Heat management system

Abstract

A heat management system (1) is mounted on a vehicle and has a heat pump cycle (10). The heat pump cycle includes a compressor (11), a heating unit (12, 20), a decompression unit (14a, 14b), and a heat absorption unit (15, 16, 40). The heating unit uses the heat of a refrigerant discharged from the compressor to heat an object (B) to be heated. The heat absorption unit absorbs residual energy that is thermal energy remaining in the vehicle. When the vehicle is stopped, the heat management system causes the heat absorption unit to absorb the residual energy in the vehicle and causes the heating unit to radiate heat to the object to be heated, thereby executing a warm-up operation on the object to be heated using the residual energy.

Description

Thermal Management System CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application is based on Japanese Patent Application No. 2024-144163 filed on August 26, 2024, the contents of which are incorporated herein by reference.

[0002] The present disclosure relates to a thermal management system capable of warming up an object to be heated.

[0003] A conventional technology for warming up a heating object mounted on a vehicle is disclosed in Patent Document 1. The thermal management system disclosed in Patent Document 1 performs a warm-up operation of a battery, which is a heating object, in order to improve the operating efficiency of the battery mounted on the vehicle. The thermal management system of Patent Document 1 is configured to perform a battery warm-up operation that increases the temperature of the battery using heat absorbed from outside air by a heat pump cycle.

[0004] Japanese Patent Application Laid-Open No. 2024-007011

[0005] Here, in a configuration such as that of Patent Document 1, since heat is absorbed from the outside air, the coefficient of performance of the heat pump cycle tends to be low, and it is thought that there will be a lot of wasted energy consumption when warming up the object to be heated.

[0006] In addition, one possible method for warming up an object to be heated is to use heat generated by an electric heater, but considering the energy required to generate heat from an electric heater, there is room for improvement in the energy efficiency in warming up an object to be heated.

[0007] In view of the above, an object of the present disclosure is to provide a thermal management system that can efficiently utilize energy and perform a warm-up operation of an object to be heated.

[0008] A thermal management system according to one aspect of the present disclosure is a thermal management system mounted on a vehicle, and includes a heat pump cycle including a compressor, a heating section, a decompression section, and a heat absorption section.

[0009] The compressor compresses and discharges the refrigerant. The heating unit heats an object to be heated using the heat of the refrigerant discharged from the compressor. The decompression unit decompresses the refrigerant flowing out from the heating unit. The heat absorption unit absorbs residual energy, which is thermal energy remaining in the vehicle. When the vehicle is stopped, the thermal management system uses the residual energy to warm up the object to be heated by absorbing the residual energy in the vehicle using the heat absorption unit and dissipating the heat to the object to be heated using the remaining energy.

[0010] According to this thermal management system, by performing a warm-up operation of the object to be heated using the remaining energy while the vehicle is stopped, it is possible to effectively utilize the remaining energy that is consumed by atmospheric heat radiation, etc., while the vehicle is stopped. By utilizing the remaining energy, the thermal management system can realize the warm-up operation of the object to be heated without wasting new energy, and can improve the energy efficiency of the warm-up operation of the object to be heated.

[0011] The above and other objects, features and advantages of the present disclosure will become more apparent from the following detailed description taken in conjunction with the accompanying drawings. Fig. 1 is a configuration diagram of a thermal management system according to an embodiment. Fig. 2 is a configuration diagram of an indoor air conditioning unit according to an embodiment. Fig. 3 is a block diagram of a control system of a thermal management system according to an embodiment. Fig. 4 is an explanatory diagram showing an example of an inside air heat source warm-up operation in the thermal management system. Fig. 5 is an explanatory diagram showing an example of an equipment heat source warm-up operation in the thermal management system. Fig. 6 is an explanatory diagram showing an example of an outside air heat source warm-up operation in the thermal management system. Fig. 7 is a flowchart of a warm-up operation control program according to an embodiment. Fig. 8 is a flowchart of a warm-up condition determination processing program according to an embodiment. Fig. 9 is a flowchart of an inside air heat absorption condition determination processing program according to an embodiment.

[0012] An embodiment of the present disclosure will be described with reference to FIGS. 1 to 9 . A thermal management system 1 according to this embodiment is applied to an electric vehicle that obtains driving force for running the vehicle from a traction electric motor. In this embodiment, the thermal management system 1 according to the present disclosure performs air conditioning of the vehicle cabin, which is the space to be air-conditioned, and temperature adjustment of equipment including a battery B, etc. The thermal management system 1 can switch between a cooling mode, a heating mode, and a dehumidifying and heating mode as operating modes for air conditioning the vehicle cabin.

[0013] The heat pump cycle 10 in the thermal management system 1 uses an HFC refrigerant (specifically, R134a) as the refrigerant, forming a subcritical refrigeration cycle in which the high-pressure side refrigerant pressure does not exceed the critical pressure of the refrigerant. R1234yf or other refrigerants can also be used. Refrigerant oil is mixed into the refrigerant to lubricate the compressor 11. PAG oil (polyalkylene glycol oil), which is compatible with liquid-phase refrigerants, is used as the refrigerant oil. A portion of the refrigerant oil circulates through the cycle together with the refrigerant.

[0014] Next, a specific configuration of the thermal management system 1 according to this embodiment will be described with reference to Fig. 1. The thermal management system 1 includes a heat pump cycle 10, a high-temperature side heat medium circuit 20a, a first low-temperature side heat medium circuit 40a, a second low-temperature side heat medium circuit 40b, an indoor air conditioning unit 50, and a control device 60.

[0015] First, the configuration of the heat pump cycle 10 in the thermal management system 1 will be described. The heat pump cycle 10 is a vapor compression refrigeration cycle device. In the heat pump cycle 10, a compressor 11 draws in, compresses, and discharges a refrigerant. The compressor 11 is disposed inside the hood of the vehicle.

[0016] The compressor 11 is an electric compressor that uses an electric motor to rotate a fixed-displacement compression mechanism having a fixed discharge capacity. The rotation speed (i.e., refrigerant discharge capacity) of the compressor 11 is controlled by a control signal output from a control device 60, which will be described later.

[0017] The discharge port of the compressor 11 is connected to an inlet side of a refrigerant passage 12a of the heat medium refrigerant heat exchanger 12. The heat medium refrigerant heat exchanger 12 is a radiator that radiates heat from the high-pressure refrigerant discharged from the compressor 11 to a high-temperature side heat medium circulating in a high-temperature side heat medium circuit 20a of the heating unit 20, thereby heating the high-temperature side heat medium.

[0018] The heat medium-refrigerant heat exchanger 12 has a refrigerant passage 12a through which the refrigerant of the heat pump cycle 10 flows, and a heat medium passage 12b through which the high-temperature side heat medium of the high-temperature side heat medium circuit 20a flows. The heat medium-refrigerant heat exchanger 12 is made of the same type of metal (aluminum alloy in this embodiment) that has excellent heat conductivity, and each component is integrated by brazing.

[0019] As a result, the high-pressure refrigerant flowing through the refrigerant passage 12a and the high-temperature heat medium flowing through the heat medium passage 12b can exchange heat with each other. The heat medium-refrigerant heat exchanger 12 is an example of a condenser that dissipates heat from the high-pressure refrigerant, and constitutes a part of the heating unit 20 described below. The high-temperature heat medium flowing through the heat medium passage 12b can be a solution containing ethylene glycol, an antifreeze solution, or the like.

[0020] A refrigerant branching section 13a having a three-way joint structure is connected to the outlet of the refrigerant passage 12a of the heat medium-refrigerant heat exchanger 12. The refrigerant branching section 13a branches the flow of the liquid-phase refrigerant flowing out of the heat medium-refrigerant heat exchanger 12. The refrigerant branching section 13a has three inlet / outlets, one of which is a refrigerant inlet and the other two are refrigerant outlets.

[0021] One refrigerant outlet of the refrigerant branching section 13a is connected to the refrigerant inlet side of a first chiller 15 via a first expansion valve 14a. The other refrigerant outlet of the refrigerant branching section 13a is connected to the refrigerant inlet side of a second chiller 16 via a second expansion valve 14b.

[0022] The first expansion valve 14a is a pressure reducing unit that reduces the pressure of the refrigerant flowing out from one of the refrigerant outlets of the refrigerant branch unit 13a at least in the cooling mode. The first expansion valve 14a is an electrically operated variable throttle mechanism that includes a valve body and an electric actuator. That is, the first expansion valve 14a is a so-called electric expansion valve.

[0023] The valve element of the first expansion valve 14a is configured to change the passage opening (i.e., the throttle opening) of the refrigerant passage. The electric actuator has a stepping motor that changes the throttle opening of the valve element. The operation of the first expansion valve 14a is controlled by a control signal output from the control device 60.

[0024] The first expansion valve 14a is a variable throttle mechanism that has a full opening function that fully opens the refrigerant passage when the throttle opening is fully opened, and a full closing function that closes the refrigerant passage when the throttle opening is fully closed. In other words, the first expansion valve 14a can prevent the refrigerant from decompressing by fully opening the refrigerant passage.

[0025] The first expansion valve 14a closes the refrigerant passage, thereby blocking the inflow of refrigerant into the first chiller 15. That is, the first expansion valve 14a functions as both a pressure reducing unit that reduces the pressure of the refrigerant and a refrigerant circuit switching unit that switches the refrigerant circuit.

[0026] The outlet of the first expansion valve 14a is connected to the inlet side of a refrigerant passage 15a of the first chiller 15. The first chiller 15 is a heat exchanger that exchanges heat between the low-pressure refrigerant decompressed by the first expansion valve 14a and the low-temperature side heat medium circulating through the first low-temperature side pump 41. The first chiller 15 corresponds to part of the heat absorption unit 40 and also corresponds to part of the indoor side heat absorber.

[0027] The first chiller 15 has a refrigerant passage 15a through which the low-pressure refrigerant decompressed by the first expansion valve 14a flows, and a heat medium passage 15b through which the low-temperature side heat medium circulating in the first low-temperature side heat medium circuit 40a flows. Therefore, the first chiller 15 evaporates the low-pressure refrigerant by heat exchange between the low-pressure refrigerant flowing through the refrigerant passage 15a and the low-temperature side heat medium flowing through the heat medium passage 15b, thereby absorbing heat from the low-temperature side heat medium.

[0028] 1, a second expansion valve 14b is connected to the other refrigerant outlet of the refrigerant branch portion 13a. The second expansion valve 14b is a pressure reducing portion that reduces the pressure of the refrigerant flowing out from the other refrigerant outlet of the refrigerant branch portion 13a during an operation mode in which heat is absorbed from an in-vehicle device 45 (described later), and corresponds to an example of a pressure reducing portion.

[0029] The second expansion valve 14b is an electrically operated variable throttle mechanism, similar to the first expansion valve 14a, and includes a valve body and an electric actuator. That is, the second expansion valve 14b is an electrically operated expansion valve, and has a fully open function and a fully closed function.

[0030] In other words, the second expansion valve 14b can prevent the refrigerant from decompressing by fully opening the refrigerant passage, and can also block the inflow of refrigerant to the second chiller 16 by closing the refrigerant passage. That is, the second expansion valve 14b functions both as a pressure reducing unit that reduces the pressure of the refrigerant and as a refrigerant circuit switching unit that switches the refrigerant circuit.

[0031] The outlet of the second expansion valve 14b is connected to the refrigerant inlet side of the second chiller 16. The second chiller 16 is a heat exchanger that exchanges heat between the low-pressure refrigerant decompressed by the second expansion valve 14b and the low-temperature side heat medium circulating in the second low-temperature side heat medium circuit 40b. The second chiller 16 corresponds to part of the heat absorption unit 40 and also corresponds to part of the heat generation unit side heat absorber.

