Vehicle and control method for a vehicle

Abstract

The present disclosure provides a vehicle and a control method for the vehicle in which a battery cooling function and a defrosting function are coordinated. The vehicle is provided with: a battery for running; an air conditioning device having a defroster mode and configured to air-condition a vehicle cabin by a refrigeration cycle; a battery cooling device configured to cool the battery using a coolant that is cooled by heat exchange with refrigerant flowing in the air conditioning device; and a control device configured to control the air conditioning device and the battery cooling device, the control device controlling the air conditioning device and the battery cooling device such that, when the temperature of the battery is higher than a reference temperature, the air conditioning device is controlled to operate in the defroster mode while the battery cooling device is operated when the vehicle is running, and the battery cooling device is operated while the air conditioning device is stopped when the vehicle is parked.

Description

Technical Field

[0001] This disclosure relates to vehicles and methods for controlling vehicles, and more specifically, to control technology for vehicles equipped with driving batteries. Background Technology

[0002] A vehicle structure capable of coordinating the cooling systems of an onboard heat pump-type air conditioning unit and a driving battery is proposed. The battery cooling device disclosed in Japanese Patent No. 5392298 determines the cooling priority of the battery based on the temperature of the refrigerant used to cool the battery or the temperature of the battery itself. The higher the cooling priority of the battery, the greater the target rotational speed of the electric compressor included in the air conditioning unit.

[0003] In many countries, defrosters are legally required to be installed. When a defroster is used, the air conditioning vents from the air conditioner blow towards the window glass (especially the windshield), thereby suppressing fogging. However, the battery cooling device disclosed in Japanese Patent No. 5392298 does not specifically address the defroster. Summary of the Invention

[0004] The problem that the invention aims to solve

[0005] This disclosure coordinates the cooling and defrosting functions of the battery.

[0006] (1) One aspect of this disclosure relates to a vehicle comprising a driving battery, an air conditioning unit, a battery cooling unit, and a control device configured to control the air conditioning unit and the battery cooling unit. The air conditioning unit has a defrost mode that blows air conditioning air toward the window glass and is configured to regulate the air inside the passenger compartment through a refrigeration cycle. The battery cooling unit is configured to use coolant to cool the battery, the coolant being cooled by heat exchange with refrigerant flowing in the air conditioning unit. When the battery temperature is higher than a reference temperature, the control device activates the battery cooling unit while the vehicle is in motion and controls the air conditioning unit to operate in defrost mode; when the vehicle is parked, it activates the battery cooling unit and deactivates the air conditioning unit.

[0007] (2) Alternatively, when the battery temperature is higher than the reference temperature, the control device sets the cooling capacity of the battery cooled by the battery cooling device as the first cooling capacity when the vehicle is in motion, and sets the cooling capacity of the battery cooled by the battery cooling device as the second cooling capacity when the vehicle is parked. Alternatively, the second cooling capacity may be greater than the first cooling capacity.

[0008] In the structure described in (1) above, the air conditioning unit is controlled to operate in defrost mode while the vehicle is in motion, thereby ensuring visual visibility for the vehicle user (driver). On the other hand, the air conditioning unit is stopped when the vehicle is parked. In the structure described in (2) above, the second cooling capacity when the vehicle is parked is greater than the first cooling capacity when the vehicle is in motion. Therefore, according to the respective structures of (1) and (2) above, the battery cooling and defrosting functions can be coordinated.

[0009] (3) Alternatively, when the battery temperature is lower than the reference temperature, the control device sets the cooling capacity of the battery cooled by the battery cooling device to the third cooling capacity. Alternatively, the first cooling capacity may be greater than the third cooling capacity.

[0010] Based on the structure described in (3) above, when the battery temperature is higher than the reference temperature, including during vehicle operation, the cooling capacity of the battery is increased compared to when the battery temperature is lower than the reference temperature. This provides more reliable protection for the battery.

[0011] (4) Alternatively, the vehicle may also have an operation panel that accepts user input to select the operating mode of the air conditioning unit. Alternatively, the control device may control the air conditioning unit regardless of the user input received from the operation panel when the battery temperature is higher than the reference temperature.

[0012] (5) Alternatively, the air conditioning unit may also have at least one operating mode other than the defrost mode. Alternatively, when the battery temperature is higher than the reference temperature, the control device may operate the air conditioning unit in defrost mode while the vehicle is in motion, and on the other hand, prohibit the operation of the air conditioning unit in the at least one operating mode.

