battery system circulation guide section 6.

[0049] The switching valve 7 is connected to the control unit 8 and controlled by the control unit 8. The switching valve 7 switches the connection state between the drive system circulation guide unit 5 and the battery system circulation guide unit 6 between a series connection state and a non-connection state.

[0050] The series connection state is a connection state in which the drive system circulation guide section 5 and the battery system circulation guide section 6 are connected in series to allow the heat management heat medium X to flow in and out of each other. In this series connection state, the downstream end of the switching valve upstream flow path 5a is connected to the upstream end of the switching valve downstream flow path 6b. Also, the downstream end of the switching valve downstream flow path 5b is connected to the upstream end of the switching valve upstream flow path 6a.

[0051] The non-connected state is a connection state in which the upstream flow path 5a of the switching valve and the downstream flow path 5b of the switching valve of the drive system circulation guide section 5 are directly connected, and the upstream flow path 6a of the switching valve and the downstream flow path 6b of the switching valve of the battery system circulation guide section 6 are directly connected, and in this state, the heat management heat medium X cannot flow in or out between the drive system circulation guide section 5 and the battery system circulation guide section 6.

[0052] 5 is a schematic diagram showing an example of the switching valve 7. As shown in this figure, the switching valve 7 has, for example, a case 7a and an inner member 7b. The case 7a is formed in a cylindrical shape to accommodate the inner member 7b therein, and the switching valve downstream flow path 5b of the drive system circulation guide section 5, the switching valve upstream flow path 6a of the battery system circulation guide section 6, and the switching valve downstream flow path 6b of the battery system circulation guide section 6 are connected to the case 7a.

[0053] In the case 7a, the downstream flow path 5b of the switching valve of the drive system circulation guide section 5, the downstream flow path 6b of the switching valve of the battery system circulation guide section 6, and the downstream flow path 6b of the switching valve of the battery system circulation guide section 6 are connected so as to be continuously arranged circumferentially around the axis of the case 7a.

[0054] The inner member 7b is rotatably housed inside the case 7a. FIG. 6 is a schematic perspective view of the inner member 7b. As shown in this figure, the inner member 7b is formed in a cylindrical shape and has a first internal flow path 7b1 and a second internal flow path 7b2. One end of the first internal flow path 7b1 opens to the upper surface of the cylindrical inner member 7b and is connected to the upstream end of the switching valve upstream flow path 5a of the drive system circulation guide unit 5. The other end of the first internal flow path 7b1 opens to the circumferential surface of the cylindrical inner member 7b.

[0055] One end and the other end of the second internal flow path 7b2 are open to the circumferential surface of the inner member 7b. The other end of the first internal flow path 7b1, one end of the second internal flow path 7b2, and the other end of the second internal flow path 7b2 are arranged at equal intervals in the circumferential direction of the circumferential surface of the inner member 7b. Therefore, the other end of the first internal flow path 7b1, one end of the second internal flow path 7b2, and the other end of the second internal flow path 7b2 are connected to different flow paths.

[0056] For example, as shown in Figure 5(a), when the other end of the first internal flow path 7b1 is connected to the flow path 6b downstream of the switching valve of the battery system circulation guide section 6, one end of the second internal flow path 7b2 is connected to the flow path 5b downstream of the switching valve of the drive system circulation guide section 5, and the other end of the second internal flow path 7b2 is connected to the flow path 6a upstream of the switching valve of the battery system circulation guide section 6. By connecting the flow paths as shown in Figure 5(a), the drive system circulation guide section 5 and the battery system circulation guide section 6 are connected in series.

[0057] On the other hand, as shown in Figure 5(b), when the other end of the first internal flow path 7b1 is connected to the switching valve downstream flow path 5b of the drive system circulation guide section 5, one end of the second internal flow path 7b2 is connected to the switching valve upstream flow path 6a of the battery system circulation guide section 6, and the other end of the second internal flow path 7b2 is connected to the switching valve downstream flow path 6b of the battery system circulation guide section 6. By connecting the flow paths as shown in Figure 5(b) in this way, the drive system circulation guide section 5 and the battery system circulation guide section 6 are disconnected.

[0058] 2 , the control unit 8 controls the flow path control valve 5g and the switching valve 7. By controlling the flow path control valve 5g, the control unit 8 selects a flow path for supplying the heat management heat medium X from among the outdoor air heat exchanger installation flow path 5d, the first internal heat exchanger installation flow path 5e, and the bypass flow path 5f.

[0059] The control unit 8 also controls the switching valve 7 to switch the connection state between the drive system circulation guide unit 5 and the battery system circulation guide unit 6 between a series connection state and a non-connection state. The control unit 8 may also control the pumps 5h and 6d.

[0060] The vehicle 100 also includes an outside air temperature sensor, an interior temperature sensor, a battery temperature sensor, and a heat management medium temperature sensor, all of which are not shown. The control unit 8 is connected to these sensors. That is, the control unit 8 receives a signal indicating the outside air temperature from the outside air temperature sensor, a signal indicating the interior air temperature of the vehicle 100 from the interior temperature sensor, a signal indicating the temperature of the battery 105 from the battery temperature sensor, and a signal indicating the temperature of the heat management medium from the heat management medium temperature sensor. The control unit 8 also receives a signal indicating the operating status of the interior air conditioning system 20. In addition, the control unit 8 may also receive an equipment status signal indicating the status of equipment installed in the vehicle 100.

[0061] In this embodiment, the control unit 8 controls the flow path control valve 5g so that the heat management heat medium X is guided to the first internal heat exchanger installation flow path 5e until the vehicle air conditioning system 20 is operating and the temperature inside the vehicle cabin reaches at least the set range.

[0062] In addition, when the vehicle air conditioning system 20 is operating and the temperature inside the vehicle cabin is within the set range, the control unit 8 controls the flow path control valve 5g so that the heat management heat medium X is guided to the outside air heat exchanger installation flow path 5d or the bypass flow path 5f.

[0063] More specifically, for example, after the temperature inside the vehicle cabin reaches the above-mentioned set range, the control unit 8 controls the flow path control valve 5g so that the thermal management heat medium X is guided to the bypass flow path 5f when the temperature of the thermal management target 110 is at a temperature that requires heating. Also, for example, after the temperature inside the vehicle cabin reaches the above-mentioned set range, the control unit 8 controls the flow path control valve 5g so that the thermal management heat medium X is guided to the outside-air heat exchanger installation flow path 5d when the temperature of the thermal management target 110 is at a temperature that does not require heating.