[0032] The second chiller 16 has a refrigerant passage 16a through which the low-pressure refrigerant decompressed by the second expansion valve 14b flows, and a heat medium passage 16b through which the low-temperature side heat medium circulating in the second low-temperature side heat medium circuit 40b flows. Therefore, the second chiller 16 evaporates the low-pressure refrigerant by heat exchange between the low-pressure refrigerant flowing through the refrigerant passage 16a and the low-temperature side heat medium flowing through the heat medium passage 16b, thereby absorbing heat from the low-temperature side heat medium.

[0033] A refrigerant junction 13b is connected to the outlet side of the refrigerant passage 15a of the first chiller 15 and the outlet side of the refrigerant passage 16a of the second chiller 16. The refrigerant junction 13b has a three-way joint structure similar to the refrigerant branching section 13a, with two of the three inlet and outlet ports serving as refrigerant inlets and the remaining one serving as a refrigerant outlet. The refrigerant junction 13b joins the flow of refrigerant flowing out of the first chiller 15 and the flow of refrigerant flowing out of the second chiller 16. The refrigerant outlet of the refrigerant junction 13b is connected to the suction port side of the compressor 11.

[0034] Next, the configuration of the heating unit 20 in the thermal management system 1 will be described. The heating unit 20 of the thermal management system 1 according to this embodiment is composed of a heat medium-refrigerant heat exchanger 12 and a high-temperature side heat medium circuit 20a. The high-temperature side heat medium circuit 20a is a heat medium circuit that circulates a heat medium. The heat medium in the high-temperature side heat medium circuit 20a can be a solution containing ethylene glycol, an antifreeze solution, or the like.

[0035] The high-temperature side heat medium circuit 20a is provided with a heat medium passage 12b of the heat medium-refrigerant heat exchanger 12, a high-temperature side pump 21, a high-temperature side connection part 22, a heater core 23, a battery heat exchanger 24, a high-temperature side flow control valve 25, an electric heater 26, etc.

[0036] As shown in Fig. 1, a suction port of a high-temperature side pump 21 is connected to the outlet side of the heat medium passage 12b of the heat medium-refrigerant heat exchanger 12. The high-temperature side pump 21 is a heat medium pump that pumps the high-temperature side heat medium in order to circulate it in the high-temperature side heat medium circuit 20a. The high-temperature side pump 21 sucks in and pumps the high-temperature side heat medium that has flowed out from the heat medium passage 12b of the heat medium-refrigerant heat exchanger 12. The high-temperature side pump 21 is an electric pump whose rotation speed (i.e., pumping capacity) is controlled by a control voltage output from the control device 60.

[0037] An electric heater 26 is disposed at the discharge port of the high-temperature side pump 21. The electric heater 26 is a heating device that generates heat when supplied with power and heats the high-temperature side heat medium circulating through the high-temperature side heat medium circuit 20a. The electric heater 26 may be, for example, a PTC heater having a PTC element (i.e., a positive temperature coefficient thermistor). The electric heater 26 can arbitrarily adjust the amount of heat used to heat the high-temperature side heat medium by a control voltage output from the control device 60.

[0038] A high-temperature side flow rate adjustment valve 25 is disposed on the heat medium outlet side of the electric heater 26. The high-temperature side flow rate adjustment valve 25 is configured as an electric three-way flow rate adjustment valve having three inlet and outlet ports, and corresponds to an example of a high-temperature side flow rate adjustment unit. Of the three inlet and outlet ports, the high-temperature side flow rate adjustment valve 25 uses one inlet and one outlet as a heat medium inlet, and the other two as heat medium outlets.

[0039] As described above, the heat medium outlet side of the electric heater 26 is connected to the heat medium inlet of the high-temperature side flow rate adjustment valve 25. One heat medium outlet of the high-temperature side flow rate adjustment valve 25 is connected to the heat medium inlet side of the heater core 23, and the other heat medium outlet of the high-temperature side flow rate adjustment valve 25 is connected to the heat medium inlet side of the battery heat exchanger 24.

[0040] Therefore, in the high-temperature side heat medium circuit 20a, the flow balance can be adjusted between the flow rate passing through the heater core 23 and the flow rate passing through the battery heat exchanger 24 with respect to the flow of the high-temperature side heat medium that has circulated through the heat medium-refrigerant heat exchanger 12 and the electric heater 26.

[0041] The heater core 23 is a heat exchanger that exchanges heat between the heat medium heated in the heat medium-refrigerant heat exchanger 12 or the like and the blown air W that has passed through the cooler core 42, thereby heating the blown air W. As shown in Fig. 2, the heater core 23 is disposed in a casing 51 of the interior air conditioning unit 50. The heater core 23 corresponds to an example of a heating heat exchanger, and constitutes a part of the heating section 20.

[0042] The battery heat exchanger 24 is a heat exchange unit that exchanges heat between multiple battery cells constituting the battery B mounted on the vehicle and the high-temperature heat medium circulating through the high-temperature heat medium circuit 20a. The battery B supplies power to various electrical devices in the vehicle and is, for example, a rechargeable secondary battery (in this embodiment, a lithium-ion battery). The battery B corresponds to the object to be heated during warm-up in the thermal management system 1. The battery heat exchanger 24 only needs to be able to exchange heat between the multiple battery cells and the high-temperature heat medium, and may be configured, for example, by forming a flow path through which the high-temperature heat medium flows within a battery case that houses the multiple battery cells.

[0043] A high-temperature side connection part 22 is disposed on the heat medium outlet side of the heater core 23 and on the heat medium outlet side of the battery heat exchanger 24. The high-temperature side connection part 22 is formed as a three-way joint having three inlet and outlets. Of the three inlet and outlets, the high-temperature side connection part 22 has two inlet and outlets that serve as inlet ports for the high-temperature side heat medium and one inlet and outlet that serves as an outlet port for the high-temperature side heat medium.

[0044] One inlet of the high-temperature side connecting portion 22 is connected to the heat medium outlet side of the heater core 23, and the other inlet of the high-temperature side connecting portion 22 is connected to the heat medium outlet side of the battery heat exchanger 24. The outlet of the high-temperature side connecting portion 22 is connected to the inlet side of the heat medium passage 12b of the heat medium-refrigerant heat exchanger 12. In other words, the high-temperature side connecting portion 22 is a confluence portion where the flow of the high-temperature side heat medium passing through the heater core 23 and the flow of the high-temperature side heat medium passing through the battery heat exchanger 24 are joined together and led to the heat medium-refrigerant heat exchanger 12.

[0045] In the heating unit 20 configured as described above, by controlling the operation of the high-temperature side flow rate adjustment valve 25, it is possible to switch between a circulation path for the high-temperature side heat medium that passes through the heater core 23 and a circulation path for the high-temperature side heat medium that passes through the battery heat exchanger 24. In other words, the thermal management system 1 having the heating unit 20 can realize an operation mode in which the heater core 23 heats the vehicle cabin with the heat of the high-pressure refrigerant, and an operation mode in which the battery heat exchanger 24 warms up the battery B with the heat of the high-pressure refrigerant.

[0046] Next, the configuration of the heat absorption unit 40 in the thermal management system 1 will be described. As described above, the heat pump cycle 10 of the thermal management system 1 is provided with two heat absorbers: the first chiller 15 and the second chiller 16. The first chiller 15 absorbs heat from the low-temperature side heat medium in the first low-temperature side heat medium circuit 40a into the low-pressure refrigerant, and the second chiller 16 absorbs heat from the low-temperature side heat medium in the second low-temperature side heat medium circuit 40b into the low-pressure refrigerant. That is, the heat absorption unit 40 in the thermal management system 1 is configured to include the first chiller 15, the second chiller 16, the first low-temperature side heat medium circuit 40a, and the second low-temperature side heat medium circuit 40b.

[0047] First, the configuration of the first low-temperature side heat medium circuit 40a will be described. The first low-temperature side heat medium circuit 40a is a heat medium circuit that circulates a low-temperature side heat medium. The low-temperature side heat medium of the first low-temperature side heat medium circuit 40a can be the same fluid as that of the high-temperature side heat medium circuit 20a.

[0048] The first low-temperature side heat medium circuit 40a is arranged with the heat medium passage 15b of the first chiller 15, a first low-temperature side pump 41, and a cooler core 42. As shown in Fig. 1 , the discharge port side of the first low-temperature side pump 41 is connected to the heat medium inlet side of the heat medium passage 15b of the first chiller 15. The first low-temperature side pump 41 is a heat medium pump that pumps the low-temperature side heat medium of the first low-temperature side heat medium circuit 40a to the inlet side of the heat medium passage 15b of the first chiller 15. The basic configuration of the first low-temperature side pump 41 is similar to that of the high-temperature side pump 21.

[0049] A heat medium inlet of a cooler core 42 is disposed on the outlet side of the heat medium passage 15b in the first chiller 15. The cooler core 42 is disposed in a casing 51 of an interior air conditioning unit 50, which will be described later. The cooler core 42 is a heat exchanger that exchanges heat between the low-temperature side heat medium in the first low-temperature side heat medium circuit 40a and air blown into the vehicle cabin from a blower 52, which will be described later. A suction port of a first low-temperature side pump 41 is connected to the heat medium outlet side of the cooler core 42.

[0050] In this embodiment, the air blown to the cooler core 42 may include the air inside the vehicle cabin, and the air inside the vehicle cabin may contain thermal energy remaining inside the vehicle cabin. The thermal energy remaining inside the vehicle cabin may originate not only from the passengers inside the vehicle cabin but also from devices and the like disposed inside the vehicle cabin. Therefore, the configuration of the heat absorption unit 40, including the first chiller 15, the first low-temperature side heat medium circuit 40a, and the cooler core 42, is a configuration that absorbs thermal energy remaining inside the vehicle cabin and corresponds to an example of an interior heat absorber.

[0051] Next, the configuration of the second low-temperature side heat medium circuit 40b will be described. Similar to the first low-temperature side heat medium circuit 40a, the second low-temperature side heat medium circuit 40b is a heat medium circuit that circulates a low-temperature side heat medium. The low-temperature side heat medium of the second low-temperature side heat medium circuit 40b can be the same fluid as that of the high-temperature side heat medium circuit 20a and the second low-temperature side heat medium circuit 40b.

[0052] However, the heat medium circulating through the high-temperature side heat medium circuit 20a, the first low-temperature side heat medium circuit 40a, and the second low-temperature side heat medium circuit 40b can be appropriately changed in terms of the constituent materials of the heat medium in accordance with the conditions such as the temperature range of each heat medium circuit.

[0053] As shown in FIG. 1, the second low-temperature side heat medium circuit 40b includes a heat medium passage 16b of the second chiller 16, a second low-temperature side pump 44, an equipment-side heat exchanger 45a for an on-board device 45, a third low-temperature side pump 46, and an outside air heat exchanger 47.

[0054] A low-temperature side branch 43a is connected to the heat medium outlet side of the heat medium passage 16b of the second chiller 16. The low-temperature side branch 43a is formed as a three-way joint having three inlet and outlets. Of the three inlet and outlets, one inlet and outlet of the low-temperature side branch 43a serves as an inlet for the low-temperature side heat medium, and the other two inlet and outlets serve as outlets for the low-temperature side heat medium.

[0055] The heat medium inlet of the low-temperature side branch 43a is connected to the outlet side of the heat medium passage 16b of the second chiller 16. The suction port of the second low-temperature side pump 44 is connected to one heat medium outlet side of the low-temperature side branch 43a, and the suction port of the third low-temperature side pump 46 is connected to the other heat medium outlet side of the low-temperature side branch 43a.

[0056] The second low-temperature side pump 44 and the third low-temperature side pump 46 are heat medium pumps that pump the low-temperature side heat medium of the second low-temperature side heat medium circuit 40 b. The second low-temperature side pump 44 and the third low-temperature side pump 46 have the same basic configuration as the high-temperature side pump 21 and the first low-temperature side pump 41.

