Vehicular heat management system

Abstract

In the present invention, a lubricant-oil-using unit heat exchange flow path includes: a lubricant-oil-using unit passage flow path that passes through a lubricant-oil-using unit; and a lubricant-oil-using unit bypass flow path that is connected to the lubricant-oil-using unit passage flow path farther upstream than the lubricant-oil-using unit and guides a heat management heat medium by bypassing the lubricant-oil-using unit. A multi-way valve is connected to each of: a downstream end of the lubricant-oil-using unit passage flow path, which is one of the downstream ends of the lubricant-oil-using unit heat exchange flow path; and a downstream end of the lubricant-oil-using unit bypass flow path, which is another one of the downstream ends of the lubricant-oil-using unit heat exchange flow path.

Description

Vehicle Thermal Management System

[0001] The present invention relates to a vehicle thermal management system.

[0002] For example, Patent Document 1 discloses a vehicle thermal management system including an oil cooler. The oil cooler in Patent Document 1 cools the oil that cools the motor. In the vehicle thermal management system disclosed in Patent Document 1, the oil that cools the motor is cooled by heat exchange with a coolant that cools an inverter or the like in an oil cooler.

[0003] U.S. Patent No. 10967702

[0004] The oil that cools the motor is also used as lubricating oil. The lubricating oil is used, for example, in a gear unit that transmits power generated by the motor. When the temperature of such lubricating oil is lower than a predetermined appropriate temperature range, the viscosity of the lubricating oil increases. Therefore, when the temperature of the lubricating oil is low, the frictional resistance in the gear unit or the like increases, which causes deterioration of the electricity cost. When the vehicle is started, the temperature of the lubricating oil is low. Therefore, it is preferable to raise the temperature of the lubricating oil in a short time by using the heat generated by the motor or the like. However, when a coolant is constantly supplied to the oil cooler as in Patent Document 1, the heat of the oil is taken away by the coolant. Therefore, the period for raising the temperature of the lubricating oil becomes long.

[0005] The present invention has been made in view of the above problems, and an object thereof is to shorten the temperature rising period to an appropriate temperature of lubricating oil in a vehicle thermal management system that targets a lubricating oil use unit using lubricating oil, and to improve the electricity cost.

[0006] As means for solving the above problems, the present invention adopts the following configuration.

[0007] The first invention is a vehicle thermal management system for performing thermal management of a heat-managed object including a lubricating oil-using unit that uses lubricating oil, comprising: an air conditioning heat medium heat exchange channel that guides the heat management heat medium so as to be able to pass through a condenser that performs heat exchange between an air conditioning heat medium and a heat management heat medium; a battery heat exchange channel that guides the heat management heat medium so as to be able to pass through a battery; a lubricating oil-using unit heat exchange channel that guides the heat management heat medium so as to be able to pass through the lubricating oil-using unit; and a multi-way valve connected to each of the air conditioning heat medium heat exchange channel, the battery heat exchange channel, and the lubricating oil-using unit heat exchange channel, and capable of switching the destination of the heat management heat medium, wherein the lubricating oil-using unit heat exchange channel comprises a lubricating oil-using unit passage channel that passes through the lubricating oil-using unit, and the lubricating oil-using unit heat exchange channel. The multi-way valve is configured to be connected to the upstream end of the air conditioning heat exchange flow path, the downstream end of the air conditioning heat exchange flow path, the upstream end of the battery heat exchange flow path, the upstream end of the battery heat exchange flow path, the upstream end of the lubricating oil unit flow path which is the upstream end of the lubricating oil unit heat exchange flow path, the downstream end of the lubricating oil unit flow path which is one of the downstream ends of the lubricating oil unit heat exchange flow path, and the downstream end of the lubricating oil unit bypass flow path which is one of the downstream ends of the lubricating oil unit heat exchange flow path.

[0008] The present invention provides a lubricating oil unit heat exchange channel that guides a heat management medium through the lubricating oil unit. Therefore, the present invention can raise or cool the lubricating oil in the lubricating oil unit by heat exchange with the heat management medium. Furthermore, in the present invention, the lubricating oil unit is provided with a lubricating oil unit bypass channel that guides the heat management medium while avoiding the lubricating oil unit. Therefore, the present invention can guide the heat management medium without heat exchange with the lubricating oil. Accordingly, the present invention can raise the temperature of the lubricating oil in a short time by allowing the heat management medium to flow by bypassing the lubricating oil unit as needed. Thus, the present invention is a vehicle thermal management system that targets a lubricating oil unit that uses lubricating oil for thermal management, and it is possible to improve energy efficiency by shortening the heating period to the appropriate temperature of the lubricating oil.

[0009] This is a schematic diagram of a vehicle equipped with a thermal management system according to the first embodiment of the present invention. This is a system configuration diagram showing the schematic configuration of the thermal management system according to the first embodiment of the present invention. This is a schematic diagram of a multi-way valve provided in the thermal management system according to the first embodiment of the present invention. This is a flowchart showing the connection modes of the thermal management system according to the first embodiment of the present invention. This is a flowchart showing the connection modes of the thermal management system according to the first embodiment of the present invention. This is a flowchart showing the connection modes of the thermal management system according to the first embodiment of the present invention. This is a flowchart showing the connection modes of the thermal management system according to the first embodiment of the present invention. This is a flowchart showing the connection modes of the thermal management system according to the first embodiment of the present invention. This is a flowchart showing the connection modes of the thermal management system according to the first embodiment of the present invention. This is a flowchart showing the connection modes of the thermal management system according to the first embodiment of the present invention. This is a system configuration diagram showing the schematic configuration of the thermal management system according to the second embodiment of the present invention. This is a schematic diagram of a multi-way valve provided in the thermal management system according to the second embodiment of the present invention. This is a flowchart showing the connection modes of the thermal management system according to the second embodiment of the present invention. This is a flowchart showing the connection modes of the thermal management system according to the second embodiment of the present invention. This is a flowchart showing the connection modes of the thermal management system according to the second embodiment of the present invention. This is a flowchart showing the connection modes of the thermal management system according to the second embodiment of the present invention. This is a flowchart showing the connection modes of the thermal management system in the second embodiment of the present invention. This is a flowchart showing the connection modes of the thermal management system in the second embodiment of the present invention. This is a flowchart showing the connection modes of the thermal management system in the second embodiment of the present invention. This is a flowchart showing the connection modes of the thermal management system in the second embodiment of the present invention. This is a flowchart showing the connection modes of the thermal management system in the second embodiment of the present invention. This is a system configuration diagram showing the schematic configuration of the thermal management system in the third embodiment of the present invention.

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

[0011] (First Embodiment) Figure 1 is a schematic diagram of a vehicle 100 equipped with the thermal management system 1 (vehicle thermal management system) of this embodiment. The vehicle 100 is, for example, an electric vehicle. Alternatively, the vehicle 100 may be a so-called hybrid vehicle equipped with both an internal combustion engine and a drive motor. As shown in Figure 1, in addition to the thermal management system 1, the vehicle 100 includes a drive unit 101 (lubricating oil unit, thermal management target), an inverter 102 (thermal management target), an onboard charger 103 (thermal management target), a DC / DC converter 104 (thermal management target), and a battery 105 (thermal management target). The vehicle 100 also includes an in-vehicle air conditioning system 20, as shown in Figure 1.

[0012] The driving unit 101 generates power to move the vehicle 100 and transmits the generated power to the wheels, etc. As shown in Figure 1, the driving unit 101 includes a driving motor 106, a gear unit 107, a lubricating oil circulation unit 108, and an oil cooler 109. The driving motor 106 is a motor that generates power to move the vehicle 100. This driving motor 106 generates rotational power from electricity supplied from the battery 105 via the inverter 102. The gear unit 107 is a group of gears, etc., for transmitting the power generated by the driving motor 106 to the wheels, etc.

[0013] The lubricating oil circulation unit 108 is a unit that circulates lubricating oil 110 (for example, cooling oil) and is equipped with a circulation channel and a pump. The lubricating oil circulation unit 108 circulates the lubricating oil 110 so that it passes through the travel motor 106 and the gear unit 107. In other words, the travel unit 101, which is equipped with a travel motor 106 and a gear unit 107 that use such lubricating oil, is a lubricating oil-using unit. In this embodiment, the lubricating oil 110 is also used as cooling oil in the travel motor 106 and the gear unit 107. The thermal management system 1 of this embodiment performs thermal management of the thermal management target, including the lubricating oil-using unit.

[0014] The oil cooler 109 is installed in the middle of the circulation path of the lubricating oil circulation unit 108. The oil cooler 109 is a heat exchanger that performs heat exchange between the lubricating oil 110 and the heat management heat medium X described later. In the oil cooler 109, the lubricating oil 110 dissipates heat to the heat management heat medium X. In this embodiment, as shown in Figure 1, the oil cooler 109 is positioned upstream of the drive motor 106 in the flow direction of the lubricating oil 110.

[0015] The inverter 102 is located between the traction motor 106 and the battery 105 via a conductive path and performs power conversion. The inverter 102 converts the DC power supplied from the battery 105 into AC power and supplies it to the traction motor 106. In addition, the inverter 102 converts the AC regenerative power supplied from the traction motor 106 into DC power and supplies it to the battery 105.

[0016] The on-board charger 103 generates DC power of a predetermined voltage from an external grid power source. The on-board charger 103 also inputs the generated DC power to the DC / DC converter 104. The DC / DC converter 104 is connected to the on-board charger 103 and the battery 105. The DC / DC converter 104 has a boost circuit that converts the DC power of a predetermined voltage input from the on-board charger 103 to DC power of a higher voltage (e.g., 400 volts), and supplies (charges) the boosted DC power to the battery 105. The DC / DC converter 104 also has a step-down circuit that converts the DC power charged in the battery 105 to DC power of a lower voltage (e.g., 12 volts), and supplies the step-down DC power as the operating power for the in-vehicle air conditioning system 20 and the control unit 11 described later. The on-board charger 103 is also capable of communicating with the control unit 11. Operating parameters indicating the charging status of the battery 105 by the onboard charger 103 are transmitted to the control unit 11 via communication. The control unit 11 can obtain information related to the charging and discharging of the battery 105, such as the temperature inside the onboard charger 103 and the amount of power supplied to the battery 105 per unit time.

[0017] Battery 105 is a rechargeable secondary battery. Battery 105 stores power input from DC / DC converter 104. This battery 105 is not particularly limited, but for example, it is a lithium-ion battery using a liquid electrolyte. Alternatively, battery 105 may be a semi-solid battery using a gel-like electrolyte or an all-solid-state battery using a solid electrolyte. Battery 105 inputs the stored DC power to inverter 102. Battery 105 can also store regenerative power input from regenerative equipment (not shown) that processes power regenerated during regenerative operation of inverter 102 and traction motor 106.

[0018] The thermal management system 1 of this embodiment adjusts the temperatures of the traction unit 101, inverter 102, on-board charger 103, DC / DC converter 104, and battery 105. For example, the thermal management system 1 cools the traction unit 101, inverter 102, on-board charger 103, DC / DC converter 104, and battery 105. Also, for example, the thermal management system 1 raises the temperature of the battery 105. In other words, the thermal management system 1 of this embodiment targets the traction unit 101, inverter 102, on-board charger 103, DC / DC converter 104, and battery 105 for thermal management.

[0019] Figure 2 is a system configuration diagram showing the schematic configuration of the thermal management system 1 of this embodiment. The thermal management system 1 of this embodiment is a system that performs thermal management of the above-mentioned thermal management targets using a thermal management heat transfer medium X such as antifreeze. Note that the arrows shown along each flow path in Figure 2 indicate the flow direction of the thermal management heat transfer medium X in each flow path and do not mean that the thermal management heat transfer medium X is flowing at all times. Furthermore, the thermal management targets not shown do not necessarily include the driving unit 101 or the inverter 102 or a combination of them. Furthermore, the thermal management targets do not necessarily include the on-board charger 103 or the DC / DC converter 104. Furthermore, if the vehicle 100 is equipped with regenerative equipment or an internal combustion engine (neither of which are shown) that processes the power regenerated during regenerative operation of the driving unit 101, these may be included in the thermal management targets. Furthermore, the driving assist control unit may also be included in the thermal management targets.

[0020] As shown in Figure 2, the thermal management system 1 of this embodiment includes a radiator 2, a condenser 3, an air conditioning heat transfer medium heat exchange channel 4, a chiller 5 (heat recovery heat exchanger), an electric heater 6, a battery heat exchange channel 7, a drive unit heat exchange channel 8 (lubricating oil unit heat exchange channel), a pump 9, a multi-way valve 10, and a control unit 11.

[0021] Radiator 2 is a heat exchanger that exchanges heat between the outside air and the heat management heat transfer medium X. For example, if the heat management heat transfer medium X is hotter than the outside air, it will release heat to the outside air through radiator 2. Also, for example, if the heat management heat transfer medium X is hotter than the outside air, it can absorb heat from the outside air through radiator 2. Such a radiator 2 is positioned so that the air conditioning heat transfer medium heat exchange flow path 4 passes through it, and is located in the middle of the air conditioning heat transfer medium heat exchange flow path 4.

[0022] The condenser 3 is a heat exchanger that exchanges heat between a compressible heat transfer medium used in a heat pump device (not shown) of the in-vehicle air conditioning system 20 and a heat management heat transfer medium X. The heat pump device includes, for example, a compressor, a condenser, an expansion valve, and an evaporator. The compressible heat transfer medium used in the in-vehicle air conditioning system 20 will be hereinafter referred to as the air conditioning heat transfer medium Y. In the condenser 3, the heat management heat transfer medium X exchanges heat with the air conditioning heat transfer medium Y. The condenser 3 is positioned so that the air conditioning heat transfer medium heat exchange flow path 4 passes through it, and is located at an intermediate point in the air conditioning heat transfer medium heat exchange flow path 4. The in-vehicle air conditioning system 20 can also communicate with the control unit 11. Operating parameters indicating the heating and cooling operation status of the in-vehicle air conditioning system 20 are transmitted to the control unit 11 via communication. The control unit 11 can acquire information related to air conditioning, such as the amount of heat required for heating, through communication with the in-vehicle air conditioning system 20.

[0023] The heat transfer medium Y for air conditioning is a different heat transfer medium from the heat management heat transfer medium X. The heat management heat transfer medium X exchanges heat with the air conditioning heat transfer medium Y in the condenser 3. In other words, the air conditioning heat transfer medium Y either dissipates heat to the heat management heat transfer medium X or absorbs heat from the heat management heat transfer medium X in the condenser 3. Such a condenser 3 is positioned so that the air conditioning heat transfer medium heat exchange flow path 4 passes through it, and is located in the middle of the air conditioning heat transfer medium heat exchange flow path 4.

[0024] The air conditioning heat exchange channel 4 is a channel that guides the heat management heat medium X so that it passes through the radiator 2 and the condenser 3. In other words, the air conditioning heat exchange channel 4 guides the heat management heat medium X so that it can pass through the condenser 3, which performs heat exchange between the air conditioning heat medium Y and the heat management heat medium X. As shown in Figure 2, in this embodiment, the condenser 3 is located upstream of the radiator 2 in the flow direction of the heat management heat medium X in the air conditioning heat exchange channel 4.

[0025] The upstream and downstream ends of this air conditioning heat exchange channel 4 are each connected to a multi-way valve 10. In other words, the air conditioning heat exchange channel 4 guides the heat management heat medium X supplied from the multi-way valve 10 to the upstream end to the downstream end and supplies it back to the multi-way valve 10 from the downstream end.

[0026] The chiller 5 is a heat exchanger that performs heat exchange between the heat transfer medium Y for air conditioning, which has passed through the expansion valve of the heat pump device of the in-vehicle air conditioning system 20, and the heat transfer medium X for thermal management. In the chiller 5, the heat transfer medium X for thermal management releases heat to the heat transfer medium Y for air conditioning. The chiller 5 is positioned so that the battery heat exchange flow path 7 passes through it, and is located at an intermediate point in the battery heat exchange flow path 7. Based on the control of the control unit 11, the chiller 5 recovers heat from the heat transfer medium X for thermal management in the battery heat exchange flow path 7. In this embodiment, the chiller 5 is positioned upstream of the battery 105 in the flow direction of the heat transfer medium X for thermal management in the battery heat exchange flow path 7.

[0027] The electric heater 6 is an electric heater that heats the heat management heat transfer medium X based on the control of the control unit 11. The electric heater 6 generates heat by being supplied with power from the battery 105. In this embodiment, the electric heater 6 is located in the middle of the battery heat exchange flow path 7. In this embodiment, the electric heater 6 is located upstream of the battery 105 and downstream of the chiller 5.

[0028] The battery heat exchange channel 7 is a channel that guides the heat management fluid X to pass through the battery 105, which is one of the items to be thermally controlled. The temperature of the battery 105 can be adjusted by exchanging heat with the heat management fluid X flowing through the battery heat exchange channel 7. For example, if the heat management fluid X is at a lower temperature than the battery 105, the battery 105 will be cooled. On the other hand, for example, if the heat management fluid X is at a higher temperature than the battery 105, the battery 105 will be heated.

[0029] The upstream end of this battery heat exchange channel 7 is connected to the multi-way valve 10. Furthermore, as shown in Figure 2, the battery heat exchange channel 7 includes a battery passage channel 7a and a battery bypass channel 7b. The battery passage channel 7a is a channel provided to pass through the battery 105. The battery bypass channel 7b is a channel provided to bypass the battery 105. The branching point between the battery passage channel 7a and the battery bypass channel 7b is located upstream of the battery 105.

[0030] The downstream end of the battery passage channel 7a is one of the downstream ends of the battery heat exchange channel 7. Similarly, the downstream end of the battery bypass channel 7b is also one of the downstream ends of the battery heat exchange channel 7. In other words, the battery heat exchange channel 7 has two downstream ends: the downstream end of the battery passage channel 7a and the downstream end of the battery bypass channel 7b. These downstream ends of the battery passage channel 7a and the battery bypass channel 7b are each connected to the multi-way valve 10.

[0031] The drive unit heat exchange channel 8 is a channel that guides the heat management heat medium X so that it passes through the drive unit 101, inverter 102, on-board charger 103, and DC / DC converter 104. Specifically, the drive unit 101, inverter 102, on-board charger 103, and DC / DC converter 104 are cooled or heated by heat exchange with the heat management heat medium X flowing through the drive unit heat exchange channel 8. In this embodiment, the DC / DC converter 104, on-board charger 103, and inverter 102 are arranged in the order of the heat management heat medium X flowing in the drive unit heat exchange channel 8. A driving assist control unit (not shown) may be located in the middle of the drive unit heat exchange channel 8.

[0032] The upstream end of this heat exchange passage 8 for the drive unit is connected to the multi-way valve 10. Furthermore, as shown in Figure 2, the heat exchange passage 8 for the drive unit includes an oil cooler passage 8a (a passage for the lubricating oil-using unit) and an oil cooler bypass passage 8b (a bypass passage for the lubricating oil-using unit). The oil cooler passage 8a is a passage provided to pass through the oil cooler 109 (i.e., the drive unit 101). The oil cooler bypass passage 8b is a passage connected to the oil cooler passage 8a upstream of the oil cooler 109. The oil cooler bypass passage 8b guides the heat management heat transfer medium X while avoiding the oil cooler 109.

[0033] The downstream end of the oil cooler passage 8a is one of the downstream ends of the drive unit heat exchange passage 8. Similarly, the downstream end of the oil cooler bypass passage 8b is also one of the downstream ends of the drive unit heat exchange passage 8. In other words, the drive unit heat exchange passage 8 has two downstream ends: the downstream end of the oil cooler passage 8a and the downstream end of the oil cooler bypass passage 8b. These downstream ends of the oil cooler passage 8a and the oil cooler bypass passage 8b are each connected to the multi-way valve 10.

[0034] The pump 9 flows the heat management fluid X based on the control of the control unit 11. In this embodiment, the pumps are provided at intermediate points in the air conditioning heat exchange flow path 4 and at intermediate points in the battery passage flow path 7a of the battery heat exchange flow path 7. In the following description, the pump 9 provided at intermediate points in the air conditioning heat exchange flow path 4 will be referred to as the first pump 9a. The pump 9 provided at intermediate points in the battery passage flow path 7a of the battery heat exchange flow path 7 will be referred to as the second pump 9b.

[0035] The first pump 9a is positioned between the radiator 2 and the multi-way valve 10, and flows the heat management fluid X from the radiator 2 side toward the multi-way valve 10. The second pump 9b is positioned between the battery 105 and the multi-way valve 10, and flows the heat management fluid X from the battery 105 side toward the multi-way valve 10.