[0064] The control unit 8 may be an ECU (Electronic Control Unit) mounted on the vehicle 100. In such a case, the control unit 8 may control the inverter 102.

[0065] An example of the operation of the thermal management system 1 of this embodiment will be described below, in which the vehicle 100 is parked in a parking lot or the like, and the entire vehicle 100 reaches a temperature substantially equal to the outside air temperature, and then the vehicle 100 is started.

[0066] When the vehicle 100 is started, the drive system circulation guide unit 5 and the battery system circulation guide unit 6 are disconnected. That is, the control unit 8 controls the switching valve 7 so that the drive system circulation guide unit 5 and the battery system circulation guide unit 6 are disconnected.

[0067] In this manner, when the drive system circulation guide section 5 and the battery system circulation guide section 6 are in a disconnected state, the heat management heat medium X is circulated independently by each of the drive system circulation guide section 5 and the battery system circulation guide section 6. In other words, the heat management heat medium X guided by the drive system circulation guide section 5 is circulated and guided only by the drive system circulation guide section 5. Furthermore, the heat management heat medium X guided by the battery system circulation guide section 6 is circulated and guided only by the battery system circulation guide section 6.

[0068] When the interior air-conditioning system 20 is operated, the control unit 8 controls the flow path control valve 5g so that the thermal management heat medium X flows only through the first internal heat exchanger installation flow path 5e among the outside air heat exchanger installation flow path 5d, the first internal heat exchanger installation flow path 5e, and the bypass flow path 5f. As a result, the thermal management heat medium X delivered from the pump 5h is guided to circulate so as to pass through the thermal management target 110, pass through the first internal heat exchanger 3, and return to the pump 5h again. Therefore, the heat generated in the thermal management target 110 is recovered by the thermal management heat medium X and supplied to the interior air-conditioning system 20 via the first internal heat exchanger 3.

[0069] Subsequently, when the temperature inside the vehicle cabin reaches the set range (the temperature set by the occupants of the vehicle 100), the control unit 8 controls the flow path control valve 5g so that the thermal management heat medium X flows only through the bypass flow path 5f, for example, out of the outside air heat exchanger installation flow path 5d, the first internal heat exchanger installation flow path 5e, and the bypass flow path 5f. As a result, the thermal management heat medium X, which has passed through the thermal management target 110 and has been heated, is supplied again to the thermal management target 110 via the pump 5h. This suppresses the dissipation of heat generated in the thermal management target 110 from the thermal management heat medium X, and shortens the time required for the temperature of the thermal management target 110 to rise.

[0070] In other words, after the temperature inside the vehicle cabin reaches the set range, if the temperature of the thermal management target 110 is at a temperature that requires heating, the control unit 8 controls the flow path control valve 5g so that the thermal management heat medium X flows through the bypass flow path 5f. By flowing the thermal management heat medium X through the bypass flow path 5f in this way, it is possible to heat the traction motor 101 in a short period of time even at low temperatures, and it is possible to reduce the friction of the traction motor 101 in a short period of time even at low temperatures.

[0071] When the thermal management heat medium X flows through the bypass flow path 5f, a part of the thermal management heat medium X may flow through the first internal heat exchanger installation flow path 5e. By flowing the thermal management heat medium X through both the bypass flow path 5f and the first internal heat exchanger installation flow path 5e, the heat of the thermal management target 110 can continue to be effectively utilized in the vehicle air conditioning system 20.

[0072] Furthermore, when the temperature of the thermal management target 110 exceeds a temperature that requires heating, the control unit 8 controls the flow path control valve 5g so that the thermal management heat medium X flows only through, for example, the outdoor air heat exchanger installation flow path 5d among the outdoor air heat exchanger installation flow path 5d, the first internal heat exchanger installation flow path 5e, and the bypass flow path 5f. As a result, the thermal management heat medium X, which has been heated while passing through the thermal management target 110, is cooled by the outdoor air heat exchanger 2. This makes it possible to prevent the temperature of the thermal management target 110 from rising more than necessary.

[0073] When the heat management medium X flows through the outdoor air heat exchanger installation passage 5d, a part of the heat management medium X may flow through the first internal heat exchanger installation passage 5e. By flowing the heat management medium X through both the outdoor air heat exchanger installation passage 5d and the first internal heat exchanger installation passage 5e, the heat of the thermal management target 110 can continue to be effectively utilized in the vehicle interior air conditioning system 20.

[0074] 7 is a graph showing the change in flow rate of the heat management heat medium X in each flow path when the vehicle 100 is started and the in-vehicle air conditioning system 20 is operated. In FIG. 7, graph A shows the change in flow rate of the heat management heat medium X in the outdoor air heat exchanger installation flow path 5d. Graph B shows the change in flow rate of the heat management heat medium X in the first internal heat exchanger installation flow path 5e. Graph C shows the change in flow rate of the heat management heat medium X in the bypass flow path 5f.

[0075] As shown in Figure 7, when the vehicle 100 is started and the in-vehicle air conditioning system 20 is operated, the flow rate of the heat management heat medium X in the first internal heat exchanger installation flow path 5e becomes relatively high first, followed by the flow rate of the heat management heat medium X in the bypass flow path 5f becoming relatively high, and finally the flow rate of the heat management heat medium X in the outdoor air heat exchanger installation flow path 5d becoming relatively high.

[0076] In the disconnected state, the thermal management heat medium X is circulated and guided by the battery system circulation guide unit 6 as described above. The thermal management heat medium X circulated and guided by the battery system circulation guide unit 6 in this manner increases in temperature as it passes through the battery 105. When the vehicle air conditioning system 20 is operating, the heat of the thermal management heat medium X is supplied to the vehicle air conditioning system 20 via the second internal heat exchanger 4. When it is necessary to increase the temperature of the battery 105, the temperature of the thermal management heat medium X is increased by the heater 6c.

[0077] Furthermore, in the disconnected state, the heat management heat medium X passing through the bypass flow path 5f is supplied again to the heat management target 110 via the pump 5h. This suppresses the heat generated in the heat management target 110 from being dissipated from the heat management heat medium X, thereby shortening the time it takes for the temperature of the heat management target 110 to rise. Therefore, for example, when the flow rate of the bypass flow path 5f is relatively high as shown in graph C in Figure 7, the temperature of the traction motor 101 at low temperatures can be raised in a short period of time, and friction in the traction motor 101 at low temperatures can be reduced in a short period of time.