[0057] The heat medium inlet side of an equipment-side heat exchanger 45a, which exchanges heat with on-board equipment 45, is connected to the discharge port of the second low-temperature side pump 44. The equipment-side heat exchanger 45a is a heat exchanger that is mounted on the vehicle and exchanges heat between the on-board equipment 45, which generates heat as it operates, and the low-temperature side heat medium circulating through the second low-temperature side heat medium circuit 40b. Therefore, the heat absorption unit 40 can absorb waste heat generated in the on-board equipment 45 into the low-temperature side heat medium via the equipment-side heat exchanger 45a.

[0058] In this embodiment, the on-board equipment 45 installed in the vehicle includes, for example, a PCU, an inverter, a motor generator, a transaxle device, and a control device for an ADAS. The PCU is a power control unit that performs power transformation and power distribution. The inverter is a power conversion unit that converts direct current into alternating current. The motor generator receives power to output driving force for running and also generates regenerative power during deceleration, etc.

[0059] The transaxle device is a device that integrates a transmission, a final gear, and a differential gear (diff gear). The ADAS control device is a control device for an advanced driver assistance system. Therefore, the on-board device 45 corresponds to an example of a heat-generating part.

[0060] The device-side heat exchanger 45a may be configured in various ways as long as it is capable of exchanging heat between the on-board devices 45 and the low-temperature heat medium of the second low-temperature heat medium circuit 40b. For example, the device-side heat exchanger 45a may be configured such that a heat medium passage through which the low-temperature heat medium flows is formed in a cover that houses each component of the on-board devices 45, and the low-temperature heat medium is circulated through the heat medium passage so as to recover the exhaust heat of each device.

[0061] 1, the discharge port of the third low-temperature side pump 46 is connected to the heat medium inlet side of an outside air heat exchanger 47. The outside air heat exchanger 47 is arranged outside the passenger compartment of the electric vehicle and exchanges heat between the low-temperature side heat medium circulating through the second low-temperature side heat medium circuit 40b and the outside air OA outside the passenger compartment. Therefore, the heat absorption unit 40 can absorb heat from the outside air into the low-temperature side heat medium via the outside air heat exchanger 47.

[0062] The low-temperature side junction 43b is connected to the heat medium outlet side of the device-side heat exchanger 45a and the heat medium outlet side of the outside-air heat exchanger 47. The low-temperature side junction 43b is formed as a three-way joint having three inlet and outlets. Of the three inlet and outlets, the low-temperature side junction 43b has two inlet and outlets that serve as inlet ports for the low-temperature side heat medium and one inlet and outlet that serves as an outlet port for the low-temperature side heat medium.

[0063] One heat medium inlet side of the low-temperature side junction 43b is connected to the heat medium outlet of the equipment-side heat exchanger 45a, and the other heat medium inlet side of the low-temperature side junction 43b is connected to the heat medium outlet of the outside air heat exchanger 47. The heat medium outlet side of the low-temperature side junction 43b is connected to the heat medium inlet of the heat medium passage 16b of the second chiller 16.

[0064] According to the second low-temperature side heat medium circuit 40b configured in this manner, the low-temperature side heat medium can be circulated through a circulation path that passes through the second chiller 16 and the equipment-side heat exchanger 45a by operating the second low-temperature side pump 44 and stopping the third low-temperature side pump 46. Furthermore, the low-temperature side heat medium can be circulated through a circulation path that passes through the second chiller 16 and the outside air heat exchanger 47 by stopping the second low-temperature side pump 44 and operating the third low-temperature side pump 46. In other words, the second low-temperature side pump 44 and the third low-temperature side pump 46 correspond to a heat medium circuit switching unit that switches the circuit configuration of the second low-temperature side heat medium circuit 40b.

[0065] The heat absorption section 40, including the second chiller 16, the second low-temperature side heat medium circuit 40b, and the equipment side heat exchanger 45a, is configured to absorb the thermal energy remaining in the on-board equipment 45 as a heat generating section, and corresponds to an example of a heat generating section side heat absorber.

[0066] Next, the interior air conditioning unit 50 constituting the thermal management system 1 will be described with reference to Fig. 2. The interior air conditioning unit 50 is a unit in the thermal management system 1 for blowing out the blown air W whose temperature has been adjusted by the heat pump cycle 10 to an appropriate location within the vehicle cabin. The interior air conditioning unit 50 is disposed inside the instrument panel at the front of the vehicle cabin.

[0067] The interior air conditioning unit 50 houses a blower 52, a cooler core 42, a heater core 23, etc. in an air passage formed inside a casing 51 that forms the outer shell of the unit. The casing 51 forms an air passage for blown air W into the vehicle cabin. The casing 51 is molded from a resin (specifically, polypropylene) that has a certain degree of elasticity and excellent strength.

[0068] 2, an inside / outside air switching device 53 is disposed on the most upstream side of the blown air flow of the casing 51. The inside / outside air switching device 53 switches between introducing inside air (air inside the vehicle cabin) and outside air (air outside the vehicle cabin) into the casing 51.

[0069] The inside / outside air switching device 53 continuously adjusts the opening areas of the inside air inlet, which introduces inside air, and the outside air inlet, which introduces outside air, into the casing 51, using an inside / outside air switching door, thereby changing the ratio of the amount of inside air introduced to the amount of outside air introduced. The inside / outside air switching door is driven by an electric actuator for the inside / outside air switching door. The operation of this electric actuator is controlled by a control signal output from the control device 60.

[0070] A blower 52 is disposed downstream of the inside / outside air switching device 53 in the flow of blown air. The blower 52 is an electric blower that drives a centrifugal multi-blade fan with an electric motor. The blower 52 blows air drawn in through the inside / outside air switching device 53 toward the vehicle interior. The rotation speed (i.e., blowing capacity) of the blower 52 is controlled by a control voltage output from the control device 60.

[0071] The cooler core 42 and the heater core 23 are arranged in this order with respect to the flow of the blown air downstream of the blower 52. That is, the cooler core 42 is arranged upstream of the heater core 23 with respect to the flow of the blown air.

[0072] A cool air bypass passage 55 is formed inside the casing 51. The cool air bypass passage 55 is an air passage that causes the blown air W that has passed through the cooler core 42 to bypass the heater core 23 and flow downstream.

[0073] An air mix door 54 is disposed downstream of the cooler core 42 in the flow of blown air and upstream of the heater core 23. The air mix door 54 adjusts the ratio of the amount of air passing through the heater core 23 and the amount of air passing through the cool air bypass passage 55, among the amount of blown air W that has passed through the cooler core 42.

[0074] The air mix door 54 is driven by an electric actuator for driving the air mix door, and the operation of this electric actuator is controlled by a control signal output from the control device 60.

[0075] A mixing space 56 is provided downstream of the heater core 23 in the flow of blown air. In the mixing space 56, the blown air W heated by the heater core 23 and the blown air W that has passed through the cool air bypass passage 55 and has not been heated by the heater core 23 are mixed.

[0076] Furthermore, openings for blowing out the blown air (conditioned air) mixed in the mixing space 56 into the vehicle compartment are arranged at the most downstream portion of the casing 51 in the blown air flow direction. These openings include a face opening, a foot opening, and a defroster opening (none of which are shown).

[0077] The face opening is an opening for blowing conditioned air toward the upper bodies of occupants in the vehicle cabin, the foot opening is an opening for blowing conditioned air toward the feet of occupants, and the defroster opening is an opening for blowing conditioned air toward the inside surface of the vehicle's front windshield.

[0078] These face opening holes, foot opening holes, and defroster opening holes are connected to face air outlets, foot air outlets, and defroster air outlets (none of which are shown) provided in the vehicle cabin via ducts that form air passages, respectively.

[0079] Therefore, the air mix door 54 adjusts the ratio of the air volume passing through the heater core 23 to the air volume passing through the cold air bypass passage 55, thereby adjusting the temperature of the conditioned air mixed in the mixing space 56. This also adjusts the temperature of the blown air (conditioned air) blown into the vehicle cabin from each air outlet.

[0080] A face door, a foot door, and a defroster door (none of which are shown) are disposed upstream of the face opening, foot opening, and defroster opening in the flow of blown air, respectively. The face door adjusts the opening area of ​​the face opening. The foot door adjusts the opening area of ​​the foot opening. The defroster door adjusts the opening area of ​​the defroster opening.

[0081] The face door, foot door, and defroster door constitute an air outlet mode switching device that switches the air outlet from which conditioned air is blown out. The face door, foot door, and defroster door are connected to an electric actuator for driving the air outlet mode door via a link mechanism or the like, and are rotated in conjunction with each other. The operation of this electric actuator is controlled by a control signal output from the control device 60.

[0082] Next, the control system of the thermal management system 1 according to this embodiment will be described with reference to Fig. 3. The control device 60 is composed of a well-known microcomputer including a CPU, ROM, RAM, etc., and its peripheral circuits.

[0083] The control device 60 performs various calculations and processes based on the control programs stored in the ROM, and controls the operation of various control target devices connected to its output side. The control device 60 corresponds to an example of a control unit.

[0084] The controlled devices include the compressor 11, the first expansion valve 14a, the second expansion valve 14b, the high-temperature side pump 21, the high-temperature side flow control valve 25, and the electric heater 26. The controlled devices further include the first low-temperature side pump 41, the second low-temperature side pump 44, the third low-temperature side pump 46, the blower 52, an operation schedule storage device 67, and the like.

[0085] 3, a group of control sensors is connected to the input side of the control device 60. The group of control sensors includes an inside air temperature sensor 62a, an outside air temperature sensor 62b, a solar radiation sensor 62c, a high-pressure sensor 62d, a chiller-side pressure sensor 62e, an evaporator temperature sensor 62f, a junction temperature sensor 62g, an air-conditioning air temperature sensor 62h, and a battery temperature sensor 62i. Detection signals from these control sensors are input to the control device 60.

[0086] The interior air temperature sensor 62a is an interior air temperature detector that detects the temperature inside the vehicle cabin (interior air temperature) Tr. The interior air temperature Tr can be considered as an index indicating the amount of thermal energy remaining inside the vehicle cabin. The exterior air temperature sensor 62b is an exterior air temperature detector that detects the temperature outside the vehicle cabin (outside air temperature) Tam. The outside air temperature Tam can be considered as an index indicating the amount of thermal energy possessed by the outside air outside the vehicle cabin. The solar radiation sensor 62c is an solar radiation amount detector that detects the amount of solar radiation As irradiating into the vehicle cabin.

[0087] The high-pressure sensor 62d is a refrigerant temperature detection unit that detects the temperature of the high-pressure refrigerant in the refrigerant flow path from the discharge port side of the compressor 11 to the inlet side of the first expansion valve 14a or the second expansion valve 14b. The high-pressure sensor 62d is disposed on the outlet side of the refrigerant passage of the heat medium refrigerant heat exchanger 12, and detects the temperature of the refrigerant flowing out of the refrigerant passage of the heat medium refrigerant heat exchanger 12.

[0088] The chiller-side pressure sensor 62e is a refrigerant pressure detection unit that detects the refrigerant pressure on the outlet side of the refrigerant flow path of the second chiller 16. The evaporator temperature sensor 62f is a temperature detection unit that detects the temperature (evaporator temperature Te) of the cooler core 42 when the low-temperature side heat medium that has absorbed heat in the first chiller 15 absorbs heat from the blown air. The evaporator temperature sensor 62f may detect the temperature of a heat exchange unit in the cooler core 42, or may detect the temperature of the low-temperature side heat medium flowing through the cooler core 42.

[0089] The junction temperature sensor 62g is a refrigerant temperature detector that detects the refrigerant temperature at the refrigerant junction 13b of the heat pump cycle 10. The air conditioning air temperature sensor 62h is an air conditioning air temperature detector that detects the temperature TAV of the air blown into the vehicle cabin. The battery temperature sensor 62i is a battery temperature detector that detects the battery temperature TB (i.e., the temperature of battery B). The battery temperature sensor 62i has multiple temperature sensors and detects the temperatures of multiple locations on battery B. Therefore, the control device 60 can also detect the temperature difference between various locations on battery B. The average value of the detected values ​​of the multiple temperature sensors is used as the battery temperature TB.

