Thermal management system

Abstract

The invention provides a heat management system which can store heat and utilize the stored heat without waste during driving by using information which can be used for heat storage control, such as V2X information. The control device (8) switches between a heat storage mode and a heat storage utilization mode. A control device (8) is provided with: an information acquisition unit (66) that acquires information available for heat storage control in a travel path of a vehicle; and a heat-storable section estimation unit (68) that estimates, on the basis of the information acquired by the information acquisition unit (66), a heat-storable section in which heat can be stored in the heat storage unit in the travel path, and controls the switching between the heat storage mode and the stored heat utilization mode on the basis of the result of the estimation by the heat-storable section estimation unit (68).

Description

Technical Field

[0001] The present invention relates to a heat management system that stores heat generated by a heat source in a heat storage unit and utilizes the heat stored in the heat storage unit in a heat utilization unit. Background Art

[0002] In the past, for example, batteries and driving motors mounted on electric vehicles (electric vehicles, hybrid vehicles, etc.) generated heat. Therefore, a device has been developed that regulates the temperature by circulating a heat medium (water, etc.) through the battery and the driving motor, etc., and uses the battery as a heat storage unit to store the motor waste heat in the battery, and then transfers the stored heat to a heat exchanger (heat utilization unit) for air conditioning in the vehicle interior through the refrigerant of a heat pump device (refrigerant circuit), and uses it for air conditioning in the vehicle interior (see, for example, Patent Document 1).

[0003] In addition, a vehicle air conditioning device has been developed that determines the heat storage range according to the driving range and operates the heat pump device when the efficiency is good (for example, see Patent Document 2). Furthermore, a device has been developed that sets the battery temperature and air conditioning temperature to the optimal value based on V2X (Vehicle to Everything) information such as traffic information when the vehicle is connected to a charger (for example, see Patent Document 3).

[0004] Patent Document 1: Japanese Patent Application Publication No. 2014-37180 Patent Document 2: Japanese Patent Application Publication No. 2020-189552 Patent Document 3: Japanese Patent No. 5937693

[0005] However, conventional vehicle air conditioning devices and the like do not have a function of optimally switching heat storage and heat storage utilization based on information that can be used for heat storage control, such as V2X information, while the vehicle is traveling, and improvement is desired. Summary of the invention

[0006] The present invention is made to solve the above-mentioned technical problems and provides a thermal management system that can use information that can be used for heat storage control, such as V2X information, to store and utilize heat without waste during driving.

[0007] In order to solve the above-mentioned problems, the thermal management system of the present invention includes: a heat storage unit that stores heat generated by a heat source; a heat utilization unit that utilizes the heat stored in the heat storage unit; and a control device that switches between a heat storage mode for storing heat in the heat storage unit and a heat storage utilization mode for utilizing the heat stored in the heat storage unit in the heat utilization unit, wherein the control device includes: an information acquisition unit that acquires information that can be used for heat storage control in a driving route of a vehicle; and a heat storage possible section estimating unit that estimates a heat storage possible section in the driving route in which heat can be stored in the heat storage unit based on the information acquired by the information acquisition unit, and the control device controls the switching between the heat storage mode and the heat storage utilization mode based on the result estimated by the heat storage possible section estimating unit.

[0008] The heat management system of the invention of claim 2 is based on the above invention, wherein the control device includes a heat storage available time estimating unit, the heat storage available time estimating unit estimating the heat storage available time during which the heat stored in the heat storage unit can be utilized in the heat utilization unit, and the heat storage utilization mode is executed when the heat storage available time estimated by the heat storage available time estimating unit is longer than the time until the heat storage available interval estimated by the heat storage available interval estimating unit reaches the heat storage available interval.

[0009] In the thermal management system of the invention of claim 3 according to the invention of claim 1, the heat storage possible section estimating unit estimates the heat storage efficiency and / or the heat storage possible amount in a predetermined section on the driving route based on the information acquired by the information acquiring unit, and when the estimated result is greater than a predetermined value, estimates the section as a heat storage possible section.

