WO2023203941A1 - Heat management system - Google Patents

Abstract

[Problem] To provide a heat management system that can predict the occurrence of failure of a system and delay the occurrence of that failure. [Solution] A heat management system comprising a heat medium circuit that circulates a heat medium that underwent heat exchange with a refrigerant circuit to a temperature control object, and a control device 9 that performs temperature control of the temperature control object by controlling this heat medium circuit, where the control device 9 comprises a failure prediction unit 63 that predicts the occurrence of failure of the system on the basis of information related to the life of the devices configuring the system, and a life extension control unit 64 that executes a prescribed life extension control for delaying the occurrence of that failure on the basis of the prediction of failure of the system by this failure prediction unit 63.

Description

thermal management system

The present invention relates to a heat management system that controls temperature by circulating a heat medium that has exchanged heat with a heat source through a heat medium circuit to a temperature controlled object.

BACKGROUND ART Conventionally, for example, batteries, running motors, etc. (hereinafter referred to as temperature-controlled objects) mounted on electric vehicles (electric vehicles, hybrid vehicles, etc.) generate heat. Therefore, we use heat pump circuits (refrigerant circuits) that circulate a heat medium (water, etc.) through the temperature control target, or heat pump circuits (refrigerant circuits) for air conditioning the passenger compartment of electric vehicles, and refrigerant (fluorocarbon refrigerant) that radiates heat in a radiator. ) and a heat absorber that absorbs heat by heating/cooling a heat medium with a refrigerant, and circulating this heat medium to the temperature control target in a heat medium circuit to control the temperature (for example, Patent Document 1). reference).

Here, the flow path of the heat medium in the heat medium circuit is switched by a flow path switching device consisting of a solenoid, a valve driven by a motor, etc., but since these flow path switching devices are also mechanical parts, they have limited durability. There is a sexual lifespan. Conventionally, measures have been taken to predict failures and lifespans of these parts, encourage replacement of the parts, and even notify dealers (for example, see Patent Document 2 and Patent Document 3).

Additionally, an electric vehicle has been developed that aims to extend the life of the vehicle's driving function by fully opening the battery door to cool the battery when the vehicle's air conditioner fails (see, for example, Patent Document 4). Furthermore, solenoid valve control devices that determine the lifespan of a solenoid valve based on the number of times it is operated, and vehicle air conditioning systems that operate a compressor at an appropriate ON/OFF frequency have also been developed (for example, Patent Document 5, Patent Document 5). (see 6).

Japanese Patent Application Publication No. 2014-80123 Japanese Patent Application Publication No. 2018-13842 JP2018-149825A Japanese Patent Application Publication No. 8-40088 Japanese Patent Application Publication No. 2014-169771 JP2016-141296A

For example, if the temperature control target is a battery installed in an electric vehicle, it cannot be operated efficiently regardless of whether the temperature is low or high, and the appropriate temperature range is between +10°C and +30°C. . Therefore, it is necessary to heat the battery to warm it up, especially during cold seasons such as winter. In addition, since the battery is a component with a large heat capacity, system efficiency can be improved by heating the battery using waste heat from other components, storing heat in the battery, and using that heat when necessary. It may be possible to improve the situation, but if the heat medium circuit's flow switching device fails and the state where the battery is heated (operation mode) continues, the battery temperature will continue to rise, and in the worst case, it will catch fire. There is a risk.

However, in conventional systems, there was no concept of predicting failures in heat transfer circuits for controlling the temperature of temperature-controlled objects such as batteries and delaying the occurrence of such failures (life extension), and improvements were desired. .

The present invention was made in order to solve the conventional technical problems, and provides a thermal management system that can predict the occurrence of a system failure and delay the occurrence of the failure.

In order to solve the above problems, the heat management system of the present invention includes a heat medium circuit that circulates the heat medium exchanged with the heat source to the temperature control target, and a heat medium circuit that controls the temperature control target of the temperature control target. The control device includes a failure prediction unit that predicts the occurrence of a system failure based on information regarding the lifespan of equipment that makes up the system, and a failure prediction unit that predicts system failure. Based on the above, the present invention is characterized in that it includes a life extension control section that executes predetermined life extension control to delay the occurrence of the failure.

The heat management system of the invention according to claim 2 is characterized in that in the above invention, the control device includes a notification control unit that notifies the outside when life extension control is executed.

In the heat management system of the invention of claim 3, in the invention of claim 1, the temperature control target is a passenger compartment of an electric vehicle, a battery mounted on the electric vehicle, a driving motor of the electric vehicle, and a driving motor of the electric vehicle. It is characterized by including an inverter, a power control unit of an electric vehicle, a combination thereof, or all of them.

In the heat management system of the invention of claim 4, in the invention of claim 1, the control device switches and executes an essential operation mode that is essential as a function required of the system and an additional operation mode other than this essential operation mode. In addition, the life extension control unit is characterized in that, in the life extension control, execution of the additional operation mode is prohibited or restricted.

In the heat management system of the invention of claim 5, in the invention of claim 1, the heat medium circuit includes a flow path switching device that switches the flow path of the heat medium, and the failure prediction unit predicts the occurrence of a failure of the flow path switching device. In addition, the life extension control unit is characterized in that, in the life extension control, the frequency of operation of the flow path switching device is reduced to delay occurrence of failure of the flow path switching device.

The heat management system of the invention according to claim 6 is characterized in that in the above invention, the failure prediction unit predicts failure of the flow path switching device based on the number of operations of the flow path switching device.

In the thermal management system of the invention of claim 7, in the invention of claim 5, the flow path switching device switches the flow path of the heat medium depending on the rotational position, and the failure prediction unit is configured to change the rotation angle of the flow path switching device. The present invention is characterized in that a failure of the flow path switching device is predicted based on the integrated value.

In the heat management system of the invention of claim 8, in the invention of claim 5, the temperature control target is a battery mounted on an electric vehicle, and the control device switches the flow path of the heat medium by the flow path switching device to control the temperature of the battery. The battery has an operation mode in which the battery is heated, and the life extension control section is characterized in that it prohibits or restricts execution of the operation mode in which the battery is heated.

The heat management system according to the invention of claim 9 is characterized in that, in the above invention, the life extension control section limits execution of the operation mode in which the battery is heated by lowering the threshold value for completing the operation mode.

In the heat management system of the invention according to claim 10, in each of the above inventions, the heat source includes a compressor that compresses a refrigerant, a radiator that radiates heat from the high temperature refrigerant discharged from the compressor, and a refrigerant that radiates heat with the radiator. It consists of a refrigerant circuit that has a pressure reducing device that reduces the pressure of the refrigerant, and a heat absorber that absorbs heat from the refrigerant that has been reduced in pressure by the pressure reducing device.The heat medium circuit includes a heating section that heats the heat medium, and a cooling section that cools the heat medium The heating part exchanges heat with the heat radiator, and the cooling part exchanges heat with the heat absorber.

In the thermal management system of the invention according to claim 11, in the above invention, the failure prediction unit predicts failure of the compressor based on the operation of the compressor, and the life extension control unit performs activation/startup of the compressor in the life extension control. It is characterized by delaying the occurrence of failure of the compressor by reducing the frequency of stops.