[0090] A plurality of heat medium temperature sensors are connected to the input side of the control device 60 to detect the temperatures of the high-temperature side heat medium in the high-temperature side heat medium circuit 20a, the first low-temperature side heat medium circuit 40a, and the second low-temperature side heat medium circuit 40b. The heat medium temperature sensors include a first heat medium temperature sensor 63a to a sixth heat medium temperature sensor 63f.

[0091] The first heat medium temperature sensor 63a is a temperature detection unit that detects the temperature of the high-temperature side heat medium flowing through the heat medium passage of the heat medium-refrigerant heat exchanger 12, and is disposed, for example, at the outlet of the heat medium passage of the heat medium-refrigerant heat exchanger 12. The second heat medium temperature sensor 63b is a temperature detection unit that detects the temperature of the high-temperature side heat medium passing through the heater core 23, and is disposed, for example, at the outlet of the heater core 23.

[0092] The third heat medium temperature sensor 63c is a temperature detection unit for detecting the temperature of the low-temperature side heat medium flowing through the heat medium passage 15b of the first chiller 15, and is disposed, for example, at an outlet portion of the heat medium passage 15b of the first chiller 15. The fourth heat medium temperature sensor 63d is a temperature detection unit for detecting the temperature of the low-temperature side heat medium flowing through the cooler core 42, and is disposed, for example, at a heat medium outlet portion of the cooler core 42.

[0093] The fifth heat medium temperature sensor 63e is a temperature detector that detects the temperature of the low-temperature side heat medium flowing through the heat medium passage 16b of the second chiller 16, and is disposed, for example, at the outlet of the heat medium passage 16b of the second chiller 16. The sixth heat medium temperature sensor 63f is a temperature detector that detects the temperature of the low-temperature side heat medium flowing through the equipment-side heat exchanger 45a, and is disposed, for example, at the heat medium outlet of the equipment-side heat exchanger 45a. As described above, the equipment-side heat exchanger 45a exchanges heat between the on-vehicle equipment 45 and the low-temperature side heat medium circulating through the second low-temperature side heat medium circuit 40b, so the sixth heat medium temperature sensor 63f serves as an indicator of the amount of thermal energy remaining in the on-vehicle equipment 45.

[0094] The thermal management system 1 switches the flow of the heat medium in the high-temperature side heat medium circuit 20a, the first low-temperature side heat medium circuit 40a, and the second low-temperature side heat medium circuit 40b by referring to the detection results of the first to sixth heat medium temperature sensors 63a to 63f. This allows the thermal management system 1 to manage heat in the vehicle using the high-temperature side heat medium and the low-temperature side heat medium, and as will be described later, allows the battery B to be efficiently warmed up using the remaining energy of the vehicle.

[0095] Furthermore, an operation panel 61, which is located near the instrument panel at the front of the vehicle interior, is connected to the input side of the control device 60. A plurality of operation switches are arranged on the operation panel 61. Therefore, operation signals from the plurality of operation switches are input to the control device 60. The various operation switches on the operation panel 61 include an auto switch, an air conditioning switch, an air volume setting switch, a temperature setting switch, etc.

[0096] The auto switch is operated to activate or deactivate the automatic control operation of the thermal management system 1. The cooling switch is operated to request cooling of the vehicle interior. The air volume setting switch is operated to manually set the air volume of the blower 52. And the temperature setting switch is operated to set the target temperature Tset for the vehicle interior.

[0097] A communication terminal 65 is connected to the control device 60 via a network N. The communication terminal 65 is owned by the vehicle owner or driver, and allows the vehicle operation schedule to be input. The vehicle operation schedule includes planned vehicle boarding times and planned disembarking times.

[0098] The vehicle operation schedule is not limited to one input by the vehicle owner, etc. For example, the vehicle operation schedule may be determined by statistically processing daily boarding times and disembarking times for the vehicle and estimating the planned boarding times and disembarking times of the owner or driver.

[0099] 3, an operation schedule storage device 67 is connected to the control device 60. The operation schedule storage device 67 stores operation schedule information generated by the communication terminal 65 or the like. The operation schedule storage device 67 can also be configured to store operation schedule information categorized by detailed conditions such as weekdays / holidays and days of the week.

[0100] In addition, the control device 60 has an integrated control unit that controls various controlled devices connected to its output side, and the configuration (hardware and software) that controls the operation of each controlled device constitutes the control unit that controls the operation of each controlled device.

[0101] For example, the warm-up operation control unit 60a is a component of the control device 60 that performs overall control regarding the warm-up operation of battery B in the thermal management system 1. The warm-up condition determination unit 60b is a component of the control device 60 that determines what type of warm-up operation should be performed for battery B and determines detailed conditions regarding the warm-up operation.

[0102] In control device 60, a heat source selection control unit 60c is configured to select an effective heat source for warming up battery B from a plurality of heat sources related to the vehicle during warming up of battery B. In control device 60, an interior air heat absorption condition determination unit 60d is configured to determine whether or not remaining energy in the vehicle compartment can be absorbed and used during warming up of battery B. In control device 60, an equipment heat absorption condition determination unit 60e is configured to determine whether or not thermal energy generated in on-board equipment 45 can be absorbed and used during warming up of battery B.

[0103] In the thermal management system 1 configured as described above, battery B is configured as a battery pack formed by electrically connecting a plurality of stacked battery cells in series or parallel, and stores power to be supplied to a plurality of electrically operated on-board devices 45. Battery B is a secondary battery, and is configured as, for example, a lithium-ion battery.

[0104] Furthermore, battery B generates heat during operation (i.e., during charging and discharging). Battery B's output is likely to decrease at low temperatures, and it is likely to deteriorate at high temperatures. For this reason, the temperature of battery B must be maintained within an appropriate temperature range (in this embodiment, 15°C or higher and 55°C or lower). In other words, if battery B is used outside the appropriate temperature range, it is expected that it will operate inefficiently.

[0105] For example, when charging battery B in a low-temperature environment, the temperature of battery B is below the appropriate temperature range, and therefore battery B is charged with very low charging efficiency. This may result in a longer time required to charge battery B and an increase in power consumption.

[0106] In consideration of these points, in the thermal management system 1 of this embodiment, when battery B is charged in a low-temperature environment, warm-up operation of battery B is performed so that the temperature of battery B falls within an appropriate temperature range.

[0107] Here, a heat source is required to warm up battery B. Conventionally, methods for creating a heat source for warming up battery B have been adopted, such as absorbing and utilizing heat from outside air, or operating a heating device such as a heat pump cycle or an electric heater to use it as a heat source.

[0108] These aspects are hardly efficient measures for creating a heat source for warming up battery B. For example, in an aspect in which heat absorbed from outside air in a heat pump cycle is used for warming up, the coefficient of performance of the heat pump cycle when absorbing heat from outside air tends to be below 1, and it cannot be said that this is an efficient operating aspect of the heat pump cycle. The thermal management system 1 according to this embodiment aims to efficiently secure a heat source for warming up and achieve warm-up operation when warming up battery B of a vehicle in a low-temperature environment.

[0109] Next, modes of warm-up operation of battery B that can be performed by the thermal management system 1 of this embodiment will be described with reference to the drawings. The thermal management system 1 has three modes for warming up battery B, each of which uses a different heat source for warming up battery B. Specifically, the thermal management system 1 can perform three modes of warm-up operation of battery B: inside air heat source warm-up operation, equipment heat source warm-up operation, and outside air heat source warm-up operation. Each mode of warm-up operation of battery B will be described in detail below.

[0110] First, the interior air heat source warm-up operation in the thermal management system 1 will be described with reference to FIG. 4 . The interior air heat source warm-up operation is an operating mode in which the thermal energy remaining in the vehicle cabin is used as a heat source to warm up the battery B via the interior air. Here, the remaining energy can be defined as thermal energy that has finished being used for its intended purpose. For example, if the vehicle is stopped and the occupants have exited the vehicle, the thermal energy of the interior air in the cabin does not increase the comfort inside the cabin and is naturally dissipated to the outside. In other words, the thermal energy inside the cabin in this state corresponds to an example of remaining energy.

[0111] 4, when performing the inside air heat source warm-up operation, the control device 60 controls the compressor 11 of the heat pump cycle 10 to discharge refrigerant at a predetermined refrigerant discharge capacity. The control device 60 also adjusts the first expansion valve 14a to a predetermined throttle opening and fully closes the second expansion valve 14b.

[0112] As a result, in the heat pump cycle 10 in the inside air heat source warm-up operation, the refrigerant circulates by flowing through the compressor 11, the heat medium refrigerant heat exchanger 12, the first expansion valve 14a, the first chiller 15, and the compressor 11 in that order. That is, in the heat pump cycle 10 in the inside air heat source warm-up operation, a vapor compression refrigeration cycle is configured in which the heat medium refrigerant heat exchanger 12 functions as a radiator and the first chiller 15 functions as a heat absorber.

[0113] During the interior air heat source warm-up operation, the control device 60 controls the high-temperature side pump 21 in the high-temperature side heat medium circuit 20a to pump the high-temperature side heat medium at a predetermined pumping capacity. The control device 60 also controls the high-temperature side flow rate adjustment valve 25 to connect the inlet on the electric heater 26 side to the outlet on the battery heat exchanger 24 side, and to close the outlet on the heater core 23 side. The control device 60 keeps the electric heater 26 off without generating heat.

[0114] As a result, in the high-temperature side heat medium circuit 20a during the inside air heat source warm-up operation, the high-temperature side heat medium circulates by flowing through the high-temperature side pump 21, the electric heater 26, the high-temperature side flow control valve 25, the battery heat exchanger 24, the heat medium-refrigerant heat exchanger 12, and the high-temperature side pump 21 in this order. As a result, the high-temperature side heat medium heated by the heat of the high-pressure refrigerant in the heat medium-refrigerant heat exchanger 12 can exchange heat with battery B as it flows through the battery heat exchanger 24. That is, the heat of the high-temperature side heat medium can warm up battery B.

[0115] Next, for the first low-temperature side heat medium circuit 40a in the inside air heat source warm-up operation, the control device 60 controls the first low-temperature side pump 41 to pump the low-temperature side heat medium at a predetermined pumping capacity.

[0116] As a result, in the first low-temperature side heat medium circuit 40a during the inside air heat source warm-up operation, the low-temperature side heat medium circulates by flowing through the first low-temperature side pump 41, the first chiller 15, the cooler core 42, and the first low-temperature side pump 41 in that order. That is, the low-temperature side heat medium cooled by the first chiller 15 flows through the cooler core 42, and can absorb heat from the blown air W.

[0117] Here, in the inside air heat source warm-up operation, the operation of the inside / outside air switching device 53 is controlled to maximize the composition ratio of inside air in the blown air W. Therefore, inside air in the vehicle cabin is supplied to the cooler core 42 as the blown air W, and the thermal energy present in the passenger compartment can be absorbed by the low-temperature side heat medium via the inside air.

[0118] In the second low-temperature side heat medium circuit 40b during the inside air heat source warm-up operation, the control device 60 does not need to operate the second low-temperature side pump 44 and the third low-temperature side pump 46. In other words, during the inside air heat source warm-up operation, it is not necessary to circulate the low-temperature side heat medium in the second low-temperature side heat medium circuit 40b.

[0119] As shown in FIG. 4, in the case of the inside air heat source warm-up operation, in the cooler core 42 of the first low-temperature side heat medium circuit 40a, heat energy present in the vehicle compartment is absorbed by the low-temperature side heat medium via the inside air.