[0078] Furthermore, when the temperature of the heat management target 110 exceeds a temperature that requires heating, the control unit 8 controls the flow path control valve 5g so that the heat management heat medium X flows only through the outdoor air heat exchanger installation flow path 5d out of the outdoor air heat exchanger installation flow path 5d, the first internal heat exchanger installation flow path 5e, and the bypass flow path 5f. As a result, the heat management heat medium X, which has been heated while passing through the heat management target 110, is cooled by the outdoor air heat exchanger 2. This makes it possible to prevent the temperature of the heat management target 110 from rising more than necessary.

[0079] 8 is a graph showing the change in flow rate of the heat management heat medium X in each flow path when the vehicle 100 is started and the in-vehicle air conditioning system 20 is not operating. Also in FIG. 8, graph A shows the change in flow rate of the heat management heat medium X in the outdoor air heat exchanger installation flow path 5d. Graph B shows the change in flow rate of the heat management heat medium X in the first internal heat exchanger installation flow path 5e. Graph C shows the change in flow rate of the heat management heat medium X in the bypass flow path 5f.

[0080] As shown in FIG. 8, when the vehicle 100 is started and the in-vehicle air conditioning system 20 is not operating, the flow rate of the heat management heat medium X in the bypass flow path 5f first becomes relatively high, and then the flow rate of the heat management heat medium X in the outdoor air heat exchanger installation flow path 5d becomes relatively high.

[0081] In the disconnected state, the heat management heat medium X is circulated and guided by the battery system circulation guide section 6 as described above. The heat management heat medium X circulated and guided by the battery system circulation guide section 6 in this manner increases in temperature as it passes through the battery 105.

[0082] When the interior air conditioning system 20 is operating, the heat of the heat management heat medium X is supplied to the interior air conditioning system 20 via the second internal heat exchanger 4. When it is necessary to increase the temperature of the battery 105, the temperature of the heat management heat medium X is increased by the heater 6c.

[0083] Thereafter, when the temperature of the battery 105 further rises and it becomes necessary to actively cool the battery 105, the control unit 8 controls the switching valve 7 so that the drive system circulation guide unit 5 and the battery system circulation guide unit 6 are connected in series. As a result, the heat management heat medium X, which has been heated by cooling the battery 105, can be cooled by the outside air heat exchanger 2 and the first internal heat exchanger 3. Therefore, the temperature of the heat management heat medium X supplied to the battery 105 can be lowered.

[0084] Next, examples of the vehicle interior air conditioning system 20 will be described with reference to Figures 9 and 10. Figure 9 is a system configuration diagram showing a schematic configuration of a first example of the vehicle interior air conditioning system 20. The vehicle interior air conditioning system 20 generates conditioned air to be supplied to the vehicle interior using an air-conditioning heat medium Y.

[0085] As shown in FIG. 9, a first example of the vehicle air conditioning system 20 (hereinafter referred to as the vehicle air conditioning system 30) includes an external condenser 30a, a first circulation flow path 30b, an accumulator 30c, a compressor 30d, an internal heating condenser 30e, an expansion valve bypass flow path 30f, a second circulation flow path 30g, an evaporator 30h, an evaporator bypass flow path 30i, a plurality of expansion valves 30j, and a plurality of shut-off valves 30k.

[0086] The external condenser 30a is a heat exchanger that exchanges heat between outside air and the air-conditioning heat medium Y. During heating, the external condenser 30a functions as an evaporator that evaporates the air-conditioning heat medium Y. During cooling, the external condenser 30a functions as a condenser that condenses the air-conditioning heat medium Y.

[0087] The first circulation flow path 30b is a circulation flow path in which the external condenser 30a, the shutoff valve 30k1, the first internal heat exchanger 3, the accumulator 30c, the compressor 30d, the internal heating condenser 30e, and the expansion valve 30j1 are provided in this order along the way in the flow direction of the air-conditioning heat medium Y. The air-conditioning heat medium Y circulates through the first circulation flow path 30b.

[0088] A single shutoff valve 30k1 is provided in the first circulation flow path 30b downstream of the external condenser 30a and upstream of the first internal heat exchanger 3. This shutoff valve 30k1 is open during heating and closed during cooling. The first internal heat exchanger 3, which absorbs heat from the thermal management heat medium X to the air-conditioning heat medium Y, is arranged downstream of the shutoff valve 30k1 and upstream of the accumulator 30c in the flow direction of the air-conditioning heat medium Y. The accumulator 30c is arranged downstream of the first internal heat exchanger 3 and upstream of the compressor 30d in the flow direction of the air-conditioning heat medium Y. The accumulator 30c is a container that temporarily stores the air-conditioning heat medium Y flowing through the first circulation flow path 30b.

[0089] The compressor 30d is disposed downstream of the accumulator 30c and upstream of the internal heating condenser 30e in the flow direction of the air-conditioning heat medium Y. The compressor 30d compresses the air-conditioning heat medium Y and sends it out downstream.

[0090] The internal heating condenser 30e is disposed downstream of the compressor 30d and upstream of the expansion valve 30j1. The internal heating condenser 30e is a heat exchanger that uses the heat of the air-conditioning heat medium Y to heat the air to be supplied to the vehicle cabin. The internal heating condenser 30e functions as a condenser that condenses the air-conditioning heat medium Y.

[0091] An expansion valve 30j1 is provided in the first circulation flow path 30b downstream of the internal heating condenser 30e and upstream of the external condenser 30a. The expansion valve 30j1 cools the liquid air-conditioning heat medium Y condensed in the internal heating condenser 30e by reducing its pressure. An expansion valve bypass flow path 30f is connected to the first circulation flow path 30b so as to bypass the expansion valve 30j1.

[0092] The first circulation flow path 30b branches off downstream of the heating internal condenser 30e, and a shutoff valve 30k2 is provided in the expansion valve bypass flow path 30f, which bypasses the expansion valve 30j1. The shutoff valve 30k2 closes the expansion valve bypass flow path 30f during heating and opens the expansion valve bypass flow path 30f during cooling.