According to the present invention, thermal management includes a heat medium circuit that circulates the heat medium exchanged with the heat source to the temperature control target, and a control device that controls the temperature of the temperature control target by controlling the heat medium circuit. In the system, the control device includes a failure prediction section that predicts the occurrence of a system failure based on information regarding the lifespan of the equipment that makes up the system, and a system that delays the occurrence of the failure based on the failure prediction of the system by this failure prediction section. Equipped with a life extension control unit that executes predetermined life extension control, the failure prediction unit predicts whether or not a failure will occur in the system based on information regarding the lifespan of the equipment that makes up the system. If the failure is high, the life extension control unit can perform life extension control to delay the occurrence of the failure.

This reduces or avoids the risk of an accident occurring to the temperature-controlled target due to a failure of the equipment that makes up the system, making it possible to control the temperature of the temperature-controlled target more safely and for a longer period of time. Become.

Further, when the control device executes life extension control as in the invention of claim 2, by having a configuration including a notification control unit that notifies the outside, it is possible to predict the occurrence of a failure in equipment constituting the system. It will be possible to notify external parties that life extension control is being carried out to delay the occurrence of occurrence, prompting them to take early action regarding maintenance and replacement of equipment, and to notify the outside world that life extension control is being carried out to delay the occurrence of occurrence. This also makes it possible to avoid the inconvenience of continued operation with reduced efficiency.

In this case, the temperature control targets include the passenger compartment of the electric vehicle, the battery mounted on the electric vehicle, the driving motor of the electric vehicle, the inverter that drives the driving motor, and the power of the electric vehicle. A control unit etc. can be considered.

In addition, when the control device switches and executes an essential operation mode that is essential as a function required of the system and an additional operation mode other than this essential operation mode, the life extension control unit as in the invention of claim 4 However, if the execution of additional operation modes is prohibited or restricted in life extension control, the number of operation mode switches can be reduced while ensuring the execution of the essential operation modes that are essential to the system. It will be possible to extend the lifespan of the equipment that makes up the system and delay the occurrence of system failures.

More specifically, as in the invention of claim 5, the failure prediction unit predicts the occurrence of a failure in the flow path switching device that switches the flow path of the heat medium in the heat medium circuit, and the life extension control unit, in the life extension control, By lowering the operating frequency of the flow path switching device, the occurrence of failure of the flow path switching device is delayed.

Furthermore, as in the invention of claim 6, the failure prediction unit predicts the failure of the flow path switching device based on the number of times the flow path switching device operates.

On the other hand, when the flow path switching device switches the flow path of the heat medium depending on the rotational position, the failure prediction unit according to the seventh aspect of the invention switches the flow path of the heat medium based on the integrated value of the rotation angle of the flow path switching device. Failure prediction of road switching equipment will be performed.

In particular, as in the invention of claim 8, the temperature control target is a battery mounted on an electric vehicle, and the control device has an operation mode in which the flow path of the heat medium is switched by the flow path switching device to heat the battery. In such a case, the life extension control unit prohibits or limits execution of the operation mode that heats the battery, thereby making it possible to avoid an accident in which the temperature of the battery continues to rise and leads to a fire.

In this case, specifically, the life extension control section limits execution of the operation mode in which the battery is heated by lowering the threshold value for completing the operation mode.

In addition, as in the invention of claim 9, the heat source is a compressor that compresses refrigerant, a radiator that radiates heat from the high temperature refrigerant discharged from the compressor, and a pressure reducing device that reduces the pressure of the refrigerant that radiates heat by the radiator. In the case of a refrigerant circuit having a heat absorber that absorbs heat from the refrigerant decompressed by this pressure reducing device, the heat medium circuit has a heating section that heats the heat medium and a cooling section that cools the heat medium. , the heating section exchanges heat with the radiator, and the cooling section exchanges heat with the heat absorber.

Further, in the case of the above invention, the failure prediction unit predicts failure of the compressor based on the operation of the compressor as in the invention of claim 10, and the life extension control unit performs starting/starting of the compressor in the life extension control. By reducing the frequency of stops, the occurrence of a failure in the compressor can be delayed, thereby delaying the occurrence of a failure in the compressor that constitutes the refrigerant circuit that serves as a heat source, making it possible to maintain temperature control for a longer period of time. This will allow for safer continuation.

FIG. 1 is a block diagram illustrating the configuration of an embodiment of the thermal management system of the present invention. 2 is a functional block diagram regarding failure prediction and life extension control of the control device in FIG. 1. FIG. 1 is a diagram of a heat medium circuit and a refrigerant circuit of an embodiment of the thermal management system of the present invention. FIG. 4 is another heat medium circuit and refrigerant circuit diagram of the thermal management system of FIG. 3 (first operation mode). FIG. 4 is yet another heat medium circuit and refrigerant circuit diagram of the thermal management system of FIG. 3 (second operation mode). FIG. 4 is yet another heat medium circuit and refrigerant circuit diagram of the heat management system of FIG. 3 (third operation mode). FIG. It is yet another heat medium circuit and refrigerant circuit diagram of the heat management system of FIG. 3 (fourth operation mode). It is yet another heat medium circuit and refrigerant circuit diagram of the heat management system of FIG. 3 (fifth operation mode). 2 is a flowchart illustrating the operation of an embodiment regarding failure prediction and life extension control by the control device of FIG. 1 (Embodiment 1). 3 is a flowchart illustrating the operation of another embodiment regarding failure prediction and life extension control by the control device of FIG. 1 (Embodiment 2).

Hereinafter, embodiments of the present invention will be described in detail based on the drawings.

(1) Configuration of the thermal management system 1 FIGS. 1 and 2 show functional blocks of an embodiment of the thermal management system 1 of the present invention, and FIG. 3 shows the configuration of the heat medium circuit 2 and refrigerant circuit 3 of the thermal management system 1. It shows. The thermal management system 1 of the embodiment air-conditions the cabin of an electric vehicle EV such as an electric vehicle or a hybrid vehicle, and also controls the battery (BATT) 4 mounted on the electric vehicle EV and the running motor (MOT) of the electric vehicle EV. ) 6, which controls the temperature of the inverter (INV) 7 that drives the driving motor 6 and the power control unit (PCU) 8 of the electric vehicle EV, and controls the heat medium circuit 2, refrigerant circuit 3, and control device 9. It is said to be configured with the following features.

Therefore, the vehicle interior of the electric vehicle EV, the battery 4, the driving motor 6, the inverter 7, and the power control unit 8 are examples of temperature-controlled objects in the present invention. Further, although the refrigerant circuit 3 is an example of the heat source in the present invention, the concept of the battery 4 in this application includes a fuel cell.

(1-1) Configuration of heat medium circuit 2 First, the heat medium circuit 2 of the heat management system 1 of the embodiment will be described with reference to FIG. The heat medium circuit 2 includes pumps 11 to 14, a heating section 16 (heat exchanger), a cooling section 17 (heat exchanger), two indoor heat exchangers 18 and 19, and an outdoor heat exchanger (radiator). 22, two integrated valves 23, 24 as a flow path switching device, a four-way valve 26, etc., and these, a battery 4, a driving motor 6, an inverter 7, a power control unit 8, and an auxiliary heating device. An electric heater (ECH) 33 is connected by a heat medium pipe 34 as shown in FIG.