[0036] The multi-way valve 10 is a switching valve positioned at the connection point between the air conditioning heat transfer medium heat exchange passage 4, the battery heat exchange passage 7, and the traction unit heat exchange passage 8. This multi-way valve 10 can switch the destination of the heat management heat transfer medium X to the traction unit heat exchange passage 8, the air conditioning heat transfer medium heat exchange passage 4, and the battery heat exchange passage 7. In this embodiment, the multi-way valve 10 is connected to the upstream end of the air conditioning heat transfer medium heat exchange passage 4, the downstream end of the air conditioning heat transfer medium heat exchange passage 4, the upstream end of the battery heat exchange passage 7, the downstream end of the battery passage 7a of the battery heat exchange passage 7, the downstream end of the battery bypass passage 7b of the battery heat exchange passage 7, the upstream end of the traction unit heat exchange passage 8, the downstream end of the oil cooler passage 8a of the traction unit heat exchange passage 8, and the downstream end of the oil cooler bypass passage 8b of the traction unit heat exchange passage 8.

[0037] Furthermore, the battery heat exchange channel 7 does not necessarily need to be branched into a battery passage channel 7a and a battery bypass channel 7b. If the battery heat exchange channel 7 is not branched into a battery passage channel 7a and a battery bypass channel 7b, the battery heat exchange channel 7 is formed to pass through the battery 105, and its downstream end is connected to the multi-way valve 10.

[0038] Figure 3 is a schematic diagram showing the general configuration of the multi-way valve 10. As shown in this figure, the multi-way valve 10 comprises a multi-way valve body 10a, a first motor 10b, and a second motor 10c. The multi-way valve body 10a has a first core 10d and a second core 10e.

[0039] The first core 10d is a core that is rotationally driven by the first motor 10b. The second core 10e is a core that is rotationally driven by the second motor 10c. In Figure 3, for convenience, the first core 10d and the second core 10e are shown side by side. However, the first core 10d and the second core 10e are arranged, for example, in the vertical direction.

[0040] The multi-way valve body 10a has a case, for example, a cylindrical shape, which is not shown. The first core 10d and the second core 10e described above are housed inside the case and are rotatably mounted inside the case.

[0041] As shown in Figure 3, the first core 10d is connected to the upstream end of the air conditioning heat transfer fluid heat exchange channel 4, the upstream end of the battery heat exchange channel 7, the downstream end of the oil cooler passage channel 8a which is one of the downstream ends of the traction unit heat exchange channel 8, and the downstream end of the oil cooler bypass channel 8b which is one of the downstream ends of the traction unit heat exchange channel 8. The first core 10d opens and closes these connections between the upstream end of the air conditioning heat transfer fluid heat exchange channel 4, the upstream end of the battery heat exchange channel 7, the downstream end of the oil cooler passage channel 8a, and the downstream end of the oil cooler bypass channel 8b.

[0042] Furthermore, the first core 10d has a first port 10d1 (port). The first port 10d1 is a port connected to the second port 10e1 of the second core 10e, which will be described later. The first port 10d1 of the first core 10d and the second port 10e1 of the second core 10e are connected in such a way that the heat management fluid X can be injected and discharged regardless of the rotational position of the first core 10d and the second core 10e. In this way, the first core 10d and the second core 10e are connected to each other and have ports (first port 10d1, second port 10e1) that can be injected and discharged in and out of the heat management fluid X.

[0043] Furthermore, as shown in Figure 3, the first core 10d is connected to the upstream end of the air conditioning heat transfer fluid heat exchange passage 4, the upstream end of the battery heat exchange passage 7, the downstream end of the oil cooler passage 8a, and the downstream end of the oil cooler bypass passage 8b, all arranged in this order at equal intervals in the circumferential direction. The first core 10d is provided with two internal passages 10d2 that can connect adjacent passages in the circumferential direction. These internal passages 10d2 are formed such that when one internal passage 10d2 connects two passages, the other internal passage 10d2 is not connected to a passage. The first core 10d also has a port connection passage 10d3 that connects either one of the passages to the first port 10d1.

[0044] The second valve element 10e is connected to the downstream end of the heat medium heat exchange flow path 4 for air conditioning, the downstream end of the battery passage flow path 7a which is one of the downstream ends of the battery heat exchange flow path 7, the downstream end of the battery bypass flow path 7b which is one of the downstream ends of the battery heat exchange flow path 7, and the upstream end of the traveling unit heat exchange flow path 8. The second valve element 10e opens and closes the downstream end of the heat medium heat exchange flow path 4 for air conditioning, the downstream end of the battery passage flow path 7a, the downstream end of the battery bypass flow path 7b, and the upstream end of the traveling unit heat exchange flow path 8.

[0045] The second valve element 10e also has a second port 10e1 (port). The second port 10e1 is a port connected to the first port 10d1 of the first valve element 10d.

[0046] As shown in FIG. 3, the second valve element 10e is connected to the downstream end of the heat medium heat exchange flow path 4 for air conditioning, the downstream end of the battery passage flow path 7a, the downstream end of the battery bypass flow path 7b, and the upstream end of the traveling unit heat exchange flow path 8 in a state where they are arranged at equal intervals in the circumferential direction in this order. The second valve element 10e is provided with two internal paths 10e2 capable of connecting adjacent flow paths in the circumferential direction. These internal paths 10e2 are formed such that when one internal path 10e2 connects the flow paths, the other internal path 10e2 is not connected to the flow paths. The second valve element 10e also has a port connection path 10e3 that connects any one of the flow paths and the second port 10e1.

[0047] The first motor 10b is connected to the first valve element 10d and rotationally drives the first valve element 10d based on the control of the control unit 11. The second motor 10c is connected to the second valve element 10e and rotationally drives the second valve element 10e based on the control of the control unit 11. Thus, in the multi-way valve 10 of the present embodiment, motors are connected to each of the first valve element 10d and the second valve element 10e, and the first valve element 10d and the second valve element 10e can be rotationally driven separately.

[0048] Returning to FIG. 2, the control unit 11 controls the multi-way valve 10. The control unit 11 controls the multi-way valve 10 based on, for example, the temperature of the heat management medium X in the heat exchange flow path 4 for air conditioning, the temperature of the heat management medium X in the battery heat exchange flow path 7, the temperature of the heat management medium X in the heat exchange flow path 8 for the traveling unit, the temperature of the lubricating oil 110 (hereinafter referred to as the lubricating oil temperature), and the temperature of the outside air (hereinafter referred to as the outside air temperature).

[0049] Specifically, in the present embodiment, the control unit 11 controls the multi-way valve 10 using the temperatures of the heat management medium X at the positions of points A, B, and C in FIG. 2. Point A is the downstream position of the oil cooler 109 in the oil cooler passage 8a. The temperature of the heat management medium X at point A is referred to as the oil cooler outlet temperature. Point B is a position upstream of the branch point where the heat exchange flow path 8 for the traveling unit branches into the oil cooler passage 8a and the oil cooler bypass flow path 8b and downstream of the inverter 102. The temperature of the heat management medium X at point B is referred to as the inverter outlet temperature. Point C is the downstream position of the battery 105 in the battery passage 7a. The temperature of the heat management medium X at point C is referred to as the battery outlet temperature.

[0050] The control unit 11 controls the multi-way valve 10 based on, for example, the lubricating oil temperature, the outside air temperature, the oil cooler outlet temperature, the inverter outlet temperature, and the battery outlet temperature input from the outside (sensors mounted on the vehicle). Note that the heat management system 1 of the present embodiment may include any one or a plurality of sensors for acquiring the lubricating oil temperature, the outside air temperature, the oil cooler outlet temperature, the inverter outlet temperature, and the battery outlet temperature.

[0051] The control unit 11 adjusts the rotational position of the first core 10d of the multi-way valve 10 by controlling the first motor 10b. Further, the control unit 11 adjusts the rotational position of the second core 10e of the multi-way valve 10 by controlling the second motor 10c. The control unit 11 adjusts the rotational positions of the first core 10d and the second core 10e respectively to switch the connection mode among the heat exchange flow path 4 for air conditioning, the battery heat exchange flow path 7, and the heat exchange flow path 8 for the traveling unit, and change the flow path through which the heat management medium X flows.

[0052] In this embodiment, the control unit 11 can switch the connection mode to the C1 mode shown in Figure 4, the D1 mode shown in Figure 5, the G1 mode shown in Figure 6, the H1 mode shown in Figure 7, the I1 mode shown in Figure 8, the J1 mode shown in Figure 9, the K1 mode shown in Figure 10, and the L1 mode shown in Figure 11.

[0053] As shown in Figure 4, mode C1 is a mode in which the downstream end of the heat exchange channel 4 for air conditioning is connected to the upstream end of the heat exchange channel 8 for the traction unit, the downstream end of the oil cooler bypass channel 8b is connected to the upstream end of the battery heat exchange channel 7, and the downstream end of the battery bypass channel 7b is connected to the upstream end of the heat exchange channel 4 for air conditioning.

[0054] In C1 mode, the heat management heat transfer medium X circulates in the following order: downstream end of the air conditioning heat transfer medium heat exchange channel 4, multi-way valve 10, upstream end of the drive unit heat exchange channel 8, downstream end of the oil cooler bypass channel 8b, multi-way valve 10, upstream end of the battery heat exchange channel 7, downstream end of the battery bypass channel 7b, multi-way valve 10, upstream end of the air conditioning heat transfer medium heat exchange channel 4, and downstream end of the air conditioning heat transfer medium heat exchange channel 4.

[0055] In this C1 mode, the thermal management heat transfer medium X flows by bypassing the oil cooler 109 (i.e., the traction unit 101). Also in this C1 mode, the thermal management heat transfer medium X flows by bypassing the battery 105. In other words, C1 mode is a traction unit bypass mode (lubricating oil unit bypass mode) in which the thermal management heat transfer medium X bypasses the traction unit 101.

[0056] As shown in Figure 5, the D1 mode is a mode in which the downstream end of the heat exchange flow path 4 for air conditioning is connected to the upstream end of the heat exchange flow path 8 for the traction unit, the downstream end of the oil cooler passage 8a is connected to the upstream end of the battery heat exchange flow path 7, and the downstream end of the battery bypass flow path 7b is connected to the upstream end of the heat exchange flow path 4 for air conditioning.

[0057] In D1 mode, the heat management heat transfer medium X circulates in the following order: downstream end of the air conditioning heat transfer medium heat exchange channel 4, multi-way valve 10, upstream end of the drive unit heat exchange channel 8, downstream end of the oil cooler passage channel 8a, multi-way valve 10, upstream end of the battery heat exchange channel 7, downstream end of the battery bypass channel 7b, multi-way valve 10, upstream end of the air conditioning heat transfer medium heat exchange channel 4, and downstream end of the air conditioning heat transfer medium heat exchange channel 4.

[0058] In this D1 mode, the heat management fluid X flows through the oil cooler 109 (i.e., the drive unit 101). Also in this D1 mode, the heat management fluid X flows by bypassing the battery 105. In other words, D1 mode is a drive unit fluid flow mode (lubricating oil unit fluid flow mode) in which the heat management fluid X passes through the drive unit 101.

[0059] As shown in Figure 6, the G1 mode is a mode in which the downstream end of the air conditioning heat transfer medium heat exchange channel 4 is connected to the upstream end of the battery heat exchange channel 7, the downstream end of the battery passage channel 7a is connected to the upstream end of the traction unit heat exchange channel 8, and the downstream end of the oil cooler passage channel 8a is connected to the upstream end of the air conditioning heat transfer medium heat exchange channel 4.

[0060] In G1 mode, the heat management heat transfer medium X circulates in the following order: downstream end of the air conditioning heat transfer medium heat exchange channel 4, multi-way valve 10, upstream end of the battery heat exchange channel 7, downstream end of the battery passage channel 7a, multi-way valve 10, upstream end of the drive unit heat exchange channel 8, downstream end of the oil cooler passage channel 8a, multi-way valve 10, upstream end of the air conditioning heat transfer medium heat exchange channel 4, and downstream end of the air conditioning heat transfer medium heat exchange channel 4.

[0061] In this G1 mode, the heat management fluid X flows through the oil cooler 109 (i.e., the traction unit 101). Also in this G1 mode, the heat management fluid X flows through the battery 105. In other words, G1 mode is a traction unit fluid flow mode in which the heat management fluid X passes through the traction unit 101.

[0062] As shown in Figure 7, the H1 mode is a mode in which the downstream end of the air conditioning heat transfer fluid heat exchange channel 4 is connected to the upstream end of the drive unit heat exchange channel 8, the downstream end of the oil cooler passage channel 8a is connected to the upstream end of the air conditioning heat transfer fluid heat exchange channel 4, and the downstream end of the battery passage channel 7a is connected to the upstream end of the battery heat exchange channel 7.

[0063] In H1 mode, the heat management fluid X circulates in the following order: downstream end of the air conditioning heat exchange flow path 4, multi-way valve 10, upstream end of the drive unit heat exchange flow path 8, downstream end of the oil cooler passage 8a, multi-way valve 10, upstream end of the air conditioning heat exchange flow path 4, and downstream end of the air conditioning heat exchange flow path 4. In addition, in H1 mode, the heat management fluid X circulates in the following order: downstream end of the battery passage 7a, multi-way valve 10, upstream end of the battery heat exchange flow path 7, and downstream end of the battery passage 7a.

[0064] In this H1 mode, the heat management fluid X flows through the oil cooler 109 (i.e., the traction unit 101). Also in this H1 mode, the heat management fluid X flows through the battery 105. In other words, H1 mode is a traction unit fluid flow mode in which the heat management fluid X passes through the traction unit 101.

[0065] As shown in Figure 8, mode I1 is a mode in which the downstream end of the air conditioning heat transfer medium heat exchange channel 4 is connected to the upstream end of the air conditioning heat transfer medium heat exchange channel 4, the downstream end of the oil cooler passage channel 8a is connected to the upstream end of the battery heat exchange channel 7, and the downstream end of the battery passage channel 7a is connected to the upstream end of the drive unit heat exchange channel 8.

[0066] In I1 mode, the heat management heat transfer medium X circulates in the following order: downstream end of the air conditioning heat transfer medium heat exchange channel 4, multi-way valve 10, upstream end of the air conditioning heat transfer medium heat exchange channel 4, and downstream end of the air conditioning heat transfer medium heat exchange channel 4. Also in I1 mode, the heat management heat transfer medium X circulates in the following order: downstream end of the oil cooler passage channel 8a, multi-way valve 10, upstream end of the battery heat exchange channel 7, downstream end of the battery passage channel 7a, multi-way valve 10, upstream end of the drive unit heat exchange channel 8, and downstream end of the oil cooler passage channel 8a.

[0067] In this I1 mode, the thermal management heat transfer medium X flows through the oil cooler 109 (i.e., the traction unit 101). Also in this I1 mode, the thermal management heat transfer medium X flows through the battery 105. In other words, I1 mode is a traction unit fluid flow mode in which the thermal management heat transfer medium X passes through the traction unit 101.

[0068] As shown in Figure 9, the J1 mode is a mode in which the downstream end of the air conditioning heat transfer fluid heat exchange channel 4 is connected to the upstream end of the battery heat exchange channel 7, the downstream end of the battery passage channel 7a is connected to the upstream end of the drive unit heat exchange channel 8, and the downstream end of the oil cooler bypass channel 8b is connected to the upstream end of the air conditioning heat transfer fluid heat exchange channel 4.

[0069] In J1 mode, the heat management heat transfer medium X circulates in the following order: downstream end of the air conditioning heat transfer medium heat exchange channel 4, multi-way valve 10, upstream end of the battery heat exchange channel 7, downstream end of the battery passage channel 7a, multi-way valve 10, upstream end of the drive unit heat exchange channel 8, downstream end of the oil cooler bypass channel 8b, multi-way valve 10, upstream end of the air conditioning heat transfer medium heat exchange channel 4, and downstream end of the air conditioning heat transfer medium heat exchange channel 4.

[0070] In this J1 mode, the thermal management heat transfer medium X flows by bypassing the oil cooler 109 (i.e., the traction unit 101). Also in this J1 mode, the thermal management heat transfer medium X flows by passing through the battery 105. In other words, J1 mode is a traction unit bypass mode in which the thermal management heat transfer medium X bypasses the traction unit 101.

[0071] As shown in Figure 10, the K1 mode is a mode in which the downstream end of the air conditioning heat transfer fluid heat exchange passage 4 is connected to the upstream end of the drive unit heat exchange passage 8, the downstream end of the oil cooler bypass passage 8b is connected to the upstream end of the air conditioning heat transfer fluid heat exchange passage 4, and the downstream end of the battery passage 7a is connected to the upstream end of the battery heat exchange passage 7.

[0072] In K1 mode, the heat management heat transfer medium X circulates in the following order: downstream end of the air conditioning heat transfer medium heat exchange channel 4, multi-way valve 10, upstream end of the drive unit heat exchange channel 8, downstream end of the oil cooler bypass channel 8b, multi-way valve 10, upstream end of the air conditioning heat transfer medium heat exchange channel 4, and downstream end of the air conditioning heat transfer medium heat exchange channel 4. In addition, in K1 mode, the heat management heat transfer medium X circulates in the following order: downstream end of the battery passage channel 7a, multi-way valve 10, upstream end of the battery heat exchange channel 7, and downstream end of the battery passage channel 7a.

[0073] In this K1 mode, the thermal management heat transfer medium X flows by bypassing the oil cooler 109 (i.e., the traction unit 101). Also in this K1 mode, the thermal management heat transfer medium X flows by passing through the battery 105. In other words, the K1 mode is a traction unit bypass mode in which the thermal management heat transfer medium X bypasses the traction unit 101.

[0074] As shown in Figure 11, the L1 mode is a mode in which the downstream end of the air conditioning heat transfer fluid heat exchange passage 4 is connected to the upstream end of the air conditioning heat transfer fluid heat exchange passage 4, the downstream end of the oil cooler bypass passage 8b is connected to the upstream end of the battery heat exchange passage 7, and the downstream end of the battery passage 7a is connected to the upstream end of the drive unit heat exchange passage 8.

[0075] In L1 mode, the heat management heat transfer medium X circulates in the following order: downstream end of the air conditioning heat transfer medium heat exchange channel 4, multi-way valve 10, upstream end of the air conditioning heat transfer medium heat exchange channel 4, and downstream end of the air conditioning heat transfer medium heat exchange channel 4. In addition, in L1 mode, the heat management heat transfer medium X flows in the following order: downstream end of the oil cooler bypass channel 8b, multi-way valve 10, upstream end of the battery heat exchange channel 7, downstream end of the battery passage channel 7a, multi-way valve 10, upstream end of the drive unit heat exchange channel 8, and downstream end of the oil cooler bypass channel 8b.

[0076] In this L1 mode, the thermal management heat transfer medium X flows by bypassing the oil cooler 109 (i.e., the traction unit 101). Also in this L1 mode, the thermal management heat transfer medium X flows by passing through the battery 105. In other words, L1 mode is a traction unit bypass mode in which the thermal management heat transfer medium X bypasses the traction unit 101.

[0077] Furthermore, the control unit 11 can also set the connection mode to an intermediate mode between C1 mode and D1 mode. In the intermediate mode between C1 mode and D1 mode, the control unit 11 sets the rotation position of the first core 10d to an intermediate position between the rotation position of C1 mode and the rotation position of D1 mode. This allows the heat management fluid X to flow through both the oil cooler passage 8a and the oil cooler bypass passage 8b. In addition, by bringing the rotation position of the first core 10d closer to the rotation position in D1 mode than the rotation position in C1 mode, the control unit 11 can reduce the flow rate of the heat management fluid X flowing through the oil cooler passage 8a relative to the total flow rate of the heat management fluid X flowing through the drive unit heat exchange passage 8, and increase the ratio of the flow rate of the heat management fluid X flowing through the oil cooler bypass passage 8b relative to the total flow rate of the heat management fluid X flowing through the drive unit heat exchange passage 8.