[0093] The second circulation flow path 30g has an expansion valve 30j2 and an evaporator 30h provided in this order in the flow direction of the air-conditioning heat transfer medium Y. The second circulation flow path 30g is a branch flow path whose upstream and downstream ends are connected to the first circulation flow path 30b. The branch point from the first circulation flow path 30b to the upstream end of the second circulation flow path 30g is located in a section downstream of the external condenser 30a and upstream of the shutoff valve 30k1. The junction point from the downstream end of the second circulation flow path 30g to the first circulation flow path 30b is located in a section downstream of the shutoff valve 30k1 and upstream of the accumulator 30c. In this embodiment, the junction point between the downstream end of the second circulation flow path 30g and the first circulation flow path 30b is located in a section that is downstream of the shutoff valve 30k1, downstream of the first internal heat exchanger 3, and upstream of the accumulator 30c, thereby resulting in a configuration in which the air-conditioning heat medium Y does not pass through the first internal heat exchanger 3 during cooling, but it is also possible, for example, to set the junction point between the downstream end of the second circulation flow path 30g and the first circulation flow path 30b in a section that is downstream of the shutoff valve 30k1 and upstream of the first internal heat exchanger 3. In such a case, the air-conditioning heat medium Y passes through the first internal heat exchanger 3 during both heating and cooling.

[0094] The evaporator 30h is a heat exchanger that cools the air to be supplied to the vehicle cabin by utilizing the latent heat of the air-conditioning heat medium Y. The evaporator 30h is provided at a midpoint of the second circulation flow path 30g. The evaporator 30h functions as an evaporator that evaporates the liquid state of the air-conditioning heat medium Y during cooling.

[0095] The evaporator bypass flow path 30i is a branch flow path connected to the second circulation flow path 30g so as to bypass the evaporator 30h. The evaporator bypass flow path 30i is provided with an expansion valve 30j3 and a second internal heat exchanger 4, in this order, in the flow direction of the air-conditioning heat medium Y. The branch point from the second circulation flow path 30g to the evaporator bypass flow path 30i is provided in the section from the upstream end of the second circulation flow path 30g to the expansion valve 30j2. The junction point from the downstream end of the evaporator bypass flow path 30i to the second circulation flow path 30g is provided in the section from the downstream side of the evaporator 30h to the junction point of the second circulation flow path 30g with the first circulation flow path 30b.

[0096] The expansion valve 30j 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 30j1 is disposed in the first circulation flow path 30b downstream of the internal heating condenser 30e and upstream of the external condenser 30a. One expansion valve 30j2 is disposed in the second circulation flow path 30g upstream of the evaporator 30h. One expansion valve 30j3 is disposed in the evaporator bypass flow path 30i upstream of the second internal heat exchanger 4. Each expansion valve 30j can also close the associated flow path.

[0097] The shutoff valve 30k is an on-off valve that opens and closes the provided flow path. As described above, one shutoff valve 30k1 is disposed in the first circulation flow path 30b, downstream of the external condenser 30a and upstream of the first internal heat exchanger 3. Also, one shutoff valve 30k2 is disposed in the expansion valve bypass flow path 30f, as described above.

[0098] In this vehicle interior air conditioning system 30, when heat absorption from outside air is required, such as during heating, the expansion valve 30j1 provided in the first circulation flow path 30b opens the flow path, and the shutoff valve 30k1 opens the flow path. Also, the shutoff valve 30k2 provided in the expansion valve bypass flow path 30f closes the flow path. Meanwhile, during cooling, the shutoff valve 30k1 provided immediately before the first internal heat exchanger 3 closes the flow path, and the expansion valve 30j2 provided midway along the second circulation flow path 30g opens the flow path. Meanwhile, when the temperature reduction control for the battery 105 is executed, the shutoff valve 30k1 provided immediately before the first internal heat exchanger 3 closes the flow path, and the expansion valve 30j3 provided in the evaporator bypass flow path 30i opens the flow path.

[0099] When heat absorption from outside air is required, such as for heating, the air-conditioning heat medium Y compressed by the compressor 30d is condensed in the internal heating condenser 30e and then decompressed by an expansion valve 30j1 provided at a midpoint of the first circulation flow path 30b leading from the internal heating condenser 30e to the external condenser 30a. The air-conditioning heat medium Y, which has become cooler than the outside air temperature due to this decompression, absorbs heat from the outside air and evaporates in the external condenser 30a. The air-conditioning heat medium Y evaporated in the external condenser 30a is heated by receiving heat from the thermal management heat medium X in the first internal heat exchanger 3 provided downstream of the external condenser 30a, and is then adiabatically compressed by the compressor 30d, and its temperature and pressure are increased.

[0100] As a result, the air-conditioning heat medium Y that has passed through the external condenser 30a is heated by receiving heat from the thermal management heat medium X in the first internal heat exchanger 3, and then the temperature and pressure of the air-conditioning heat medium Y are increased in the compressor 30d. In this way, the air-conditioning heat medium Y that has been heated in the first internal heat exchanger 3 is compressed in the compressor 30d, so the energy consumption required to increase the temperature of the air-conditioning heat medium Y in the compressor 30d is reduced compared to when the air-conditioning heat medium Y is not heated in the first internal heat exchanger 3. In this way, the air-conditioning heat medium Y receives heat from the first internal heat exchanger 3, thereby improving the energy efficiency of the vehicle interior air-conditioning system 30.

[0101] In addition, in the vehicle interior air conditioning system 30, during cooling, the air-conditioning heat medium Y is diverted from the first circulation flow path 30b to the second circulation flow path 30g downstream of the external condenser 30a and is depressurized by an expansion valve 30j2 provided in the second circulation flow path 30g. The air-conditioning heat medium Y, which has become lower in temperature than the outside air temperature due to this depressurization, is heated by heat exchange with the air in the vehicle cabin (interior air) in the evaporator 30h (cooling the air in the vehicle cabin) and evaporates. In addition, when temperature reduction control of the battery 105 is executed, the air-conditioning heat medium Y is diverted from the second circulation flow path 30g downstream of the external condenser 30a to the evaporator bypass flow path 30i and is depressurized by an expansion valve 30j3 provided in the evaporator bypass flow path 30i. The air-conditioning heat medium Y, whose temperature has become lower than the outside air temperature due to this pressure reduction, absorbs heat from the thermal management heat medium X in the battery system circulation guide portion 6 in the second internal heat exchanger 4, thereby lowering the temperature of the thermal management heat medium X. Thereafter, the air-conditioning heat medium Y in the second circulation flow path 30g that has passed through the evaporator 30h and the air-conditioning heat medium Y in the evaporator bypass flow path 30i that has passed through the second internal heat exchanger 4 are joined together and pressurized by the compressor 30d. In this way, the air-conditioning heat medium Y receives heat from the second internal heat exchanger 4, making it possible to appropriately manage the temperature of the battery 105 while regulating the air in the vehicle cabin to an appropriate temperature.