In this case, the battery 4, the driving motor 6, the inverter 7, and the power control unit 8 are configured with a jacket structure around them, and a heat medium (water in the embodiment) flows through the jacket. The battery 4, driving motor 6, inverter 7, and power control unit 8 are configured to exchange heat with a heat medium. Further, the outdoor heat exchanger 22 is disposed outside the vehicle interior of the electric vehicle EV, and is configured to be ventilated with outside air by an outdoor blower 36. Further, the outdoor heat exchanger 22 is provided with a grill shutter 37 that opens and closes to control the inflow of outside air into the outdoor heat exchanger 22.

In addition, the indoor heat exchangers 18 and 19 are arranged in an air flow path 39 of an HVAC unit 38 that supplies air for conditioning into the cabin of the electric vehicle EV. Inside air and outside air are ventilated into this airflow passage 39 by an indoor blower 41, and the inside air and outside air are switched by a suction switching damper 42. Furthermore, 43 is an air mix damper for adjusting the ventilation ratio to the indoor heat exchanger 19 which is disposed on the leeward side in the air flow passage 39 than the indoor heat exchanger 18 .

The four-way valve 26 has four ports A, B, C, and D, and is switched to switching mode 1 or 2 by driving the internal valve body by a motor or solenoid. In this case, in switching mode 1, the heat medium flowing from port A flows to port D, and the heat medium flowing from port B flows to port C. Furthermore, in switching mode 2, the heat medium flowing from port A flows to port C, and the heat medium flowing from port B flows to port D.

In addition, the integrated valve 23 (flow path switching device) has eight ports B, C, D, E, F, I, J, and L, and the internal valve body is rotationally driven by a motor (servo motor). It is possible to switch to a plurality of switching modes depending on the rotational position of the valve body, and in this embodiment, switching modes 2, 5, and 6 are used. In this case, in switching mode 2, ports C and B are communicated, ports L and D are communicated, ports E and F are communicated, and ports J and I are communicated (FIG. 7). Furthermore, in switching mode 5, ports C and B are communicated, ports E and D are communicated, ports J and F are communicated, and ports L and I are communicated (FIGS. 4 to 6). Furthermore, in switching mode 6, ports J and B are communicated, ports C and D are communicated, ports E and F are communicated, and ports L and I are communicated (FIG. 8).

In addition, the integrated valve 24 (flow path switching device) has eight ports B, C, D, F, G, H, I, and J, and the internal valve body is rotationally driven by a motor (servo motor). It is possible to switch to a plurality of switching modes depending on the rotational position of the valve body, and in this embodiment, switching modes 1, 3, 4 to 6 are used. In this case, in switching mode 1, ports F and B are communicated, ports C and D are communicated, ports H and G are communicated, and ports I and J are communicated (FIG. 7). In switching mode 3, ports C and B are communicated, ports I and D are communicated, ports F and J are communicated, and ports H and G are communicated (FIG. 5). Furthermore, in switching mode 4, ports C and B are communicated, ports I and D are communicated, ports F and G are communicated, and ports H and J are communicated (FIG. 4). Furthermore, in switching mode 5, ports I and B are communicated, ports C and D are communicated, ports F and G are communicated, and ports H and J are communicated (FIG. 6). Furthermore, in switching mode 6, ports I and B are communicated, ports C and D are communicated, ports F and J are communicated, and ports H and G are communicated (FIG. 8).

(1-2) Configuration of refrigerant circuit 3 Furthermore, the refrigerant circuit 3 in FIG. A radiator 46 that radiates heat, an expansion valve 47 as a pressure reducing device that reduces the pressure of the refrigerant radiated by the radiator 46, a heat absorber 48 that evaporates the refrigerant reduced in pressure by the expansion valve 47 and absorbs heat, and an accumulator 49 that functions as a refrigerant. This is a heat pump circuit that is sequentially connected in an annular manner by piping 52. The heat radiator 46 of the refrigerant circuit 3 and the heating section 16 of the heat medium circuit 2 are arranged in a heat exchange relationship, and the heat absorber 48 and the cooling section 17 are arranged in a heat exchange relationship.

(1-3) Configuration of control device 9 Next, the configuration of the control device 9 will be explained with reference to FIGS. 1 and 2. The control device 9 is composed of a microcomputer equipped with a processor, a memory, and an input/output interface, and as shown in FIG. 1, its functions include an operation mode determination section 51, a control target value calculation section 52, and an operation mode switching control section. 53 and a control target value control section 54. This control device 9 detects the temperature of the air inside the electric vehicle EV, the temperature of the air blown into the vehicle interior, the temperature and pressure of each part of the refrigerant circuit 3, the amount of solar radiation into the vehicle interior, etc. Detection data of a sensor (representatively shown by reference numeral 56 in FIG. 1) is input.

The control device 9 also includes the aforementioned integrated valves 23 and 24, the four-way valve 26, the pumps 11 to 14, the grille shutter 37 (representatively indicated by the reference numeral 57 in FIG. 1), the aforementioned compressor 44, the expansion valve 47, and the like. , an outdoor blower 36 , an indoor blower 39 , a suction switching damper 41 , an air mix damper 43 , and an electric heater (ECH) 33 (representatively indicated by reference numeral 58 in FIG. 1) are connected, and these are controlled by the control device 9. .

Furthermore, the control device 9 includes a battery management system 61 that controls charging and discharging of the battery 4 via the CAN 59 of the electric vehicle EV, and a configuration that transmits and receives data (temperature data, etc.) to and from the power control unit (PCU) 8 described above. has been done. It is assumed that the control device 9 obtains necessary data (vehicle speed, etc.) from another ECU (not shown) of the electric vehicle EV via the CAN 59. Further, a router 60 that wirelessly transmits and receives data to and from the outside via an Internet line is connected to the CAN 59, and the control device 9 is configured to transmit and receive data to and from the outside via the CAN 59 and the router 60.

The operation mode determining unit 51 of the control device 9 determines the air conditioning of the vehicle interior, such as cooling and heating, and each operation mode of the heat medium circuit 2 and refrigerant circuit 3, which will be described later, based on the detection data of the sensor 56 described above. . Further, the control target value calculating section 52 calculates the control target value in the driving mode determined by the driving mode determining section 51. Further, the operation mode switching control section 53 controls the integrated valves 23 and 24 of the heat medium circuit 2, the four-way valve 26, and the pumps 11 to 14 based on the operation mode determined by the operation mode determination section 51. Further, the control target value control unit 54 controls the compressor 44 and expansion valve 47 of the refrigerant circuit 3, each blower 36, 41, and the electric heater (ECH) 33 based on the control target value calculated by the control target value calculation unit 52. , each damper 42, 43, and grill shutter 37 are controlled.

FIG. 2 shows functional blocks related to failure prediction and life extension control of the control device 9 of the embodiment. In FIG. 2, 63 is a failure prediction section, 64 is a life extension control section, and 66 is a notification control section. Failure prediction and life extension control by each of these parts will be described in detail later.

(2) Operation mode of control device 9 Next, the operation mode of the control device 9 of the embodiment will be explained with reference to FIGS. 4 to 8.
(2-1) First Operation Mode First, FIG. 4 shows the first operation mode by the control device 9. In this first operation mode, the compressor 44, outdoor blower 36, indoor blower 41, and pumps 11 to 14 are operated, the four-way valve 26 is in switching mode 2, the integrated valve 23 is in switching mode 5, and the integrated valve 24 is in switching mode 4. It is said that Further, the grill shutter 37 is opened, and the electric heater 33 is operated as necessary.