[0013] Based on the structures of (4) and (5) above, the battery cooling and defrosting functions can be coordinated regardless of the user's operation. In addition, it can improve the comfort of the users in the passenger compartment.

[0014] (6) Alternatively, the at least one operating mode may include a face mode in which the air conditioning air blows towards the face or chest of the user seated in the seat, and a foot mode in which the air conditioning air blows towards the user's feet. Alternatively, the control device may allow the air conditioning unit to operate in either the face mode or the foot mode, in addition to the defrost mode, when the battery temperature is lower than the reference temperature.

[0015] According to the structure described in (6) above, by making the air conditioning unit operate in face mode or foot mode, the comfort of users in the carriage can be improved.

[0016] (7) Another aspect of this disclosure relates to a vehicle control method. The vehicle includes a battery for driving, an air conditioning unit, and a battery cooling unit. The air conditioning unit has a defrost mode that blows air conditioning air towards the window glass and is configured to regulate the air inside the passenger compartment through a refrigeration cycle. The battery cooling unit is configured to use coolant to cool the battery, the coolant being cooled by heat exchange with refrigerant flowing in the air conditioning unit. The control method includes the following steps: when the battery temperature is higher than a reference temperature, while the vehicle is in motion, operating the battery cooling unit and the air conditioning unit in defrost mode; and when the battery temperature is higher than a reference temperature, while the vehicle is parked, operating the battery cooling unit and stopping the air conditioning unit.

[0017] According to the method described in (7) above, the battery cooling and defrosting functions can be coordinated in the same way as the structure described in (1) above.

[0018] According to this disclosure, the battery cooling and defrosting functions can be coordinated. Attached Figure Description

[0019] The features, advantages, and technical and industrial importance of exemplary embodiments of the present invention will now be described with reference to the accompanying drawings, wherein like reference numerals denote like parts, and in the drawings:

[0020] Figure 1 This is a diagram illustrating an example of the overall structure of a vehicle according to an embodiment of the present disclosure.

[0021] Figure 2 This is a diagram illustrating an example of the structure of a temperature control system.

[0022] Figure 3 This is a diagram showing an overview of the battery cooling levels in this embodiment.

[0023] Figure 4 This is a graph used to compare battery cooling capacity and air conditioning capacity between battery cooling levels α to (α+2).

[0024] Figure 5 This is a flowchart illustrating the processing steps of temperature regulation control in this embodiment. Detailed Implementation

[0025] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. Furthermore, the same or equivalent parts in the drawings will be labeled with the same reference numerals, and their descriptions will not be repeated.

[0026] [Implementation Method]

[0027] <Vehicle Structure>

[0028] Figure 1 This is a diagram illustrating an example of the overall structure of a vehicle according to an embodiment of the present disclosure. Vehicle 1 is, for example, a plug-in hybrid vehicle configured to be capable of charging (plug-in charging) based on electricity supplied from an external source. However, vehicle 1 can be any vehicle equipped with a battery for driving, or it can be a conventional hybrid vehicle that does not require plug-in charging. Vehicle 1 can also be an electric vehicle or a fuel cell vehicle.

[0029] Vehicle 1 includes a driving unit 10, a battery pack 20, a charging unit 30, a temperature control system 40, an air conditioning system 50, a windshield 61, an operation panel 62, and an ECU (Electronic Control Unit) 100. The driving unit 10 includes electric generators 11 and 12, a PCU (Power Control Unit) 13, an engine 14, a power distribution device 15, drive wheels 16, and a vehicle speed sensor 17. The battery pack 20 includes a battery 21, an electric heater 22, and a battery temperature sensor 23. The charging unit 30 includes an inlet 31, an AC / DC converter 32, and a charging relay (CHR) 33. The air conditioning system 50 includes an interior air intake 51, an exterior air intake 52, an interior / exterior air switching door 53, a blower 54, and an air outlet 55.

[0030] Both electric generators 11 and 12 are AC rotating motors, such as three-phase AC synchronous motors with permanent magnets embedded in the rotor. Electric generator 11 primarily functions as a generator driven by engine 14 via power distribution unit 15. The electricity generated by electric generator 11 is supplied to electric generator 12 or battery 21 via PCU 13. Additionally, electric generator 11 can also start engine 14.