[0102] Fig. 10 is a system configuration diagram showing a schematic configuration of a second example of the vehicle air conditioning system 20. As shown in Fig. 10, the second example of the vehicle air conditioning system 20 (hereinafter referred to as vehicle air conditioning system 40) includes an external condenser 40a, a first circulation flow path 40b, an accumulator 40c, a compressor 40d, an internal heating condenser 40e, an external condenser bypass flow path 40f, a second circulation flow path 40g, an evaporator 40h, an evaporator bypass flow path 40i, a plurality of expansion valves 40j, a plurality of three-way valves 40k, and a cooling connection flow path 40m.

[0103] The external condenser 40a is a heat exchanger that exchanges heat between outside air and the air-conditioning heat medium Y. During heating, the external condenser 40a functions as an evaporator that evaporates the air-conditioning heat medium Y. During cooling, the external condenser 40a functions as a condenser that condenses the air-conditioning heat medium Y.

[0104] The first circulation flow path 40b is a circulation flow path in which the external condenser 40a is provided midway. The first circulation flow path 40b is arranged in the following order in the flow direction of the air-conditioning heat medium Y: the external condenser 40a, the first three-way valve 40k1, the accumulator 40c, the compressor 40d, the second three-way valve 40k2, the heating internal condenser 40e, and the expansion valve 40j1.

[0105] The external condenser 40a is a heat exchanger that exchanges heat between outside air and the air-conditioning heat medium Y. During heating, the external condenser 40a functions as an evaporator that evaporates the air-conditioning heat medium Y. During cooling, the external condenser 40a functions as a condenser that condenses the air-conditioning heat medium Y. A first three-way valve 40k1, which is one of the three-way valves 40k, is disposed downstream of the external condenser 40a and upstream of the accumulator 40c. The upstream end of a second circulation flow path 40g, which will be described later, is also connected to this first three-way valve 40k1. The first three-way valve 40k1 is a control valve that can switch the direction of the air-conditioning heat medium Y supplied from the external condenser 40a between a direction toward the accumulator 40c of the first circulation flow path 40b and a direction toward the second circulation flow path 40g. The first three-way valve 40k1 guides the air-conditioning heat medium Y in a direction toward the accumulator 40c during heating, and guides the air-conditioning heat medium Y in a direction toward the second circulation flow path 40g during cooling.

[0106] The accumulator 40c is disposed downstream of the first three-way valve 40k1 and upstream of the compressor 40d in the flow direction of the air-conditioning heat medium Y. The accumulator 40c is a container that temporarily stores the air-conditioning heat medium Y flowing through the first circulation flow path 40b.

[0107] The compressor 40d is disposed downstream of the accumulator 40c and upstream of the second three-way valve 40k2 in the flow direction of the air-conditioning heat medium Y. The compressor 40d compresses the air-conditioning heat medium Y and sends it out downstream.

[0108] The second three-way valve 40k2, one of the three-way valves 40k, is disposed downstream of the compressor 40d and upstream of the heating internal condenser 40e. The upstream end of the cooling connection flow path 40m, which will be described later, is also connected to this second three-way valve 40k2. The second three-way valve 40k2 is a control valve that can switch the direction in which the air-conditioning heat medium Y is supplied between the direction toward the heating internal condenser 40e and the direction toward the cooling connection flow path 40m. The second three-way valve 40k2 allows the air-conditioning heat medium Y to flow toward the heating internal condenser 40e during heating, and allows the air-conditioning heat medium Y to flow toward the cooling connection flow path 40m during cooling.

[0109] The internal heating condenser 40e 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 internal heating condenser 40e is disposed downstream of the second three-way valve 40k2 and upstream of the expansion valve 40j1. The internal heating condenser 40e functions as a condenser that condenses the air-conditioning heat medium Y.

[0110] In addition, an expansion valve 40j1 is provided in the first circulation flow path 40b downstream of the internal heating condenser 40e and upstream of the external condenser 40a. This expansion valve 40j1 cools the air-conditioning heat medium Y in a liquid state condensed in the internal heating condenser 40e by reducing the pressure.

[0111] The external condenser bypass flow path 40f is connected to the first circulation flow path 40b so as to bypass the external condenser 40a. The upstream end of the external condenser bypass flow path 40f is connected downstream of the internal heating condenser 40e and upstream of the expansion valve 40j1 in the flow direction of the air-conditioning heat medium Y. An expansion valve 40j2 and a first internal heat exchanger 3 are provided in this order in the flow direction of the air-conditioning heat medium Y at a midpoint of the external condenser bypass flow path 40f.

[0112] The cooling connection flow path 40m is provided to connect the second three-way valve 40k2 and a portion of the first circulation flow path 40b upstream of the external condenser 40a. The upstream end of the cooling connection flow path 40m is connected to the second three-way valve 40k2. The downstream end of the cooling connection flow path 40m is connected downstream of the expansion valve 40j1 and upstream of the external condenser 40a in the flow direction of the air-conditioning heat medium Y.

[0113] The second circulation flow path 40g is a branch flow path whose upstream and downstream ends are connected to the first circulation flow path 40b. As described above, the upstream end of the second circulation flow path 40g is connected to the first three-way valve 40k1. The downstream end of the second circulation flow path 40g is connected to the downstream side of the first three-way valve 40k1 of the first circulation flow path 40b and the upstream side of the accumulator 40c in the flow direction of the air-conditioning heat medium Y. An expansion valve 40j3 and an evaporator 40h are provided in this order in the flow direction of the air-conditioning heat medium Y at a midpoint of the second circulation flow path 40g.

[0114] The evaporator 40h is a heat exchanger that cools the air to be supplied to the vehicle cabin by utilizing the latent heat of the air-conditioning heat medium Y. The evaporator 40h is provided at a midpoint of the second circulation flow path 40g. The evaporator 40h functions as an evaporator that evaporates the liquid state of the air-conditioning heat medium Y during cooling.