As a result, the high temperature refrigerant discharged from the compressor 44 of the refrigerant circuit 3 radiates heat to the heat medium flowing through the heating section 16 in the radiator 46, and in the heat absorber 48, the refrigerant whose pressure has been reduced by the expansion valve 47 evaporates and is cooled. Heat is absorbed from the heat medium flowing through the section 17. The refrigerant that has exited the heat absorber 48 is separated into gas and liquid by an accumulator 49 and then sucked into the compressor 44 .

On the other hand, the heat medium discharged from the pump 12 of the heat medium circuit 2 reaches the heating section 16, where the heat medium is heated by the refrigerant (the refrigerant radiates heat). The heat medium heated by the heating section 16 flows into the port C of the integrated valve 23 and flows out from the port B to reach the indoor heat exchanger 19. The heat medium leaving the indoor heat exchanger 19 flows into the port L of the integrated valve 23 and flows out from the port I to reach the indoor heat exchanger 18. The heat medium leaving the indoor heat exchanger 18 flows into port E of the integrated valve 23, flows out from port D, and flows into port A of the four-way valve 26. The heat medium that has flowed into port A of the four-way valve 26 exits from port C and returns to the pump 12, repeating the circulation (as shown by the arrow attached to the heat medium piping 34 in FIG. 4).

On the other hand, the heat medium discharged from the pump 11 reaches the cooling section 17, where the heat medium is cooled by the refrigerant (the refrigerant absorbs heat). The heat medium cooled by the cooling unit 17 flows into port J of the integrated valve 23 , flows out from port F, and flows into port I of the integrated valve 24 . The heat medium flowing into port I of the integrated valve 24 flows out from port D and reaches the outdoor heat exchanger 22, where it absorbs heat from the outside air. The heat medium that has exited the outdoor heat exchanger 22 flows into port H of the integrated valve 24, flows out from port J, and repeats the circulation back to the pump 11 (indicated by the arrow attached to the heat medium piping 34 in FIG. 4). .

Further, the heat medium discharged from the pump 14 sequentially flows into the power control unit 8, the inverter 7, and the driving motor 6. The heat medium is heated by their waste heat and then reaches the electric heater 33. When the electric heater 33 is in operation, the heat is further heated by the electric heater 33, and then flows into port B of the four-way valve 26, flows out from port D, and flows into port C of the integrated valve 24. The heat medium that has flowed into port C of integrated valve 24 flows out from port B, is sucked into pump 13, and is discharged to battery 4. The heat medium that has reached the battery 4 heats the battery 4 there, flows into port F of the integrated valve 24, flows out from port G, and repeats the circulation back to the pump 14 (also shown in the heat medium piping 34 in FIG. 4). (indicated by the arrow).

As a result, in the first operation mode, the heat pumped up from the outside air by the outdoor heat exchanger 22 is transferred from the heat medium (cooling section 17) to the refrigerant (heat absorber 48) to the refrigerant (radiator 46) to the heat medium (heating section 16). The heat exchangers 19 and 18 are then transported to the indoor heat exchangers 19 and 18 in this order. Since the air blown into the vehicle interior is passed through the indoor heat exchangers 18 and 19, the air heated by the indoor heat exchangers 18 and 19 is blown out into the vehicle interior. ) is heated.

Further, the battery 4 is heated by the heat medium heated by the power control unit 8, the inverter 7, the driving motor 6, and the electric heater 33 (if activated), thereby warming up the battery 4. It turns out.

That is, since the battery 4 is warmed up (heated) using the waste heat of the power control unit 8, inverter 7, and driving motor 6, energy is saved and the energy consumption in the thermal management system 1 is reduced, but the battery 4 cannot be cooled down. Further, since the functions required of the thermal management system 1 in the embodiment are cabin air conditioning and battery cooling of the electric vehicle EV, this first operation mode is not essential for the thermal management system 1, and is an additional function in the present invention. It is in target driving mode.

(2-2) Second Operation Mode Next, FIG. 5 shows the second operation mode by the control device 9. In this second operation mode, the compressor 44, outdoor blower 36, indoor blower 41, and pumps 11 to 14 are operated, the four-way valve 26 is in switching mode 2, the integrated valve 23 is in switching mode 5, and the integrated valve 24 is in switching mode 3. It is said that Further, the grill shutter 37 is opened and the electric heater 33 is not operated.

As a result, the high temperature refrigerant discharged from the compressor 44 of the refrigerant circuit 3 radiates heat to the heat medium flowing through the heating section 16 in the radiator 46, and in the heat absorber 48, the refrigerant whose pressure has been reduced by the expansion valve 47 evaporates and is cooled. Heat is absorbed from the heat medium flowing through the section 17. The refrigerant that has exited the heat absorber 48 is separated into gas and liquid by an accumulator 49 and then sucked into the compressor 44 .

On the other hand, the heat medium discharged from the pump 12 of the heat medium circuit 2 reaches the heating section 16, where the heat medium is heated by the refrigerant (the refrigerant radiates heat). The heat medium heated by the heating section 16 flows into the port C of the integrated valve 23 and flows out from the port B to reach the indoor heat exchanger 19. The heat medium leaving the indoor heat exchanger 19 flows into the port L of the integrated valve 23 and flows out from the port I to reach the indoor heat exchanger 18. The heat medium leaving the indoor heat exchanger 18 flows into port E of the integrated valve 23, flows out from port D, and flows into port A of the four-way valve 26. The heat medium that has flowed into port A of the four-way valve 26 exits from port C and returns to the pump 12, repeating the circulation (as shown by the arrow attached to the heat medium piping 34 in FIG. 5).

On the other hand, the heat medium discharged from the pump 11 reaches the cooling section 17, where the heat medium is cooled by the refrigerant (the refrigerant absorbs heat). The heat medium cooled by the cooling unit 17 flows into port J of the integrated valve 23 , flows out from port F, and flows into port I of the integrated valve 24 . The heat medium flowing into port I of the integrated valve 24 flows out from port D and reaches the outdoor heat exchanger 22, where it absorbs heat from the outside air. The heat medium that has exited the outdoor heat exchanger 22 flows into the port H of the integrated valve 24, flows out from the port G, is sucked into the pump 14, and is discharged.

The heat medium discharged from the pump 14 sequentially flows into the power control unit 8, the inverter 7, and the driving motor 6. The heat medium is heated by their waste heat and then passes through the electric heater 33 and flows into port B of the four-way valve 26 , exits from port D and flows into port C of the integrated valve 24 . The heat medium that has flowed into port C of integrated valve 24 flows out from port B, is sucked into pump 13, and is discharged to battery 4. The heat medium that has reached the battery 4 heats the battery 4 there, flows into port F of the integrated valve 24, flows out from port J, and repeats the circulation back to the pump 11 (also shown in the heat medium piping 34 in FIG. 5). (indicated by the arrow).

As a result, in the second operation mode, the heat pumped up from the outside air by the outdoor heat exchanger 22 and the waste heat of the power control unit 8, inverter 7, and travel motor 6 are transferred from the heat medium (cooling unit 17) to the refrigerant ( The heat absorber 48) → refrigerant (radiator 46) → heat medium (heating unit 16) are transported to the indoor heat exchangers 19 and 18 in this order. Since the air blown into the vehicle interior is passed through the indoor heat exchangers 18 and 19, the air heated by the indoor heat exchangers 18 and 19 is blown out into the vehicle interior. ) is heated.