[0120] The low-temperature side heat medium that has absorbed the thermal energy of the inside air exchanges heat with the low-pressure refrigerant flowing through the refrigerant passage 15a in the first chiller 15. As a result, the refrigerant in the heat pump cycle 10 absorbs heat derived from the thermal energy in the vehicle cabin.

[0121] In the heat pump cycle 10, the refrigerant flowing out of the first chiller 15 is compressed by the compressor 11 and flows into the heat medium refrigerant heat exchanger 12. In the heat medium refrigerant heat exchanger 12, the high-pressure refrigerant compressed by the compressor 11 dissipates heat to the high-temperature side heat medium flowing through the heat medium passage 12b. That is, heat derived from the inside air absorbed by the first chiller 15 is pumped up by the heat pump cycle 10 and dissipated to the high-temperature side heat medium in the heat medium refrigerant heat exchanger 12.

[0122] The high-temperature heat medium flowing out of the heat medium refrigerant heat exchanger 12, carrying the thermal energy from the vehicle cabin, flows into the battery heat exchanger 24 and exchanges heat with the battery B. This allows the battery B to be warmed using the thermal energy from the vehicle cabin. In this way, the thermal management system 1 can achieve an interior air heat source warm-up operation using the thermal energy from the vehicle cabin.

[0123] Next, the equipment heat source warm-up operation in the thermal management system 1 will be described with reference to Fig. 5. The equipment heat source warm-up operation is an operation mode in which the thermal energy remaining in the equipment mounted on the vehicle (e.g., the on-board equipment 45) is used as a heat source, and the waste heat from the equipment is used to warm up the battery B.

[0124] The remaining energy in the on-board equipment 45 can be assumed to be, for example, thermal energy remaining as waste heat from the on-board equipment 45 when the vehicle is stopped. In this case, if the vehicle is stopped, the waste heat from the on-board equipment 45 is dissipated to the outside (for example, the outside air outside the vehicle) and consumed as thermal energy unless the vehicle starts moving again. That is, the thermal energy remaining in the on-board equipment 45 in this state corresponds to an example of remaining energy.

[0125] 5, when the equipment heat source warm-up operation is performed, the control device 60 controls the compressor 11 to discharge refrigerant at a predetermined refrigerant discharge capacity for the heat pump cycle 10. The control device 60 also fully closes the first expansion valve 14a and adjusts the second expansion valve 14b to a predetermined throttle opening.

[0126] As a result, in the heat pump cycle 10 in the equipment heat source warm-up operation, the refrigerant circulates by flowing through the compressor 11, the heat medium refrigerant heat exchanger 12, the second expansion valve 14b, the second chiller 16, and the compressor 11 in that order. That is, in the heat pump cycle 10 in the equipment heat source warm-up operation, a vapor compression refrigeration cycle is configured in which the heat medium refrigerant heat exchanger 12 functions as a radiator and the second chiller 16 functions as a heat absorber.

[0127] In the high-temperature side heat medium circuit 20a during the equipment heat source warm-up operation, the control device 60 controls the components such as the high-temperature side pump 21 and the high-temperature side flow rate adjustment valve 25 in the same manner as in the inside air heat source warm-up operation.

[0128] As a result, in the high-temperature side heat medium circuit 20a during equipment heat source warm-up operation, the high-temperature side heat medium circulates by flowing through the high-temperature side pump 21, electric heater 26, high-temperature side flow control valve 25, battery heat exchanger 24, heat medium-refrigerant heat exchanger 12, and high-temperature side pump 21 in that order. As a result, the high-temperature side heat medium heated by the heat of the high-pressure refrigerant in the heat medium-refrigerant heat exchanger 12 flows through the battery heat exchanger 24, and the heat of the high-temperature side heat medium can be used to warm up battery B.

[0129] Next, for the second low-temperature side heat medium circuit 40b during the equipment heat source warm-up operation, the control device 60 controls the second low-temperature side pump 44 to pump the low-temperature side heat medium at a predetermined pumping capacity. At this time, the control device 60 stops the operation of the third low-temperature side pump 46.

[0130] As a result, in the second low-temperature side heat medium circuit 40b during equipment heat source warm-up operation, the low-temperature side heat medium circulates by flowing through the second low-temperature side pump 44, the equipment side heat exchanger 45a, the second chiller 16, and the second low-temperature side pump 44 in that order. That is, the low-temperature side heat medium cooled by the second chiller 16 flows through the equipment side heat exchanger 45a, and can absorb thermal energy generated in the on-board equipment 45.

[0131] In addition, for the first low-temperature side heat medium circuit 40a during the equipment heat source warm-up operation, the control device 60 does not need to operate the first low-temperature side pump 41. In other words, during the equipment heat source warm-up operation, it is not necessary to circulate the low-temperature side heat medium in the first low-temperature side heat medium circuit 40a.

[0132] As shown in FIG. 5, in the case of the equipment heat source warm-up operation, the thermal energy generated in the in-vehicle equipment 45 is absorbed by the low-temperature side heat medium in the equipment-side heat exchanger 45a of the second low-temperature side heat medium circuit 40b.

[0133] The low-temperature side heat medium that has absorbed the thermal energy of the on-board equipment 45 exchanges heat with the low-pressure refrigerant flowing through the refrigerant passage 16a in the second chiller 16. As a result, the refrigerant in the heat pump cycle 10 absorbs heat derived from the thermal energy generated in the on-board equipment 45.

[0134] In the heat pump cycle 10, the refrigerant flowing out of the second chiller 16 is compressed by the compressor 11 and flows into the heat medium refrigerant heat exchanger 12. In the heat medium refrigerant heat exchanger 12, the high-pressure refrigerant compressed by the compressor 11 dissipates heat to the high-temperature heat medium flowing through the heat medium passage 12b. That is, heat originating from the on-board equipment 45 and absorbed by the second chiller 16 is pumped up by the heat pump cycle 10 and dissipated to the high-temperature heat medium in the heat medium refrigerant heat exchanger 12.

[0135] The high-temperature side heat medium flowing out of the heat medium refrigerant heat exchanger 12, carrying thermal energy derived from the on-board equipment 45, flows into the battery heat exchanger 24 and exchanges heat with the battery B. As a result, the battery B is warmed using the thermal energy derived from the on-board equipment 45. In this way, the thermal management system 1 according to this embodiment can realize an equipment heat source warm-up operation using the thermal energy generated in the on-board equipment 45.

[0136] Next, the outside air heat source warm-up operation in the thermal management system 1 will be described with reference to Fig. 6. The outside air heat source warm-up operation is an operating mode in which thermal energy present outside the vehicle (i.e., outside air) is used as a heat source to warm up the battery B.

[0137] 6, when the outdoor air heat source warm-up operation is performed, the control device 60 controls the compressor 11 of the heat pump cycle 10 to discharge refrigerant at a predetermined refrigerant discharge capacity. The control device 60 also controls the first expansion valve 14a to be fully closed and the second expansion valve 14b to be adjusted to a predetermined throttle opening.

[0138] As a result, in the heat pump cycle 10 in the outdoor air heat source warm-up operation, the refrigerant circulates by flowing through the compressor 11, the heat medium refrigerant heat exchanger 12, the second expansion valve 14b, the second chiller 16, and the compressor 11 in that order. That is, in the heat pump cycle 10 in the outdoor air heat source warm-up operation, a vapor compression refrigeration cycle is configured in which the heat medium refrigerant heat exchanger 12 functions as a radiator and the second chiller 16 functions as a heat absorber.

[0139] For the high-temperature side heat medium circuit 20a in the outside air heat source warm-up operation, the control device 60 controls the components such as the high-temperature side pump 21 and the high-temperature side flow control valve 25, in the same way as in the inside air heat source warm-up operation and the equipment heat source warm-up operation.

[0140] As a result, in the high-temperature side heat medium circuit 20a during outside air heat source warm-up operation, the high-temperature side heat medium circulates by flowing through the high-temperature side pump 21, electric heater 26, high-temperature side flow control valve 25, battery heat exchanger 24, heat medium-refrigerant heat exchanger 12, and high-temperature side pump 21 in that order. As a result, the high-temperature side heat medium heated by the heat of the high-pressure refrigerant in the heat medium-refrigerant heat exchanger 12 flows through the battery heat exchanger 24, and the heat of the high-temperature side heat medium can be used to warm up battery B.

[0141] Next, for the second low-temperature side heat medium circuit 40b in the outside air heat source warm-up operation, the control device 60 controls the third low-temperature side pump 46 to pump the low-temperature side heat medium at a predetermined pumping capacity. At this time, the control device 60 stops the operation of the second low-temperature side pump 44.

[0142] As a result, in the second low-temperature side heat medium circuit 40b during outdoor air heat source warm-up operation, the low-temperature side heat medium circulates by flowing through the third low-temperature side pump 46, the outdoor air heat exchanger 47, the second chiller 16, and the third low-temperature side pump 46 in that order. That is, the low-temperature side heat medium cooled by the second chiller 16 flows through the outdoor air heat exchanger 47, and can absorb thermal energy from the outdoor air.

[0143] In addition, for the first low-temperature side heat medium circuit 40a in the outside air heat source warm-up operation, the control device 60 does not need to operate the first low-temperature side pump 41. In other words, during the outside air heat source warm-up operation, it is not necessary to circulate the low-temperature side heat medium in the first low-temperature side heat medium circuit 40a.

[0144] 6, during outdoor air heat source warm-up operation, the thermal energy of the outdoor air is absorbed by the low-temperature side heat medium in the outdoor air heat exchanger 47 of the second low-temperature side heat medium circuit 40b. The low-temperature side heat medium that has absorbed the thermal energy of the outdoor air exchanges heat with the low-pressure refrigerant flowing through the refrigerant passage 16a in the second chiller 16. As a result, heat derived from the thermal energy of the outdoor air is absorbed by the refrigerant in the heat pump cycle 10.

[0145] In the heat pump cycle 10, the refrigerant flowing out of the second chiller 16 is compressed by the compressor 11 and flows into the heat medium refrigerant heat exchanger 12. In the heat medium refrigerant heat exchanger 12, the high-pressure refrigerant compressed by the compressor 11 dissipates heat to the high-temperature side heat medium flowing through the heat medium passage 12b. That is, heat derived from the outside air that has absorbed heat in the second chiller 16 is pumped up by the heat pump cycle 10 and dissipated to the high-temperature side heat medium in the heat medium refrigerant heat exchanger 12.

[0146] The high-temperature side heat medium flowing out of the heat medium-refrigerant heat exchanger 12, while retaining thermal energy derived from the outside air, flows into the battery heat exchanger 24 and exchanges heat with the battery B. As a result, the battery B is warmed using the thermal energy derived from the outside air. In this way, the thermal management system 1 according to this embodiment can realize an outside air heat source warm-up operation using the thermal energy of the outside air.

[0147] As described above, the thermal management system 1 according to this embodiment can perform a plurality of types of warm-up operation of the battery B. At this time, it is expected that the type in which the warm-up operation of the battery B can be efficiently performed will differ depending on the environment surrounding the vehicle and the condition of the vehicle.

[0148] Therefore, in this embodiment, in order to efficiently warm up battery B, the CPU of control device 60 reads and executes a warm-up operation control program stored in RAM. The warm-up operation control program efficiently warms up battery B when charging battery B while the vehicle is stopped. The warm-up operation control program shown in Figure 7 is executed by control device 60 when the vehicle equipped with thermal management system 1 comes to a stop.

[0149] When execution of the warm-up operation control program is started, first, in step S1, it is determined whether or not battery B is being charged. For example, if the configuration requires connection of a power plug when charging battery B, the determination processing in step S1 may be performed by detecting that the power plug is connected. If battery B is being charged, the processing proceeds to step S2. On the other hand, if battery B is not being charged, the execution of the warm-up operation control program is terminated.