[0115] The evaporator bypass flow path 40i is connected to the second circulation flow path 40g so as to bypass the evaporator 40h. The upstream end of the evaporator bypass flow path 40i is connected downstream of the first three-way valve 40k1 of the first circulation flow path 40b and upstream of the expansion valve 40j3 of the second circulation flow path 40g in the flow direction of the air-conditioning heat medium Y. The downstream end of the evaporator bypass flow path 40i is connected downstream of the first three-way valve 40k1 of the first circulation flow path 40b and upstream of the accumulator 40c in the flow direction of the air-conditioning heat medium Y. An expansion valve 40j4 and a second internal heat exchanger 4 are provided in this order in the flow direction of the air-conditioning heat medium Y at a midpoint of the evaporator bypass flow path 40i.

[0116] The expansion valve 40j suddenly reduces the pressure of the air-conditioning heat medium Y, thereby reducing the temperature of the air-conditioning heat medium Y. As described above, one expansion valve 40j1 is disposed in the first circulation flow path 40b, downstream of the internal heating condenser 40e and upstream of the external condenser 40a.

[0117] One expansion valve 40j2 is disposed midway through the external condenser bypass flow path 40f. One expansion valve 40j3 is disposed upstream of the evaporator 40h in the second circulation flow path 40g. One expansion valve 40j4 is disposed midway through the evaporator bypass flow path 40i. Each expansion valve 40j can also close the flow path in which it is provided.

[0118] In this vehicle interior air conditioning system 40, during heating, the expansion valve 40j1 located upstream of the external condenser 40a and the expansion valve 40j2 provided in the external condenser bypass flow path 40f open their flow paths. During heating, the first three-way valve 40k1 directs the air-conditioning heat medium Y supplied from the external condenser 40a toward the accumulator 40c. During heating, the second three-way valve 40k2 directs the air-conditioning heat medium Y toward the heating internal condenser 40e. When heat absorption from outside air is required, such as during heating, the air-conditioning heat medium Y compressed by the compressor 40d is condensed in the heating internal condenser 40e and then decompressed by the expansion valve 40j1 provided midway along the first circulation flow path 40b from the heating internal condenser 40e to the external condenser 40a, resulting in a temperature lower than the outside air temperature. The cooled air-conditioning heat medium Y is evaporated in the external condenser 40a and absorbs heat from the outside air. On the other hand, the air-conditioning heat medium Y is condensed in the heating internal condenser 40e, then diverted to the external condenser bypass flow path 40f, where it is depressurized by the expansion valve 40j2 provided midway through the external condenser bypass flow path 40f and becomes lower in temperature than the outside air temperature. The air-conditioning heat medium Y, whose temperature has been reduced by the expansion valve 40j2, absorbs heat from the thermal management heat medium X in the first internal heat exchanger 3 provided downstream of the expansion valve 40j2 and is thereby increased in temperature. In this case, the air-conditioning heat medium Y evaporated in the external condenser 40a merges with the air-conditioning heat medium Y whose temperature has been increased in the first internal heat exchanger 3, and is then compressed by the compressor 30d, whereby its temperature and pressure are increased.

[0119] In this way, the air-conditioning heat medium Y heated in the first internal heat exchanger 3 is combined with the air-conditioning heat medium Y that has absorbed heat from the outside air in the external condenser 40a and is supplied to the compressor 40d, so the energy consumption required to heat the air-conditioning heat medium Y in the compressor 40d is reduced compared to when the air-conditioning heat medium Y is not heated in the first internal heat exchanger 3. In this way, during heating, the air-conditioning heat medium Y receives heat from the first internal heat exchanger 3, thereby improving the energy efficiency of the vehicle interior air-conditioning system 40.

[0120] In the vehicle interior air conditioning system 40, during cooling, the first three-way valve 40k1 guides the air-conditioning heat medium Y supplied from the external condenser 40a to the second circulation flow path 40g, and the second three-way valve 40k2 guides the air-conditioning heat medium Y to the cooling connection flow path 40m.

[0121] As a result, the air-conditioning heat medium Y is diverted from the first circulation flow path 40b to the second circulation flow path 40g downstream of the external condenser 40a and is decompressed by an expansion valve 40j3 provided in the second circulation flow path 40g. The air-conditioning heat medium Y, which has become colder than the outside air temperature as a result of this decompression, is heated by heat exchange with the air (interior air) in the vehicle cabin in the evaporator 40h (cooling the air in the vehicle cabin) and is then evaporated. Furthermore, in this vehicle air-conditioning system 40, when the temperature of the battery 105 is to be lowered, the air-conditioning heat medium Y is diverted from the second circulation flow path 40g to the evaporator bypass flow path 40i and is decompressed by an expansion valve 40j4 provided in the evaporator bypass flow path 40i. The air-conditioning heat medium Y, which has become colder than the outside air temperature as a result of this decompression, absorbs heat from the thermal management heat medium X in the battery system circulation guide portion 6 in the second internal heat exchanger 4, thereby lowering the temperature of the thermal management heat medium X. The air-conditioning heat medium Y in the second circulation flow path 40g that has passed through the evaporator 40h is merged with the air-conditioning heat medium Y in the evaporator bypass flow path 40i that has passed through the second internal heat exchanger 4, and then the pressure of the air-conditioning heat medium Y is increased by the compressor 40d. In this way, the air-conditioning heat medium Y receives heat from the second internal heat exchanger 4, so that the temperature of the battery 105 can be appropriately managed while adjusting the air in the vehicle cabin to an appropriate temperature.

[0122] 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 subject 110 including a traction motor 101. The thermal management system 1 of this embodiment also includes an outside air heat exchanger 2, a first internal heat exchanger 3, a drive system circulation guide unit 5, a second internal heat exchanger 4, and a battery system circulation guide unit 6. The outside air heat exchanger 2 exchanges heat between outside air and a thermal management heat medium X. The first internal heat exchanger 3 and the second internal heat exchanger 4 exchange heat between the thermal management heat medium X and another heat medium included in the vehicle 100, namely, an air-conditioning heat medium Y. The drive system circulation guide unit 5 guides the thermal management heat medium X to circulate through the thermal management subject 110. The battery system circulation guide unit 6 guides the thermal management heat medium X to circulate through the battery 105.