[0010] In the thermal management system of the invention of claim 4, based on the above invention, the heat storage possible section estimating unit estimates the heat storage efficiency and / or the heat storage possible amount in a tunnel on the travel route based on the information acquired by the information acquiring unit, and when the estimated result is greater than a predetermined value, estimates the tunnel as a heat storage possible section.

[0011] In the thermal management system of claim 5 according to claim 3, the heat storage possible section estimating unit estimates the amount of heat that can be stored in a slope on the travel route based on the information acquired by the information acquiring unit, and when the estimated result is greater than a predetermined value, estimates the slope as a heat storage possible section.

[0012] In the thermal management system of the invention of claim 6, based on the invention of claim 3, the heat storage possible section estimating unit estimates the heat storage efficiency and / or the heat storage possible amount at a sunny location on the driving route based on the information acquired by the information acquiring unit, and when the estimated result is greater than a predetermined value, estimates the sunny location as a heat storage possible section.

[0013] In the thermal management system of the invention of claim 7, based on the invention of claim 3, the heat storage possible zone estimating unit estimates the heat storage efficiency and / or the heat storage possible amount in a shaded area on the driving route based on the information acquired by the information acquiring unit, and when the estimated result is greater than a predetermined value, estimates the shaded area as a heat storage possible zone.

[0014] According to the thermal management system of claim 8 , in addition to the invention of claim 1 , the information obtainable by the information obtaining unit and usable for thermal storage control is V2X (Vehicle to Everything) information.

[0015] According to the heat management system of claim 9, in the invention of claim 1, the information obtainable by the information obtaining unit and usable for the heat storage control is past travel data.

[0016] In the thermal management system of the invention of claim 10, in the above inventions, the heat source is any one of a heat pump device having a refrigerant circuit, a driving motor of an electric vehicle, an inverter driving the driving motor and an electric heater, or a combination thereof, the heat storage part is a battery mounted on the electric vehicle, and the heat utilization part is a heat exchanger for air conditioning the interior of the electric vehicle.

[0017] The heat management system according to the invention of claim 11 is the one described above and includes a heat medium circuit that circulates the heat medium through the heat source, the heat storage unit, and the heat utilization unit.

[0018] According to the present invention, a heat management system includes: a heat storage unit that stores heat generated by a heat source; a heat utilization unit that utilizes the heat stored in the heat storage unit; and a control device that switches between a heat storage mode for storing heat in the heat storage unit and a heat storage utilization mode for utilizing the heat stored in the heat storage unit in the heat utilization unit, wherein the control device includes: an information acquisition unit that acquires information that can be used for heat storage control in a travel route of a vehicle; and a heat storage possible section estimation unit that estimates a heat storage possible section in the travel route where heat can be stored in the heat storage unit based on the information acquired by the information acquisition unit, and the control device controls switching between the heat storage mode and the heat storage utilization mode based on the result estimated by the heat storage possible section estimation unit, thereby enabling control to switch between the heat storage mode and the heat storage utilization mode so that, for example, when the heat storage possible section estimation unit estimates that there is a heat storage possible section where sufficient heat can be stored in the heat storage unit based on the information acquired by the information acquisition unit, the heat currently stored in the heat storage unit can be effectively utilized until the heat storage possible section, and heat can be efficiently stored in the heat storage unit in the heat storage possible section. This makes it possible to achieve effective use of heat in the heat utilization unit and efficient heat storage in the heat storage unit, while suppressing a decrease in the cruising range of the vehicle.

[0019] For example, as in the invention of claim 2, if the control device includes a heat storage available time estimating unit, the heat storage available time estimating unit estimates the heat storage available time during which the heat stored in the heat storage unit can be used in the heat utilization unit, and when the heat storage available time estimated by the heat storage available time estimating unit is longer than the time until the heat storage available interval estimated by the heat storage available interval estimating unit reaches the heat storage available interval, the heat storage utilization mode is executed, and the heat currently stored in the heat storage unit can be used up until the heat storage available interval estimated by the heat storage available interval estimating unit, and the heat can be stored in the heat storage unit to the maximum extent in the heat storage available interval. Thus, both effective use of heat by the heat utilization unit and efficient heat storage in the heat storage unit can be achieved.