Incidentally, if the heating of the vehicle interior by heat from the outside air or the driving motor 6 is insufficient, the electric heater 33 is activated to heat the heat medium flowing through the cooling section 17. The heat of this electric heater 33 is transferred in the order of heat medium (cooling unit 17) → refrigerant (heat absorber 48) → refrigerant (radiator 46) → heat medium (heating unit 16), and is transferred to indoor heat exchangers 19 and 18. Heats the flowing heat medium. Further, the battery 4 is also adjusted to a target temperature by the power control unit 8, the inverter 7, the waste heat of the driving motor 6, and the heat medium pumped up from the electric heater 33.

This second operation mode is a basic mode for heating the vehicle interior, which is essential as a function required of the heat management system 1 in the embodiment, and is an essential operation mode in the present invention.

(2-3) Third Operation Mode Next, FIG. 6 shows the third operation mode by the control device 9. In this third operation mode, the compressor 44, indoor blower 41, and pumps 11 to 14 are operated, the four-way valve 26 is in switching mode 2, the integrated valve 23 is in switching mode 5, and the integrated valve 24 is in switching mode 5. Further, the outdoor blower 36 is stopped, the grill shutter 37 is closed, and the electric heater 33 is activated as necessary.

As a result, the high temperature refrigerant discharged from the compressor 44 of the refrigerant circuit 3 radiates heat to the heat medium flowing through the heating section 16 in the radiator 46, and in the heat absorber 48, the refrigerant whose pressure has been reduced by the expansion valve 47 evaporates and is cooled. Heat is absorbed from the heat medium flowing through the section 17. The refrigerant that has exited the heat absorber 48 is separated into gas and liquid by an accumulator 49 and then sucked into the compressor 44 .

On the other hand, the heat medium discharged from the pump 12 of the heat medium circuit 2 reaches the heating section 16, where the heat medium is heated by the refrigerant (the refrigerant radiates heat). The heat medium heated by the heating section 16 flows into the port C of the integrated valve 23 and flows out from the port B to reach the indoor heat exchanger 19. The heat medium leaving the indoor heat exchanger 19 flows into the port L of the integrated valve 23 and flows out from the port I to reach the indoor heat exchanger 18. The heat medium leaving the indoor heat exchanger 18 flows into port E of the integrated valve 23, flows out from port D, and flows into port A of the four-way valve 26. The heat medium that has flowed into port A of the four-way valve 26 exits from port C and returns to the pump 12, repeating the circulation (indicated by the arrow attached to the heat medium piping 34 in FIG. 6).

On the other hand, the heat medium discharged from the pump 11 reaches the cooling section 17, where the heat medium is cooled by the refrigerant (the refrigerant absorbs heat). The heat medium cooled by the cooling unit 17 flows into port J of the integrated valve 23 , flows out from port F, and flows into port I of the integrated valve 24 . The heat medium that has flowed into port I of integrated valve 24 flows out from port B, is sucked into pump 13, and is discharged to battery 4. The heat medium that has reached the battery 4 cools the battery 4 there, then flows into the port F of the integrated valve 24, flows out from the port G, is sucked into the pump 14, and is discharged.

The heat medium discharged from the pump 14 sequentially flows into the power control unit 8, the inverter 7, and the driving motor 6. The heat medium is heated by their waste heat and then reaches the electric heater 33. When the electric heater 33 is in operation, the heat is further heated by the electric heater 33, and then flows into port B of the four-way valve 26, flows out from port D, and flows into port C of the integrated valve 24. The heat medium flowing into port C of the integrated valve 24 flows out from port D, reaches the outdoor heat exchanger 22, passes through there, flows into port H of the integrated valve 24, flows out from port J, and flows into the pump 11. The return circulation is repeated (indicated by the arrow attached to the heat medium pipe 34 in FIG. 6).

As a result, in the third operation mode, the waste heat of the power control unit 8, inverter 7, and travel motor 6, and the heat of the electric heater 33 (if activated) are transferred from the heat medium (cooling section 17) to the refrigerant. The refrigerant is transported to the indoor heat exchangers 19 and 18 in the order of (heat absorber 48) -> refrigerant (radiator 46) -> heat medium (heating section 16). Since the air blown into the vehicle interior is passed through the indoor heat exchangers 18 and 19, the air heated by the indoor heat exchangers 18 and 19 is blown out into the vehicle interior. ) is heated.

At this time, since the heat medium and the outside air do not exchange heat in the outdoor heat exchanger 22, frost does not form on the outdoor heat exchanger 22 even at low outside temperatures. On the other hand, since the heat medium that has just been cooled by the cooling unit 17 flows through the battery 4, the temperature of the heat medium that exchanges heat with the battery 4 is lower than in the second operation mode described above. Therefore, if the temperature of the battery 4 falls below the appropriate temperature range, the battery 4 cannot be heated other than by stopping the refrigerant circuit 3, so this third operation mode is not essential for the thermal management system 1. This is an additional mode of operation in the present invention.

(2-4) Fourth Operation Mode Next, FIG. 7 shows the fourth operation mode by the control device 9. In this fourth operation mode, the compressor 44, the outdoor blower 36, the indoor blower 41, and the pumps 11 to 14 are operated, the four-way valve 26 is in switching mode 1, the integrated valve 23 is in switching mode 2, and the integrated valve 24 is in switching mode 1. It is said that Further, the grill shutter 37 is opened and the electric heater 33 is not operated.

As a result, the high temperature refrigerant discharged from the compressor 44 of the refrigerant circuit 3 radiates heat to the heat medium flowing through the heating section 16 in the radiator 46, and in the heat absorber 48, the refrigerant whose pressure has been reduced by the expansion valve 47 evaporates and is cooled. Heat is absorbed from the heat medium flowing through the section 17. The refrigerant that has exited the heat absorber 48 is separated into gas and liquid by an accumulator 49 and then sucked into the compressor 44 .

On the other hand, the heat medium discharged from the pump 12 of the heat medium circuit 2 reaches the heating section 16, where the heat medium is heated by the refrigerant (the refrigerant radiates heat). The heat medium heated by the heating section 16 flows into the port C of the integrated valve 23 and flows out from the port B to reach the indoor heat exchanger 19. The heat medium leaving the indoor heat exchanger 19 flows into port L of the integrated valve 23, flows out from port D, and flows into port A of the four-way valve 26. The heat medium flowing into port A of the four-way valve 26 flows out from port D, flows into port C of the integrated valve 24, and flows out from port D.

The heat medium flowing out from port D of the integrated valve 24 reaches the outdoor heat exchanger 22, where it radiates heat into the outside air. The heat medium that has passed through the outdoor heat exchanger 22 flows into the port H of the integrated valve 24, flows out from the port G, is sucked into the pump 14, and is discharged. The heat medium discharged from the pump 14 sequentially flows into the power control unit 8, the inverter 7, and the travel motor 6. The heat medium is heated by the waste heat, then flows into port B of the four-way valve 26 via the electric heater 33, flows out from port C, and repeats the circulation back to the pump 11 (heat medium piping 34 in FIG. 7). ).