[0078] Furthermore, the control unit 11 can also set the connection mode to an intermediate mode between the J1 mode and the G1 mode. In the intermediate mode between the J1 mode and the G1 mode, the control unit 11 sets the rotation position of the first core 10d to an intermediate position between the rotation position of the J1 mode and the rotation position of the G1 mode. This allows the heat management fluid X to flow through both the oil cooler passage 8a and the oil cooler bypass passage 8b. In addition, by bringing the rotation position of the first core 10d closer to the rotation position in the G1 mode than the rotation position in the J1 mode, the control unit 11 can reduce the flow rate of the heat management fluid X flowing through the oil cooler passage 8a relative to the total flow rate of the heat management fluid X flowing through the drive unit heat exchange passage 8, and increase the ratio of the flow rate of the heat management fluid X flowing through the oil cooler bypass passage 8b relative to the total flow rate of the heat management fluid X flowing through the drive unit heat exchange passage 8.

[0079] Furthermore, the control unit 11 can also set the connection mode to an intermediate mode between K1 mode and H1 mode. In the intermediate mode between K1 mode and H1 mode, the control unit 11 sets the rotation position of the first core 10d to an intermediate position between the rotation position of K1 mode and the rotation position of H1 mode. This allows the heat management fluid X to flow through both the oil cooler passage 8a and the oil cooler bypass passage 8b. In addition, by bringing the rotation position of the first core 10d closer to the rotation position in H1 mode than the rotation position in K1 mode, the control unit 11 can reduce the flow rate of the heat management fluid X flowing through the oil cooler passage 8a relative to the total flow rate of the heat management fluid X flowing through the drive unit heat exchange passage 8, and increase the ratio of the flow rate of the heat management fluid X flowing through the oil cooler bypass passage 8b relative to the total flow rate of the heat management fluid X flowing through the drive unit heat exchange passage 8.

[0080] Furthermore, the control unit 11 can also set the connection mode to an intermediate mode between L1 mode and I1 mode. In the intermediate mode between L1 mode and I1 mode, the control unit 11 sets the rotation position of the first core 10d to an intermediate position between the rotation position of L1 mode and the rotation position of I1 mode. This allows the heat management fluid X to flow through both the oil cooler passage 8a and the oil cooler bypass passage 8b. In addition, by bringing the rotation position of the first core 10d closer to the rotation position in I1 mode than the rotation position in L1 mode, the control unit 11 can reduce the flow rate of the heat management fluid X flowing through the oil cooler passage 8a relative to the total flow rate of the heat management fluid X flowing through the drive unit heat exchange passage 8, and increase the ratio of the flow rate of the heat management fluid X flowing through the oil cooler bypass passage 8b relative to the total flow rate of the heat management fluid X flowing through the drive unit heat exchange passage 8.

[0081] Next, the operation of the thermal management system 1 of this embodiment will be described. In the following description of operation, the modes for the vehicle 100 to run (hereinafter referred to as the driving mode) and the modes for charging the vehicle 100 or supplying power from the vehicle 100 (hereinafter referred to as the charging / power supply mode) will be described separately. Note that the driving mode is not necessarily limited to the state in which the vehicle 100 is running, but also includes the state in which the vehicle 100 is being prepared for running. The charging / power supply mode is a mode in which the onboard charger 103 charges the battery 105 without the vehicle 100 running, or power from the battery 105 is supplied to an external device of the vehicle 100.

[0082] [Driving Mode] This section describes the operation of the thermal management system 1 of this embodiment in driving mode.

[0083] <Low Battery Temperature> First, we will explain the case where the battery 105 is at a temperature lower than the preset optimal battery temperature range (for example, 0°C or higher and less than 40°C). If the battery outlet temperature (battery temperature) is lower than the preset optimal battery temperature range, the control unit 11 prioritizes warming up the battery 105. Specifically, if the battery outlet temperature is below the optimal battery temperature range (for example, below 0°C), the control unit 11 sets the connection mode to, for example, I1 mode, G1 mode, or J1 mode.

[0084] For example, the control unit 11 switches to I1 mode if any of the oil cooler outlet temperature, lubricating oil temperature, or battery outlet temperature is higher than the ambient temperature. In this case, the control unit 11 energizes the drive motor 106 without generating power (d-axis energization) to raise the temperature of the drive motor 106. The control unit 11 also raises the temperature of the inverter 102. For example, the control unit 11 raises the temperature of the inverter 102 by operating it in high-loss mode. The control unit 11 may also generate heat in the electric heater 6 as needed. The control unit 11 also stops the heat exchange in the chiller 5. The control unit 11 also stops the first pump 9a and drives the second pump 9b.

[0085] In this I1 mode, the heat from the drive motor 106 and the inverter 102 is transferred to the battery 105 via the heat management heat transfer medium X. As a result, the battery 105 is warmed up. Furthermore, if the electric heater 6 is generating heat, the battery 105 is warmed up even more rapidly.

[0086] On the other hand, the control unit 11 switches to G1 mode if the oil cooler outlet temperature, lubricating oil temperature, and battery outlet temperature are all lower than the ambient temperature. In this case, the control unit 11 energizes the d axis of the drive motor 106 to raise the temperature of the drive motor 106. The control unit 11 also raises the temperature of the inverter 102. The control unit 11 may also generate heat in the electric heater 6 as needed. The control unit 11 also stops the heat exchange in the chiller 5. The control unit 11 also drives the first pump 9a and the second pump 9b. However, if one pump is sufficient to flow the heat management fluid X, either the first pump 9a or the second pump 9b may be stopped.

[0087] In this G1 mode, compared to I1 mode, the temperature of the thermal management heat transfer medium X is further increased by using the heat from the outside air in the radiator 2. In other words, in G1 mode, the heat from the outside air is transferred to the battery 105 via the thermal management heat transfer medium X. As a result, the battery 105 warms up more rapidly.

[0088] Furthermore, in G1 mode, if the inverter outlet temperature becomes higher than the lubricating oil temperature, the control unit 11 may switch to J1 mode. In this case, the control unit 11 energizes the d axis of the travel motor 106, raising the temperature of the travel motor 106. The control unit 11 also raises the temperature of the inverter 102. The control unit 11 may also generate heat in the electric heater 6 as needed. The control unit 11 also stops the heat exchange in the chiller 5. The control unit 11 also drives the first pump 9a and the second pump 9b. However, if one pump is sufficient to flow the heat management fluid X, either the first pump 9a or the second pump 9b may be stopped.

[0089] In this J1 mode, the thermal management heat transfer medium X bypasses the drive unit 101 compared to the G1 mode. This prevents the thermal management heat transfer medium X from being cooled by the oil cooler 109, allowing the battery 105 to warm up more rapidly.

[0090] <Optimal Battery Temperature> Next, we will explain the case where the battery 105 is within a preset optimal battery temperature range. If the battery outlet temperature (battery temperature) is within the preset optimal battery temperature range and the lubricating oil temperature is lower than the preset optimal lubricating oil temperature range (for example, 65°C or more and less than 95°C), the control unit 11 warms up the driving unit 101 to raise the temperature of the lubricating oil 110. Specifically, if the lubricating oil temperature is lower than the optimal lubricating oil temperature range, the control unit 11 sets the connection mode to, for example, L1 mode or I1 mode.

[0091] For example, the control unit 11 switches to L1 mode when the inverter outlet temperature is lower than the optimal temperature range for the lubricating oil, and the lubricating oil temperature is equal to or greater than the inverter outlet temperature. In this case, the control unit 11 energizes the d axis of the travel motor 106, raising the temperature of the travel motor 106. The control unit 11 also raises the temperature of the inverter 102. The control unit 11 may also generate heat in the electric heater 6 as needed. The control unit 11 also stops the heat exchange in the chiller 5. The control unit 11 also stops the first pump 9a and drives the second pump 9b.

[0092] In this L1 mode, the heat management fluid X bypasses the traction unit 101. As a result, the heat from the traction motor 106 (heat from the lubricating oil) is not absorbed by the heat management fluid X, and the traction motor 106 is rapidly warmed up by its own heat. Therefore, in L1 mode, the temperature of the lubricating oil 110 can be rapidly increased.

[0093] On the other hand, the control unit 11 switches to I1 mode if the inverter outlet temperature is lower than the lubricating oil's optimal temperature range and the lubricating oil temperature is lower than the inverter outlet temperature. In this case, the control unit 11 energizes the d axis of the travel motor 106 to raise the temperature of the travel motor 106. The control unit 11 also raises the temperature of the inverter 102. The control unit 11 may also generate heat in the electric heater 6 as needed. The control unit 11 also stops the heat exchange in the chiller 5. The control unit 11 also stops the first pump 9a and drives the second pump 9b.

[0094] In this I1 mode, the heat from the inverter 102 is transferred to the traction motor 106 via the thermal management heat transfer medium X. As a result, the traction motor 106 warms up even more rapidly than in L1 mode.

[0095] Furthermore, if the battery outlet temperature (battery temperature) is within the battery optimal temperature range stored in advance, and the lubricating oil temperature is within the lubricating oil optimal temperature range stored in advance (for example, 65°C or more and less than 95°C), the control unit 11 sets the connection mode to D1 mode or H1 mode.

[0096] For example, in L1 mode, the control unit 11 switches to D1 mode or H1 mode when the lubricating oil temperature reaches the optimal temperature range for lubricating oil. For example, in L1 mode, when the lubricating oil temperature reaches the optimal temperature range for lubricating oil and the in-vehicle air conditioning system 20 requires heat, the control unit 11 switches to D1 mode and performs heat exchange using the chiller 5.

[0097] On the other hand, in L1 mode, if the lubricating oil temperature is within the optimal temperature range for the lubricating oil and the in-vehicle air conditioning system 20 does not require heat, the control unit 11 switches to H1 mode and stops the second pump 9b. This eliminates the need for energy to operate the second pump 9b, thereby improving energy efficiency.

[0098] <Battery High Temperature> Next, we will explain the case where the battery 105 is above the preset optimal battery temperature range. If the battery outlet temperature (battery temperature) is above the preset optimal battery temperature range, the control unit 11 sets the connection mode to allow heat to dissipate from the battery 105. Specifically, if the battery 105 is above the optimal battery temperature range, the control unit 11 sets the connection mode to, for example, K1 mode or H1 mode.

[0099] For example, the control unit 11 sets to K1 mode when the inverter outlet temperature is lower than the optimal temperature range for the lubricating oil and the lubricating oil temperature is equal to or higher than the inverter outlet temperature. In this case, the control unit 11 energizes the d axis of the travel motor 106 to raise the temperature of the travel motor 106. The control unit 11 also stops the electric heater 6. The control unit 11 also performs heat exchange in the chiller 5 and the condenser 3. The control unit 11 also drives the first pump 9a and the second pump 9b.

[0100] In this K1 mode, the heat management fluid X bypasses the drive unit 101. As a result, the heat from the drive motor 106 (heat from the lubricating oil) is not absorbed by the heat management fluid X, and the drive motor 106 is rapidly warmed up by its own heat. Therefore, in K1 mode, the temperature of the lubricating oil 110 can be rapidly increased.

[0101] In addition, in K1 mode, the heat management heat transfer medium X is circulated in the battery heat exchange channel 7, and the heat from the battery 105 is transferred to the radiator 2 via the chiller 5 and condenser 3. As a result, the battery 105 can be cooled without being affected by the temperature of the lubricating oil 110, which is warmed up to a temperature higher than the optimal temperature range of the battery 105, and the temperature of the battery 105 can be lowered while warming up the drive motor 106.

[0102] On the other hand, the control unit 11 switches to H1 mode if the inverter outlet temperature is lower than the lubricating oil's optimal temperature range and the lubricating oil temperature is lower than the inverter outlet temperature. In this case, the control unit 11 energizes the d axis of the travel motor 106 to raise the temperature of the travel motor 106. The control unit 11 also stops the electric heater 6. The control unit 11 also performs heat exchange in the chiller 5. The control unit 11 also drives the first pump 9a and the second pump 9b.

[0103] In this H1 mode, the heat from the inverter 102 is transferred to the traction motor 106 via the thermal management heat transfer medium X. As a result, the traction motor 106 warms up even more rapidly than in K1 mode.

[0104] In addition, in H1 mode, the heat management heat transfer medium X is circulated in the battery heat exchange channel 7, and the heat from the battery 105 is recovered by the chiller 5. As a result, the battery 105 can be cooled, and the temperature of the battery 105 can be lowered.

[0105] In H1 mode, when the inverter outlet temperature reaches the appropriate temperature range for lubricating oil, the control unit 11 stops the d-axis power supply to the travel motor 106, stops the electric heater 6, and performs heat exchange in the chiller 5.

[0106] Furthermore, in the D1 mode and H1 mode described above, if the inverter outlet temperature or lubricating oil temperature exceeds the optimal lubricating oil temperature range, it is preferable to increase the amount of heat dissipated by the radiator 2. For example, if the radiator 2 is equipped with a blower fan capable of blowing air, the control unit 11 increases the amount of heat dissipated by the radiator 2 by driving the blower fan.

[0107] [Charging and Power Supply Mode] This section describes the operation of the thermal management system 1 of this embodiment in charging and power supply mode.

[0108] <Low Battery Temperature> First, let's explain the case where the battery 105 is colder than the ambient temperature. If the battery outlet temperature and inverter outlet temperature are below the ambient temperature, the control unit 11 sets the connection mode to, for example, J1 mode.

[0109] In this case, the control unit 11 may stop the drive motor 106 and generate heat in the electric heater 6 as needed. The control unit 11 also stops the heat exchange in the chiller 5. The control unit 11 also drives the first pump 9a and the second pump 9b. However, if the heat management fluid X can be flowed by one pump, either the first pump 9a or the second pump 9b may be stopped.

[0110] In this J1 mode, heat from the outside air is transferred to the battery 105 via the heat management fluid X. As a result, the battery 105 is warmed up. Furthermore, if the electric heater 6 is generating heat, or if the onboard charger 103 is generating heat due to charging, the battery 105 is warmed up even more rapidly.

[0111] <Optimal Battery Temperature> Next, we will explain the case where the battery 105 is within a preset optimal battery temperature range. The control unit 11 sets to K1 mode when the battery outlet temperature (battery temperature) is within the preset optimal battery temperature range, and the inverter outlet temperature is within the optimal battery temperature range or lower than the optimal battery temperature range. In this case, the control unit 11 stops the first pump 9a and drives the second pump 9b. The control unit 11 may also generate heat in the electric heater 6 as needed. The control unit 11 also stops heat exchange in the chiller 5.

[0112] In this K1 mode, the heat management heat transfer medium X is circulated in the battery heat exchange channel 7, keeping the battery 105 warm. In this K1 mode, the first pump 9a is stopped, so the energy required to operate the first pump 9a is not needed, improving energy efficiency. Also in this K1 mode, if, for example, the charge amount or power supply (discharge) amount of the battery 105 is less than a predetermined value, and neither heating nor cooling of the battery 105 is required, the second pump 9b can also be stopped. In this case, the energy required to operate the second pump 9b is also not needed, further improving energy efficiency.

[0113] Furthermore, if the operation of the traction motor 106 is anticipated, the control unit 11 may switch from the K1 mode described above to the I1 mode. In this I1 mode, the first pump 9a is stopped and the second pump 9b is driven. In this I1 mode, heat from the onboard charger 103 and DC / DC converter 104 is transferred to the traction motor 106, allowing the traction motor 106 to be preheated.

[0114] Furthermore, the control unit 11 sets to C1 mode if the battery outlet temperature (battery temperature) is within the battery optimal temperature range stored in advance, and the inverter outlet temperature is higher than the battery outlet temperature. In this case, the control unit 11 drives the first pump 9a and stops the second pump 9b. The control unit 11 also stops the electric heater 6. The control unit 11 may also perform heat exchange in the chiller 5.

[0115] In this C1 mode, the thermal management heat transfer medium X bypasses the battery 105, allowing heat from the onboard charger 103 and DC / DC converter 104 to be transferred to the radiator 2, where it can dissipate heat to the outside air. This also suppresses the temperature rise of the battery 105 caused by the heat generated by the onboard charger 103 and DC / DC converter 104. Furthermore, in this C1 mode, the second pump 9b is stopped, eliminating the need for energy to operate the second pump 9b and thus improving fuel efficiency.

[0116] Furthermore, if the operation of the traction motor 106 is anticipated, the control unit 11 may switch from the C1 mode described above to the D1 mode. In this D1 mode, heat from the onboard charger 103 and the DC / DC converter 104 is transferred to the traction motor 106, allowing the traction motor 106 to be preheated.

[0117] Furthermore, in the C1 mode and D1 mode described above, if the inverter outlet temperature is even higher than the battery outlet temperature, it is preferable to increase the amount of heat dissipated by the radiator 2. For example, if the radiator 2 is equipped with a blower fan capable of blowing air, the control unit 11 increases the amount of heat dissipated by the radiator 2 by driving the blower fan.

[0118] <Battery High Temperature> Next, we will explain the case where the battery 105 is above the preset optimal battery temperature range. If the battery outlet temperature (battery temperature) is above the preset optimal battery temperature range, the control unit 11 sets the connection mode to, for example, J1 mode.

[0119] In this case, the control unit 11 stops the drive motor 106 and the electric heater 6. The control unit 11 may also perform heat exchange in the chiller 5. The control unit 11 also drives the first pump 9a and the second pump 9b. However, if the heat management fluid X can be flowed by one pump, either the first pump 9a or the second pump 9b may be stopped.

[0120] In this J1 mode, the heat from the battery 105 is dissipated to the outside air via the thermal management heat transfer medium X, and the battery 105 is cooled. This allows the temperature of the battery 105 to be lowered. Furthermore, if, for example, the radiator 2 is equipped with a blower fan capable of blowing air, the control unit 11 increases the amount of heat dissipated from the radiator 2 by driving the blower fan.

[0121] Furthermore, if the operation of the traction motor 106 is anticipated, the control unit 11 may switch from the J1 mode described above to the G1 mode. In this G1 mode, heat from the battery 105, etc., is transferred to the traction motor 106, allowing the traction motor 106 to be preheated.

[0122] The thermal management system 1 of this embodiment, as described above, performs thermal management of a thermally controlled object, including a traction unit 101 that uses lubricating oil. The thermal management system 1 of this embodiment also includes an air conditioning heat transfer medium heat exchange channel 4, a battery heat exchange channel 7, a traction unit heat exchange channel 8, and a multi-way valve 10. The air conditioning heat transfer medium heat exchange channel 4 guides the thermal management heat transfer medium X so that it can pass through a capacitor 3 that performs heat exchange between the air conditioning heat transfer medium Y and the thermal management heat transfer medium X. The battery heat exchange channel 7 guides the thermal management heat transfer medium X so that it can pass through the battery 105. The traction unit heat exchange channel 8 guides the thermal management heat transfer medium X so that it can pass through the traction unit 101. The multi-way valve 10 is connected to each of the air conditioning heat transfer medium heat exchange channel 4, the battery heat exchange channel 7, and the traction unit heat exchange channel 8, and can switch the destination of the thermal management heat transfer medium X.

[0123] Furthermore, in the thermal management system 1 of this embodiment, the heat exchange passage 8 of the traction unit includes an oil cooler passage 8a and an oil cooler bypass passage 8b. The oil cooler passage 8a passes through the traction unit 101. The oil cooler bypass passage 8b is connected to the oil cooler passage 8a upstream of the traction unit 101 and guides the heat management heat transfer medium X while avoiding the traction unit 101.

[0124] The multi-way valve 10 is connected to the upstream end of the air conditioning heat transfer medium heat exchange passage 4, the downstream end of the air conditioning heat transfer medium heat exchange passage 4, the upstream end of the battery heat exchange passage 7, the downstream end of the battery heat exchange passage 7, the upstream end of the oil cooler passage 8a which is the upstream end of the drive unit heat exchange passage 8, the downstream end of the oil cooler passage 8a which is one of the downstream ends of the drive unit heat exchange passage 8, and the downstream end of the oil cooler bypass passage 8b which is one of the downstream ends of the drive unit heat exchange passage 8.

[0125] The thermal management system 1 of this embodiment includes a heat exchange passage 8 for the traction unit 101 that guides the heat management fluid X to pass through. Therefore, the thermal management system 1 of this embodiment can raise or cool the lubricating oil of the traction unit 101 by heat exchange with the heat management fluid X. In addition, the thermal management system 1 of this embodiment includes an oil cooler bypass passage 8b that guides the heat management fluid X while avoiding the traction unit 101. Therefore, the thermal management system 1 of this embodiment can guide the heat management fluid X so that it does not exchange heat with the lubricating oil. Consequently, the thermal management system 1 of this embodiment can raise the temperature of the lubricating oil in a short time. With this thermal management system 1 of this embodiment, the traction unit 101 that uses lubricating oil is subject to thermal management, and it is possible to improve energy efficiency by shortening the heating period to the appropriate temperature of the lubricating oil.