[0020] Furthermore, as in the invention of claim 3, the heat storage possible section estimating unit estimates the heat storage efficiency and / or the heat storage possible amount in a predetermined section on the travel route based on the information acquired by the information acquiring unit, and when the estimated result is greater than a predetermined value, estimates the section as a heat storage possible section, so that sufficient heat can be stored in the heat storage section in the heat storage section and can be utilized in the heat utilization section.

[0021] For example, as in the invention of claim 4, the heat storage possible section estimating unit estimates the heat storage efficiency and / or the amount of heat that can be stored in a tunnel on the travel route based on the information acquired by the information acquiring unit, and when the estimated result is greater than a predetermined value, the tunnel is estimated as a heat storage possible section. The heat stored in the heat storage unit can be used up by the heat utilization unit until reaching the tunnel, and warm heat can be stored in the heat storage unit to the maximum extent when passing through a tunnel with a relatively high temperature in winter, and cold heat can be stored in the heat storage unit to the maximum extent when passing through a tunnel with a relatively low temperature in summer.

[0022] Furthermore, for example, as in the invention of claim 5, the heat storage possible section estimating unit estimates the possible heat storage amount in the slope on the driving route based on the information acquired by the information acquiring unit, and when the estimated result is greater than a predetermined value, the slope is estimated as a heat storage possible section. Then, the heat stored in the heat storage unit is used up by the heat utilization unit up to the slope, and the regenerative electric power can be used when going downhill to store heat in the heat storage unit to the maximum extent.

[0023] Furthermore, for example, as in the invention of claim 6, the heat storage possible section estimating unit estimates the heat storage efficiency and / or the possible heat storage amount of a sunny place on the driving route based on the information acquired by the information acquiring unit, and when the estimated result is greater than a predetermined value, the sunny place is estimated as a heat storage possible section. Then, the heat stored in the heat storage part can be used up by the heat utilization unit until the sunny place is reached, and warm heat can be stored in the heat storage part to the maximum extent when passing through the sunny place.

[0024] Furthermore, for example, as in the invention of claim 7, the heat storage possible section estimating unit estimates the heat storage efficiency and / or the possible heat storage amount of a shaded area on the driving route based on the information acquired by the information acquiring unit, and when the estimated result is greater than a predetermined value, the shaded area is estimated as a heat storage possible section. Then, the heat stored in the heat storage unit can be used up by the heat utilization unit until the vehicle reaches the shaded area, and cold and heat can be stored in the heat storage unit to the maximum extent when passing through the shaded area.

[0025] In this case, the information obtained by the information acquisition unit and can be used for heat storage control can take into account the V2X information of the invention of claim 8. By utilizing this V2X information, efficient heat utilization in the heat utilization unit and maximum heat storage in the heat storage unit can be appropriately achieved based on current environmental conditions and traffic information.

[0026] In addition, if past driving data is used as information that can be used for heat storage control obtained by the information acquisition unit as in the invention of claim 9, even if the V2X information as in claim 8 cannot be obtained, efficient heat utilization in the heat utilization unit and maximum heat storage in the heat storage unit can be achieved based on past actual driving results.

[0027] Here, the heat source in the above inventions may be any one of a heat pump device having a refrigerant circuit, a driving motor of an electric vehicle, an inverter for driving the driving motor, and an electric heater, or a combination thereof, as shown in the invention of claim 10; the heat storage part may be a battery mounted on the electric vehicle; and the heat utilization part may be a heat exchanger for air conditioning the interior of the electric vehicle. In this way, efficient interior air conditioning of the vehicle can be achieved.