On the other hand, the heat medium discharged from the pump 11 reaches the cooling section 17, where the heat medium is cooled by the refrigerant (the refrigerant absorbs heat). The heat medium cooled by the cooling unit 17 flows into the port J of the integrated valve 23, flows out from the port I, and reaches the indoor heat exchanger 18. The heat medium flowing out from the indoor heat exchanger 18 flows into port E of the integrated valve 23 , flows out from port F, and flows into port I of the integrated valve 24 . The heat medium flowing into port I of the integrated valve 24 flows out from port J and repeats the circulation back to the pump 11 (indicated by an arrow attached to the heat medium pipe 34 in FIG. 7).

Further, the heat medium discharged from the pump 13 is discharged to the battery 4. The heat medium that has passed through the battery 4 flows into the port F of the integrated valve 24, flows out from the port B, and repeats the circulation back to the pump 13 (as shown by the arrow attached to the heat medium pipe 34 in FIG. 7).

As a result, in the fourth operation mode, the heat medium radiates heat in the indoor heat exchanger 19, and the heat medium absorbs heat in the indoor heat exchanger 18. Air blown into the vehicle interior is passed through the indoor heat exchangers 18 and 19, so the air cooled by the indoor heat exchanger 18 is reheated by the indoor heat exchanger 19 and then returned to the vehicle. The air is blown into the interior of the vehicle, thereby dehumidifying the interior of the vehicle (temperature control target).

At this time, since the heat medium is simply circulated through the battery 4, the heat medium circulating through the battery 4 has no heat radiation source or heat absorption source other than the battery 4, and the temperature of the battery 4 cannot be controlled. The fourth operation mode is not essential for the thermal management system 1, but is an additional operation mode in the present invention.

(2-5) Fifth Operation Mode Next, FIG. 8 shows the fifth operation mode by the control device 9. In this fifth operation mode, the compressor 44, the outdoor blower 36, the indoor blower 41, and the pumps 11 to 14 are operated, the four-way valve 26 is in switching mode 1, the integrated valve 23 is in switching mode 6, and the integrated valve 24 is in switching mode 6. It is said that Further, the grill shutter 37 is opened and the electric heater 33 is not operated.

As a result, the high temperature refrigerant discharged from the compressor 44 of the refrigerant circuit 3 radiates heat to the heat medium flowing through the heating section 16 in the radiator 46, and in the heat absorber 48, the refrigerant whose pressure has been reduced by the expansion valve 47 evaporates and is cooled. Heat is absorbed from the heat medium flowing through the section 17. The refrigerant that has exited the heat absorber 48 is separated into gas and liquid by an accumulator 49 and then sucked into the compressor 44 .

On the other hand, the heat medium discharged from the pump 12 of the heat medium circuit 2 reaches the heating section 16, where the heat medium is heated by the refrigerant (the refrigerant radiates heat). The heat medium heated by the heating unit 16 flows into port C of the integrated valve 23 , flows out from port D, and flows into port A of the four-way valve 26 . The heat medium flowing into port A of the four-way valve 26 flows out from port D, flows into port C of the integrated valve 24, and flows out from port D.

The heat medium flowing out from port D of the integrated valve 24 reaches the outdoor heat exchanger 22, where it radiates heat into the outside air. The heat medium that has passed through the outdoor heat exchanger 22 flows into the port H of the integrated valve 24, flows out from the port G, is sucked into the pump 14, and is discharged. The heat medium discharged from the pump 14 sequentially flows into the power control unit 8, the inverter 7, and the travel motor 6. The heat medium is heated by the waste heat, then flows into port B of the four-way valve 26 via the electric heater 33, flows out from port C, and repeats the circulation back to the pump 11 (heat medium piping 34 in FIG. 8). ).

On the other hand, the heat medium discharged from the pump 11 reaches the cooling section 17, where the heat medium is cooled by the refrigerant (the refrigerant absorbs heat). The heat medium cooled by the cooling unit 17 flows into the port J of the integrated valve 23, flows out from the port B, and reaches the indoor heat exchanger 19. The heat medium flowing out from the indoor heat exchanger 19 flows into the port L of the integrated valve 23, flows out from the port I, and reaches the indoor heat exchanger 18. The heat medium flowing out from the indoor heat exchanger 18 flows into port E of the integrated valve 23 , flows out from port F, and flows into port I of the integrated valve 24 . The heat medium flowing into port I of the integrated valve 24 flows out from port B, is sucked into the pump 13, and is discharged.

Further, the heat medium discharged from the pump 13 is discharged to the battery 4. The heat medium that has passed through the battery 4 flows into the port F of the integrated valve 24, flows out from the port J, and repeats the circulation back to the pump 11 (as shown by the arrow attached to the heat medium pipe 34 in FIG. 8).

As a result, in the fifth operation mode, the heat medium absorbs heat in the indoor heat exchanger 18 and the indoor heat exchanger 19. Since the air blown into the vehicle interior is passed through the indoor heat exchangers 18 and 19, the air cooled by the indoor heat exchangers 18 and 19 is blown out into the vehicle interior. ) will be air-conditioned.

At this time, since the heat medium that has sequentially passed through the cooling unit 17, indoor heat exchanger 19, and indoor heat exchanger 18 is circulated through the battery 4, the remaining amount of heat used for cooling the vehicle interior is used to reach the target temperature. is adjusted to This fifth operation mode is a basic mode for cooling the vehicle interior, which is essential as a function required of the thermal management system 1 in the embodiment, and is an essential operation mode in the present invention.

(2-6) Switching of operation mode The operation mode determination unit 51 of the control device 9 selects the outside air temperature Tamb detected by the sensor 56, the target value of the air temperature on the lee side of the indoor heat exchanger 19 (target heater temperature) TCO, The above-mentioned operation modes are switched based on the temperature Tbatt of the battery 4 and the like.

(3) Failure prediction and life extension control by the control device 9 Next, an example of failure prediction and life extension control of the thermal management system 1 by the control device 9 will be described with reference to FIGS. 2 and 9. FIG. 9 is a flowchart illustrating an embodiment of failure prediction and life extension control of the integrated valve 24 by the control device 9.

The failure prediction unit 63 of the control device 9 of this embodiment predicts the occurrence of a failure of the integrated valve 24 (device forming the heat medium circuit 2 of the thermal management system 1). Specifically, the failure prediction unit 63 of the embodiment accumulates the number of times the integrated valve 24 has operated (number of operations) as information regarding the life of the integrated valve 24, and in step S1 of the flowchart in FIG. When the cumulative number of operations N of the motor of the valve 24 exceeds a predetermined value N1, it is determined that the integrated valve 24 is nearing the end of its life and has a high probability of failure (predicting the occurrence of a failure of the integrated valve 24). : failure prediction) and proceeds to step S2. This predetermined value N1 is set to a value close to the durability life of the integrated valve 24. The value N1 close to the lifespan in terms of durability is, for example, when the lifespan measured in advance by experiment is Nx at the cumulative number of operations, N1 = Nx - predetermined value α (predetermined margin), For example, 100,000 times.

When the failure prediction unit 63 predicts the occurrence of a failure in the integrated valve 24 in step S1, the life extension control unit 64 of the control device 9 performs a process to delay the occurrence of failure in the integrated valve 24 in step S2 based on the failure prediction. Execute life extension control. Specifically, the life extension control unit 64 of the embodiment prohibits the integrated valve 24 from being switched to switching mode 1, switching mode 4, and switching mode 5, and further prohibits closing of the grille shutter 37 ( life extension control).