[0031] The electric generator 12 primarily functions as an electric motor, driving the drive wheel 16. The electric generator 12 is driven by at least one of the power received from the storage battery 21 and the power generated by the electric generator 11. The driving force of the electric generator 12 is transmitted to the drive shaft. Furthermore, when the vehicle 1 brakes or when acceleration decreases on a descending slope, the electric generator 12 functions as a generator to generate electricity regeneratively. The power generated by the electric generator 12 is supplied to the storage battery 21 via the PCU 13.

[0032] PCU13 is configured to perform bidirectional power conversion between battery 21 and electric generator 11 and electric generator 12, or between electric generator 11 and electric generator 12, according to control commands from ECU100.

[0033] Engine 14 outputs power by converting the combustion energy generated when the air-fuel mixture is burned into the kinetic energy of moving parts (piston or rotor, etc.).

[0034] The power distribution device 15 is, for example, a planetary gear system. The power distribution device 15 is not shown, but includes a sun gear, a ring gear, a pinion, and a gear carrier. The gear carrier is connected to the engine 14. The sun gear is connected to the electric generator 11. The ring gear is connected to the electric generator 12 and the drive wheel 16 via a drive shaft. The pinion meshes with the sun gear and the ring gear. The gear carrier keeps the pinion rotating on its own axis and revolving freely around the sun.

[0035] The vehicle speed sensor (rotary transformer) 17 calculates the vehicle speed by detecting the rotational speed of the wheels, such as the drive wheel 16. Hereinafter, the vehicle speed will also be referred to as "vehicle speed V". The vehicle speed sensor 17 outputs vehicle speed V to the ECU 100.

[0036] Battery 21 is a battery pack comprising multiple (typically dozens to hundreds) individual cells. Each individual cell is a secondary battery such as a lithium-ion battery or a nickel-metal hydride battery. Battery 21 stores electricity for driving electric generators 11 and 12, and supplies power to electric generators 11 and 12 via PCU 13. In addition, battery 21 is charged by receiving generated electricity through PCU 13 when electric generators 11 and 12 are generating electricity.

[0037] The electric heater 22 is, for example, a PTC (Positive Temperature Coefficient) heater, which heats the battery 21 in low-temperature environments such as below freezing point.

[0038] Battery temperature sensor 23 detects the temperature of battery 21 and outputs the detection result to ECU 100. Hereinafter, the temperature detected by battery temperature sensor 23 will also be recorded as "battery temperature TB".

[0039] The inlet 31 is configured as a charging connector (not shown) that can be inserted with a charging cable along with a mechanical connection such as a mating.

[0040] AC / DC converter 32 is electrically connected between inlet 31 and charging relay 33. AC / DC converter 32 converts AC power supplied from an external power source (charging station, etc.) via inlet 31 into DC power according to control commands from ECU 100. Alternatively, a DC / DC converter can be used instead of AC / DC converter 32.

[0041] The charging relay 33 is electrically connected between the AC / DC converter 32 and the battery pack 20. When the charging relay 33 is closed according to the control command from the ECU 100, it becomes capable of power transfer between the inlet 31 and the battery pack 20.

[0042] The temperature control system 40 is configured to cool the battery pack 20, or cool the driving unit 10 (specifically the PCU 13 and the transmission drive axle), or perform air conditioning on the vehicle 1 according to control commands from the ECU 100. Figure 2 The following is a detailed structural example illustrating the temperature control system 40.

[0043] Air conditioning path 50 is the path for airflow to the vehicle 1. During air conditioning in the passenger compartment, air is drawn in from the passenger compartment through the internal air intake 51 (internal air) or from the external air intake 52 (external air). The drawn-in air passes through the internal / external air switching door 53 and is then directed by the blower 54 to the evaporator 75 (see reference). Figure 2 The air is blown out from the outlet 55 after passing through the evaporator 75.

[0044] The air outlet 55 includes a defrost unit 551, a register unit 552, and a foot outlet 553. Air from the defrost unit 551 is blown upward toward the front windshield 61. Air from the defrost unit 551 can also be blown toward the side windows (not shown) in addition to the front windshield 61. Air from the register unit 552 is blown forward. Air from the foot outlet 553 is blown downward (towards the feet). Although not shown, the air conditioning path 50 is provided with a device for switching the air outlet from which the air conditioning air is blown. Therefore, the ECU 100 can control the air conditioning path 50 to blow air conditioning air from any of the air outlets, including the defrost unit 551, the register unit 552, and the foot outlet 553.