[0126] Furthermore, the thermal management system 1 of this embodiment includes a control unit 11 that controls the multi-way valve 10. The control unit 11 can switch between a drive unit fluid flow mode and a drive unit bypass mode. In the drive unit fluid flow mode, the downstream end of the air conditioning heat medium heat exchange flow path 4 or the downstream end of the battery heat exchange flow path 7 is connected to the upstream end of the oil cooler passage flow path 8a, and the downstream end of the oil cooler passage flow path 8a is connected to the upstream end of the air conditioning heat medium heat exchange flow path 4 or the upstream end of the battery heat exchange flow path 7. In the drive unit bypass mode, the downstream end of the air conditioning heat medium heat exchange flow path 4 or the downstream end of the battery heat exchange flow path 7 is connected to the upstream end of the oil cooler passage flow path 8a, and the downstream end of the oil cooler bypass flow path 8b is connected to the upstream end of the air conditioning heat medium heat exchange flow path 4 or the upstream end of the battery heat exchange flow path 7.

[0127] The thermal management system 1 of this embodiment can automatically switch between the drive unit fluid flow mode and the drive unit bypass mode based on the control of the control unit 11. Therefore, the thermal management system 1 of this embodiment can appropriately switch between the drive unit fluid flow mode and the drive unit bypass mode compared to the case where the drive unit fluid flow mode and the drive unit bypass mode are switched manually.

[0128] Furthermore, in the thermal management system 1 of this embodiment, the control unit 11 increases the heat generated by the travel unit 101 when the temperature of the lubricating oil is lower than a predetermined optimal temperature range for the lubricating oil. For example, in the thermal management system 1 of this embodiment, the control unit 11 increases the heat generated by the travel unit 101 by energizing the d axis of the travel motor 106. In this way, the thermal management system 1 of this embodiment can raise the temperature of the lubricating oil to the appropriate temperature in a shorter time by increasing the heat generated by the travel unit 101.

[0129] Furthermore, in the thermal management system 1 of this embodiment, the control unit 11 switches between the drive unit fluid flow mode and the drive unit bypass mode based on the temperature of the heat management fluid X in the battery heat exchange passage 7 (battery outlet temperature), the temperature of the heat management fluid X in the drive unit heat exchange passage 8 (oil cooler outlet temperature and inverter outlet temperature), and the lubricating oil temperature.

[0130] The thermal management system 1 of this embodiment can switch between a drive unit fluid flow mode and a drive unit bypass mode at an appropriate timing based on the battery outlet temperature, oil cooler outlet temperature, inverter outlet temperature, and lubricating oil temperature.

[0131] Furthermore, in the thermal management system 1 of this embodiment, the control unit 11 controls the multi-way valve 10 so that when the temperature of the thermal management heat medium X that has passed through the battery 105 is lower than a preset battery optimal temperature range, such as in I1 mode or G1 mode, and the driving unit fluid flow mode is activated, the thermal management heat medium X that has been heated in the oil cooler passage 8a is supplied to the upstream end of the battery heat exchange passage 7.

[0132] The thermal management system 1 of this embodiment can transfer heat from the traction unit 101 to the battery 105. Therefore, the thermal management system 1 of this embodiment can use the heat from the traction unit 101 to raise the temperature of the battery 105.

[0133] Furthermore, the thermal management system 1 of this embodiment includes a radiator 2. The radiator 2 is positioned so that the heat exchange passage 4 for the air conditioning heat medium passes through it, and is capable of exchanging heat with the outside air. In this thermal management system 1 of this embodiment, for example, when the temperature of the heat management heat medium X that has passed through the battery 105 is lower than the outside temperature, the control unit 11 controls the multi-way valve 10 so that, as in G1 mode, the heat management heat medium X discharged from the downstream end of the oil cooler passage 8a is supplied to the upstream end of the air conditioning heat medium heat exchange passage 4, and the heat management heat medium X discharged from the downstream end of the air conditioning heat medium heat exchange passage 4 is supplied to the upstream end of the battery heat exchange passage 7.

[0134] The thermal management system 1 of this embodiment can transfer heat from the outside air to the battery 105. Therefore, the thermal management system 1 of this embodiment can raise the temperature of the battery 105 using heat from the outside air.

[0135] Furthermore, in the thermal management system 1 of this embodiment, the control unit 11 switches from the drive unit fluid flow mode to the drive unit bypass mode, as in the J1 mode, when the lubricating oil temperature falls below the temperature of the heat management heat medium X supplied to the drive unit 101.

[0136] The thermal management system 1 of this embodiment can prevent the heat necessary to raise the temperature of the traction unit 101 from being absorbed by the thermal management heat transfer medium X. Therefore, the thermal management system 1 of this embodiment can raise the temperature of the lubricating oil to the appropriate temperature in a shorter time.

[0137] Furthermore, in the thermal management system 1 of this embodiment, when the temperature of the thermal management heat medium X that has passed through the battery 105 is within a preset battery optimal temperature range and the driving unit bypass mode is activated, the control unit 11 controls the multi-way valve 10 so that, as in L1 mode, the thermal management heat medium X discharged from the downstream end of the oil cooler bypass passage 8b is supplied to the upstream end of the battery heat exchange passage 7, and the thermal management heat medium X discharged from the downstream end of the battery heat exchange passage 7 is supplied to the upstream end of the driving unit heat exchange passage 8.

[0138] The thermal management system 1 of this embodiment can prevent the heat necessary to raise the temperature of the traction unit 101 from being absorbed by the thermal management heat transfer medium X. Therefore, the thermal management system 1 of this embodiment can raise the temperature of the lubricating oil to the appropriate temperature in a shorter time.

[0139] Furthermore, in the thermal management system 1 of this embodiment, the control unit 11 switches from the drive unit bypass mode to the drive unit fluid flow mode, as in the I1 mode, when the temperature of the thermal management heat medium X (inverter outlet temperature) at the upstream end of the oil cooler bypass passage 8b becomes higher than the temperature of the lubricating oil in the L1 mode.

[0140] In this embodiment, the thermal management system 1 can transfer heat from the inverter 102 to the traction motor 106, allowing the traction motor 106 to warm up in a shorter time.

[0141] Furthermore, the thermal management system 1 of this embodiment includes a chiller 5 and a condenser 3. The chiller 5 is positioned so that the battery heat exchange channel 7 passes through it, and recovers the heat from the thermal management heat medium X in the battery heat exchange channel 7 into the air conditioning heat medium Y based on the control of the control unit 11. The condenser 3 releases some or all of the heat from the thermal management heat medium X recovered in the air conditioning heat medium Y by the chiller 5 into the thermal management heat medium X in the air conditioning heat medium heat exchange channel 4. In addition, when the temperature of the thermal management heat medium X that has passed through the battery 105 is higher than a preset battery optimal temperature range, the control unit 11 controls the multi-way valve 10 to circulate the thermal management heat medium X in the battery heat exchange channel 7 by supplying the thermal management heat medium X discharged from the downstream end of the battery heat exchange channel 7 to the upstream end of the battery heat exchange channel 7, for example, in K1 mode or H1 mode, causing the chiller 5 to recover the heat from the thermal management heat medium X.

[0142] In this embodiment of the thermal management system 1, the chiller 5 recovers heat from the thermal management heat transfer medium X and makes it available for use in the in-vehicle air conditioning system 20. As a result, the power required by the in-vehicle air conditioning system 20 can be reduced, and the energy efficiency of the vehicle 100 can be improved.

[0143] Furthermore, in the thermal management system 1 of this embodiment, when the drive unit bypass mode is selected, the control unit 11 controls the multi-way valve 10 so that, for example, as in K1 mode, the heat management fluid X discharged from the downstream end of the oil cooler bypass passage 8b is supplied to the upstream end of the air conditioning heat exchange passage 4, and the heat management fluid X discharged from the downstream end of the air conditioning heat exchange passage 4 is supplied to the upstream end of the drive unit heat exchange passage 8.

[0144] The thermal management system 1 of this embodiment can prevent the heat necessary to raise the temperature of the traction unit 101 from being absorbed by the thermal management heat transfer medium X. Therefore, the thermal management system 1 of this embodiment can raise the temperature of the lubricating oil to the appropriate temperature in a shorter time.

[0145] Furthermore, in the thermal management system 1 of this embodiment, when the drive unit fluid flow mode is activated, the control unit 11 controls the multi-way valve 10 so that, for example, in H1 mode, the thermal management heat medium X discharged from the downstream end of the oil cooler passage 8a is supplied to the upstream end of the air conditioning heat medium heat exchange passage 4, and the thermal management heat medium X discharged from the downstream end of the air conditioning heat medium heat exchange passage 4 is supplied to the upstream end of the drive unit heat exchange passage 8.

[0146] In this embodiment, the thermal management system 1 can isolate the battery heat exchange channel 7 from the air conditioning heat transfer medium heat exchange channel 4 and the traction unit heat exchange channel 8. Furthermore, the thermal management system 1 can recover the heat from the heat management medium X in the battery heat exchange channel 7 using the chiller 5 and release it to the heat management medium X in the air conditioning heat transfer medium heat exchange channel 4 using the condenser 3. Moreover, the thermal management system 1 can control the flow rate of the heat management medium X in the air conditioning heat transfer medium heat exchange channel 4 and the battery heat exchange channel 7 by controlling the first pump 9a and the second pump 9b. As a result, the thermal management system 1 can cool the battery 105 without being affected by the temperature rise of the lubricating oil 110, which is higher than the optimal temperature range of the battery 105, or by the temperature fluctuations of the outside air. This makes it possible to raise the temperature of the lubricating oil to the optimal temperature range, while keeping the temperature of the battery 105 at the optimal temperature. In addition, for example, the second pump 9b can be stopped to reduce power consumption and improve energy efficiency. Furthermore, for example, the first pump 9a can be stopped to reduce power consumption and improve energy efficiency.

[0147] Furthermore, in the thermal management system 1 of this embodiment, the battery heat exchange flow path 7 includes a battery passage flow path 7a that passes through the battery 105 and a battery bypass flow path 7b that bypasses the battery 105. Therefore, the thermal management system 1 of this embodiment can guide the heat management fluid X so that it does not pass through the battery 105.

[0148] Furthermore, in the thermal management system 1 of this embodiment, the multi-way valve 10 is connected to the downstream end of the battery passage 7a, which is one of the downstream ends of the battery heat exchange passage 7, and to the downstream end of the battery bypass passage 7b, which is also one of the downstream ends of the battery heat exchange passage 7. In addition, in the thermal management system 1 of this embodiment, when the temperature of the heat management fluid X that has passed through the battery 105 is within a preset battery optimal temperature range and the driving unit fluid passage mode is activated, the control unit 11 controls the multi-way valve 10 so that, for example, in D1 mode, the heat management fluid X discharged from the downstream end of the oil cooler passage 8a is supplied to the upstream end of the battery heat exchange passage 7, the heat management fluid X discharged from the downstream end of the battery heat exchange passage 7 is supplied to the upstream end of the air conditioning heat medium heat exchange passage 4, and the heat management fluid X discharged from the downstream end of the air conditioning heat medium heat exchange passage 4 is supplied to the upstream end of the driving unit heat exchange passage 8.

[0149] In this embodiment, the thermal management system 1 prevents heat from the battery 105 from being absorbed by the thermal management heat transfer medium X, and can transfer heat from the inverter 102, etc., to the traction unit 101 via the thermal management heat transfer medium X, thereby raising the temperature of the lubricating oil in a shorter time.

[0150] Furthermore, in the thermal management system 1 of this embodiment, the control unit 11 can, for example as shown in K1 mode, supply the thermal management heat medium X discharged from the downstream end of the battery heat exchange channel 7 to the upstream end of the battery heat exchange channel 7, thereby controlling the multi-way valve 10 to circulate the thermal management heat medium X only in the battery heat exchange channel 7 among the air conditioning heat medium heat exchange channel 4, the battery heat exchange channel 7, and the driving unit heat exchange channel 8, and it is also possible to stop the recovery of heat from the thermal management heat medium X in the chiller 5.

[0151] In this embodiment of the thermal management system 1, the first pump 9a is stopped, and the recovery of heat from the heat management medium X in the chiller 5 is stopped, while the drive motor 106 is warmed up. Therefore, in this embodiment of the thermal management system 1, the heat of the drive motor 106 (heat from the lubricating oil) is not taken away by the heat management medium X, and the drive motor 106 is rapidly warmed up by its own heat. As a result, the energy efficiency can be improved. In addition, in this embodiment of the thermal management system 1, the battery 105 can be kept warm and the lubricating oil can be heated up. Therefore, in this embodiment of the thermal management system 1, the heating period to the appropriate temperature of the lubricating oil can be shortened and the energy efficiency can be improved. Furthermore, by stopping the first pump 9a, power consumption can be reduced and the energy efficiency can be improved.

[0152] Furthermore, the thermal management system 1 of this embodiment includes, for example, a battery passage channel 7a that passes through the battery 105 and a battery bypass channel 7b that bypasses the battery 105. The multi-way valve 10 is connected to the downstream end of the battery passage channel 7a, which is one of the downstream ends of the battery heat exchange channel 7, and to the downstream end of the battery bypass channel 7b, which is also one of the downstream ends of the battery heat exchange channel 7. Furthermore, in the thermal management system 1 of this embodiment, the control unit 11 controls the multi-way valve 10 so that, for example, in C1 mode, the thermal management heat medium X discharged from the downstream end of the oil cooler bypass passage 8b is supplied to the upstream end of the battery heat exchange passage 7, the thermal management heat medium X discharged from the downstream end of the battery bypass passage is supplied to the upstream end of the air conditioning heat medium heat exchange passage 4, and the thermal management heat medium X discharged from the downstream end of the air conditioning heat medium heat exchange passage 4 is supplied to the upstream end of the traction unit heat exchange passage 8.

[0153] In this embodiment, the thermal management system 1 guides the thermal management fluid X to bypass the battery 105 in the charging and power supply mode, for example, thereby suppressing the temperature rise of the battery 105 caused by the heat generated by the onboard charger 103 and the DC / DC converter 104. Furthermore, in this embodiment, the thermal management system 1 allows the second pump 9b to be stopped, eliminating the need for energy to operate the second pump 9b and improving energy efficiency.

[0154] Furthermore, the thermal management system 1 of this embodiment includes an electric heater 6 that heats the thermal management heat transfer medium X that passes through the battery 105. By generating heat with the electric heater 6, the thermal management system 1 of this embodiment makes it possible to warm up the battery 105 in a short time.

[0155] Furthermore, in the heat management system 1 of this embodiment, the multi-way valve 10 comprises a first core 10d, a second core 10e, a first motor 10b that drives the first core 10d, and a second motor 10c that drives the second core 10e. The first core 10d opens and closes the upstream end of the air conditioning heat medium heat exchange passage 4, the upstream end of the battery heat exchange passage 7, the downstream end of the oil cooler passage 8a which is one of the downstream ends of the traction unit heat exchange passage 8, and the downstream end of the oil cooler bypass passage 8b which is one of the downstream ends of the traction unit heat exchange passage 8. The second core 10e opens and closes the downstream end of the air conditioning heat medium heat exchange passage 4, the downstream end of the battery heat exchange passage 7, and the upstream end of the traction unit heat exchange passage 8. Furthermore, the first core 10d and the second core 10e are equipped with ports (first port 10d1 and second port 10e1) through which the heat management heat transfer medium X can be injected and discharged.

[0156] In this embodiment, the thermal management system 1 is equipped with a motor to drive the first core 10d and a motor to drive the second core 10e, so that the first core 10d and the second core 10e can be driven separately. Therefore, the heat exchange flow path 4 for the air conditioning heat medium, the battery heat exchange flow path 7, and the heat exchange flow path 8 for the driving unit can be connected in a variety of connection modes.

[0157] (Second Embodiment) Next, a second embodiment of the present invention will be described with reference to Figures 12 to 23. In this description, parts that are the same as those of the first embodiment will be omitted or simplified.

[0158] Figure 12 is a system configuration diagram showing the schematic configuration of the thermal management system 1A of this embodiment. Note that the control unit 11 is omitted in Figure 12. As shown in Figure 12, in the thermal management system 1A of this embodiment, the heat exchange flow path 4 for the heat medium for air conditioning includes a radiator passage flow path 4a and a radiator bypass flow path 4b. The radiator passage flow path 4a is a flow path provided to pass through the radiator 2. The radiator bypass flow path 4b is a flow path provided to bypass the radiator 2. These radiator passage flow path 4a and radiator bypass flow path 4b and their branching points are located upstream of the radiator 2 and downstream of the condenser 3.

[0159] The downstream end of the radiator passage 4a is one of the downstream ends of the air conditioning heat exchange passage 4. Similarly, the downstream end of the radiator bypass passage 4b ​​is also one of the downstream ends of the air conditioning heat exchange passage 4. In other words, the air conditioning heat exchange passage 4 has two downstream ends: the downstream end of the radiator passage 4a and the downstream end of the radiator bypass passage 4b. These downstream ends of the radiator passage 4a and the radiator bypass passage 4b ​​are each connected to the multi-way valve 10.

[0160] Furthermore, in this embodiment, the battery heat exchange channel 7 is not branched into a battery passage channel 7a and a battery bypass channel 7b. In other words, in this embodiment, there is only one downstream end of the battery heat exchange channel 7, which is connected to the multi-way valve 10.

[0161] Furthermore, the electric heater 6 is installed between the chiller 5 and the battery 105 in the battery heat exchange flow path 7. Also, the second pump 9b is installed between the battery 105 and the multi-way valve 10. Furthermore, the first pump 9a is installed between the condenser 3 and the multi-way valve 10.

[0162] In this embodiment, the multi-way valve 10 is connected to the upstream end of the air conditioning heat transfer medium heat exchange passage 4, the downstream end of the radiator passage 4a of the air conditioning heat transfer medium heat exchange passage 4, the downstream end of the radiator bypass passage 4b ​​of the air conditioning heat transfer medium heat exchange passage 4, the upstream end of the battery heat exchange passage 7, the downstream end of the battery heat exchange passage 7, the upstream end of the drive unit heat exchange passage 8, the downstream end of the oil cooler passage 8a of the drive unit heat exchange passage 8, and the downstream end of the oil cooler bypass passage 8b of the drive unit heat exchange passage 8.

[0163] Figure 13 is a schematic diagram showing the general configuration of the multi-way valve 10 in this embodiment. Note that the first motor 10b and the second motor 10c are omitted in Figure 13. As shown in this figure, in this embodiment, the first core 10d is connected to the downstream end of the radiator passage 4a, the downstream end of the oil cooler bypass passage 8b, the downstream end of the oil cooler passage 8a, and the upstream end of the heat exchange passage 4 for air conditioning. The first core 10d opens and closes these downstream ends of the radiator passage 4a, the oil cooler bypass passage 8b, the oil cooler passage 8a, and the upstream end of the heat exchange passage 4 for air conditioning.

[0164] In this embodiment, the second core 10e is connected to the downstream end of the radiator bypass passage 4b, the downstream end of the battery heat exchange passage 7, the upstream end of the battery heat exchange passage 7, and the upstream end of the drive unit heat exchange passage 8. The second core 10e opens and closes these connections between the downstream end of the radiator bypass passage 4b, the downstream end of the battery heat exchange passage 7, the upstream end of the battery heat exchange passage 7, and the upstream end of the drive unit heat exchange passage 8.

[0165] Furthermore, in this embodiment, the multi-way valve 10 has a connecting channel 10f that connects the first core 10d and the second core 10e, as shown in Figure 13. One end of this connecting channel 10f is connected to the first core 10d and the other end is connected to the second core 10e.

[0166] In this embodiment, the control unit 11 also controls the multi-way valve 10 based on the temperature of the heat management medium X in the heat exchange flow path 4 for air conditioning. Specifically, in this embodiment, the control unit 11 controls the multi-way valve 10 using the temperatures of the heat management medium X at points A, B, C, and D in Figure 12. Point D is the temperature of the heat management medium X upstream of the radiator 2. The temperature of the heat management medium X at point D is referred to as the radiator inlet temperature.

[0167] In this embodiment, the control unit 11 can switch the connection mode to the A2 mode shown in Figure 14, the B2 mode shown in Figure 15, the C2 mode shown in Figure 16, the D2 mode shown in Figure 17, the E2 mode shown in Figure 18, the F2 mode shown in Figure 19, the G2 mode shown in Figure 20, the H2 mode shown in Figure 21, the I2 mode shown in Figure 22, and the J2 mode shown in Figure 23.