The integrated valve 24 is in the switching mode 1 in the aforementioned fourth operation mode (FIG. 7), and the switching mode 4 is in the aforementioned first operation mode (FIG. 4). Further, the integrated valve 24 is in the switching mode 5 in the third operation mode (FIG. 6) described above, and both are additional operation modes. As mentioned above, the temperature of the battery 4 cannot be controlled in the fourth operation mode, so if the integrated valve 24 fails and the fourth operation mode is fixed, the temperature of the battery 4 will be abnormally higher than the optimum temperature state. There is a risk that

Furthermore, in the first operation mode, the battery 4 cannot be cooled as described above, so if the integrated valve 24 fails and is fixed in the first operation mode, there is a risk that the temperature of the battery 4 will become abnormally high. There is. Furthermore, in the third operation mode, as mentioned above, the temperature of the heat medium that exchanges heat with the battery 4 is lower, so even if the temperature of the battery 4 becomes lower than the appropriate temperature range, the battery 4 cannot be heated without stopping the refrigerant circuit 3. Can not do it. Stopping the refrigerant circuit 3 means stopping heating the vehicle interior.

The life extension control unit 64 of the embodiment operates in additional operation modes (the first operation mode, the third operation mode , and the fourth operation mode), the frequency of operation of the integrated valve 24 is reduced, and the occurrence of a failure of the integrated valve 24 is delayed. In particular, by prohibiting the first operation mode in which the battery 4 is heated to warm it up, the battery 4 is prevented from catching fire. On the other hand, since the life extension control unit 64 does not prohibit the second and fifth operation modes, which are essential operation modes, heating and cooling of the vehicle interior can be ensured.

Next, when the above-mentioned life extension control is executed, the notification control unit 66 of the control device 9 notifies the outside in step S3 of FIG. 9 . Specifically, the router 60 notifies users, dealers, and business owners of the electric vehicle EV of the electric vehicle EV that a failure of the integrated valve 24 is predicted and that life extension control is being implemented. We will notify you by email, etc.

In the above embodiment, the failure prediction unit 63 performs failure prediction based on the cumulative number of operations of the integrated valve 24. In the case of a valve device, failure prediction may be performed using the integrated value of the rotation angle of the motor (integrated rotation angle) as information regarding the life span. In that case, when the cumulative rotation angle reaches a predetermined value (a value close to the lifespan in terms of durability), it is determined that there is a risk that the integrated valve 24 will fail. For example, if the life measured in advance through an experiment is Xdeg at the cumulative rotation angle, the value close to the lifespan in terms of durability is Xdeg−predetermined value βdeg (predetermined margin).

Further, in the embodiment, the life extension control unit 64 prohibits the above-mentioned additional operation modes (first operation mode, third operation mode, fourth operation mode), but the present invention is not limited to this. It may be possible to restrict the execution of Specifically, in the case of the first operation mode, for example, the threshold value for completing warm-up (heating) of the battery 4 (threshold value of the temperature of the battery 4) is lowered by a predetermined value γ than in the case of normal operation. By doing so, the period during which the first operation mode is executed is restricted to be short. Similarly, in the case of the third driving mode and the fourth driving mode, by changing the factors that serve as the criteria for terminating the relevant driving mode, the period during which those driving modes are executed can be shortened, or the period in which those driving modes are Reduce the frequency of switching modes.

As described in detail above, in the present invention, the control device 9 predicts the occurrence of a failure in the thermal management system 1 based on information regarding the lifespan of the equipment that constitutes the thermal management system 1 (in the embodiment, the integrated valve 24 of the heat medium circuit 2). The thermal management system 1 is equipped with a failure prediction unit 63 that performs a failure prediction, and a life extension control unit 64 that executes life extension control to delay the occurrence of the failure based on the failure prediction of the thermal management system 1 by the failure prediction unit 63. The failure prediction unit 63 predicts whether or not a failure will occur in the thermal management system 1 based on the information regarding the lifespan of the devices that make up the thermal management system 1. If there is a high possibility (probability) of failure, the life extension control unit This makes it possible to perform life extension control and delay the occurrence of the failure.

This reduces or avoids the risk of an accident occurring to the battery 4, which is the object of temperature control, due to a failure of the equipment that makes up the thermal management system 1, and It becomes possible to control the temperature of the battery 4) more safely and for a longer period of time.

In addition, in the embodiment, since the control device 9 includes a notification control unit 66 that notifies the outside that life extension control is being executed, the equipment (integrated valve 24 of the heat medium circuit 2 ) is predicted to occur and that life extension control is being implemented to delay the occurrence of the failure, it will be notified to the outside world, prompting early response for maintenance, replacement, etc., and life extension control will be implemented. It is also possible to avoid the inconvenience of continued operation with reduced system efficiency.

In addition, in the embodiment, the control device 9 controls essential operation modes (second operation mode and fifth operation mode) that are essential as functions required of the system, and additional operation modes other than the essential operation modes (first operation mode). , the third operation mode, and the fourth operation mode), and the life extension control unit 64 prohibits or restricts the execution of the additional operation mode in the life extension control. While ensuring the execution of the essential operation modes that are essential for the system, the number of times the operation mode is switched is reduced, and the life of the equipment (integrated valve 24) that constitutes the heat medium circuit 2 of the thermal management system 1 is extended. It becomes possible to delay the occurrence of a failure in the heat medium circuit 2 of the system 1.

In particular, as in the embodiment, the temperature control target is the battery 4 mounted on the electric vehicle EV, and the control device 9 has a first operation mode in which the integrated valve 24 switches the flow path of the heat medium to heat the battery 4. If so, the life extension control unit 64 prohibits or restricts execution of the first operation mode that heats the battery 4, thereby avoiding an accident in which the temperature of the battery 4 continues to rise and leads to ignition. becomes possible.

Here, in the above embodiment, the integrated valve 24, which is most involved in temperature control of the battery 4, was taken as an example of the device constituting the heat medium circuit 2 of the thermal management system 1, but the explanation is not limited thereto. The occurrence of a failure may be predicted based on the cumulative number of operations and cumulative rotation angle of another integrated valve 23 and four-way valve 26, which are flow path switching devices constituting part 2, and life extension control may be performed.

Furthermore, in addition to or in place of the above embodiments, the control device 9 can perform similar failure prediction and prediction not only for the devices that make up the heat medium circuit 2 but also for the devices that make up the refrigerant circuit 3 of the thermal management system 1. Life extension control may also be performed. For example, the case of a compressor 44 as a device constituting the refrigerant circuit 3 of the thermal management system 1 will be described with reference to FIG. 10. FIG. 10 is a flowchart illustrating an embodiment of failure prediction and life extension control of the compressor 44 by the control device 9.