[0150] In step S2, it is determined whether or not warm-up of battery B is necessary. Whether or not warm-up of battery B is necessary can be determined, for example, by determining whether or not the temperature of battery B is lower than the lower limit of the temperature range in which battery B can be properly used (15° C. or higher and 55° C. or lower).

[0151] If battery temperature TB is lower than the lower limit of the temperature range, the efficiency of input and output of battery B decreases, making it impossible to charge battery B efficiently. Therefore, battery temperature TB can be used to determine whether warming up battery B is necessary to charge battery B efficiently. If warming up of battery B is necessary, the process proceeds to the warm-up condition determination process of step S3. On the other hand, if warming up of battery B is not necessary, the execution of the warm-up operation control program is terminated.

[0152] In step S3, a warm-up condition determination process is executed. In the warm-up condition determination process, control device 60 executes a warm-up condition determination process program shown in FIG. 8 to determine various conditions for executing the warm-up operation of battery B and to determine details regarding the warm-up operation of battery B.

[0153] As shown in FIG. 8, when the warm-up condition determination processing program is started, first, in step S11, the current inside air temperature Tr, outside air temperature Tam, and low-temperature side heat medium temperature Twd are acquired.

[0154] The inside air temperature Tr is obtained as a detection value of the inside air temperature sensor 62a and indicates the amount of thermal energy remaining in the vehicle cabin. The outside air temperature Tam is obtained as a detection value of the outside air temperature sensor 62b and indicates the amount of thermal energy outside the vehicle cabin. The low-temperature side heat medium temperature Twd is the temperature of the low-temperature side heat medium circulating through the second low-temperature side heat medium circuit 40b and is obtained as a detection value of the sixth heat medium temperature sensor 63f.

[0155] The sixth heat medium temperature sensor 63f is disposed at the heat medium outlet of the equipment-side heat exchanger 45a and detects the temperature of the low-temperature side heat medium flowing through the equipment-side heat exchanger 45a. Therefore, the low-temperature side heat medium temperature Twd detected by the sixth heat medium temperature sensor 63f indicates the amount of thermal energy remaining in the on-board equipment 45. After acquiring the inside air temperature Tr, the outside air temperature Tam, and the low-temperature side heat medium temperature Twd, the process proceeds to step S12.

[0156] In step S12, it is determined whether the low-temperature side heat medium temperature Twd is the highest among the inside air temperature Tr, the outside air temperature Tam, and the low-temperature side heat medium temperature Twd. As described above, the low-temperature side heat medium temperature Twd indicates the amount of thermal energy remaining in the on-board equipment 45, and it is determined whether the amount of thermal energy remaining in the on-board equipment 45 is the highest and sufficient to warm up the battery B. If the low-temperature side heat medium temperature Twd is the highest, the process proceeds to step S13. On the other hand, if the low-temperature side heat medium temperature Twd is not the highest, the process proceeds to step S16.

[0157] In step S13, an equipment heat absorption condition determination process is executed. A comparison of the inside air temperature Tr, the outside air temperature Tam, and the low-temperature-side heat medium temperature Twd indicates that a sufficient amount of heat energy remains in the on-board equipment 45. Therefore, the equipment heat absorption condition determination process is executed to confirm whether or not to absorb heat from the on-board equipment 45. The equipment heat absorption conditions in the equipment heat absorption condition determination process include an equipment heat absorption allowance condition that is a criterion for whether or not absorption of heat energy from the on-board equipment 45 is acceptable, and an equipment heat absorption rejection condition that rejects heat absorption from the on-board equipment 45 in consideration of the situation that would occur if heat were absorbed from the on-board equipment 45.

[0158] For example, it is assumed that heat absorption from the on-board device 45 will cause the temperature of the on-board device 45 to fall below the lower limit of the appropriate temperature range set for the on-board device 45. If the on-board device 45 is used in a situation where the temperature falls below the appropriate temperature range, it is assumed that the on-board device 45 will not be able to perform satisfactorily or that this may cause malfunctions in the on-board device 45. For this reason, by defining the relationship between the temperature of the on-board device 45 and the lower limit of the appropriate temperature range as the device heat absorption rejection condition, it is possible to ensure sufficient performance and prevent malfunctions. After making a determination regarding such device heat absorption conditions and storing the determination result of the device heat absorption conditions in RAM, the process proceeds to step S14.

[0159] In step S14, it is determined whether heat absorption from the on-board equipment 45 is permissible during the warm-up operation of battery B. Specifically, if the determination result in step S13 is that at least one equipment heat absorption permissible condition is met and none of the equipment heat absorption rejection conditions are rejected, it is determined that heat absorption from the on-board equipment 45 is permissible. If the determination result in step S13 is that equipment heat absorption is permissible, the process proceeds to step S15. On the other hand, if not, the warm-up condition determination processing program is terminated and the process proceeds to step S4 of the warm-up operation control program.

[0160] In step S15, since it was determined in step S14 that heat absorption from on-board equipment 45 is permissible, an equipment heat absorption flag is set to ON, indicating that warm-up of battery B can be performed using the remaining energy of on-board equipment 45. The equipment heat absorption flag is formed in the RAM of control device 60. After the equipment heat absorption flag is set to ON, the warm-up condition determination processing program is terminated, and processing proceeds to step S4 of the warm-up operation control program.

[0161] In step S16, it is determined whether the inside air temperature Tr is the highest among the inside air temperature Tr, the outside air temperature Tam, and the low-temperature side heat medium temperature Twd. As described above, the inside air temperature Tr indicates the amount of thermal energy remaining in the vehicle cabin, and it is determined whether the amount of thermal energy remaining in the vehicle cabin is the highest and sufficient to warm up the battery B. If the inside air temperature Tr is the highest, the process proceeds to step S17. On the other hand, if the inside air temperature Tr is not the highest, the process proceeds to step S18.

[0162] In step S17, the inside air heat absorption condition determination process is executed. By comparing the inside air temperature Tr, the outside air temperature Tam, and the low-temperature side heat medium temperature Twd, it is determined that a sufficient amount of thermal energy remains in the vehicle cabin and that the amount of energy is the highest. Therefore, the inside air heat absorption condition determination process is executed to determine whether or not to absorb heat via the inside air in the vehicle cabin.

[0163] The inside air heat absorption conditions in the inside air heat absorption condition determination process include an inside air heat absorption allowance condition and an inside air heat absorption rejection condition. The inside air heat absorption allowance condition indicates a standard condition for determining whether or not heat absorption of thermal energy remaining in the vehicle cabin via the inside air is allowable. The inside air heat absorption rejection condition indicates a standard condition for rejecting heat absorption from the vehicle cabin in consideration of the situation that occurs when heat is absorbed from the vehicle cabin via the inside air.

[0164] In the inside air heat absorption condition determination process of step S17, the control device 60 executes an inside air heat absorption condition determination process program shown in Fig. 9 to determine whether or not to use the remaining energy in the vehicle compartment to warm up the battery B. That is, the inside air heat absorption condition determination process program is executed to determine whether or not the inside air heat absorption permit condition and the inside air heat absorption reject condition are satisfied.

[0165] As shown in FIG. 9 , when the execution of the inside air heat absorption condition determination processing program is started, in step S31, it is first determined whether the inside air temperature Tr acquired in step S11 of the warm-up condition determination processing program is equal to or higher than a first reference temperature KTra. The first reference temperature KTra is an inside air temperature determined to ensure the comfort of occupants in the vehicle cabin. If the inside air temperature Tr is equal to or higher than the first reference temperature KTra, the processing proceeds to step S33. Step S31 is a process for determining whether the comfort of the vehicle cabin can be ensured even if inside air heat source warm-up operation is performed, and corresponds to an example of an inside air heat absorption allowance condition. On the other hand, if the inside air temperature Tr is not equal to or higher than the first reference temperature KTra, the processing proceeds to step S32.

[0166] Here, the first reference temperature KTra can achieve the following: The first reference temperature KTra corresponds to an example of an allowable reference temperature.

[0167] In step S32, it is determined whether the re-boarding period RDT is equal to or greater than the reference re-boarding period KRDT. The re-boarding period RDT refers to the period from when the vehicle stops traveling this time to when the vehicle will start traveling in the immediate future (i.e., the re-travel time). The time when the vehicle stops traveling this time can be determined by the control device 60. On the other hand, the time when the vehicle will start traveling in the immediate future (the re-travel time) can be determined by referring to the boarding start time of the operation schedule stored in the operation schedule storage device 67. Therefore, the re-boarding period RDT is determined by referring to the operation schedule storage device 67.

[0168] Here, we consider the relationship between the re-entry period RDT and the thermal energy remaining in the vehicle cabin. If the re-entry period RDT after the vehicle has stopped running is short, it is considered that more thermal energy remains in the vehicle cabin, and this thermal energy can be utilized to improve the comfort of the occupants when they re-enter the vehicle.

[0169] On the other hand, as can be seen from the heat dissipation to the outside of the vehicle, the amount of thermal energy remaining in the vehicle cabin decreases as the re-entry period RDT from the vehicle stopping time becomes longer. As described above, in step S32, it is determined whether the re-entry period RDT is equal to or longer than the reference re-entry period KRDT. In other words, in step S32, it is determined whether the thermal energy stored and remaining in the vehicle cabin until the vehicle stopping time will be wasted due to the continued state of the vehicle stopping.

[0170] Step S32 includes the intention of using the heat energy remaining in the vehicle compartment effectively to warm up battery B by the inside air heat source warm-up operation if it is difficult to use the heat energy remaining in the vehicle compartment to improve the comfort of the occupants when they re-enter the vehicle and it would be wasted due to heat dissipation to the outside of the vehicle compartment, etc. Therefore, step S32 corresponds to an example of an inside air heat absorption allowance condition.

[0171] Here, the reference re-entry period KRDT can be defined as the period of time until the thermal energy remaining in the vehicle compartment decreases to a level where it cannot be effectively utilized for warming up the battery B, while the vehicle is stopped and no passengers are present. The reference re-entry period KRDT can be configured to vary depending on, for example, the outside air temperature Tam. The reference re-entry period KRDT corresponds to an example of a predetermined period.

[0172] If the re-ride period RDT is equal to or greater than the reference re-ride period KRDT, the process proceeds to step S33. If the re-ride period RDT is not equal to or greater than the reference re-ride period KRDT, the process proceeds to step S34.

[0173] In step S33, the result of the determination of the inside air heat absorption condition is stored in the RAM as acceptable based on the result of the determination process in step S31 or S32, and then the process proceeds to step S34.

[0174] In step S34, it is determined whether or not determinations have been made for all of the inside air heat absorption allowable conditions defined in the inside air heat absorption condition determination processing program. If determinations for all of the inside air heat absorption allowable conditions have been made, the process proceeds to step S35. If determinations for all of the inside air heat absorption allowable conditions have not been made, the process returns to step S31 to perform determination processing for other inside air heat absorption allowable conditions.

[0175] 9, the inside air heat absorption condition determination processing program determines two types of inside air heat absorption allowable conditions in steps S31 and S32, but is not limited to this. That is, the inside air heat absorption condition determination processing program can be configured to determine more inside air heat absorption allowable conditions by adding a determination process before step S34.

[0176] In step S35, it is determined whether the internal air temperature Tr is lower than a second reference temperature KTrb. The second reference temperature KTrb is determined based on the first reference temperature KTra and the amount of heat energy required for warming up the battery B.

[0177] Specifically, the second reference temperature KTrb is set higher than the first reference temperature KTra by an amount corresponding to the amount of thermal energy required to warm up battery B. The second reference temperature KTrb is an example of a rejection reference temperature. If the inside air temperature Tr is lower than the second reference temperature KTrb, the process proceeds to step S37. On the other hand, if the inside air temperature Tr is higher than the second reference temperature KTrb, the process proceeds to step S36.