[0168] As shown in Figure 14, mode A2 is a mode in which the downstream end of the battery heat exchange passage 7 is connected to the upstream end of the drive unit heat exchange passage 8, the downstream end of the oil cooler passage 8a is connected to the upstream end of the air conditioning heat transfer medium heat exchange passage 4, and the downstream end of the radiator bypass passage 4b ​​is connected to the upstream end of the battery heat exchange passage 7.

[0169] In A2 mode, the heat management heat transfer medium X circulates in the following order: downstream end of the battery heat exchange passage 7, multi-way valve 10, drive unit heat exchange passage 8, downstream end of the oil cooler passage 8a, multi-way valve 10, upstream end of the air conditioning heat transfer medium heat exchange passage 4, downstream end of the radiator bypass passage 4b, multi-way valve 10, upstream end of the battery heat exchange passage 7, and downstream end of the battery heat exchange passage 7.

[0170] In this A2 mode, the heat management fluid X flows through the oil cooler 109 (i.e., the traction unit 101). Also in this A2 mode, the heat management fluid X flows by bypassing the radiator 2. In other words, A2 mode is a traction unit fluid flow mode in which the heat management fluid X passes through the traction unit 101.

[0171] As shown in Figure 15, mode B2 is a mode in which the downstream end of the battery heat exchange passage 7 is connected to the upstream end of the battery heat exchange passage 7, the downstream end of the oil cooler passage 8a is connected to the upstream end of the air conditioning heat transfer medium heat exchange passage 4, and the downstream end of the radiator bypass passage 4b ​​is connected to the upstream end of the traction unit heat exchange passage 8.

[0172] In B2 mode, the heat management fluid X circulates in the following order: downstream end of the battery heat exchange passage 7, multi-way valve 10, upstream end of the battery heat exchange passage 7, and downstream end of the battery heat exchange passage 7. Also in B2 mode, the heat management fluid X circulates in the following order: downstream end of the oil cooler passage 8a, multi-way valve 10, upstream end of the air conditioning heat medium heat exchange passage 4, downstream end of the radiator bypass passage 4b, multi-way valve 10, upstream end of the drive unit heat exchange passage 8, and downstream end of the oil cooler passage 8a.

[0173] In this B2 mode, the heat management fluid X flows through the oil cooler 109 (i.e., the drive unit 101). Also in this B2 mode, the heat management fluid X flows by bypassing the radiator 2. In other words, B2 mode is a drive unit fluid flow mode in which the heat management fluid X passes through the drive unit 101. In B2 mode, the second pump 9b may be stopped to stop the flow of the heat management fluid X in the battery heat exchange passage 7.

[0174] As shown in Figure 16, mode C2 is a mode in which the downstream end of the battery heat exchange passage 7 is connected to the upstream end of the battery heat exchange passage 7, the downstream end of the oil cooler passage 8a is connected to the upstream end of the air conditioning heat transfer medium heat exchange passage 4, and the downstream end of the radiator passage 4a is connected to the upstream end of the traction unit heat exchange passage 8.

[0175] In C2 mode, the heat management fluid X circulates in the following order: downstream end of the battery heat exchange passage 7, multi-way valve 10, upstream end of the battery heat exchange passage 7, and downstream end of the battery heat exchange passage 7. Also in C2 mode, the heat management fluid X circulates in the following order: downstream end of the oil cooler passage 8a, multi-way valve 10, upstream end of the air conditioning heat medium heat exchange passage 4, downstream end of the radiator passage 4a, multi-way valve 10, upstream end of the drive unit heat exchange passage 8, and downstream end of the oil cooler passage 8a.

[0176] In this C2 mode, the heat management fluid X flows through the oil cooler 109 (i.e., the traction unit 101). Also in this C2 mode, the heat management fluid X flows through the radiator 2. In other words, the C2 mode is a traction unit fluid flow mode in which the heat management fluid X passes through the traction unit 101.

[0177] As shown in Figure 17, the D2 mode is a mode in which the downstream end of the battery heat exchange passage 7 is connected to the upstream end of the drive unit heat exchange passage 8, the downstream end of the oil cooler passage 8a is connected to the upstream end of the air conditioning heat transfer medium heat exchange passage 4, and the downstream end of the radiator passage 4a is connected to the upstream end of the battery heat exchange passage 7.

[0178] In D2 mode, the heat management heat transfer medium X circulates in the following order: downstream end of the battery heat exchange passage 7, multi-way valve 10, upstream end of the drive unit heat exchange passage 8, downstream end of the oil cooler passage 8a, multi-way valve 10, upstream end of the air conditioning heat transfer medium heat exchange passage 4, downstream end of the radiator passage 4a, multi-way valve 10, upstream end of the battery heat exchange passage 7, and downstream end of the battery heat exchange passage 7.

[0179] In this D2 mode, the heat management fluid X flows through the oil cooler 109 (i.e., the traction unit 101). Also in this D2 mode, the heat management fluid X flows through the radiator 2. In other words, D2 mode is a traction unit fluid flow mode in which the heat management fluid X passes through the traction unit 101.

[0180] As shown in Figure 18, the E2 mode is a mode in which the downstream end of the battery heat exchange passage 7 is connected to the upstream end of the drive unit heat exchange passage 8, the downstream end of the oil cooler passage 8a is connected to the upstream end of the battery heat exchange passage 7, and the downstream end of the radiator passage 4a is connected to the upstream end of the air conditioning heat transfer medium heat exchange passage 4.

[0181] In E2 mode, the heat management fluid X circulates in the following order: downstream end of the battery heat exchange passage 7, multi-way valve 10, upstream end of the drive unit heat exchange passage 8, downstream end of the oil cooler passage 8a, multi-way valve 10, upstream end of the battery heat exchange passage 7, and downstream end of the battery heat exchange passage 7. In addition, in E2 mode, the heat management fluid X circulates in the following order: downstream end of the radiator passage 4a, multi-way valve 10, upstream end of the air conditioning heat fluid heat exchange passage 4, and downstream end of the radiator passage 4a.

[0182] In this E2 mode, the heat management fluid X flows through the oil cooler 109 (i.e., the traction unit 101). Also in this E2 mode, the heat management fluid X flows through the radiator 2. In other words, the E2 mode is a traction unit fluid flow mode in which the heat management fluid X passes through the traction unit 101.

[0183] As shown in Figure 19, the F2 mode is a mode in which the downstream end of the battery heat exchange passage 7 is connected to the upstream end of the drive unit heat exchange passage 8, the downstream end of the oil cooler bypass passage 8b is connected to the upstream end of the air conditioning heat transfer medium heat exchange passage 4, and the downstream end of the radiator bypass passage 4b ​​is connected to the upstream end of the battery heat exchange passage 7.

[0184] In F2 mode, the heat management heat transfer medium X circulates in the following order: downstream end of the battery heat exchange passage 7, multi-way valve 10, drive unit heat exchange passage 8, downstream end of the oil cooler bypass passage 8b, multi-way valve 10, upstream end of the air conditioning heat transfer medium heat exchange passage 4, downstream end of the radiator bypass passage 4b, multi-way valve 10, upstream end of the battery heat exchange passage 7, and downstream end of the battery heat exchange passage 7.

[0185] In this F2 mode, the heat management fluid X flows by bypassing the oil cooler 109 (i.e., the traction unit 101). Also in this F2 mode, the heat management fluid X flows by bypassing the radiator 2. In other words, F2 mode is a traction unit bypass mode in which the heat management fluid X bypasses the traction unit 101.

[0186] As shown in Figure 20, the G2 mode is a mode in which the downstream end of the battery heat exchange channel 7 is connected to the upstream end of the battery heat exchange channel 7, the downstream end of the oil cooler bypass channel 8b is connected to the upstream end of the air conditioning heat transfer medium heat exchange channel 4, and the downstream end of the radiator bypass channel 4b is connected to the upstream end of the traction unit heat exchange channel 8.

[0187] In G2 mode, the heat management fluid X circulates in the following order: downstream end of the battery heat exchange passage 7, multi-way valve 10, upstream end of the battery heat exchange passage 7, and downstream end of the battery heat exchange passage 7. Also in G2 mode, the heat management fluid X circulates in the following order: downstream end of the oil cooler bypass passage 8b, multi-way valve 10, upstream end of the air conditioning heat medium heat exchange passage 4, downstream end of the radiator bypass passage 4b, multi-way valve 10, upstream end of the drive unit heat exchange passage 8, and downstream end of the oil cooler bypass passage 8b.

[0188] In this G2 mode, the thermal management heat transfer medium X flows by bypassing the oil cooler 109 (i.e., the traction unit 101). Also in this G2 mode, the thermal management heat transfer medium X flows by bypassing the radiator 2. In other words, G2 mode is a traction unit bypass mode in which the thermal management heat transfer medium X bypasses the traction unit 101. In G2 mode, the second pump 9b may be stopped, and the flow of the thermal management heat transfer medium X in the battery heat exchange passage 7 may be stopped.

[0189] As shown in Figure 21, the H2 mode is a mode in which the downstream end of the battery heat exchange channel 7 is connected to the upstream end of the battery heat exchange channel 7, the downstream end of the oil cooler bypass channel 8b is connected to the upstream end of the air conditioning heat transfer medium heat exchange channel 4, and the downstream end of the radiator passage channel 4a is connected to the upstream end of the traction unit heat exchange channel 8.

[0190] In H2 mode, the heat management fluid X circulates in the following order: downstream end of the battery heat exchange passage 7, multi-way valve 10, upstream end of the battery heat exchange passage 7, and downstream end of the battery heat exchange passage 7. Also in H2 mode, the heat management fluid X circulates in the following order: downstream end of the oil cooler bypass passage 8b, multi-way valve 10, upstream end of the air conditioning heat medium heat exchange passage 4, downstream end of the radiator passage 4a, multi-way valve 10, upstream end of the drive unit heat exchange passage 8, and downstream end of the oil cooler bypass passage 8b.

[0191] In this H2 mode, the heat management fluid X flows by bypassing the oil cooler 109 (i.e., the traction unit 101). Also in this H2 mode, the heat management fluid X flows through the radiator 2. In other words, the H2 mode is a traction unit bypass mode in which the heat management fluid X bypasses the traction unit 101.

[0192] As shown in Figure 22, mode I2 is a mode in which the downstream end of the battery heat exchange passage 7 is connected to the upstream end of the drive unit heat exchange passage 8, the downstream end of the oil cooler bypass passage 8b is connected to the upstream end of the air conditioning heat transfer medium heat exchange passage 4, and the downstream end of the radiator passage 4a is connected to the upstream end of the battery heat exchange passage 7.

[0193] In I2 mode, the heat management heat transfer medium X circulates in the following order: downstream end of the battery heat exchange passage 7, multi-way valve 10, upstream end of the drive unit heat exchange passage 8, downstream end of the oil cooler bypass passage 8b, multi-way valve 10, upstream end of the air conditioning heat transfer medium heat exchange passage 4, downstream end of the radiator passage 4a, multi-way valve 10, upstream end of the battery heat exchange passage 7, and downstream end of the battery heat exchange passage 7.

[0194] In this I2 mode, the thermal management heat transfer medium X flows by bypassing the oil cooler 109 (i.e., the traction unit 101). Also in this I2 mode, the thermal management heat transfer medium X flows through the radiator 2. In other words, the I2 mode is a traction unit bypass mode in which the thermal management heat transfer medium X bypasses the traction unit 101.

[0195] As shown in Figure 23, the J2 mode is a mode in which the downstream end of the battery heat exchange passage 7 is connected to the upstream end of the drive unit heat exchange passage 8, the downstream end of the oil cooler bypass passage 8b is connected to the upstream end of the battery heat exchange passage 7, and the downstream end of the radiator passage 4a is connected to the upstream end of the air conditioning heat transfer medium heat exchange passage 4.

[0196] In J2 mode, the heat management fluid X circulates in the following order: downstream end of the battery heat exchange passage 7, multi-way valve 10, upstream end of the drive unit heat exchange passage 8, downstream end of the oil cooler bypass passage 8b, multi-way valve 10, upstream end of the battery heat exchange passage 7, and downstream end of the battery heat exchange passage 7. In addition, in J2 mode, the heat management fluid X circulates in the following order: downstream end of the radiator passage 4a, multi-way valve 10, upstream end of the air conditioning heat medium heat exchange passage 4, and downstream end of the radiator passage 4a.

[0197] In this J2 mode, the heat management fluid X flows by bypassing the oil cooler 109 (i.e., the traction unit 101). Also in this J2 mode, the heat management fluid X flows through the radiator 2. In other words, J2 mode is a traction unit bypass mode in which the heat management fluid X bypasses the traction unit 101.

[0198] Next, the operation of the thermal management system 1A of this embodiment will be described. In the following description of operation, the driving mode and the charging / power supply mode will be explained separately.

[0199] [Driving Mode] This section describes the operation of the thermal management system 1A of this embodiment in driving mode.

[0200] <Low Battery Temperature> First, we will explain the case where the battery 105 is at a temperature lower than the preset optimal battery temperature range (for example, 0°C or higher and less than 40°C). If the battery outlet temperature (battery temperature) is lower than the preset optimal battery temperature range, the control unit 11 prioritizes warming up the battery 105. Specifically, if the battery outlet temperature is below the optimal battery temperature range (for example, below 0°C), the control unit 11 sets the connection mode to, for example, D2 mode, E2 mode, A2 mode, or F2 mode.

[0201] For example, the control unit 11 sets to D2 mode when the radiator inlet temperature is lower than the battery's optimal temperature range and the radiator inlet temperature is lower than the ambient temperature. In this case, the control unit 11 energizes the drive motor 106 along the d axis to raise the temperature of the drive motor 106. The control unit 11 also raises the temperature of the inverter 102 by operating it in high-loss mode. The control unit 11 may also generate heat in the electric heater 6 as needed. The control unit 11 also stops the heat exchange in the chiller 5. The control unit 11 also drives the first pump 9a and the second pump 9b. However, if one pump is sufficient to flow the heat management fluid X, either the first pump 9a or the second pump 9b may be stopped.

[0202] In this D2 mode, the heat from the drive motor 106, the inverter 102, and the outside air is transferred to the battery 105 via the heat management heat transfer medium X. As a result, the battery 105 is warmed up. Furthermore, if the electric heater 6 is generating heat, the battery 105 is warmed up even more rapidly. In this case, the control unit 11 can utilize the heat from the outside air, for example, in the in-vehicle air conditioning system 20. The control unit 11 may also switch to the E2 mode from the D2 mode described above if the oil cooler outlet temperature is higher than the outside air temperature. In this case, in the E2 mode, the control unit 11 transfers the heat from the drive motor 106, the inverter 102, and the electric heater 6 to the battery 105 via the heat management heat transfer medium X. However, the heat from the drive motor 106, the inverter 102, and the electric heater 6 is not transferred to the radiator 2 in the air conditioning heat transfer medium heat exchange passage 4. Therefore, unnecessary heat dissipation from the radiator 2 is suppressed, and the battery 105 is rapidly warmed up. In addition, in E2 mode, the control unit 11 may drive the first pump 9a when the radiator inlet temperature is lower than the ambient temperature, and stop the first pump 9a when the radiator inlet temperature is higher than the ambient temperature. This allows the radiator 2 to recover heat from the ambient air into the heat management heat transfer medium X.

[0203] Furthermore, the control unit 11 may switch from the E2 mode described above to the A2 mode. In this case, the control unit 11 energizes the d axis of the travel motor 106, raising the temperature of the travel motor 106. The control unit 11 also raises the temperature of the inverter 102 by operating the inverter 102 in high-loss mode. The control unit 11 may also generate heat in the electric heater 6 as needed. The control unit 11 also stops the heat exchange in the chiller 5. The control unit 11 also stops the first pump 9a and drives the second pump 9b. However, if the heat management fluid X can be flowed by one pump, either the first pump 9a or the second pump 9b may be stopped.

[0204] In this A2 mode, the heat from the drive motor 106 and the inverter 102 is transferred to the battery 105 via the heat management heat transfer medium X. As a result, the battery 105 is warmed up. Furthermore, if the electric heater 6 is generating heat, the battery 105 is warmed up even more rapidly. In addition, the control unit 11 may switch to F2 mode if the lubricating oil temperature becomes lower than the inverter outlet temperature in A2 mode. In F2 mode, the heat management heat transfer medium X bypasses the drive unit 101, so the heat from the inverter 102 can be transferred to the battery 105 without being absorbed by the drive unit 101. Therefore, the battery 105 can be warmed up in a shorter time.

[0205] <Optimal Battery Temperature> Next, we will explain the case where the battery 105 is within the optimal battery temperature range. If the battery outlet temperature (battery temperature) is within the optimal battery temperature range stored in advance, and the lubricating oil temperature is lower than the optimal lubricating oil temperature range (for example, 65°C or higher and less than 95°C), the control unit 11 warms up the driving unit 101 to raise the temperature of the lubricating oil 110. Specifically, if the lubricating oil temperature is lower than the optimal lubricating oil temperature range, the control unit 11 sets the connection mode to, for example, G2 mode, B2 mode, J2 mode, E2 mode, C2 mode, or H2 mode.

[0206] For example, if the amount of heat generated by the inverter 102 is less than the amount of heat required by the in-vehicle air conditioning system 20 to heat the interior of the vehicle, the control unit 11 sets to G2 mode. In this case, the control unit 11 energizes the d axis of the traction motor 106 to raise the temperature of the traction motor 106. The control unit 11 also raises the temperature of the inverter 102 by operating it in high-loss mode. The control unit 11 may also generate heat in the electric heater 6 as needed. The control unit 11 also stops the heat exchange in the chiller 5. The control unit 11 also drives the first pump 9a and stops the second pump 9b.

[0207] In this G2 mode, the heat from the inverter 102 is transferred to the capacitor 3 by the heat management heat transfer medium X, and the heat from the inverter 102 can be utilized by the in-vehicle air conditioning system 20. In addition, the control unit 11 may switch to B2 mode if the inverter outlet temperature exceeds the lubricating oil temperature in G2 mode. In B2 mode, the heat from the inverter 102 can also be transferred to the traction unit 101.

[0208] On the other hand, if the amount of heat generated by the inverter 102 is greater than the amount of heat required by the in-vehicle air conditioning system 20 to heat the interior of the vehicle, the control unit 11 switches to J2 mode. In this case, the control unit 11 performs heat exchange with the chiller 5 and uses the heat recovered by the chiller 5 in the in-vehicle air conditioning system 20. Also, in J2 mode, if the inverter outlet temperature exceeds the lubricating oil temperature, the system may switch to E2 mode. In E2 mode, the heat from the inverter 102 can also be transferred to the traction unit 101.

[0209] For example, the control unit 11 switches to C2 mode when the lubricating oil temperature is above the inverter outlet temperature and within the appropriate temperature range for the lubricating oil. In this case, the control unit 11 stops the d-axis power supply to the travel motor 106. The control unit 11 also stops the electric heater 6. The control unit 11 also stops the high-loss operation of the inverter 102. The control unit 11 also performs heat exchange in the chiller 5 according to the battery outlet temperature (battery temperature). The control unit 11 also drives the first pump 9a and the second pump 9b.

[0210] In this C2 mode, heat from the battery 105, inverter 102, and traction unit 101 is transferred to the radiator 2 by the chiller 5, condenser 3, and thermal management heat transfer medium X. This allows the temperature of the lubricating oil and the thermal management heat transfer medium X to be maintained at an appropriate temperature. On the other hand, the control unit 11 switches to H2 mode when the lubricating oil temperature is lower than the inverter outlet temperature and the lubricating oil temperature is within the appropriate temperature range for lubricating oil. In this case, the thermal management heat transfer medium X bypasses the traction unit 101. As a result, the heat from the thermal management heat transfer medium X is not transferred to the traction motor 106, and the temperature of the lubricating oil can be maintained within the appropriate temperature range.

[0211] <Battery High Temperature> Next, we will explain the case where the battery 105 is above the preset optimal battery temperature range. If the battery outlet temperature (battery temperature) is above the preset optimal battery temperature range, the control unit 11 sets the connection mode to allow heat to dissipate from the battery 105. Specifically, if the battery 105 is above the optimal battery temperature range, the control unit 11 sets the connection mode to, for example, C2 mode or H2 mode.