[0045] The ECU 100 has three operating modes for air conditioning: a face mode, a foot mode, and a defrost mode. The face mode is an operating mode in which the ECU 100 controls the air conditioning path 50 to direct the air conditioning air from the register section 552 towards the face or chest area of ​​the user seated in the seat. The foot mode is an operating mode in which the ECU 100 controls the air conditioning path 50 to direct the air conditioning air from the foot outlet section 553 towards the user's feet. On the other hand, in situations where the windshield 61 is prone to fogging (such as high humidity inside the vehicle), the defrost mode is selected. In this way, the air conditioning air blown from the defrost section 551 de-moisturizes the windshield 61, thus removing the fogging. It should be noted that the windshield 61 is one example of the "window glass" of this disclosure. The "window glass" of this disclosure is not limited to the windshield 61; it can also be a side window.

[0046] The control panel 62 accepts user operations related to the air conditioning in the vehicle compartment. By operating the control panel 62, the user can switch the type of air conditioning (heating operation, cooling operation, and ventilation operation), or switch the operating mode of the air conditioning (air outlet), or set the intensity of the air conditioning (airflow), or adjust the temperature.

[0047] ECU 100 includes a processor 101 such as a CPU (Central Processing Unit), a memory 102 such as ROM (Read Only Memory) and RAM (Random Access Memory), and I / O ports (not shown) for inputting and outputting various signals. Based on signals received from various sensors and programs and mappings stored in the memory 102, ECU 100 controls the vehicle 1 to a desired state. In this embodiment, temperature regulation control based on the temperature control system 40 is an example of the main control performed by ECU 100. Temperature regulation control will be described in detail later. It should be noted that ECU 100 is one example of the "control device" of this disclosure. ECU 100 may also be configured by dividing it into multiple ECUs for each function.

[0048] <Temperature Control System Structure>

[0049] Figure 2 This is a diagram illustrating an example of the structure of a temperature control system 40. Figure 2 In addition to the temperature control system 40, the battery pack 20, PCU 13, and ECU 100 are also shown. The temperature control system 40 includes a refrigerant circuit 41, a cooler 42, and a coolant circuit 43.

[0050] Refrigerant circuit 41 is a circuit used to adjust the temperature of the refrigerant (liquid-phase or gaseous-phase refrigerant) circulating in coolant circuit 43. Arrows indicate the direction of refrigerant flow. Refrigerant circuit 41 has, for example, a structure similar to that of a typical heat pump system, including compressor 71, condenser 72, expansion valves 73 and 74, and evaporator 75. The following description uses the cooling operation inside a vehicle compartment as an example. It should be noted that refrigerant circuit 41 and air conditioning path 50 can also be considered as the "air conditioning unit" of this disclosure.

[0051] Compressor 71 compresses the gaseous refrigerant circulating in refrigerant circuit 41. The gaseous refrigerant, compressed by compressor 71 to a high temperature and high pressure, is then delivered to condenser 72.

[0052] The condenser 72 condenses the gaseous refrigerant into a liquid refrigerant by releasing heat from the gaseous refrigerant, which has been compressed by the compressor 71 to a high temperature and high pressure.

[0053] Expansion valve 73 reduces the pressure of the liquid refrigerant by expanding the high-pressure liquid refrigerant condensed by condenser 72. The liquid refrigerant reduced by expansion valve 73 is then delivered to evaporator 75.

[0054] Like expansion valve 73, expansion valve 74 reduces the pressure of the liquid refrigerant by expanding the high-pressure liquid refrigerant condensed by condenser 72. The liquid refrigerant reduced by expansion valve 74 is then delivered to cooler 42.

[0055] The evaporator 75 exchanges heat between the air blown into it and the liquid refrigerant. As a result, the temperature of the air blown into the evaporator 75 is adjusted (and cooled during refrigeration operation). The liquid refrigerant vaporizes by absorbing heat from the surrounding air, thus changing into a gaseous refrigerant. This gaseous refrigerant returns to the compressor 71. Furthermore, the switching between heating and cooling operations of the evaporator 75 is achieved by switching the output direction of the compressor 71.

[0056] In the cooler 42, heat exchange occurs between the refrigerant circulating in the refrigerant circuit 41 and the coolant circulating in the coolant circuit 43. More specifically, the liquid refrigerant, depressurized by the expansion valve 74, evaporates within the cooler 42, thereby taking heat from the coolant circulating in the coolant circuit 43. Thus, the coolant circulating in the coolant circuit 43 is cooled.