[0028] In this case, as shown in the invention of claim 11, a heat medium circuit is provided to circulate the heat medium to the heat source, the heat storage section, and the heat utilization section, so that the heat generated by the heat source can be smoothly transported to the heat storage section and stored in the heat storage section, and the heat stored in the heat storage section can be smoothly transported to the heat utilization section and utilized in the heat utilization section. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 is a block diagram illustrating the structure of one embodiment of a thermal management system of the present invention. Figure 2 yes Figure 1 Functional block diagram of a control device related to heat storage optimization control. Figure 3 is a heat medium circuit and refrigerant circuit diagram of an embodiment of the thermal management system of the present invention ( Figure 1 Heating operation + heat storage mode of the control device). Figure 4 yes Figure 1Diagram of the heat medium circuit and refrigerant circuit in the heating operation + heat storage utilization mode of the control device. Figure 5 yes Figure 1 Diagram of the heat medium circuit and refrigerant circuit in the cooling operation + heat storage mode of the control device. Figure 6 yes Figure 1 Diagram of the heat medium circuit and refrigerant circuit in the cooling operation + heat storage utilization mode of the control device. Figure 7 Yes means Figure 1 A diagram showing an example of a control diagram during heating operation of a control device. Figure 8 Yes means Figure 1 A diagram showing an example of a control diagram during cooling operation of a control device. Fig. 9 Yes Description Figure 1 Flowchart of an embodiment of heat storage optimization control of a control device (Example 1). Fig.10 yes Fig. 9 Flowchart of the follow-up. Fig.11 Yes Description Figure 1 Flowchart of another embodiment of the heat storage optimization control of the control device (Embodiment 2). Fig.12 yes Fig.11 Flowchart of the follow-up. Fig.13 Yes Description Figure 1 Flowchart of another embodiment of heat storage optimization control of a control device (Embodiment 3). Fig.14 yes Fig.13 Flowchart of the follow-up. Fig.15 Yes Description Figure 1 Flowchart of another embodiment of heat storage optimization control of a control device (Embodiment 4). Fig.16 yes Fig.15 Flowchart of the follow-up. Fig.17 Yes Description Figure 1 Flowchart of another embodiment of heat storage optimization control of a control device (Embodiment 5). Fig.18 yes Fig.17 Flowchart of the follow-up. DETAILED DESCRIPTION

[0030] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. Example 1

[0031] (1) Structure of thermal management system 1 Figure 1 and Figure 2 represents the functional modules of one embodiment of the thermal management system 1 of the present invention, Figure 3 The structure of the heat medium circuit 2 and the refrigerant circuit 3 in the thermal management system 1 is shown. The thermal management system 1 of the embodiment performs air conditioning in the cabin of an electric vehicle EV such as an electric vehicle and a hybrid vehicle, and accumulates (heat storage) warm or cold heat generated by a heat source, and then performs thermal management using the accumulated heat, and is configured to include a heat medium circuit 2, a heat pump device HP having a refrigerant circuit 3, a heat storage unit 4, a heat generating unit 6, a heat utilizing unit 7, and a control device 8.

[0032] The heat storage unit 4 includes a device with a large heat capacity such as a battery mounted on the electric vehicle EV. In addition, a container for storing the heat medium may be provided in the heat medium circuit 2 as the heat storage unit 4 .

[0033] Furthermore, the heat generating unit 6 includes a driving motor of the electric vehicle EV that generates heat (waste heat) during driving of the electric vehicle EV, an inverter that drives the driving motor, and an electric heater (ECH) that generates heat when powered. In addition, the heat generating unit 6 also includes a radiator 43 (described later) for constituting the refrigerant circuit 3 of the heat pump device HP. Moreover, the heat generating unit 6 (including the heat pump device HP) becomes a heat source in the present invention.

[0034] Heat utilization unit 7 utilizes the heat stored in heat storage unit 4 and includes heater core 13H and cooler core 13C provided in HVAC unit 37 described later. Heater core 13H and cooler core 13C are heat exchangers for air conditioning the interior of electric vehicle EV.

[0035] (1-1) Configuration of Heat Medium Circuit 2 and Refrigerant Circuit 3 Next, refer to Figure 3 The structure of the heat medium circuit 2 and the refrigerant circuit 3 of the heat pump device HP of the heat management system 1 of the embodiment is described. The heat medium circuit 2 is composed of a pump 9, a pump 10, a heating unit 12 (heat exchanger), a cooling unit 11 (heat exchanger), the aforementioned heater core 13H (heat exchanger), a cooler core 13C (heat exchanger), a high temperature side radiator (outdoor heat exchanger) 14H, a low temperature side radiator (outdoor heat exchanger) 14C, three-way valves 16 to 31 (flow path switching devices), etc., which are connected to the heat storage unit 4 and the heat generating unit 6 through the heat medium pipe 32 as shown in FIG. Figure 3 Connect as shown.