[0212] For example, the control unit 11 switches to C2 mode when the lubricating oil temperature is above the inverter outlet temperature and above the lubricating oil temperature range. In this case, the control unit 11 stops the d-axis power supply to the travel motor 106. The control unit 11 also stops the electric heater 6. The control unit 11 also stops the high-loss operation of the inverter 102. The control unit 11 also performs heat exchange in the chiller 5. The control unit 11 also drives the first pump 9a and the second pump 9b.

[0213] In this C2 mode, heat from the battery 105, inverter 102, and traction unit 101 is transferred to the chiller 5, condenser 3, and radiator 2 via the heat management fluid X. As a result, the battery 105, inverter 102, and traction unit 101 can be cooled, and their temperatures can be reduced.

[0214] On the other hand, the control unit 11 switches to H2 mode when the lubricating oil temperature is lower than the inverter outlet temperature and above the optimal lubricating oil temperature range. In this case, the heat management fluid X bypasses the travel unit 101. As a result, the heat (lubricating oil temperature) of the travel motor 106 is not increased by the heat management fluid X, and the lubricating oil temperature can be maintained at the optimal temperature.

[0215] Furthermore, in the C2 mode and H2 mode described above, when lowering the temperatures of the battery 105, inverter 102, and driving unit 101, it is preferable to increase the amount of heat dissipated by the radiator 2. For example, if the radiator 2 is equipped with a blower fan capable of blowing air, the control unit 11 can increase the amount of heat dissipated by the radiator 2 by driving the blower fan.

[0216] [Charging and Power Supply Mode] This section describes the operation of the thermal management system 1A of this embodiment in charging and power supply mode.

[0217] <Low Battery Temperature> First, we will explain the case where the battery 105 is at a temperature lower than the battery's optimal temperature range. If the battery 105 is at a temperature lower than the battery's optimal temperature range and the battery outlet temperature or inverter outlet temperature is above the lubricating oil temperature, the control unit 11 sets the connection mode to, for example, F2 mode.

[0218] In this case, the control unit 11 stops the drive motor 106 and allows the electric heater 6 to generate heat. The control unit 11 also stops the heat exchange in the chiller 5. The control unit 11 also drives the first pump 9a and the second pump 9b. However, if one pump is sufficient to flow the heat management fluid X, either the first pump 9a or the second pump 9b may be stopped.

[0219] In this F2 mode, heat from the onboard charger 103 and DC / DC converter 104 is transferred to the battery 105 via the thermal management heat transfer medium X. In addition, in this F2 mode, the thermal management heat transfer medium X is circulated, bypassing the radiator 2. As a result, the battery 105 is rapidly warmed up.

[0220] Furthermore, in F2 mode, the control unit 11 may switch to I2 mode if the battery outlet temperature or inverter outlet temperature is below the ambient temperature. In such I2 mode, heat from the ambient air is transferred to the battery 105 via the thermal management heat transfer medium X, allowing the battery 105 to warm up more rapidly.

[0221] <Optimal Battery Temperature> Next, we will explain the case where the battery 105 is within a preset optimal battery temperature range. The control unit 11 sets to I2 mode when the battery outlet temperature (battery temperature) is within the preset optimal battery temperature range and the inverter outlet temperature is within the optimal battery temperature range.

[0222] In this case, the control unit 11 may stop the travel motor 106 and allow the electric heater 6 to generate heat. The control unit 11 also stops the heat exchange in the chiller 5. The control unit 11 also drives the first pump 9a and the second pump 9b. However, if one pump is sufficient to flow the heat management fluid X, either the first pump 9a or the second pump 9b may be stopped.

[0223] In this I2 mode, heat from the onboard charger 103 and DC / DC converter 104 is transferred to the battery 105 via the thermal management heat transfer medium X. In addition, in I2 mode, heat from the outside air is transferred to the battery 105 via the thermal management heat transfer medium X. Furthermore, if the electric heater 6 is generating heat, the heat from the electric heater 6 is also transferred to the battery 105 via the thermal management heat transfer medium X. As a result, the battery 105 can be kept warm.

[0224] Furthermore, if the operation of the traction motor 106 is anticipated, the control unit 11 may be switched from I2 mode to D2 mode. In such cases, heat from the onboard charger 103 and DC / DC converter 104, as well as heat from the outside air, is transferred to the traction unit 101 via the heat management fluid X, allowing the traction unit 101 to be preheated.

[0225] Furthermore, the control unit 11 switches to H2 mode if the inverter outlet temperature is higher than the battery's optimal temperature range, or if the ambient temperature is higher than the battery's optimal temperature range. In this case, the control unit 11 stops the drive motor 106 and the electric heater 6. The control unit 11 also performs heat exchange in the chiller 5 and the condenser 3, recovering the heat generated in the battery 105 by charging or power supply in the chiller 5 and releasing it into the heat management heat medium X on the air conditioning heat medium heat exchange passage 4 side. The control unit 11 also controls the first pump 9a and the second pump 9b to adjust the flow rate of the heat management heat medium X in the air conditioning heat medium heat exchange passage 4 and the battery heat exchange passage 7.

[0226] In this H2 mode, the heat from the onboard charger 103 and DC / DC converter 104 is dissipated to the outside air by the radiator 2 via the thermal management heat transfer medium X. In addition, the thermal management heat transfer medium X circulates in the battery heat exchange channel 7 to keep the battery 105 warm. Therefore, the H2 mode prevents the battery 105 from becoming hotter than the optimal temperature range due to the heat from the onboard charger 103 and DC / DC converter 104.

[0227] Furthermore, if the operation of the traction motor 106 is anticipated, the control unit 11 may switch from the H2 mode described above to the C2 mode. In this C2 mode, heat from the onboard charger 103 and the DC / DC converter 104 is transferred to the traction motor 106, allowing the traction motor 106 to be preheated.

[0228] Furthermore, in the H2 mode and C2 mode described above, if the inverter outlet temperature is even higher than the battery outlet temperature, it is preferable to increase the amount of heat dissipated by the radiator 2. For example, if the radiator 2 is equipped with a blower fan capable of blowing air, the control unit 11 increases the amount of heat dissipated by the radiator 2 by driving the blower fan.

[0229] <Battery High Temperature> Next, we will explain the case where the battery 105 is higher than the preset optimal battery temperature range but lower than the ambient temperature. If the battery outlet temperature (battery temperature) is higher than the preset optimal battery temperature range but lower than the ambient temperature, the control unit 11 sets the connection mode to, for example, I2 mode.

[0230] In this case, the control unit 11 stops the drive motor 106 and the electric heater 6. The control unit 11 also stops the heat exchange in the chiller 5. The control unit 11 also drives the first pump 9a and the second pump 9b. However, if the heat management fluid X can be flowed by one pump, either the first pump 9a or the second pump 9b may be stopped.

[0231] In this I2 mode, the heat from the battery 105 is dissipated to the outside air via the thermal management heat transfer medium X, and the battery 105 is cooled. This allows the temperature of the battery 105 to be lowered. Furthermore, if, for example, the radiator 2 is equipped with a blower fan capable of blowing air, the control unit 11 increases the amount of heat dissipated from the radiator 2 by driving the blower fan.

[0232] Furthermore, if the operation of the drive motor 106 is anticipated, the control unit 11 may switch from the I2 mode described above to the D2 mode. In this D2 mode, heat from the battery 105, etc., is transferred to the drive motor 106, allowing the drive motor 106 to be preheated.

[0233] The heat management system 1A of this embodiment, as described above, is arranged so that the heat exchange flow path 4 for air conditioning passes through it, and includes a radiator 2 capable of exchanging heat with outside air. The heat exchange flow path 4 for air conditioning includes a radiator passage flow path 4a that passes through the radiator 2, and a radiator bypass flow path 4b that bypasses the radiator 2. The multi-way valve 10 is connected to the downstream end of the radiator passage flow path 4a, which is one of the downstream ends of the heat exchange flow path 4 for air conditioning, and to the downstream end of the radiator bypass flow path 4b, which is also one of the downstream ends of the heat exchange flow path 4 for air conditioning. Therefore, the heat management system 1A of this embodiment can guide the heat management heat medium X through the heat exchange flow path 4 for air conditioning so that it does not pass through the radiator 2.

[0234] Furthermore, in the thermal management system 1A of this embodiment, the control unit 11 switches between the drive unit fluid flow mode and the drive unit bypass mode based on the temperature of the heat management heat medium X in the heat exchange flow path 4 for air conditioning (radiator inlet temperature), the battery outlet temperature, the oil cooler outlet temperature, the inverter outlet temperature, and the lubricating oil temperature. Therefore, the thermal management system 1A of this embodiment can switch between the drive unit fluid flow mode and the drive unit bypass mode at an appropriate timing.

[0235] Furthermore, in the thermal management system 1A of this embodiment, the control unit 11 controls the multi-way valve 10 such that, for example, in D2 mode, the thermal management heat medium X discharged from the downstream end of the oil cooler passage 8a is supplied to the upstream end of the air conditioning heat medium heat exchange passage 4, the thermal management heat medium X discharged from the downstream end of the radiator passage 4a is supplied to the upstream end of the battery heat exchange passage 7, and the thermal management heat medium X discharged from the downstream end of the battery heat exchange passage 7 is supplied to the upstream end of the drive unit heat exchange passage 8.

[0236] The thermal management system 1A of this embodiment can rapidly warm up the battery 105 using heat from the outside air or the like.

[0237] Furthermore, in the thermal management system 1A of this embodiment, the control unit 11 controls the multi-way valve 10 such that, for example, in E2 mode, the thermal management heat medium X discharged from the downstream end of the oil cooler passage 8a is supplied to the upstream end of the battery heat exchange passage 7, the thermal management heat medium X discharged from the downstream end of the battery heat exchange passage 7 is supplied to the upstream end of the drive unit heat exchange passage 8, and the thermal management heat medium X discharged from the downstream end of the radiator passage 4a is supplied to the upstream end of the air conditioning heat medium heat exchange passage 4.

[0238] In this embodiment, the thermal management system 1A can maintain the temperature of the battery 105 while transferring heat from the inverter 102 to the driving unit 101.

[0239] Furthermore, in the thermal management system 1A of this embodiment, the control unit 11 controls the multi-way valve 10 such that, for example, in mode A2, the thermal management heat medium X discharged from the downstream end of the oil cooler passage 8a is supplied to the upstream end of the air conditioning heat medium heat exchange passage 4, the thermal management heat medium X discharged from the downstream end of the radiator bypass passage 4b ​​is supplied to the upstream end of the battery heat exchange passage 7, and the thermal management heat medium X discharged from the downstream end of the battery heat exchange passage 7 is supplied to the upstream end of the drive unit heat exchange passage 8.

[0240] In this embodiment, the thermal management system 1A is capable of transferring heat from the inverter 102 and the driving unit 101 to the battery 105, making it possible to warm up the battery 105 in a short period of time.

[0241] Furthermore, in the thermal management system 1A of this embodiment, the control unit 11 controls the multi-way valve 10 such that, for example, in F2 mode, the thermal management heat medium X discharged from the downstream end of the oil cooler bypass passage 8b is supplied to the upstream end of the air conditioning heat medium heat exchange passage 4, the thermal management heat medium X discharged from the downstream end of the radiator bypass passage 4b ​​is supplied to the upstream end of the battery heat exchange passage 7, and the thermal management heat medium X discharged from the downstream end of the battery heat exchange passage 7 is supplied to the upstream end of the drive unit heat exchange passage 8.

[0242] The thermal management system 1A of this embodiment can transfer heat from the inverter 102 to the battery 105 while preventing the heat from the inverter 102 from being dissipated to the outside air or the traction unit 101. Therefore, the thermal management system 1A of this embodiment can warm up the battery 105 in a short period of time.

[0243] Furthermore, in the thermal management system 1A of this embodiment, the control unit 11 controls the multi-way valve 10 so that, for example, in G2 mode, the thermal management heat medium X discharged from the downstream end of the oil cooler bypass passage 8b is supplied to the upstream end of the air conditioning heat medium heat exchange passage 4, and the thermal management heat medium X discharged from the downstream end of the radiator bypass passage 4b ​​is supplied to the upstream end of the drive unit heat exchange passage 8.

[0244] The thermal management system 1A of this embodiment prevents heat from the traction unit 101 from being absorbed by the thermal management heat transfer medium X, and can quickly bring the temperature of the lubricating oil in the traction unit 101 to an appropriate temperature.

[0245] Furthermore, in the thermal management system 1A of this embodiment, if the temperature of the lubricating oil becomes higher than the temperature of the thermal management heat medium X supplied to the traction unit 101 in G2 mode, the control unit 11 switches from the traction unit bypass mode to the traction unit fluid flow mode, for example, in B2 mode. This thermal management system 1A of this embodiment suppresses the temperature of the traction unit 101 from becoming too high and makes it possible to maintain the lubricating oil at an appropriate temperature.

[0246] Furthermore, in the thermal management system 1A of this embodiment, the control unit 11 controls the multi-way valve 10 so that, for example, in J2 mode, the thermal management heat medium X discharged from the downstream end of the oil cooler bypass passage 8b is supplied to the upstream end of the battery heat exchange passage 7, the thermal management heat medium X discharged from the downstream end of the battery heat exchange passage 7 is supplied to the upstream end of the drive unit heat exchange passage 8, and the thermal management heat medium X discharged from the downstream end of the radiator passage 4a is supplied to the upstream end of the air conditioning heat medium heat exchange passage 4, causing the chiller 5 to recover the heat from the thermal management heat medium X.

[0247] In this embodiment, the thermal management system 1A can recover heat from the inverter 102 using the chiller 5, thereby reducing the power consumption of the in-vehicle air conditioning system 20. Therefore, the thermal management system 1A in this embodiment can improve energy efficiency.

[0248] Furthermore, in the thermal management system 1A of this embodiment, the control unit 11 switches from the traction unit bypass mode to the traction unit fluid flow mode, for example, in the E2 mode, when the inverter outlet temperature becomes higher than the lubricating oil temperature in the J2 mode. This thermal management system 1A of this embodiment is able to transfer the heat from the inverter 102 to the traction unit 101 and maintain the lubricating oil at an appropriate temperature.

[0249] Furthermore, in the thermal management system 1A of this embodiment, the control unit 11 controls the multi-way valve 10 so that the thermal management heat medium X circulates in the battery heat exchange channel 7 by supplying the thermal management heat medium X discharged from the downstream end of the oil cooler passage 8a to the upstream end of the air conditioning heat medium heat exchange passage 4, supplying the thermal management heat medium X discharged from the downstream end of the radiator passage 4a to the upstream end of the drive unit heat exchange passage 8, and supplying the thermal management heat medium X discharged from the downstream end of the battery heat exchange passage 7 to the upstream end of the battery heat exchange passage 7, thereby causing the chiller 5 to recover the heat from the thermal management heat medium X.

[0250] In this embodiment of the thermal management system 1A, heat from the battery 105 is transferred to the chiller 5 by a thermal management heat transfer medium X. This allows the battery 105 to be cooled. Furthermore, in this embodiment of the thermal management system 1A, heat from the inverter 102 and other sources is not transferred to the battery 105, but is instead dissipated to the outside air. Therefore, in this embodiment of the thermal management system 1A, the battery 105 can be kept at an appropriate temperature.

[0251] Furthermore, in the thermal management system 1A of this embodiment, the control unit 11 controls the multi-way valve 10 so that, for example, in mode I2, the thermal management heat medium X discharged from the downstream end of the oil cooler bypass passage 8b is supplied to the upstream end of the air conditioning heat medium heat exchange passage 4, the thermal management heat medium X discharged from the downstream end of the radiator passage 4a is supplied to the upstream end of the battery heat exchange passage 7, and the thermal management heat medium X discharged from the downstream end of the battery heat exchange passage 7 is supplied to the upstream end of the drive unit heat exchange passage 8.

[0252] The thermal management system 1A of this embodiment can transfer heat from the outside air to the battery 105, thereby reducing the amount of energy required to keep the battery 105 warm. Therefore, the thermal management system 1A of this embodiment can improve energy efficiency. Furthermore, the thermal management system 1A of this embodiment can also transfer heat from the battery 105 to the outside air (heat dissipation). Therefore, the thermal management system 1A of this embodiment can keep the battery 105 at an optimal temperature.

[0253] (Third Embodiment) Next, a third embodiment of the present invention will be described with reference to Figure 24. In this description, parts that are the same as those of the second embodiment described above will be omitted or simplified.

[0254] Figure 24 is a system configuration diagram showing the schematic configuration of the thermal management system 1B of this embodiment. As shown in Figure 24, an air conditioning heater 12 is provided in the air conditioning heat exchange flow path 4. The air conditioning heater 12 is used as a heater to heat the air in the in-vehicle air conditioning system 20. That is, the thermal management heat transfer medium X exchanges heat with the air blown by the in-vehicle air conditioning system 20 (in-vehicle air) in the air conditioning heater 12. In other words, the thermal management heat transfer medium X releases heat to the in-vehicle air in the air conditioning heater 12. In this embodiment, the air conditioning heater 12 is positioned in the flow direction of the thermal management heat transfer medium X, from the downstream side of the condenser 3 in the air conditioning heat exchange flow path 4 to the branching point between the radiator passage flow path 4a and the radiator bypass flow path 4b. Also, in this embodiment, the electric heater 6 is positioned upstream of the air conditioning heater 12 and downstream of the condenser 3.

[0255] In this embodiment of the thermal management system 1B, heat from the inverter 102 and the like can be transferred to the air conditioning heater 12 without going through the air conditioning heat transfer medium Y. Therefore, the power required to heat the air inside the vehicle by the in-vehicle air conditioning system 20 can be reduced, and the energy efficiency can be improved.

[0256] For example, the control unit 11 may transmit heat from the inverter 102, etc., to the vehicle interior air via the air conditioning heater 12 in the A2 mode, B2 mode, C2 mode, D2 mode, E2 mode, F2 mode, G2 mode, H2 mode, and J2 mode of the above embodiment. This allows the heat from the inverter 102, etc., to be effectively utilized without being released into the outside air.

[0257] Preferred embodiments of the present invention have been described above with reference to the attached drawings, but it goes without saying that the present invention is not limited to the above embodiments. The shapes and combinations of the constituent members shown in the above embodiments are examples, and can be modified in various ways based on design requirements, etc., without departing from the spirit of the present invention.

[0258] For example, the control unit 11 can control the amount of heat exchange in the chiller 5 based on at least one of the following: the temperature of the heat management medium X in the battery heat exchange channel 7, the amount of charge to the battery 105, or the amount of power supplied from the battery 105.

[0259] Furthermore, the above embodiments can also be described, for example, as shown in the following appendix.

[0260] (Note 1) A vehicle thermal management system for performing thermal management of a heat-managed object including a lubricating oil-using unit that uses lubricating oil, comprising: an air conditioning heat medium heat exchange channel that guides the heat management heat medium so that it can pass through a condenser that performs heat exchange between an air conditioning heat medium and a heat management heat medium; a battery heat exchange channel that guides the heat management heat medium so that it can pass through a battery; a lubricating oil-using unit heat exchange channel that guides the heat management heat medium so that it can pass through the lubricating oil-using unit; and a multi-way valve connected to each of the air conditioning heat medium heat exchange channel, the battery heat exchange channel, and the lubricating oil-using unit heat exchange channel, and capable of switching the destination of the heat management heat medium, wherein the lubricating oil-using unit heat exchange channel comprises: a lubricating oil-using unit pass channel that passes through the lubricating oil-using unit; and a lubricating oil-using unit bypass channel connected to the lubricating oil-using unit pass channel upstream of the lubricating oil-using unit, and guiding the heat management heat medium while avoiding the lubricating oil-using unit, and the multi-way valve, A vehicle thermal management system characterized by being connected to the upstream end of the heat exchange channel for the air conditioning heat medium, the downstream end of the heat exchange channel for the air conditioning heat medium, the upstream end of the battery heat exchange channel, the downstream end of the battery heat exchange channel, the upstream end of the lubricating oil unit passage channel which is the upstream end of the lubricating oil unit heat exchange channel, the downstream end of the lubricating oil unit passage channel which is one of the downstream ends of the lubricating oil unit heat exchange channel, and the downstream end of the lubricating oil unit bypass channel which is one of the downstream ends of the lubricating oil unit heat exchange channel.