[0057] The coolant circuit 43 includes: a cooling path comprising a first path 81 to a fifth path 85, a radiator 91, a storage tank (R / T) 92, a water pump (W / P) 93, an oil cooler (O / C) 94, a water pump 95, and a five-way valve 96. It should be noted that the coolant circuit 43 is an example of the "battery cooling device" disclosed herein.

[0058] The cooling path is the piping that forms the flow path for the coolant. The coolant is, for example, LLC (Long Life Coolant) containing ethylene glycol. When water pumps 93 and 95 are driven in the coolant circuit 43, the coolant supplied from water pumps 93 and 95 passes through the battery pack 20, PCU 13, or radiator 91 via the five-way valve 96, and then returns to water pumps 93 and 95. Thus, the coolant circulates within the cooling path. The direction of coolant circulation is indicated by arrows. As described above, the cooling path includes the first path 81 to the fifth path 85.

[0059] The first path 81 connects the five-way valve 96 to the storage tank 92. A radiator 91 is connected to the first path 81.

[0060] The second path 82 connects the five-way valve 96 to the storage tank 92. The second path 82 does not connect to equipment such as the radiator 91, but is configured to bypass the radiator 91. The first path 81 and the second path 82 are connected within the storage tank 92.

[0061] The third path 83 connects to the second path 82 upstream (near the front) of the connection point to the storage tank 92, and to the five-way valve 96. The third path 83 is connected to the water pump 93, PCU13, and oil cooler 94.

[0062] The fourth path 84 connects the five-way valve 96 to the storage tank 92. An electric heater 22 and a battery 21 are connected to the fourth path 84.

[0063] The fifth path 85 connects the storage tank 92 to the five-way valve 96. A water pump 95 and a cooler 42 are connected in the fifth path 85. The fourth path 84 and the fifth path 85 are connected within the storage tank 92.

[0064] The radiator 91 cools the coolant by exchanging heat between the outside air and the coolant in the vehicle 1. The storage tank 92 stores the coolant in the cooling path.

[0065] Water pump 93 is an electric water pump that discharges coolant according to control commands from ECU 100. In the third path 83, PCU 13 is connected downstream of water pump 93. PCU 13 can be cooled using the coolant discharged from water pump 93.

[0066] Oil cooler 94 is connected downstream of PCU13 in the third path 83. Although not shown, an electric oil pump (EOP) is connected to oil cooler 94. Oil cooler 94 cools the transmission drive axle of travel unit 10 by exchanging heat with the coolant flowing in the third path 83.

[0067] Water pump 95 is an electric water pump that discharges coolant according to control commands from ECU 100. A fourth path 84 is connected upstream of the fifth path 85, which is connected to water pump 95. By driving water pump 95, the electric heater 22 and battery 21 located in the fourth path 84 can be cooled.

[0068] The five-way valve 96 is configured to switch the connection of the cooling path according to control commands from the ECU 100, so that coolant input from at least one of the third path 83 and the fifth path 85 is output to at least one of the second path 82, the fourth path 84, and the first path 81. For example, by switching the connection of the cooling path to output coolant input from the fifth path 85 to the fourth path 84, a "battery cooling circuit" can be formed (see the thick solid line and arrow AR1). In addition, by switching the connection of the cooling path to output coolant input from the third path 83 to the first path 81, a "radiator circuit" can be formed (see the dashed line and arrow AR2).

[0069] As described above, the temperature control system 40 is configured such that the coolant flowing in the coolant circuit 43 for cooling the battery 21 is cooled by heat exchange with the refrigerant flowing in the refrigerant circuit 41 via the cooler 42. Therefore, the cooling capacity of the battery 21 may be affected by the air conditioning operation. Specifically, when the cooling system is running in the passenger compartment, the refrigerant temperature decreases and the temperature difference between the coolant and refrigerant temperatures decreases, potentially reducing the cooling capacity of the battery 21. Therefore, in this embodiment, the cooling of the battery 21 and the air conditioning operation (especially the defrosting function) are coordinated as follows. Furthermore, the cooling capacity of the battery 21 (in W) will be referred to as "battery cooling capacity" below.

[0070] <Battery Cooling Rating>

[0071] In this embodiment, the degree of necessity for cooling the battery 21 is graded. Hereinafter, this grade will be referred to as "battery cooling grade".