The failure prediction unit 63 of the control device 9 of this embodiment predicts the occurrence of a failure of the compressor 44 (equipment forming the refrigerant circuit 3). Specifically, the failure prediction unit 63 of this embodiment accumulates the number of times the compressor 44 is turned ON/OFF (the number of times it starts/stops) as information regarding the lifespan of the compressor 44, and performs the steps in the flowchart of FIG. In S3, if the cumulative ON/OFF number CN of the compressor 44 is equal to or greater than the predetermined value CN1, it is determined that the compressor 44 is nearing the end of its life and has a high probability of failure. Predict the occurrence of a failure (failure prediction) and proceed to step S5. This predetermined value CN1 is set to a value close to the durability life of the compressor 44. This value CN1 that is close to the lifespan in terms of durability is, for example, if the lifespan measured in advance by experiment is CNx at the cumulative ON/OFF number, CN1 = CNx - predetermined value δ (predetermined margin). . Further, in the embodiment, the ON/OFF number is one time for ON and OFF, but it is also possible to integrate only ON or OFF.

When the failure prediction unit 63 predicts the occurrence of a failure in the compressor 44 in step S4, the life extension control unit 64 of the control device 9 performs a process to delay the occurrence of failure in the compressor 44 in step S5 based on the failure prediction. Execute life extension control. Specifically, the life extension control unit 64 of this embodiment limits starting/stopping (limits ON/OFF) of the compressor 44 (life extension control in this case).

The control device 9 basically controls the rotation speed (frequency) of the compressor 44, but in seasons such as spring and autumn when the heat load is small, the control device 9 sets the rotation speed of the compressor 44 to the lowest controllable speed. Even if the rotation speed is lowered to 1000 rpm, for example, the temperature of the air inside the vehicle interior of the electric vehicle EV may fall below the target value. In that case, the control device 9 stops (OFF) the compressor 44 when the temperature of the air inside the electric vehicle EV detected by the sensor 56 drops to +23°C, and starts it when the temperature rises to +27°C. The life extension control unit 64 of this embodiment changes the threshold values of +23°C and +27°C to, for example, +22°C and +28°C to By stopping the compressor 44, reducing the frequency of starting, and limiting the starting/stopping of the compressor 44, the occurrence of a failure of the compressor 44 is delayed.

Next, when the above-mentioned life extension control is executed, the notification control unit 66 of the control device 9 notifies the outside in step S6 of FIG. 10. Specifically, similar to the above, the occurrence of a failure of the compressor 44 is predicted and life extension control is implemented to the user, dealer, or business owner of the electric vehicle EV via the router 60. We will notify you by email etc. that you are there.

In this way, the failure prediction unit 63 predicts the failure of the compressor 44 based on the operation of the compressor 44 (cumulative number of ON/OFF operations), and the life extension control unit 64 starts up the compressor 44 in the life extension control. / By reducing the frequency of stoppages, the occurrence of a failure in the compressor 44 is delayed, thereby delaying the occurrence of failure in the compressor 44 that constitutes the refrigerant circuit 3 that is a heat source, and Temperature control of the interior of the vehicle EV and the battery 4) can be continued for longer and more safely.

In the above embodiment, the failure prediction/life extension control of the compressor 44 of the refrigerant circuit 3 is performed, but the control is not limited to this, and the control is performed based on information regarding the life of other devices (expansion valve 47, etc.) constituting the refrigerant circuit 3. Failure prediction and life extension control may also be performed. In addition, in the embodiment, the vehicle interior, battery 4, driving motor 6, inverter 7, and power control unit 8 of the electric vehicle EV were selected as temperature control targets, but the temperature control is not limited to this, and any of them or A combination of two to four of these may be subject to temperature control.

Further, in the embodiment, the refrigerant circuit 3 is used as a heat source, but in inventions other than claims 10 and 11, various heat sources that can heat/cool the heat medium can be employed. Further, it goes without saying that the numerical values and configurations shown in the embodiments are not limited to these, and can be changed without departing from the spirit of the present invention. In particular, each of the embodiments has been described by taking as an example a system that air-conditions the cabin of an electric vehicle EV, but the inventions of claims 1 and 2 are not limited to this; The present invention is applicable to various types of thermal management systems.

EV Electric vehicle 1 Heat management system 2 Heat medium circuit 3 Refrigerant circuit 4 Battery (temperature control target)
6 Travel motor (temperature control target)
7 Inverter (temperature control target)
8 Power control unit (temperature control target)
9 Control device 11 to 14 Pump 16 Heating section 17 Cooling section 23, 24 Integrated valve (flow path switching device)
26 Four-way valve (flow path switching device)
34 Heat medium piping 44 Compressor 46 Heat radiator 47 Expansion valve (pressure reducing device)
48 Heat absorber 63 Failure prediction section 64 Life extension control section 66 Notification control section

Claims (11)

A heat management system comprising a heat medium circuit that circulates a heat medium exchanged with a heat source to a temperature control target, and a control device that controls the temperature of the temperature control target by controlling the heat medium circuit,
The control device includes:
a failure prediction unit that predicts the occurrence of a failure in the system based on information regarding the lifespan of the equipment that makes up the system;
A thermal management system comprising: a life extension control unit that executes predetermined life extension control for delaying occurrence of the failure based on the failure prediction of the system by the failure prediction unit. The heat management system according to claim 1, wherein the control device includes a notification control unit that notifies the outside when the life extension control is executed. The temperature control target is any one of a passenger compartment of an electric vehicle, a battery installed in the electric vehicle, a driving motor of the electric vehicle, an inverter that drives the driving motor, and a power control unit of the electric vehicle. , a combination thereof, or all of them. The control device switches and executes an essential operation mode that is essential as a function required of the system and an additional operation mode other than the essential operation mode, and
The thermal management system according to claim 1, wherein the life extension control unit prohibits or limits execution of the additional operation mode in the life extension control. The heat medium circuit includes a flow path switching device that switches the flow path of the heat medium,
The failure prediction unit predicts failure occurrence of the flow path switching device, and
The thermal management system according to claim 1, wherein the life extension control unit delays occurrence of failure of the flow path switching device by reducing the frequency of operation of the flow path switching device in the life extension control. . The thermal management system according to claim 5, wherein the failure prediction unit predicts failure of the flow path switching device based on the number of times the flow path switching device operates. The flow path switching device switches the flow path of the heat medium depending on the rotational position,
6. The thermal management system according to claim 5, wherein the failure prediction unit predicts a failure of the flow path switching device based on an integrated value of rotation angles of the flow path switching device. The temperature control target is a battery installed in an electric vehicle,
The control device has an operation mode in which the flow path switching device switches the flow path of the heat medium to heat the battery,
6. The thermal management system according to claim 5, wherein the life extension control unit prohibits or limits execution of an operation mode that heats the battery. 9. The thermal management system according to claim 8, wherein the life extension control unit limits execution of the operation mode in which the battery is heated by lowering a threshold value for completing the operation mode. The heat source includes a compressor that compresses a refrigerant, a radiator that radiates heat from the high-temperature refrigerant discharged from the compressor, a pressure reducing device that reduces the pressure of the refrigerant that has radiated heat by the radiator, and a pressure reducing device that reduces the pressure of the refrigerant. It is composed of a refrigerant circuit having a heat absorber that absorbs heat from the refrigerant,
The heat medium circuit includes a heating section that heats the heat medium and a cooling section that cools the heat medium, the heating section exchanging heat with the radiator, and the cooling section exchanging heat with the heat absorber. The thermal management system according to any one of claims 1 to 9, characterized in that: The failure prediction unit predicts a failure of the compressor based on the operation of the compressor, and
11. The thermal management system according to claim 10, wherein the life extension control unit delays occurrence of a failure of the compressor by reducing the frequency of starting/stopping the compressor in the life extension control.

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