[0123] Furthermore, the drive system circulation guide unit 5 includes an outdoor air heat exchanger installation passage 5d, a first internal heat exchanger installation passage 5e, a bypass passage 5f, and a passage control valve 5g. The outdoor air heat exchanger installation passage 5d allows the heat management heat medium X to pass only through the outdoor air heat exchanger 2 out of the outdoor air heat exchanger 2 and the first internal heat exchanger 3. The first internal heat exchanger installation passage 5e allows the heat management heat medium X to pass only through the first internal heat exchanger 3 out of the outdoor air heat exchanger 2 and the first internal heat exchanger 3. The bypass passage 5f allows the heat management heat medium X to pass while avoiding the outdoor air heat exchanger 2 and the first internal heat exchanger 3. The passage control valve 5g is disposed at a connection portion where the outdoor air heat exchanger installation passage 5d, the first internal heat exchanger installation passage 5e, and the bypass passage 5f are connected to one another. The flow path control valve 5g selectively guides the heat management heat medium X to pass through one or more of the outdoor air heat exchanger installation flow path 5d, the first internal heat exchanger installation flow path 5e, and the bypass flow path 5f.

[0124] The thermal management system 1 of this embodiment can select among: passing the heat management heat medium X only through the exterior air heat exchanger 2 out of the exterior air heat exchanger 2 and the first internal heat exchanger 3 to thermally manage the thermal management target 110; passing the heat management heat medium X only through the first internal heat exchanger out of the exterior air heat exchanger 2 and the first internal heat exchanger 3 to thermally manage the thermal management target 110 and the battery 105; or guiding the heat management heat medium X while bypassing both the exterior air heat exchanger 2 and the first internal heat exchanger 3 to thermally manage the thermal management target 110 and the battery 105. These selections are made by controlling a single flow path control valve 5g. Therefore, the thermal management system 1 of this embodiment can achieve flexible and efficient thermal management with a simple structure in the thermal management system 1 installed in the vehicle 100.

[0125] Furthermore, in the thermal management system 1 of this embodiment, the first internal heat exchanger 3 exchanges heat between the air-conditioning heat medium Y and the heat management heat medium X used in the vehicle interior air-conditioning system 20. 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 power consumption of, for example, an electric vehicle.

[0126] The thermal management system 1 of this embodiment also includes a control unit 8 that controls the flow path control valve 5g. The control unit 8 controls the flow path control valve 5g so that the thermal management heat medium X is guided to the first internal heat exchanger installation flow path 5e while the vehicle air conditioning system 20 is operating and at least until the temperature inside the vehicle cabin reaches a set range. Furthermore, when the vehicle air conditioning system 20 is operating and the temperature inside the vehicle cabin reaches a set range, the control unit 8 controls the flow path control valve 5g so that the thermal management heat medium X is guided to the outside air heat exchanger installation flow path 5d or the bypass flow path 5f.

[0127] According to the thermal management system 1 of this embodiment, the heat recovered by the heat management heat medium X is preferentially used in the vehicle air conditioning system 20. A part of the energy consumed by the vehicle air conditioning system 20 during the period immediately after startup, when power consumption increases, can be compensated for by the heat supplied from the thermal management system 1. Therefore, the thermal management system 1 of this embodiment can improve the power consumption of, for example, an electric vehicle.

[0128] In the thermal management system 1 of this embodiment, the control unit 8 controls the flow path control valve 5g so that the thermal management heat medium X is guided to the bypass flow path 5f when the temperature of the thermal management target 110 is at a temperature that requires heating after the temperature inside the vehicle cabin has reached a set range. Furthermore, the control unit 8 controls the flow path control valve 5g so that the thermal management heat medium X is guided to the outside-air heat exchanger installation flow path 5d when the temperature of the thermal management target 110 is at a temperature that does not require heating after the temperature inside the vehicle cabin has reached a set range.

[0129] According to the thermal management system 1 of this embodiment, once the temperature inside the vehicle interior has reached a set range, if the temperature of the thermal management target 110 is at a temperature that requires heating, the thermal management system 1 can be warmed up in a relatively short time. The temperature of the thermal management target 110 can be raised even until the temperature inside the vehicle interior has reached the set range, and the temperature of the thermal management target 110 can be raised regardless of the temperature inside the vehicle interior. Furthermore, if the temperature of the thermal management target 110 is at a temperature that does not require heating, the heat recovered by the thermal management heat medium X is released to the outside air by the outside air heat exchanger 2. This prevents the thermal management target 110 from becoming too hot.

[0130] The thermal management system 1 of this embodiment also includes a battery system circulation guide section 6 and a switching valve 7. The battery system circulation guide section 6 guides the thermal management heat medium X to circulate through the battery 105 mounted on the vehicle 100. The switching valve 7 is connected to the drive system circulation guide section 5 and the battery system circulation guide section 6. The switching valve 7 is switchable between a series connection state in which the drive system circulation guide section 5 and the battery system circulation guide section 6 are connected in series to allow the thermal management heat medium X to flow in and out of each other, and a non-connection state in which the thermal management heat medium X is guided to circulate independently in each of the drive system circulation guide section 5 and the battery system circulation guide section 6.

[0131] The thermal management system 1 of this embodiment can easily change the connection state between the drive system circulation guide unit 5 and the battery system circulation guide unit 6, for example, in accordance with the temperature of the battery 105, by controlling the switching valve 7. Therefore, the thermal management system 1 of this embodiment can perform flexible and efficient thermal management, including the battery 105.

[0132] Furthermore, in the thermal management system 1 of this embodiment, a second internal heat exchanger 4, which is an internal heat exchanger separate from the first internal heat exchanger 3 provided in the drive system circulation guide section 5, is provided in the battery system circulation guide section 6. Therefore, in the thermal management system 1 of this embodiment, the heat recovered by the thermal management heat medium X can be supplied to the vehicle interior air conditioning system 20, etc., also in the battery system circulation guide section 6.

[0133] 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.

[0134] For example, in the above embodiment, the thermal management system 1 is described as including the drive system circulation guide unit 5, the battery system circulation guide unit 6, and the switching valve 7. However, the present invention is not limited to this. For example, the present invention can also employ a configuration that does not include the switching valve 7 when the battery 105 is configured as a so-called solid-state battery whose heat dissipation unnecessary temperature is approximately the same as that of the thermal management target 110.