[0072] Figure 3 This is a diagram illustrating an overview of the battery cooling levels in this embodiment. (As shown...) Figure 3 As shown, the battery cooling level in this example is divided into more than four stages. The lower the battery cooling level, the more priority the air conditioning in the vehicle cabin takes over cooling the battery 21. Conversely, the higher the battery cooling level, the more priority the cooling of the battery 21 takes over the air conditioning in the vehicle cabin.

[0073] If the battery temperature TB reaches an excessively high temperature while the vehicle 1 is in motion, charging and discharging of the battery 21 will be prohibited to protect the battery 21, which may prevent the vehicle 1 from driving. A battery cooling level of α (α is a natural number greater than 2) or higher is equivalent to a state in which emergency cooling of the battery 21 is required to avoid such a situation.

[0074] When the battery cooling level is α or higher, ECU100 is formed. Figure 2The battery cooling circuit shown (refer to arrow AR1) is used, while the five-way valve 96 is controlled in a manner that does not form a radiator circuit (refer to arrow AR2). Furthermore, when the battery cooling level is α or higher, the ECU 100 cancels user operations received by the operation panel 62 (so-called manual operation) when the battery cooling level is less than α. Moreover, the ECU 100 controls the air conditioning in the passenger compartment regardless of user operations (automatic control).

[0075] In battery cooling level α, ECU 100 also allows for simultaneous control of the coolant circuit 43 to cool the battery 21 and use of the refrigerant circuit 41 for cabin air conditioning. The air conditioning operation mode can be any of the following: face mode, foot mode, and defrost mode, or a combination of these modes. However, regardless of user operation, ECU 100 suppresses the amount of cabin air conditioning (in W) compared to levels lower than battery cooling level α. For example, even if the user selects "Air Conditioning (Strong)," ECU 100 switches to "Air Conditioning (Weak)," thereby ensuring a predetermined amount of battery cooling (in W) in the coolant circuit 43.

[0076] In battery cooling level (α+1), when a defrost request is made, the air conditioning volume in defrost mode is prioritized to ensure clear visibility for the user. On the other hand, when no defrost request is made, the ECU 100 controls the coolant circuit 43 to maximize battery cooling. In battery cooling level (α+1), the air conditioning operation mode is limited to defrost mode.

[0077] In battery cooling level (α+2), ECU100 disables the use of the refrigerant circuit 41 for cabin air conditioning. That is, ECU100 focuses the operation of the temperature control system 40 on cooling the battery 21. This ensures maximum battery cooling.

[0078] The following is a detailed explanation of the temperature regulation control in battery cooling levels α to (α+2). When the battery temperature TB exceeds T12 in battery cooling level α, the battery cooling level increases from α to (α+1) or (α+2). When the battery temperature TB is lower than T11 in battery cooling levels (α+1) or (α+2), the battery cooling level decreases from (α+1) or (α+2) back to α. T11 is below T12. The switching between battery cooling levels (α+1) and (α+2) is based on vehicle speed V. More specifically, the battery cooling level is set to (α+1) during vehicle 1's operation and to (α+2) during vehicle 1's parking.

[0079] Figure 4This is a graph used to compare battery cooling capacity and cabin air conditioning capacity between battery cooling levels α to (α+2). Figure 4 In the graph, the line graph represents the battery cooling capacity, and the bar graph represents the air conditioning capacity. In either the case of a defrost request or the case of no defrost request, the battery cooling capacity at battery cooling level (α+2) is greater than that at battery cooling level (α+1). On the other hand, the battery cooling capacity at battery cooling level (α+1) depends on whether a defrost request is made. Furthermore, the air conditioning capacity at battery cooling level (α+1) when a defrost request is made may vary depending on the defrost requirements. In cases where a defrost request is made and the air conditioning capacity is high, the battery cooling capacity at battery cooling level (α+1) may become lower than that at battery cooling level (α). In cases where a defrost request is made but the air conditioning capacity is low, the battery cooling capacity at battery cooling level (α+1) may become higher than that at battery cooling level (α).

[0080] Without a defrost request, the air conditioning capacity at battery cooling level (α+2) is less than that at battery cooling level (α+1). The air conditioning capacity at battery cooling level (α+1) is less than that at battery cooling level α. In other words, without a defrost request, the higher the battery cooling level, the smaller the air conditioning capacity.