[0178] As described above, the second reference temperature KTrb is higher than the first reference temperature KTra by an amount corresponding to the amount of thermal energy required for warming up battery B, and the first reference temperature KTra is determined according to the target temperature Tset. Therefore, if the inside air heat source warm-up operation is performed when the inside air temperature Tr is lower than the second reference temperature KTrb, it is expected that the inside air temperature Tr will fall below the target temperature Tset when the warm-up operation of battery B is completed, which is thought to impair the comfort of the occupants.

[0179] That is, in step S35, if the warm-up operation of battery B would result in a state in which the comfort inside the vehicle cabin is significantly reduced, the warm-up operation of battery B using inside air is rejected to ensure the comfort inside the vehicle cabin. In other words, step S35 corresponds to an example of an inside air heat absorption rejection condition.

[0180] When the process proceeds to step S36, it is determined whether the evaporator temperature Te is equal to or lower than the reference evaporator temperature KTe. As described above, the evaporator temperature Te is the temperature of the low-temperature side heat medium flowing out from the cooler core 42. Here, the reference evaporator temperature KTe indicates the temperature of the low-temperature side heat medium that can suppress frost formation in the cooler core 42 (1°C in this embodiment). The reference evaporator temperature KTe corresponds to an example of a standard temperature. If the evaporator temperature Te is equal to or lower than the reference evaporator temperature KTe, the process proceeds to step S37. On the other hand, if the evaporator temperature Te is higher than the reference evaporator temperature KTe, the process proceeds to step S38.

[0181] If the inside air heat source warm-up operation is performed when the evaporator temperature Te is equal to or lower than the reference evaporator temperature KTe, it is possible that frost will form on the cooler core 42, depending on the humidity of the inside air, significantly reducing the heat absorption capacity from the inside air. This situation makes it difficult to efficiently warm up the battery B by utilizing the thermal energy remaining in the vehicle cabin via the inside air. In other words, step S36 corresponds to an example of an inside air heat absorption rejection condition, because it rejects the execution of the inside air heat source warm-up operation under conditions where frost is likely to form on the cooler core 42.

[0182] In step S37, the result of the determination of the inside air heat absorption condition is stored in the RAM as acceptable based on the result of the determination process in step S35 or step S36, and then the process proceeds to step S38.

[0183] In step S38, it is determined whether or not determinations regarding all the inside air heat absorption rejection conditions defined in the inside air heat absorption condition determination processing program have been completed. If determinations regarding all the inside air heat absorption rejection conditions have been completed, the inside air heat absorption condition determination processing program is terminated, and processing proceeds to step S18 of the warm-up condition determination processing program. On the other hand, if determinations regarding all the inside air heat absorption rejection conditions have not been completed, processing returns to step S35 to execute determination processing regarding other heat absorption rejection conditions.

[0184] 9, the inside air heat absorption condition determination processing program determines two types of inside air heat absorption rejection conditions in steps S35 and S36, but is not limited to this. That is, the inside air heat absorption condition determination processing program can be configured to determine more inside air heat absorption rejection conditions by adding a determination process between steps S35 and S38.

[0185] Referring again to FIG. 8 , the processing contents of step S18 and subsequent steps of the warm-up condition determination processing will be described. When proceeding to step S18 of the warm-up condition determination processing, it is determined whether the determination result of the inside air heat absorption condition determination processing of step S17 permits the inside air heat source warm-up operation. That is, the RAM of the control device 60 is referenced to confirm whether the determination result of the inside air heat absorption condition determination processing is permit or reject. If the determination result of the inside air heat absorption condition determination processing is permit, the processing proceeds to step S19. On the other hand, if the determination result of the inside air heat absorption condition determination processing is not permit (i.e., reject), the warm-up condition determination processing program is terminated and the processing proceeds to step S4 of the warm-up operation control program.

[0186] In step S19, since it has been determined in step S18 that heat absorption from the passenger compartment via the inside air is permissible, an inside air heat absorption flag is set to ON, indicating that the remaining energy in the passenger compartment can be used to warm up battery B. After the inside air heat absorption flag is set to ON, the warm-up condition determination processing program is terminated, and processing proceeds to step S4 of the warm-up operation control program.

[0187] In step S20, because neither the equipment heat source warm-up operation nor the inside air heat source warm-up operation is permitted, an outside air heat absorption flag is set to ON, indicating that the heat energy of the outside air is used to warm up battery B. The outside air heat absorption flag, like the equipment heat absorption flag and the inside air heat absorption flag, is formed in the RAM of control device 60. After setting the outside air heat absorption flag to ON, the warm-up condition determination processing program is terminated, and processing proceeds to step S4 of the warm-up operation control program.

[0188] Returning to FIG. 7, the processing of step S4 and subsequent steps of the warm-up operation control program will now be described. When the warm-up operation control program proceeds to step S4, it is determined whether or not the warm-up condition determination process has determined that the equipment heat source warm-up operation is permitted. Specifically, the determination process of step S4 refers to whether or not the equipment heat absorption flag is on. If the equipment heat absorption flag is on and the equipment heat source warm-up operation is permitted, the program proceeds to step S5. On the other hand, if the equipment heat absorption flag is not on and the equipment heat source warm-up operation is not permitted, the program proceeds to step S6.

[0189] In step S5, an equipment heat source warm-up operation is performed. The operation of the thermal management system 1 when performing the equipment heat source warm-up operation has been described with reference to FIG. 5, so a repeated description will be omitted. By performing the equipment heat source warm-up operation, the thermal management system 1 can warm up the battery B using the thermal energy remaining in the on-board equipment 45. After starting the equipment heat source warm-up operation, the process proceeds to step S9.

[0190] In step S6, it is determined whether or not the warm-up condition determination process has determined that the inside air heat source warm-up operation is permitted. Specifically, the determination process in step S6 refers to whether or not the inside air heat absorption flag is on. If the inside air heat absorption flag is on and the inside air heat source warm-up operation is permitted, the process proceeds to step S7. On the other hand, if the inside air heat absorption flag is not on and the inside air heat source warm-up operation is not permitted, the process proceeds to step S8.

[0191] When the process proceeds to step S7, the inside air heat source warm-up operation is executed. The operation of the thermal management system 1 when the inside air heat source warm-up operation is executed has been described with reference to FIG. 4, so a repeated description thereof will be omitted.

[0192] During the inside air heat source warm-up operation, the operation of the actuator in the inside / outside air switching device 53 is controlled to maximize the opening area of ​​the inside air inlet and minimize the opening area of ​​the outside air inlet. This maximizes the proportion of inside air in the blown air passing through the cooler core 42, allowing the remaining energy in the vehicle cabin to be efficiently absorbed through the inside air.

[0193] In this way, by performing the inside air heat source warm-up operation, the thermal management system 1 can utilize the thermal energy remaining in the vehicle cabin to warm up the battery B via the inside air. After starting the inside air heat source warm-up operation, the process proceeds to step S9.

[0194] In step S8, the outside air heat source warm-up operation is performed. The operation of the thermal management system 1 when performing the outside air heat source warm-up operation has been described with reference to FIG. 6, so a repeated description will be omitted. By performing the outside air heat source warm-up operation, the thermal management system 1 can realize the warm-up operation of the battery B using thermal energy outside the vehicle compartment. After starting the execution of the outside air heat source warm-up operation, the process proceeds to step S9.

[0195] In step S9, it is determined whether the warm-up of battery B has been completed. Specifically, in step S9, it is determined whether the warm-up of battery B should be completed according to the value of battery temperature TB detected by battery temperature sensor 62i. For example, if battery temperature TB is within the appropriate temperature range for battery B, it can be said that efficient charging and discharging of battery B is possible, and so the warm-up of battery B is completed. If the warm-up of battery B has been completed, the execution of the warm-up operation control program is terminated. On the other hand, if the warm-up of battery B has not been completed, the process returns to step S3 to continue warming up battery B.

[0196] As described above, the thermal management system 1 according to this embodiment can use the thermal energy remaining in the vehicle to warm up the battery B when charging the battery B while the vehicle is stopped. When the vehicle is stopped, it is expected that the thermal energy remaining in the vehicle will be consumed by heat dissipation into the atmosphere, etc.

[0197] According to the thermal management system 1 of this embodiment, it is possible to utilize the thermal energy lost through atmospheric heat dissipation, etc., to warm up battery B without wasting new energy, thereby improving the energy efficiency related to warming up battery B.

[0198] The thermal management system 1 according to this embodiment can also perform an inside air heat source warm-up operation, as shown in Fig. 4. In the inside air heat source warm-up operation, the cooler core 42 of the first low-temperature side heat medium circuit 40a absorbs heat from the inside air and dissipates the heat to the battery B via the battery heat exchanger 24 of the high-temperature side heat medium circuit 20a, thereby warming up the battery B.

[0199] When the vehicle is stopped, it is expected that heat remains in the vehicle cabin due to air conditioning to improve comfort, heat emitted by the occupants, heat emitted by devices placed in the vehicle cabin, etc. Therefore, by realizing inside air heat source warm-up operation, the thermal management system 1 can absorb the various thermal energies remaining in the vehicle cabin via the inside air and use them to warm up battery B, thereby improving the energy efficiency related to warming up battery B.

[0200] The thermal management system 1 can then perform an equipment heat source warm-up operation as shown in Fig. 5. In the equipment heat source warm-up operation, the equipment side heat exchanger 45a of the second low-temperature side heat medium circuit 40b absorbs thermal energy generated in the on-board equipment 45 and dissipates the heat to the battery B via the battery heat exchanger 24 of the high-temperature side heat medium circuit 20a, thereby warming up the battery B.

[0201] Since the on-board equipment 45 generates heat as it operates, it is expected that when the vehicle is stopped, the thermal energy remaining in the on-board equipment 45 will be consumed as waste heat by heat dissipation into the atmosphere, etc. Therefore, by realizing equipment heat source warm-up operation, the thermal management system 1 can absorb the remaining energy generated in the on-board equipment 45 and use it to warm up battery B, thereby improving the energy efficiency related to warming up battery B.

[0202] The target of the warm-up operation in the thermal management system 1 is a battery B mounted on a vehicle. Here, battery B is a secondary battery, and a temperature range (15°C or higher and 55°C or lower) in which it can be used properly is specified. If the battery temperature TB is lower than the lower limit of the proper temperature range, it is expected that the charging efficiency of battery B will decrease.

[0203] 7, the thermal management system 1 warms up the battery B by using an internal air heat source warm-up operation or the like when the vehicle is stopped and the battery B is being charged. In this way, the thermal management system 1 can improve the charging efficiency of the battery B by warming up the battery B using the thermal energy remaining in the vehicle.

[0204] 8, the thermal management system 1 compares the inside air temperature Tr as an index indicating the amount of heat energy remaining in the vehicle cabin, the low-temperature side heat medium temperature Twd as an index indicating the amount of heat energy remaining in the on-board equipment 45, and the outside air temperature Tam as an index indicating the amount of heat energy outside the vehicle cabin.The thermal management system 1 compares the inside air temperature Tr, the low-temperature side heat medium temperature Twd, and the outside air temperature Tam, and selects the heat source showing the highest value as the heat source to be used for warming up the battery B.

[0205] As a result, when the thermal management system 1 uses the remaining energy from multiple heat sources remaining in the vehicle to warm up battery B, it can select a heat source so that most of the remaining energy can be utilized, thereby improving the energy efficiency of warming up battery B.

[0206] When the vehicle is stopped, the thermal management system 1 executes a warm-up operation control program to control the warm-up of battery B. Then, in step S31, when the inside air temperature Tr is equal to or higher than the first reference temperature KTra, the thermal management system 1 allows the inside air heat source warm-up operation to be performed to warm up battery B. That is, when the vehicle is stopped and the inside air temperature Tr is equal to or higher than the first reference temperature KTra, the thermal management system 1 allows the inside air heat source warm-up operation to be performed.