[0135] The above embodiment can also be described as follows, for example:

[0136] (Supplementary Note 1) A thermal management system is mounted on a vehicle and performs thermal management of a thermally managed object including a driving motor, the thermal management system comprising: an outside air heat exchanger that exchanges heat between outside air and a thermal management heat medium; an internal heat exchanger that causes the thermal management heat medium to radiate heat to an internal vehicle heat medium, which is another heat medium included in the vehicle; and a circulation guide unit that circulates and guides the thermal management heat medium so that it passes through the thermally managed object, the circulation guide unit comprising: a first flow path that passes the thermal management heat medium only through the outside air heat exchanger among the outside air heat exchanger and the internal heat exchanger; a second flow path that passes the thermal management heat medium only through the internal heat exchanger among the outside air heat exchanger and the internal heat exchanger; a third flow path that guides the thermal management heat medium while avoiding the outside air heat exchanger and the internal heat exchanger; and a flow path selection valve that is arranged at a connection portion where the first flow path, the second flow path, and the third flow path are connected to each other, and that selectively guides the thermal management heat medium to one or more of the first flow path, the second flow path, and the third flow path. A thermal management system comprising:

[0137] (Supplementary Note 2) The thermal management system according to Supplementary Note 1, 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.

[0138] (Appendix 3) A thermal management system according to Appendix 2, further comprising a control unit that controls the flow path selection valve, wherein the control unit controls the flow path selection valve so that the heat medium for thermal management is guided to the second flow path when the vehicle air conditioning system is operating and at least until the temperature inside the vehicle cabin reaches a set range, and controls the flow path selection valve so that the heat medium for thermal management is guided to the first flow path or the third flow path when the vehicle air conditioning system is operating and the temperature inside the vehicle cabin reaches the set range.

[0139] (Supplementary Note 4) The thermal management system described in Supplementary Note 3 is characterized in that the control unit controls the flow path selection valve so that the heat management medium is guided to the third flow path when the temperature of the thermal management object is at a temperature that requires heating after the temperature inside the vehicle interior has reached the set range, and controls the flow path selection valve so that the heat management medium is guided to the first flow path when the temperature of the thermal management object is at a temperature that does not require heating after the temperature inside the vehicle interior has reached the set range.

[0140] (Appendix 5) A thermal management system described in any one of Appendices 1 to 4, characterized in that it comprises: a battery system circulation guide section that guides the thermal management heat medium to circulate so that it passes through a battery installed in the vehicle; and a switching valve that is connected to the circulation guide section and the battery system circulation guide section and is switchable between a series connection state in which the circulation guide section and the battery system circulation guide section are connected in series to allow the thermal management heat medium to flow in and out of each other, and a non-connection state in which the thermal management heat medium is guided to circulate independently in each of the circulation guide section and the battery system circulation guide section.

[0141] (Supplementary Note 6) The thermal management system according to Supplementary Note 5, wherein the internal heat exchanger provided in the circulation guide section and another internal heat exchanger are provided in the battery system circulation guide section.

[0142] REFERENCE SIGNS LIST 1 Thermal management system 2 Outside air heat exchanger 3 First internal heat exchanger (internal heat exchanger) 4 Second internal heat exchanger (internal heat exchanger) 5 Drive system circulation guide section 5a Switching valve upstream flow path 5b Switching valve downstream flow path 5c Branch section 5d Outside air heat exchanger installation flow path (first flow path) 5e First internal heat exchanger installation flow path (second flow path) 5f Bypass flow path (third flow path) 5g Flow path control valve (flow path selection valve) 5h Pump 6 Battery system circulation guide section 6a Switching valve upstream flow path 6b Switching valve downstream flow path 6c Heater 6d Pump 7 Switching valve 8 Control section 20 In-vehicle air conditioning system 100 Vehicle 101 Traction motor 102 Inverter 103 On-board charger 104 DC / DC converter 105 Battery 110 Thermal management target X Heat medium for heat management Y Heat medium for air conditioning

Claims

1. A thermal management system mounted on a vehicle for performing thermal management of a thermally managed object including a driving motor, comprising: an outside air heat exchanger for exchanging heat between outside air and a heat medium for thermal management; an internal heat exchanger for exchanging heat between the heat medium for thermal management and a vehicle internal heat exchanger, which is another heat medium contained in the vehicle; and a circulation guide unit for circulating and guiding the heat medium for thermal management so that the heat medium for thermal management passes through the object to be managed, the circulation guide unit comprising: a first flow path for passing the heat medium for thermal management only through the outside air heat exchanger among the outside air heat exchanger and the internal heat exchanger; a second flow path for passing the heat medium for thermal management only through the internal heat exchanger among the outside air heat exchanger and the internal heat exchanger; a third flow path for passing the heat medium for thermal management while avoiding the outside air heat exchanger and the internal heat exchanger; and a flow path selection valve disposed at a connection portion where the first flow path, the second flow path, and the third flow path are connected to each other, for selectively guiding the heat medium for thermal management to pass through one or more of the first flow path, the second flow path, and the third flow path.

13. A thermal management system comprising:

2. The thermal management system according to claim 1, characterized in that the vehicle interior heat medium includes a compressible air-conditioning heat medium used in an in-vehicle air-conditioning system, and the internal heat exchanger exchanges heat between the air-conditioning heat medium and the thermal management heat medium.

3. A thermal management system as described in claim 2, further comprising a control unit which controls the flow path selection valve, wherein the control unit controls the flow path selection valve so that the heat medium for thermal management is guided to the second flow path while the vehicle air conditioning system is operating and at least until the temperature inside the vehicle cabin reaches a set range, and controls the flow path selection valve so that the heat medium for thermal management is guided to the first flow path or the third flow path when the vehicle air conditioning system is operating and the temperature inside the vehicle cabin reaches the set range.

4. The thermal management system described in claim 3, characterized in that the control unit controls the flow path selection valve so that the heat medium for thermal management is guided to the third flow path when the temperature inside the vehicle interior reaches the set range and the temperature of the object to be thermally managed is at a temperature that requires heating, and controls the flow path selection valve so that the heat medium for thermal management is guided to the first flow path when the temperature inside the vehicle interior reaches the set range and the object to be thermally managed is at a temperature that does not require heating.

5. A thermal management system as described in any one of claims 1 to 4, characterized in that it comprises: a battery system circulation guide section that circulates and guides the heat medium for thermal management so that it passes through a battery mounted on the vehicle; and a switching valve that is connected to the circulation guide section and the battery system circulation guide section and can be switched between a series connection state in which the circulation guide section and the battery system circulation guide section are connected in series to allow the heat medium for thermal management to flow in and out of each other, and a non-connected state in which the heat medium for thermal management is circulated and guided independently by each of the circulation guide section and the battery system circulation guide section.

6. A thermal management system according to claim 5, characterized in that the internal heat exchanger provided in the circulation guide section and another internal heat exchanger provided in the battery system circulation guide section are provided in the battery system circulation guide section.

Images