[0081] ECU 100 adjusts the ratio of liquid refrigerant supplied to evaporator 75 to liquid refrigerant supplied to cooler 42 by controlling expansion valves 73 and 74, thereby adjusting the battery cooling capacity and air conditioning capacity. When the battery cooling level (α+2) is set, ECU 100 closes expansion valve 73 to prevent liquid refrigerant from being supplied to evaporator 75. As a result, all liquid refrigerant is supplied to cooler 42, maximizing heat exchange in cooler 42 and thus maximizing battery cooling capacity. When the battery cooling level (α+1) is set, ECU 100 controls expansion valves 73 and 74 so that only a portion of the liquid refrigerant is supplied to evaporator 75, while the majority is supplied to cooler 42. This increases heat exchange in cooler 42 while still allowing operation in defrost mode, ensuring a sufficiently large, though not maximum, battery cooling capacity.

[0082] In this way, ECU 100 activates the defrosting function (dehumidification or moisture-proofing function) in the passenger compartment by setting the battery cooling level (α+1) while the vehicle 1 is in motion. This ensures a large battery cooling capacity while maintaining visual visibility for the user (driver) of the vehicle 1. Conversely, when the vehicle 1 is stationary, ECU 100 can disregard visual visibility and therefore deactivate the defrosting function in the passenger compartment by setting the battery cooling level (α+2). This allows for a greater cooling capacity of the battery 21 compared to when the battery cooling level (α+1) is set.

[0083] <Processing Flow>

[0084] Figure 5 This is a flowchart illustrating the processing steps of temperature regulation control in this embodiment. This flowchart, for example, is called up and executed from a main routine (not shown) at predetermined intervals. Each step is implemented through software processing of the ECU 100, but can also be implemented through hardware (circuit) configured within the ECU 100. Hereinafter, each step will be abbreviated as S.

[0085] In S1, ECU100 determines whether the battery cooling level (battery cooling Lv) is α. If the current battery cooling level is not α ("No" in S1), ECU100 skips subsequent processing and returns to the main routine. If the battery cooling level is α ("Yes" in S1), ECU100 causes the processing to proceed to S2.

[0086] In S2, ECU100 determines whether the battery temperature TB obtained from battery temperature sensor 23 exceeds T12. If the battery temperature TB exceeds T12 (yes in S2), ECU100 causes the process to proceed to S3, whereby it determines whether the vehicle speed V obtained from vehicle speed sensor 17 is 0 km / h.

[0087] When the vehicle speed V is not 0 km / h ("No" in S3), that is, when the vehicle 1 is in motion, the ECU 100 sets (maintains or changes) the battery cooling level to (α+1) (S4). In this way, the battery cooling amount is ensured to be between the value when the battery cooling level α is set and the value when the battery cooling level (α+2) is set, and the defrosting function in the passenger compartment is activated.

[0088] Additionally, ECU 100 can replace the vehicle speed V detected by vehicle speed sensor 17, or, based on this, consider the gear shift and parking brake operation. More specifically, ECU 100 can determine that vehicle 1 is stationary when the gear shift is in Park (P) or the parking brake is engaged. Furthermore, ECU 100 can determine that vehicle 1 is in motion when the gear shift is in Drive (D) or the parking brake is disengaged.

[0089] After processing in S4 or S5, ECU100 determines whether the battery temperature TB is less than T11 (S6). If the battery temperature TB is above T11 ("No" in S6), ECU100 returns the processing to S3. Thus, the battery cooling level is maintained at (α+1) or (α+2). On the other hand, if the battery temperature TB is less than T11 ("Yes" in S6), ECU100 reduces the battery cooling level from (α+1) or (α+2) to α (S9). Therefore, compared to setting the battery cooling level to (α+1) or (α+2), the battery cooling amount is reduced, but air conditioning operation is still possible in operating modes other than defroster mode (face mode and / or foot mode).

[0090] When the battery temperature TB is below T12 in battery cooling level α (No in S2), ECU100 proceeds to S7 to determine if the battery temperature TB is less than T9. T9 is below T12. If the battery temperature TB is less than T9 (Yes in S7), ECU100 lowers the battery cooling level from α to (α-1) (S8). At battery cooling level (α-1), manual air conditioning operation is possible. If the battery temperature TB is above T9 (No in S7), ECU100 maintains the battery cooling level at α (S9).