[0207] Here, the first reference temperature KTra is determined according to the target temperature Tset, which is determined by operating the temperature setting switch on the operation panel 61. The target temperature Tset is the target temperature for the vehicle interior and is set by the occupant's own operation, so it indicates the interior air temperature Tr that the occupant perceives as comfortable. In other words, the first reference temperature KTra can be defined as a temperature that can ensure the comfort of the occupant. As a result, when the interior air heat source warm-up operation is performed after the determination process of step S31, the comfort of the vehicle interior can be sufficiently ensured, taking into account the influence of heat absorption via the interior air.

[0208] Furthermore, in step S35, if the internal air temperature Tr is equal to or higher than the second reference temperature KTrb, the thermal management system 1 rejects warming up of battery B by the internal air heat source warm-up operation. The second reference temperature KTrb indicates a temperature higher than the first reference temperature KTra, and the difference between the second reference temperature KTrb and the first reference temperature KTra is set to correspond to the amount of thermal energy required for warming up battery B.

[0209] That is, in step S35, it is determined whether the absorption of thermal energy from the vehicle cabin during the interior air heat source warm-up operation will cause the interior air temperature to fall below the target temperature Tset, resulting in a decrease in comfort. If comfort will be impaired, the execution of the interior air heat source warm-up operation is rejected. According to the thermal management system 1, if comfort in the vehicle cabin will be impaired in the future, the execution of the interior air heat source warm-up operation is rejected, thereby ensuring the comfort desired by the occupants.

[0210] In step S32, if the re-entry period RDT is equal to or greater than the reference re-entry period KRDT, the thermal management system 1 allows warming up of battery B through the interior air heat source warm-up operation. The re-entry period RDT corresponds to a state in which the vehicle is stopped and no passengers are in the vehicle cabin. Therefore, if the re-entry period RDT is long, it is expected that the remaining energy in the vehicle cabin will be consumed in the future by heat radiation from the outside air, etc., rather than being used to improve the comfort of the vehicle cabin.

[0211] In other words, in step S32, it is determined whether or not the remaining thermal energy stored in the passenger compartment up until the time the vehicle stops will be wasted if the vehicle continues to be stopped. By performing the determination process of step S32, the thermal management system 1 determines whether or not there is remaining energy that is likely to be wasted if the vehicle continues to be stopped, and can effectively use the remaining energy to warm up battery B.

[0212] Furthermore, in step S36, if the evaporator temperature Te of the cooler core 42 is equal to or lower than the reference evaporator temperature KTe, the thermal management system 1 rejects the warm-up of the battery B through the internal air heat source warm-up operation. Here, the reference evaporator temperature KTe indicates the temperature of the low-temperature side heat medium (1° C. in this embodiment) that can suppress frost formation in the cooler core 42.

[0213] That is, if the inside air heat source warm-up operation is performed when the evaporator temperature Te is equal to or lower than the reference evaporator temperature KTe, depending on the inside air conditions, it is expected that frost will form on the cooler core 42, resulting in a significant decrease in the heat absorption capacity of the cooler core 42. By rejecting the execution of the inside air heat source warm-up operation in accordance with the determination processing of step S36, the thermal management system 1 can prevent frost from forming on the cooler core 42 and prevent a decrease in the heat absorption capacity of the cooler core 42.

[0214] The present disclosure is not limited to the above-described embodiments, and various modifications can be made as follows within the scope of the present disclosure.

[0215] The configuration of the heat pump cycle 10 in the above-described embodiment is an example and is not limited to this configuration. For example, the first chiller 15 and the second chiller 16 are connected in parallel on the low-pressure side of the heat pump cycle 10 in the above-described embodiment, but this configuration is not limited to this and a configuration having either the first chiller 15 or the second chiller 16 can be adopted.

[0216] In addition, in the present disclosure, the indoor heat absorber is configured to include the first chiller 15, the first low-temperature side heat medium circuit 40a, and the cooler core 42. However, the configuration is not limited to this as long as it can absorb heat from the indoor air. In other words, an indoor evaporator that can directly transfer heat from the indoor air to the refrigerant of the heat pump cycle 10 may be used as the indoor heat absorber.

[0217] In the present disclosure, the battery B is used as the object to be heated, but this is not limited to this. Various devices that require warming up in a low-temperature environment can be used as the object to be heated.

[0218] In the present disclosure, the residual energy in the vehicle cabin absorbed by the interior heat absorber may be thermal energy contained in the interior air present in the vehicle cabin when the vehicle is stopped, and the source of the thermal energy is not limited. As long as the thermal energy is contained in the interior air when the vehicle is stopped, it may be thermal energy emitted by the occupants while the vehicle is running, or thermal energy in the vehicle control panel. The thermal energy remaining in the vehicle seat may be absorbed via the interior air in the vehicle cabin.

[0219] In the above-described embodiment, the heat absorption unit 40 includes the first chiller 15, the second chiller 16, the first low-temperature side heat medium circuit 40a, and the second low-temperature side heat medium circuit 40b, but is not limited to this. The heat absorption unit according to the present disclosure may include a chiller that causes the refrigerant to absorb heat from the low-temperature side heat medium, and a low-temperature side heat medium circuit in which the low-temperature side heat medium circulates through a heat source having thermal energy remaining in the vehicle.

[0220] In the above-described embodiment, the heat absorption unit having the indoor heat absorber that absorbs the thermal energy remaining in the room is configured to include the first chiller 15, the first low-temperature side heat medium circuit 40a, and the cooler core 42, but is not limited to this configuration. Various configurations can be adopted as long as the remaining energy in the room can be absorbed via the inside air.

[0221] Furthermore, in this embodiment, the heat absorption unit having the equipment-side heat absorber that absorbs thermal energy remaining in the in-vehicle equipment 45 and the like is configured to include the second chiller 16, the second low-temperature side heat medium circuit 40b, and the equipment-side heat exchanger 45a, but is not limited to this. For example, the configuration may be one with one chiller and one low-temperature side heat medium circuit, and by switching the circuit configuration of the low-temperature side heat medium circuit, it is possible to switch between a mode of absorbing heat from the remaining energy in the vehicle via the inside air and a mode of absorbing heat from the remaining energy generated in the equipment.

[0222] The features of the thermal management system disclosed in this specification are as follows: (Item 1) A thermal management system mounted on a vehicle, comprising: a heat pump cycle (10) including: a compressor (11) that compresses and discharges a refrigerant; a heating unit (12, 20) that heats an object to be heated (B) using heat of the refrigerant discharged from the compressor; a decompression unit (14a, 14b) that decompresses the refrigerant flowing out of the heating unit; and a heat absorption unit (15, 16, 40) that absorbs residual energy, which is thermal energy remaining in the vehicle, wherein, when the vehicle is stopped, the heat absorption unit absorbs heat of the residual energy in the vehicle and the heating unit radiates heat to the object to be heated, thereby performing a warm-up operation of the object to be heated using the residual energy. (Item 2) The thermal management system according to item 1, wherein the residual energy is thermal energy stored in a passenger compartment of the vehicle, and the heat absorption unit (15, 40) has an interior-side heat absorber (15, 40a, 42) that absorbs the thermal energy remaining in the passenger compartment via the air in the passenger compartment. (Item 3) The thermal management system according to item 1 or 2, wherein the residual energy is thermal energy stored in a heat generation unit (45) that is mounted on the vehicle and generates heat as it operates, and the heat absorption unit (16, 40) has a heat generation unit-side heat absorber (16, 40b, 45a) that absorbs the thermal energy remaining in the heat generation unit. (Item 4) The thermal management system according to any one of items 1 to 3, wherein the object to be heated is a battery (B) that is mounted on the vehicle and configured to be chargeable and dischargeable, and the warm-up operation is performed while the battery is being charged. (Item 5) The thermal management system according to any one of items 1 to 4, wherein, when the warm-up operation is performed, a heat source having the highest residual energy among a plurality of heat sources having the residual energy in the vehicle is determined to be the heat source absorbed by the heat absorption unit. (Item 6) The thermal management system according to any one of items 2 to 5, when the object to be heated is warmed up, the warm-up operation is permitted if the vehicle is stopped and an interior temperature (Tr) is higher than an allowable reference temperature (KTra) determined to maintain comfort inside the interior of the vehicle.(Item 7) The thermal management system of any one of items 2 to 6, wherein, during warming up of the object to be heated, execution of the warm-up operation is rejected if the vehicle is stopped and the vehicle interior temperature (Tr) is lower than a rejection reference temperature (KTrb) set to maintain comfort inside the vehicle interior. (Item 8) The thermal management system of any one of items 2 to 7, wherein, during warming up of the object to be heated, execution of the warm-up operation is permitted if the vehicle is stopped and a restart time for the vehicle to start running again is predetermined, and a period until the restart time (RDT) is longer than a predetermined period (KRDT). (Item 9) The thermal management system of any one of items 2 to 8, wherein, during warming up of the object to be heated, execution of the warm-up operation is rejected if the vehicle is stopped and the temperature (Te) of the indoor heat sink is equal to or lower than a predetermined standard temperature (KTe).

[0223] Although the present disclosure has been described with reference to the embodiments, it is understood that the present disclosure is not limited to the embodiments or structures. The present disclosure also encompasses various modifications and equivalent modifications. In addition, various combinations and forms, including only one element, more than one element, or less than one element, are also within the scope and spirit of the present disclosure.

Claims

1. A thermal management system mounted on a vehicle, comprising: a compressor (11) that compresses and discharges a refrigerant; a heating section (12, 20) that heats an object to be heated (B) using the heat of the refrigerant discharged from the compressor; a pressure reduction section (14a, 14b) that reduces the pressure of the refrigerant flowing out of the heating section; and a heat absorption section (15, 16, 40) that absorbs residual energy, which is thermal energy remaining in the vehicle; and when the vehicle is stopped, the heat absorption section absorbs the residual energy in the vehicle and the heating section radiates heat to the object to be heated, thereby performing a warm-up operation of the object to be heated using the residual energy.

2. A thermal management system as described in claim 1, wherein the residual energy is thermal energy stored in the passenger compartment of the vehicle, and the heat absorption section (15, 40) has an interior heat absorber (15, 40a, 42) that absorbs the thermal energy remaining inside the passenger compartment through the air inside the passenger compartment.

3. A thermal management system as described in claim 1 or 2, wherein the residual energy is thermal energy stored in a heat generating section (45) mounted on the vehicle and generating heat as it operates, and the heat absorbing section (16, 40) has a heat generating section side heat absorber (16, 40b, 45a) that absorbs the thermal energy remaining in the heat generating section.

4. A thermal management system as described in claim 1, wherein the object to be heated is a battery (B) mounted on the vehicle and configured to be rechargeable, and the warm-up operation is performed while the battery is being charged.

5. A thermal management system as described in claim 1, wherein, when the warm-up operation is performed, the heat source having the highest residual energy among a plurality of heat sources in the vehicle having the residual energy is determined to be the heat source absorbed by the heat absorption section.

6. A thermal management system as described in claim 2, wherein, when warming up the object to be heated, the warm-up operation is permitted when the vehicle is stopped and the interior temperature (Tr) is higher than an allowable reference temperature (KTra) set to maintain comfort inside the interior of the vehicle.

7. A thermal management system as described in claim 2, wherein, when warming up the object to be heated, if the vehicle is stopped and the interior temperature (Tr) is lower than a rejection reference temperature (KTrb) set to maintain comfort inside the interior of the vehicle, the execution of the warm-up operation is rejected.

8. A thermal management system as described in claim 2, wherein, when warming up the object to be heated, the warm-up operation is permitted when the vehicle is stopped, a restart time for the vehicle to start running again is predetermined, and the period until the restart time (RDT) is longer than a predetermined period (KRDT).

9. A thermal management system as described in claim 2, wherein, when warming up the object to be heated, if the vehicle is stopped and the temperature (Te) of the indoor heat sink is equal to or lower than a predetermined standard temperature (KTe), execution of the warm-up operation is rejected.

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