[0261] (Note 2) The vehicle thermal management system according to Note 1, further comprising a control unit for controlling the multi-way valve, wherein the control unit is switchable between a lubricating oil unit fluid flow mode and a lubricating oil unit bypass mode, wherein the lubricating oil unit fluid flow mode is a mode in which the downstream end of the air conditioning heat medium heat exchange flow path or the downstream end of the battery heat exchange flow path is in communication with the upstream end of the lubricating oil unit passage path, and the downstream end of the lubricating oil unit passage path is in communication with the upstream end of the air conditioning heat medium heat exchange flow path or the upstream end of the battery heat exchange flow path, wherein the lubricating oil unit bypass mode is a mode in which the downstream end of the air conditioning heat medium heat exchange flow path or the downstream end of the battery heat exchange flow path is in communication with the upstream end of the lubricating oil unit passage path, and the downstream end of the lubricating oil unit bypass flow path is in communication with the upstream end of the air conditioning heat medium heat exchange flow path or the upstream end of the battery heat exchange flow path.

[0262] (Note 3) The vehicle thermal management system according to Note 2, characterized in that the control unit increases the heat generated by the lubricating oil unit when the temperature of the lubricating oil is lower than a predetermined suitable temperature range for the lubricating oil.

[0263] (Note 4) A vehicle thermal management system according to Note 2 or 3, comprising a radiator arranged so as to pass through the heat exchange channel for the air conditioning heat medium and capable of exchanging heat with outside air, wherein the control unit switches between the lubricating oil unit fluid flow mode and the lubricating oil unit bypass mode based on at least one of the temperature of the heat management heat medium in the heat exchange channel for the air conditioning heat medium, the temperature of the heat management heat medium in the battery heat exchange channel, the temperature of the heat management heat medium in the lubricating oil unit heat exchange channel and the temperature of the lubricating oil.

[0264] (Note 5) The vehicle thermal management system according to Note 4, characterized in that the control unit controls the multi-way valve so that when the temperature of the thermal management heat medium that has passed through the battery is lower than a preset battery optimal temperature range, the thermal management heat medium that has been heated in the passage through the lubricating oil unit is supplied to the upstream end of the battery heat exchange passage.

[0265] (Note 6) The vehicle thermal management system according to Note 4, characterized in that the control unit controls the multi-way valve such that when the temperature of the thermal management heat medium that has passed through the battery is lower than the ambient temperature, the thermal management heat medium discharged from the downstream end of the lubrication unit passage is supplied to the upstream end of the air conditioning heat medium heat exchange passage, and the thermal management heat medium discharged from the downstream end of the air conditioning heat medium heat exchange passage is supplied to the upstream end of the battery heat exchange passage.

[0266] (Note 7) The vehicle thermal management system according to Note 4, characterized in that the control unit controls the multi-way valve such that when the temperature of the thermal management heat medium that has passed through the battery is lower than a preset battery optimal temperature range and the temperature of the lubricating oil is lower than the temperature of the thermal management heat medium supplied to the lubricating oil unit, the thermal management heat medium discharged from the downstream end of the lubricating oil unit bypass channel is supplied to the upstream end of the air conditioning heat medium heat exchange channel, and the thermal management heat medium discharged from the downstream end of the air conditioning heat medium heat exchange channel is supplied to the upstream end of the battery heat exchange channel.

[0267] (Note 8) The vehicle thermal management system according to Note 4, characterized in that the control unit controls the multi-way valve such that when the temperature of the thermal management heat medium that has passed through the battery is within a preset battery suitable temperature range and the temperature of the thermal management heat medium at the upstream end of the lubricating oil use unit bypass channel is below the temperature of the lubricating oil, the thermal management heat medium discharged from the downstream end of the lubricating oil use unit bypass channel is supplied to the upstream end of the battery heat exchange channel, and the thermal management heat medium discharged from the downstream end of the battery heat exchange channel is supplied to the upstream end of the lubricating oil use unit heat exchange channel.

[0268] (Note 9) The vehicle thermal management system according to Note 4, characterized in that the control unit controls the multi-way valve such that when the temperature of the thermal management heat medium that has passed through the battery is within a preset battery suitable temperature range and the temperature of the thermal management heat medium at the upstream end of the lubricating oil use unit bypass flow path is higher than the temperature of the lubricating oil, the thermal management heat medium discharged from the downstream end of the lubricating oil use unit passage is supplied to the upstream end of the battery heat exchange flow path, and the thermal management heat medium discharged from the downstream end of the battery heat exchange flow path is supplied to the upstream end of the lubricating oil use unit heat exchange flow path.

[0269] (Note 10) A vehicle thermal management system according to Note 4, comprising a chiller arranged so as to pass through the battery heat exchange channel, wherein the chiller performs heat exchange between the heat management medium in the battery heat exchange channel and a compressible heat medium other than the heat management medium, based on the control of the control unit, and the control unit controls the multi-way valve to circulate the heat management medium in the battery heat exchange channel by supplying the heat management medium discharged from the downstream end of the battery heat exchange channel to the upstream end of the battery heat exchange channel when the temperature of the heat management medium that has passed through the battery is within a preset battery suitable temperature range or is higher than the battery suitable temperature range, thereby causing the heat management medium to flow through the chiller.

[0270] (Note 11) The vehicle thermal management system according to Note 10, characterized in that the control unit controls the multi-way valve such that when the temperature of the thermal management heat medium that has passed through the battery is higher than a preset battery optimal temperature range, the thermal management heat medium discharged from the downstream end of the lubricating oil usage unit bypass flow path is supplied to the upstream end of the air conditioning heat medium heat exchange flow path, and the thermal management heat medium discharged from the downstream end of the air conditioning heat medium heat exchange flow path is supplied to the upstream end of the lubricating oil usage unit heat exchange flow path.

[0271] (Note 12) The vehicle thermal management system according to Note 10, characterized in that the control unit controls the multi-way valve such that when the temperature of the thermal management heat medium that has passed through the battery is higher than a preset battery optimal temperature range, the thermal management heat medium discharged from the downstream end of the lubricating oil usage unit passage is supplied to the upstream end of the air conditioning heat medium heat exchange passage, and the thermal management heat medium discharged from the downstream end of the air conditioning heat medium heat exchange passage is supplied to the upstream end of the lubricating oil usage unit heat exchange passage.

[0272] (Note 13) The battery heat exchange channel is provided with a chiller arranged so as to pass through it, the chiller performs heat exchange between the heat management medium in the battery heat exchange channel and a compressible heat medium other than the heat management medium, based on the control of the control unit, the battery heat exchange channel comprises a battery passage channel that passes through the battery and a battery bypass channel that bypasses the battery, the multi-way valve is connected to the downstream end of the battery passage channel, which is one of the downstream ends of the battery heat exchange channel, and to the downstream end of the battery bypass channel, which is one of the downstream ends of the battery heat exchange channel, the control unit when the temperature of the heat management medium that has passed through the battery is within a preset battery suitable temperature range, The vehicle thermal management system according to Appendix 4, characterized in that the heat management fluid discharged from the downstream end of the lubrication oil unit passage is supplied to the upstream end of the battery heat exchange passage, the heat management fluid discharged from the downstream end of the battery bypass passage is supplied to the upstream end of the air conditioning heat fluid heat exchange passage, and the heat management fluid discharged from the downstream end of the air conditioning heat fluid heat exchange passage is supplied to the upstream end of the lubrication oil unit heat exchange passage, by controlling the multi-way valve.

[0273] (Note 14) The vehicle thermal management system according to Note 4, characterized in that the control unit controls the multi-way valve such that, when the temperature of the thermal management heat medium that has passed through the battery is within a preset battery suitable temperature range, the thermal management heat medium discharged from the downstream end of the lubricating oil usage unit passage is supplied to the upstream end of the air conditioning heat medium heat exchange passage, and the thermal management heat medium discharged from the downstream end of the air conditioning heat medium heat exchange passage is supplied to the upstream end of the lubricating oil usage unit heat exchange passage.

[0274] (Note 15) The vehicle thermal management system according to any one of Notes 10 to 12, characterized in that the control unit controls the amount of heat exchange in the chiller based on at least one of the temperature of the heat management medium in the battery heat exchange channel, the amount of charge to the battery, or the amount of power supplied from the battery.

[0275] (Note 16) The vehicle thermal management system according to Note 4, wherein the battery heat exchange channel comprises a battery passage channel that passes through the battery and a battery bypass channel that bypasses the battery, the multi-way valve is connected to the downstream end of the battery passage channel, which is one of the downstream ends of the battery heat exchange channel, and to the downstream end of the battery bypass channel, which is one of the downstream ends of the battery heat exchange channel, and the control unit controls the multi-way valve such that, when the lubricating oil unit is not in use, the temperature of the thermal management heat medium that has passed through the battery is within a preset battery suitable temperature range, and the lubricating oil unit bypass mode is enabled, the thermal management heat medium discharged from the downstream end of the lubricating oil unit bypass channel is supplied to the upstream end of the battery heat exchange channel, the thermal management heat medium discharged from the downstream end of the battery bypass channel is supplied to the upstream end of the air conditioning heat medium heat exchange channel, and the thermal management heat medium discharged from the downstream end of the air conditioning heat medium heat exchange channel is supplied to the upstream end of the lubricating oil unit heat exchange channel.

[0276] (Note 17) The vehicle thermal management system according to any one of Notes 2 to 4, characterized in that the air conditioning heat exchange flow path comprises a radiator passage that passes through the radiator and a radiator bypass flow path that bypasses the radiator, and the multi-way valve is connected to the downstream end of the radiator passage, which is one of the downstream ends of the air conditioning heat exchange flow path, and to the downstream end of the radiator bypass flow path, which is one of the downstream ends of the air conditioning heat exchange flow path.

[0277] (Note 18) The vehicle thermal management system according to Note 17, characterized in that the control unit controls the multi-way valve such that when the temperature of the thermal management heat medium that has passed through the battery is lower than a preset battery optimal temperature range, and the temperature of the thermal management heat medium upstream of the radiator is lower than the ambient temperature, the thermal management heat medium discharged from the downstream end of the lubricating oil unit passage is supplied to the upstream end of the air conditioning heat medium heat exchange passage, the thermal management heat medium discharged from the downstream end of the radiator passage is supplied to the upstream end of the battery heat exchange passage, and the thermal management heat medium discharged from the downstream end of the battery heat exchange passage is supplied to the upstream end of the lubricating oil unit heat exchange passage.

[0278] (Note 19) The vehicle thermal management system according to Note 17, characterized in that the control unit controls the multi-way valve such that when the temperature of the thermal management heat medium that has passed through the battery is lower than a preset battery optimal temperature range and the temperature of the thermal management heat medium in the lubricating oil unit heat exchange passage is higher than the ambient temperature, the thermal management heat medium discharged from the downstream end of the lubricating oil unit passage is supplied to the upstream end of the battery heat exchange passage, the thermal management heat medium discharged from the downstream end of the battery heat exchange passage is supplied to the upstream end of the lubricating oil unit heat exchange passage, and the thermal management heat medium discharged from the downstream end of the radiator passage is supplied to the upstream end of the air conditioning heat medium heat exchange passage.

[0279] (Note 20) The vehicle thermal management system according to Note 17, characterized in that the control unit controls the multi-way valve such that, when the temperature of the thermal management heat medium that has passed through the battery is lower than a preset battery optimal temperature range, the temperature of the thermal management heat medium in the lubricating oil unit heat exchange channel is higher than the ambient temperature, and the lubricating oil unit is in fluid flow mode, the thermal management heat medium discharged from the downstream end of the lubricating oil unit passage is supplied to the upstream end of the air conditioning heat medium heat exchange channel, the thermal management heat medium discharged from the downstream end of the radiator bypass channel is supplied to the upstream end of the battery heat exchange channel, and the thermal management heat medium discharged from the downstream end of the battery heat exchange channel is supplied to the upstream end of the lubricating oil unit heat exchange channel.

[0280] (Note 21) The vehicle thermal management system according to Note 17, characterized in that the control unit controls the multi-way valve such that when the temperature of the thermal management heat medium that has passed through the battery is lower than a preset battery optimal temperature range, and the temperature of the thermal management heat medium in the lubricating oil unit heat exchange channel is higher than the temperature of the lubricating oil, the thermal management heat medium discharged from the downstream end of the lubricating oil unit bypass channel is supplied to the upstream end of the air conditioning heat medium heat exchange channel, the thermal management heat medium discharged from the downstream end of the radiator bypass channel is supplied to the upstream end of the battery heat exchange channel, and the thermal management heat medium discharged from the downstream end of the battery heat exchange channel is supplied to the upstream end of the lubricating oil unit heat exchange channel.

[0281] (Note 22) The vehicle thermal management system according to Note 17, characterized in that the control unit controls the multi-way valve such that, when the temperature of the thermal management heat medium that has passed through the battery is within a preset battery suitable temperature range, and the temperature of the thermal management heat medium in the lubricating oil unit heat exchange channel is below the temperature of the lubricating oil, the thermal management heat medium discharged from the downstream end of the lubricating oil unit bypass channel is supplied to the upstream end of the air conditioning heat medium heat exchange channel, and the thermal management heat medium discharged from the downstream end of the radiator bypass channel is supplied to the upstream end of the lubricating oil unit heat exchange channel.

[0282] (Note 23) The vehicle thermal management system according to Note 17, characterized in that the control unit controls the multi-way valve such that when the temperature of the thermal management heat medium that has passed through the battery is within a preset battery temperature range, and the temperature of the lubricating oil is higher than the temperature of the thermal management heat medium supplied to the lubricating oil unit, the thermal management heat medium discharged from the downstream end of the passage through the lubricating oil unit is supplied to the upstream end of the heat exchange passage for the air conditioning heat medium, and the thermal management heat medium discharged from the downstream end of the radiator bypass passage is supplied to the upstream end of the heat exchange passage for the lubricating oil unit.

[0283] (Note 24) A vehicle thermal management system according to Note 17, comprising a chiller arranged so as to pass through the battery heat exchange passage, wherein the chiller performs heat exchange between the heat management fluid in the battery heat exchange passage and a compressible heat transfer fluid other than the heat management fluid, based on the control of the control unit, and the control unit controls the multi-way valve such that, when the temperature of the heat management fluid that has passed through the battery is within a preset battery suitable temperature range, the heat management fluid discharged from the downstream end of the lubricating oil unit bypass passage is supplied to the upstream end of the battery heat exchange passage, the heat management fluid discharged from the downstream end of the battery heat exchange passage is supplied to the upstream end of the lubricating oil unit heat exchange passage, and the heat management fluid discharged from the downstream end of the radiator passage is supplied to the upstream end of the air conditioning heat transfer fluid heat exchange passage, thereby causing the heat management fluid to flow through the chiller.

[0284] (Note 25) A vehicle thermal management system according to Note 17, comprising a chiller arranged so as to pass through the battery heat exchange passage, wherein the chiller performs heat exchange between the heat management fluid in the battery heat exchange passage and a compressible heat transfer fluid other than the heat management fluid, based on the control of the control unit, and the control unit controls the multi-way valve such that when the temperature of the heat management fluid that has passed through the battery is within a preset battery suitable temperature range, and the temperature of the heat management fluid in the lubricating oil unit heat exchange passage is higher than the ambient temperature, the heat management fluid discharged from the downstream end of the lubricating oil unit heat exchange passage is supplied to the upstream end of the battery heat exchange passage, the heat management fluid discharged from the downstream end of the battery heat exchange passage is supplied to the upstream end of the lubricating oil unit heat exchange passage, and the heat management fluid discharged from the downstream end of the radiator passage is supplied to the upstream end of the air conditioning heat transfer fluid heat exchange passage, thereby causing the heat management fluid to flow through the chiller.

[0285] (Note 26) The system includes a chiller arranged so as to pass through the battery heat exchange channel, the chiller performs heat exchange between the heat management medium in the battery heat exchange channel and a compressible heat medium other than the heat management medium, based on the control of the control unit, the control unit controls the multi-way valve to circulate the heat management medium in the battery heat exchange channel by supplying the heat management medium discharged from the downstream end of the lubricating oil passing channel to the upstream end of the air conditioning heat medium heat exchange channel, supplying the heat management medium discharged from the downstream end of the radiator passing channel to the upstream end of the lubricating oil using unit, and supplying the heat management medium discharged from the downstream end of the battery heat exchange channel to the upstream end of the battery heat exchange channel. The vehicle thermal management system according to Appendix 17, characterized in that the heat management fluid is passed through the chiller.

[0286] (Note 27) The system includes a chiller arranged so as to pass through the battery heat exchange channel, the chiller performs heat exchange between the heat management fluid in the battery heat exchange channel and a compressible heat medium other than the heat management fluid, based on the control of the control unit, the control unit controls the multi-way valve to circulate the heat management fluid in the battery heat exchange channel by supplying the heat management fluid discharged from the downstream end of the lubricating oil bypass channel to the upstream end of the air conditioning heat medium heat exchange channel, supplying the heat management fluid discharged from the downstream end of the radiator pass channel to the upstream end of the lubricating oil unit, and supplying the heat management fluid discharged from the downstream end of the battery heat exchange channel to the upstream end of the battery heat exchange channel. The vehicle thermal management system according to Appendix 17, characterized in that the heat management fluid is passed through the chiller.

[0287] (Note 28) The vehicle thermal management system according to Note 17, characterized in that, when the lubricating oil unit is not in use and the temperature of the heat management fluid in front of the radiator is lower than the ambient temperature, the heat management fluid discharged from the downstream end of the lubricating oil unit bypass passage is supplied to the upstream end of the air conditioning heat exchange passage, the heat management fluid discharged from the downstream end of the radiator passage is supplied to the upstream end of the battery heat exchange passage, and the heat management fluid discharged from the downstream end of the battery heat exchange passage is supplied to the upstream end of the lubricating oil unit heat exchange passage.

[0288] (Note 29) A vehicle thermal management system according to any one of Notes 17 to 28, characterized in that an air conditioning heater is arranged in the middle of the heat exchange flow path of the air conditioning heat medium, downstream of the condenser and upstream of the connection point between the radiator passage and the radiator bypass flow path, which dissipates heat from the heat management heat medium to the air, and the control unit controls the multi-way valve to cause the heat management heat medium to flow through the air conditioning heater.

[0289] (Note 30) A vehicle thermal management system according to any one of Notes 1 to 29, characterized by comprising an electric heater for heating the thermal management heat transfer medium that passes through the battery.

[0290] (Note 31) The vehicle thermal management system according to Note 29, characterized by comprising an electric heater for heating the heat management medium that passes through the air conditioning heater.

[0291] (Note 32) The multi-way valve comprises a first core, a second core, a first motor for driving the first core, and a second motor for driving the second core, wherein the first core opens and closes the upstream end of the air conditioning heat transfer medium heat exchange passage, the upstream end of the battery heat exchange passage, the downstream end of the lubricating oil unit passage which is one of the downstream ends of the lubricating oil unit heat exchange passage, and the downstream end of the lubricating oil unit bypass passage which is one of the downstream ends of the lubricating oil unit heat exchange passage, wherein the second core opens and closes the downstream end of the air conditioning heat transfer medium heat exchange passage, the downstream end of the battery heat exchange passage, and the upstream end of the lubricating oil unit heat exchange passage, and the first core and the second core are provided with ports through which the heat management heat transfer medium can be brought in and out, as described in any one of Notes 1 to 31.