[0091] As described above, in this embodiment, the battery cooling level is set to (α+1) when the vehicle 1 is in motion. This disables air conditioning operation in face mode or foot mode, ensuring a certain level of battery cooling, while allowing air conditioning operation in defrost mode, thus ensuring visual visibility for the user of vehicle 1. In contrast, the battery cooling level is set to (α+2) when the vehicle 1 is parked. This completely stops air conditioning in the passenger compartment, thus ensuring a greater amount of battery cooling compared to setting the battery cooling level (α+1). Therefore, according to this embodiment, the cooling and defrosting functions of the battery 21 can be coordinated.

[0092] Furthermore, in this embodiment, when the battery cooling level α is set, air conditioning operation is permitted in either face mode or foot mode. Therefore, compared to setting battery cooling levels (α+1) and (α+2), although the battery cooling capacity is reduced, the comfort of users inside the vehicle cabin is improved.

[0093] The embodiments disclosed herein should be considered illustrative rather than restrictive in all respects. The scope of this disclosure is intended to include all modifications within the meaning and scope equivalent to the claims.

Claims

1. A vehicle, characterized in that, include: Storage batteries for driving; An air conditioning unit, the air conditioning unit having a defroster mode that blows air conditioning air toward the window glass, and configured to regulate the air inside the vehicle compartment through a refrigeration cycle; A battery cooling device configured to use a coolant to cool the battery, the coolant being cooled by heat exchange with a refrigerant flowing in the air conditioning unit; as well as The control device is configured to control the air conditioning unit and the battery cooling unit, wherein... When the battery temperature is higher than a reference temperature, the control device activates both the battery cooling system and the air conditioning system while the vehicle is in motion, causing the air conditioning system to operate in defrost mode. When the vehicle is parked, the control device activates the battery cooling system and simultaneously stops the air conditioning system. When the battery temperature is higher than the reference temperature, the control device sets the cooling capacity of the battery cooled by the battery cooling device to a first cooling capacity when the vehicle is in motion, and sets the cooling capacity of the battery cooled by the battery cooling device to a second cooling capacity when the vehicle is parked. The second cooling capacity is greater than the first cooling capacity.

2. The vehicle according to claim 1, characterized in that, When the temperature of the battery is lower than the reference temperature, the control device sets the cooling amount of the battery cooled by the battery cooling device to a third cooling amount. The first cooling capacity is greater than the third cooling capacity.

3. The vehicle according to claim 1 or 2, characterized in that, The vehicle also includes a control panel that allows user input to select the operating mode of the air conditioning unit. The control device controls the air conditioning unit regardless of user operations received from the operation panel when the battery temperature is higher than the reference temperature.

4. The vehicle according to claim 1 or 2, characterized in that, The air conditioning unit also has at least one operating mode other than the defrost mode. When the temperature of the battery is higher than the reference temperature, the control device activates the air conditioning unit in the defrost mode while the vehicle is in motion, and on the other hand, disables the operation of the air conditioning unit in at least one operating mode.

5. The vehicle according to claim 4, characterized in that, The at least one operating mode includes a face mode in which the air conditioning air blows towards the face or chest of the user seated in the seat, and a foot mode in which the air conditioning air blows towards the user's feet. When the temperature of the battery is lower than the reference temperature, the control device allows the air conditioning unit to operate in face mode or foot mode, in addition to the defrost mode.

6. A method for controlling a vehicle, wherein, The vehicles include: Storage batteries for driving; An air conditioning unit, the air conditioning unit having a defroster mode that blows air conditioning air toward the window glass, and configured to regulate the air inside the vehicle compartment through a refrigeration cycle; and A battery cooling device configured to cool the battery using a coolant, the coolant being cooled through heat exchange with a refrigerant flowing in the air conditioning unit. The vehicle control method is characterized by including the following steps: When the battery temperature is higher than a reference temperature, while the vehicle is in motion, the air conditioning system operates in defrost mode while the battery cooling device is activated; and When the battery temperature is higher than a reference temperature, the battery cooling system is activated when the vehicle is parked, and the air conditioning system is deactivated. When the battery temperature is higher than the reference temperature, the cooling capacity of the battery cooled by the battery cooling device is set to a first cooling capacity when the vehicle is in motion, and the cooling capacity of the battery cooled by the battery cooling device is set to a second cooling capacity when the vehicle is parked. The second cooling capacity is greater than the first cooling capacity.

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