[0292] 1 Thermal Management System (Vehicle Thermal Management System) 1A Thermal Management System (Vehicle Thermal Management System) 1B Thermal Management System (Vehicle Thermal Management System) 2 Radiator 3 Condenser 4 Heat Exchange Flow Channel for Air Conditioning Heat Transfer Medium 4a Radiator Passage Channel 4b Radiator Bypass Flow Channel 5 Chiller 6 Electric Heater 7 Battery Heat Exchange Flow Channel 7a Battery Passage Channel 7b Battery Bypass Flow Channel 8 Heat Exchange Flow Channel for Driving Unit 8a Oil Cooler Passage Channel (Lubricating Oil Unit Passage Channel) 8b Oil Cooler Bypass Flow Channel (Lubricating Oil Unit Bypass Flow Channel) 9 Pump 9a First Pump 9b Second Pump 10 Multi-way Valve 10a Multi-way Valve Body 10b First Motor 10c Second Motor 10d First Core 10d1 First Port (Port) 10d2 Internal Path 10d3 Port Connection Path 10e Second Core 10e1 10e2 Port 2 Internal path 10e3 Port connection path 10f Connection path 11 Control unit 12 Heater for air conditioning 20 In-vehicle air conditioning system 100 Vehicle 101 Driving unit (lubricating oil unit, heat management subject) 102 Inverter (heat management subject) 103 Onboard charger (heat management subject) 104 DC / DC converter (heat management subject) 105 Battery (heat management subject) 106 Driving motor 107 Gear unit 108 Lubricating oil circulation unit 109 Oil cooler 110 Lubricating oil X Heat transfer medium for heat management Y Heat transfer medium for air conditioning

Claims

1. A vehicle thermal management system for performing thermal management of a heat-managed object including a lubricating oil-using unit that uses lubricating oil, comprising: an air conditioning heat medium heat exchange channel that guides the heat management heat medium so that it can pass through a condenser that performs heat exchange between an air conditioning heat medium and a heat management heat medium; a battery heat exchange channel that guides the heat management heat medium so that it can pass through a battery; a lubricating oil-using unit heat exchange channel that guides the heat management heat medium so that it can pass through the lubricating oil-using unit; and a multi-way valve connected to each of the air conditioning heat medium heat exchange channel, the battery heat exchange channel, and the lubricating oil-using unit heat exchange channel, and capable of switching the destination of the heat management heat medium, wherein the lubricating oil-using unit heat exchange channel comprises: a lubricating oil-using unit pass channel that passes through the lubricating oil-using unit; and a lubricating oil-using unit bypass channel connected to the lubricating oil-using unit pass channel upstream of the lubricating oil-using unit, and guiding the heat management heat medium while avoiding the lubricating oil-using unit, and the multi-way valve, A vehicle thermal management system characterized by being connected to the upstream end of the heat exchange channel for the air conditioning heat medium, the downstream end of the heat exchange channel for the air conditioning heat medium, the upstream end of the battery heat exchange channel, the downstream end of the battery heat exchange channel, the upstream end of the lubricating oil unit passage channel which is the upstream end of the lubricating oil unit heat exchange channel, the downstream end of the lubricating oil unit passage channel which is one of the downstream ends of the lubricating oil unit heat exchange channel, and the downstream end of the lubricating oil unit bypass channel which is one of the downstream ends of the lubricating oil unit heat exchange channel.

2. The vehicle thermal management system according to claim 1, comprising a control unit for controlling the multi-way valve, wherein the control unit is switchable between a lubricating oil unit fluid flow mode and a lubricating oil unit bypass mode, wherein the lubricating oil unit fluid flow mode is a mode in which the downstream end of the air conditioning heat medium heat exchange flow path or the downstream end of the battery heat exchange flow path is in communication with the upstream end of the lubricating oil unit passage path, and the downstream end of the lubricating oil unit passage path is in communication with the upstream end of the air conditioning heat medium heat exchange flow path or the upstream end of the battery heat exchange flow path, wherein the lubricating oil unit bypass mode is a mode in which the downstream end of the air conditioning heat medium heat exchange flow path or the downstream end of the battery heat exchange flow path is in communication with the upstream end of the lubricating oil unit passage path, and the downstream end of the lubricating oil unit bypass flow path is in communication with the upstream end of the air conditioning heat medium heat exchange flow path or the upstream end of the battery heat exchange flow path.

3. The vehicle thermal management system according to claim 2, characterized in that the control unit increases the heat generated by the lubricating oil unit when the temperature of the lubricating oil is lower than a predetermined optimal temperature range for the lubricating oil.

4. The vehicle thermal management system according to claim 2 or 3, wherein the air conditioning heat transfer medium heat exchange channel is arranged to pass through a radiator capable of exchanging heat with outside air, and the control unit switches between the lubricating oil unit fluid flow mode and the lubricating oil unit bypass mode based on at least one of the following: the temperature of the heat management medium in the air conditioning heat transfer medium heat exchange channel, the temperature of the heat management medium in the battery heat exchange channel, the temperature of the heat management medium in the lubricating oil unit heat exchange channel, and the temperature of the lubricating oil.

5. The vehicle thermal management system according to claim 4, characterized in that the control unit controls the multi-way valve so that when the temperature of the thermal management heat medium that has passed through the battery is lower than a preset battery optimal temperature range, the thermal management heat medium that has been heated in the passage through the lubricating oil unit is supplied to the upstream end of the battery heat exchange passage.

6. The vehicle thermal management system according to claim 4, characterized in that the control unit controls the multi-way valve such that, when the temperature of the thermal management heat medium that has passed through the battery is lower than the ambient temperature, the thermal management heat medium discharged from the downstream end of the lubrication unit passage is supplied to the upstream end of the air conditioning heat medium heat exchange passage, and the thermal management heat medium discharged from the downstream end of the air conditioning heat medium heat exchange passage is supplied to the upstream end of the battery heat exchange passage.

7. The vehicle thermal management system according to claim 4, characterized in that the control unit controls the multi-way valve such that when the temperature of the thermal management heat medium that has passed through the battery is lower than a preset battery optimal temperature range and the temperature of the lubricating oil is lower than the temperature of the thermal management heat medium supplied to the lubricating oil usage unit, the thermal management heat medium discharged from the downstream end of the lubricating oil usage unit bypass flow path is supplied to the upstream end of the air conditioning heat medium heat exchange flow path, and the thermal management heat medium discharged from the downstream end of the air conditioning heat medium heat exchange flow path is supplied to the upstream end of the battery heat exchange flow path.

8. The vehicle thermal management system according to claim 4, characterized in that the control unit controls the multi-way valve such that, when the temperature of the thermal management heat medium that has passed through the battery is within a preset battery suitable temperature range and the temperature of the thermal management heat medium at the upstream end of the lubricating oil use unit bypass channel is below the temperature of the lubricating oil, the thermal management heat medium discharged from the downstream end of the lubricating oil use unit bypass channel is supplied to the upstream end of the battery heat exchange channel, and the thermal management heat medium discharged from the downstream end of the battery heat exchange channel is supplied to the upstream end of the lubricating oil use unit heat exchange channel.

9. The vehicle thermal management system according to claim 4, characterized in that the control unit controls the multi-way valve such that, when the temperature of the thermal management heat medium that has passed through the battery is within a preset battery suitable temperature range and the temperature of the thermal management heat medium at the upstream end of the lubricating oil use unit bypass channel is higher than the temperature of the lubricating oil, the thermal management heat medium discharged from the downstream end of the lubricating oil use unit passage is supplied to the upstream end of the battery heat exchange channel, and the thermal management heat medium discharged from the downstream end of the battery heat exchange channel is supplied to the upstream end of the lubricating oil use unit heat exchange channel.

10. A vehicle thermal management system according to claim 4, comprising a chiller arranged so as to pass through the battery heat exchange channel, wherein the chiller performs heat exchange between the heat management medium in the battery heat exchange channel and a compressible heat medium other than the heat management medium, based on the control of the control unit, and the control unit controls the multi-way valve to circulate the heat management medium in the battery heat exchange channel by supplying the heat management medium discharged from the downstream end of the battery heat exchange channel to the upstream end of the battery heat exchange channel when the temperature of the heat management medium that has passed through the battery is within a preset battery optimal temperature range or is higher than the battery optimal temperature range, thereby causing the heat management medium to flow through the chiller.

11. The vehicle thermal management system according to claim 10, characterized in that the control unit controls the multi-way valve such that, when the temperature of the thermal management heat medium that has passed through the battery is higher than a preset battery optimal temperature range, the thermal management heat medium discharged from the downstream end of the lubricating oil usage unit bypass flow path is supplied to the upstream end of the air conditioning heat medium heat exchange flow path, and the thermal management heat medium discharged from the downstream end of the air conditioning heat medium heat exchange flow path is supplied to the upstream end of the lubricating oil usage unit heat exchange flow path.

12. The vehicle thermal management system according to claim 10, characterized in that the control unit controls the multi-way valve such that, when the temperature of the thermal management heat medium that has passed through the battery is higher than a preset battery optimal temperature range, the thermal management heat medium discharged from the downstream end of the lubricating oil usage unit passage is supplied to the upstream end of the air conditioning heat medium heat exchange passage, and the thermal management heat medium discharged from the downstream end of the air conditioning heat medium heat exchange passage is supplied to the upstream end of the lubricating oil usage unit heat exchange passage.

13. The battery heat exchange channel comprises a chiller arranged so as to pass through it, the chiller performing heat exchange between the heat management medium in the battery heat exchange channel and a compressible heat medium other than the heat management medium, based on the control of the control unit, the battery heat exchange channel comprises a battery passage channel that passes through the battery and a battery bypass channel that bypasses the battery, the multi-way valve is connected to the downstream end of the battery passage channel, which is one of the downstream ends of the battery heat exchange channel, and to the downstream end of the battery bypass channel, which is one of the downstream ends of the battery heat exchange channel, the control unit when the temperature of the heat management medium that has passed through the battery is within a preset battery suitable temperature range, The vehicle thermal management system according to claim 4, characterized in that the multi-way valve is controlled such that the heat management fluid discharged from the downstream end of the lubrication oil unit passage is supplied to the upstream end of the battery heat exchange passage, the heat management fluid discharged from the downstream end of the battery bypass passage is supplied to the upstream end of the air conditioning heat fluid heat exchange passage, and the heat management fluid discharged from the downstream end of the air conditioning heat fluid heat exchange passage is supplied to the upstream end of the lubrication oil unit heat exchange passage.

14. The vehicle thermal management system according to claim 4, characterized in that the control unit controls the multi-way valve such that, when the temperature of the thermal management heat medium that has passed through the battery is within a preset battery temperature range, the thermal management heat medium discharged from the downstream end of the lubrication oil usage unit passage is supplied to the upstream end of the air conditioning heat medium heat exchange passage, and the thermal management heat medium discharged from the downstream end of the air conditioning heat medium heat exchange passage is supplied to the upstream end of the lubrication oil usage unit heat exchange passage.

15. The vehicle thermal management system according to claim 10, characterized in that the control unit controls the amount of heat exchange in the chiller based on at least one of the temperature of the heat management medium in the battery heat exchange channel, the amount of charge to the battery, or the amount of power supplied from the battery.

16. The vehicle thermal management system according to claim 4, wherein the battery heat exchange channel comprises a battery passage channel that passes through the battery and a battery bypass channel that bypasses the battery, the multi-way valve is connected to the downstream end of the battery passage channel, which is one of the downstream ends of the battery heat exchange channel, and to the downstream end of the battery bypass channel, which is one of the downstream ends of the battery heat exchange channel, and the control unit controls the multi-way valve such that, when the lubricating oil unit is not in use, the temperature of the heat management medium that has passed through the battery is within a preset battery temperature range, and the lubricating oil unit bypass mode is enabled, the heat management medium discharged from the downstream end of the lubricating oil unit bypass channel is supplied to the upstream end of the battery heat exchange channel, the heat management medium discharged from the downstream end of the battery bypass channel is supplied to the upstream end of the air conditioning heat medium heat exchange channel, and the heat management medium discharged from the downstream end of the air conditioning heat medium heat exchange channel is supplied to the upstream end of the lubricating oil unit heat exchange channel.

17. The vehicle thermal management system according to claim 4, wherein the air conditioning heat exchange flow path comprises a radiator passage flow path that passes through the radiator and a radiator bypass flow path that bypasses the radiator, and the multi-way valve is connected to the downstream end of the radiator passage flow path, which is one of the downstream ends of the air conditioning heat exchange flow path, and to the downstream end of the radiator bypass flow path, which is one of the downstream ends of the air conditioning heat exchange flow path.

18. The vehicle thermal management system according to claim 17, characterized in that the control unit controls the multi-way valve such that, when the temperature of the thermal management heat medium that has passed through the battery is lower than a preset battery optimal temperature range, and the temperature of the thermal management heat medium upstream of the radiator is lower than the ambient temperature, the thermal management heat medium discharged from the downstream end of the lubricating oil unit passage is supplied to the upstream end of the air conditioning heat medium heat exchange passage, the thermal management heat medium discharged from the downstream end of the radiator passage is supplied to the upstream end of the battery heat exchange passage, and the thermal management heat medium discharged from the downstream end of the battery heat exchange passage is supplied to the upstream end of the lubricating oil unit heat exchange passage.

19. The vehicle thermal management system according to claim 17, characterized in that the control unit controls the multi-way valve such that, when the temperature of the thermal management heat medium that has passed through the battery is lower than a preset battery optimal temperature range and the temperature of the thermal management heat medium in the lubricating oil unit heat exchange channel is higher than the ambient temperature, the thermal management heat medium discharged from the downstream end of the lubricating oil unit passage is supplied to the upstream end of the battery heat exchange channel, the thermal management heat medium discharged from the downstream end of the battery heat exchange channel is supplied to the upstream end of the lubricating oil unit heat exchange channel, and the thermal management heat medium discharged from the downstream end of the radiator passage is supplied to the upstream end of the air conditioning heat medium heat exchange channel.

20. The vehicle thermal management system according to claim 17, characterized in that the control unit controls the multi-way valve such that, when the temperature of the thermal management heat medium that has passed through the battery is lower than a preset battery optimal temperature range, the temperature of the thermal management heat medium in the lubricating oil unit heat exchange channel is higher than the ambient temperature, and the lubricating oil unit is in fluid flow mode, the thermal management heat medium discharged from the downstream end of the lubricating oil unit passage is supplied to the upstream end of the air conditioning heat medium heat exchange channel, the thermal management heat medium discharged from the downstream end of the radiator bypass channel is supplied to the upstream end of the battery heat exchange channel, and the thermal management heat medium discharged from the downstream end of the battery heat exchange channel is supplied to the upstream end of the lubricating oil unit heat exchange channel.

21. The vehicle thermal management system according to claim 17, characterized in that the control unit controls the multi-way valve such that, when the temperature of the thermal management heat medium that has passed through the battery is lower than a preset battery optimal temperature range, and the temperature of the thermal management heat medium in the lubricating oil unit heat exchange channel is higher than the temperature of the lubricating oil, the thermal management heat medium discharged from the downstream end of the lubricating oil unit bypass channel is supplied to the upstream end of the air conditioning heat medium heat exchange channel, the thermal management heat medium discharged from the downstream end of the radiator bypass channel is supplied to the upstream end of the battery heat exchange channel, and the thermal management heat medium discharged from the downstream end of the battery heat exchange channel is supplied to the upstream end of the lubricating oil unit heat exchange channel.

22. The vehicle thermal management system according to claim 17, characterized in that the control unit controls the multi-way valve such that, when the temperature of the thermal management heat medium that has passed through the battery is within a preset battery optimal temperature range, and the temperature of the thermal management heat medium in the lubricating oil unit heat exchange channel is below the temperature of the lubricating oil, the thermal management heat medium discharged from the downstream end of the lubricating oil unit bypass channel is supplied to the upstream end of the air conditioning heat medium heat exchange channel, and the thermal management heat medium discharged from the downstream end of the radiator bypass channel is supplied to the upstream end of the lubricating oil unit heat exchange channel.

23. The vehicle thermal management system according to claim 17, characterized in that the control unit controls the multi-way valve such that when the temperature of the thermal management heat medium that has passed through the battery is within a preset battery optimal temperature range, and the temperature of the lubricating oil becomes higher than the temperature of the thermal management heat medium supplied to the lubricating oil usage unit, the thermal management heat medium discharged from the downstream end of the passage through the lubricating oil usage unit is supplied to the upstream end of the heat exchange passage for the air conditioning heat medium, and the thermal management heat medium discharged from the downstream end of the radiator bypass passage is supplied to the upstream end of the heat exchange passage for the lubricating oil usage unit.

24. A vehicle thermal management system according to claim 17, comprising a chiller arranged so as to pass through the battery heat exchange passage, wherein the chiller performs heat exchange between the heat management fluid in the battery heat exchange passage and a compressible heat transfer fluid other than the heat management fluid, based on the control of the control unit, and the control unit controls the multi-way valve such that, when the temperature of the heat management fluid that has passed through the battery is within a preset battery suitable temperature range, the heat management fluid discharged from the downstream end of the lubricating oil unit bypass passage is supplied to the upstream end of the battery heat exchange passage, the heat management fluid discharged from the downstream end of the battery heat exchange passage is supplied to the upstream end of the lubricating oil unit heat exchange passage, and the heat management fluid discharged from the downstream end of the radiator passage is supplied to the upstream end of the air conditioning heat transfer fluid heat exchange passage, thereby causing the heat management fluid to flow through the chiller.

25. A vehicle thermal management system according to claim 17, comprising a chiller arranged so as to pass through the battery heat exchange channel, wherein the chiller performs heat exchange between the heat management medium in the battery heat exchange channel and a compressible heat medium other than the heat management medium, based on the control of the control unit, and the control unit controls the multi-way valve such that when the temperature of the heat management medium that has passed through the battery is within a preset battery optimal temperature range, and the temperature of the heat management medium in the lubricating oil unit heat exchange channel is higher than the ambient temperature, the heat management medium discharged from the downstream end of the lubricating oil unit heat exchange channel is supplied to the upstream end of the battery heat exchange channel, the heat management medium discharged from the downstream end of the battery heat exchange channel is supplied to the upstream end of the lubricating oil unit heat exchange channel, and the heat management medium discharged from the downstream end of the radiator passage is supplied to the upstream end of the air conditioning heat medium heat exchange channel, thereby causing the heat management medium to flow through the chiller.

26. A chiller is provided through which the battery heat exchange channel passes, the chiller performs heat exchange between the heat management heat medium in the battery heat exchange channel and a compressible heat medium other than the heat management heat medium, based on the control of the control unit, the control unit controls the multi-way valve to circulate the heat management heat medium in the battery heat exchange channel by supplying the heat management heat medium discharged from the downstream end of the lubricating oil passing channel to the upstream end of the air conditioning heat medium heat exchange channel, supplying the heat management heat medium discharged from the downstream end of the radiator passing channel to the upstream end of the lubricating oil using unit, and supplying the heat management heat medium discharged from the downstream end of the battery heat exchange channel to the upstream end of the battery heat exchange channel, The vehicle thermal management system according to claim 17, characterized in that the heat management fluid is passed through the chiller.

27. A chiller is provided through which the battery heat exchange channel passes, the chiller performs heat exchange between the heat management medium in the battery heat exchange channel and a compressible heat medium other than the heat management medium, based on the control of the control unit, the control unit controls the multi-way valve to circulate the heat management medium in the battery heat exchange channel by supplying the heat management medium discharged from the downstream end of the lubricating oil bypass channel to the upstream end of the air conditioning heat medium heat exchange channel, supplying the heat management medium discharged from the downstream end of the radiator pass channel to the upstream end of the lubricating oil unit, and supplying the heat management medium discharged from the downstream end of the battery heat exchange channel to the upstream end of the battery heat exchange channel. The vehicle thermal management system according to claim 17, characterized in that the heat management fluid is passed through the chiller.

28. The vehicle thermal management system according to claim 17, characterized in that, when the lubricating oil unit is not in use and the temperature of the heat management fluid in front of the radiator is lower than the ambient temperature, the control unit controls the multi-way valve such that the heat management fluid discharged from the downstream end of the lubricating oil unit bypass passage is supplied to the upstream end of the air conditioning heat exchange passage, the heat management fluid discharged from the downstream end of the radiator passage is supplied to the upstream end of the battery heat exchange passage, and the heat management fluid discharged from the downstream end of the battery heat exchange passage is supplied to the upstream end of the lubricating oil unit heat exchange passage.

29. The vehicle thermal management system according to claim 17, wherein an air conditioning heater is positioned in the middle of the heat exchange flow path of the air conditioning heat medium, downstream of the condenser and upstream of the connection point between the radiator passage and the radiator bypass flow path, and the control unit controls the multi-way valve to cause the heat management heat medium to flow through the air conditioning heater.

30. The vehicle thermal management system according to any one of claims 1 to 3, further comprising an electric heater for heating the thermal management heat transfer medium that passes through the battery.

31. The vehicle thermal management system according to claim 29, further comprising an electric heater for heating the heat management medium that passes through the air conditioning heater.

32. The multi-way valve comprises a first core, a second core, a first motor for driving the first core, and a second motor for driving the second core, wherein the first core opens and closes the upstream end of the air conditioning heat transfer medium heat exchange channel, the upstream end of the battery heat exchange channel, the downstream end of the lubricating oil unit passage which is one of the downstream ends of the lubricating oil unit heat exchange channel, and the downstream end of the lubricating oil unit bypass channel which is one of the downstream ends of the lubricating oil unit heat exchange channel, the second core opens and closes the downstream end of the air conditioning heat transfer medium heat exchange channel, the downstream end of the battery heat exchange channel, and the upstream end of the lubricating oil unit heat exchange channel, and the first core and the second core are provided with ports through which the heat management heat transfer medium can be brought in and out, as described in any one of claims 1 to 3.

Images