[0036] In addition, the heat storage unit 4 (battery) and the heat generating unit 6 (travel motor, inverter, electric heater) are surrounded by a casing structure, and a heat medium (water, etc.) is circulated in the casing, so that the heat storage unit 4 and the heat generating unit 6 are configured to exchange heat with the heat medium. In addition, the high-temperature side radiator 14H and the low-temperature side radiator 14C are arranged outside the vehicle room of the electric vehicle EV, and are configured to flow outside air using outdoor blowers 33 and 34, respectively.

[0037] Furthermore, the cooler core 13C and the heater core 13H are arranged in the air flow passage 38 of the aforementioned HVAC unit 37 for supplying air for air conditioning to the interior of the electric vehicle EV. The interior air and the exterior air are circulated to the air flow passage 38 by the interior blower 39, and the cooler core 13C is arranged on the upwind side of the air flow in the air flow passage 38 relative to the heater core 13H. In addition, 36 is an air mixing damper for adjusting the ratio of air flowing through the heater core 13H, and 41 is an intake switching damper for switching the interior air and the exterior air.

[0038] In addition, the refrigerant circuit 3 of the heat pump device HP is configured by sequentially connecting in a loop a compressor 42 for compressing a refrigerant (R1234yf refrigerant in the embodiment), the aforementioned radiator 43 (heat exchanger) for dissipating heat from the refrigerant (high-temperature refrigerant) discharged from the compressor 42, an expansion valve 44 as a decompression device for decompressing the refrigerant after the heat is dissipated by the radiator 43, and a heat absorber 46 (heat exchanger) for evaporating the refrigerant after the decompression by the expansion valve 44 and absorbing heat, using a refrigerant pipe 47. Furthermore, the radiator 43 of the refrigerant circuit 3 is arranged in a heat exchange relationship with the heating unit 12 of the heat medium circuit 2, and the heat absorber 46 is arranged in a heat exchange relationship with the cooling unit 11.

[0039] (1-2) Configuration of the control device 8 Next, in Figure 1 and Figure 2 The structure of the control device 8 is described in the following. The control device 8 is composed of a microcomputer having a processor, a memory, and an input / output interface. Figure 1 As shown in FIG. 5 , the control device 8 has an operation mode determination unit 51, a control target value calculation unit 52, an operation mode switching control unit 53, and a control target value control unit 54 as its functions. In addition to the temperature of the air in the cabin of the electric vehicle EV, the temperature of the air blown into the cabin, and the outside air temperature, the control device 8 also receives inputs of sensors (in the example) that detect the temperature and pressure of each part of the refrigerant circuit 3 of the heat pump device HP, the amount of sunlight into the cabin, and the like. Figure 1 Detection data of (indicated by reference numeral 56 in the figure).

[0040] In addition, the control device 8 is connected to the aforementioned three-way valves 16 to 31, the pump 9, and the pump 10 (in Figure 1 In the refrigerant circuit 3, the compressor 42, the expansion valve 44, the outdoor blower 33, the outdoor blower 34, the indoor blower 39, the air mixing damper 36, the suction switching damper 41, and the electric heater (ECH. Figure 1 58 in the figure), which are controlled by the control device 8. Furthermore, the control device 8 transmits and receives data (temperature data, etc.) with a battery management system 61 that controls the charging and discharging of the battery (heat storage unit 4) and a motor controller 62 that controls the driving of the driving motor (heat generation unit 6) using an inverter, via a bus (CAN) 59 of the electric vehicle EV.

[0041] Furthermore, the control device 8 obtains necessary data (vehicle speed, etc.) from other ECUs (not shown) of the electric vehicle EV via the bus 59. In particular, reference numeral 63 is a navigation system mounted on the electric vehicle EV, and the control device 8 obtains information related to the driving route from the navigation system 63. In addition, the navigation system 63 may also be included in the communication controller 64 described later.

[0042] Furthermore, the communication controller 64 wirelessly transmits and receives information with a network outside the vehicle, for example, including a DSRC radio. The communication controller 64 of the embodiment obtains V2X (Vehicle to Everything) information from a network (server) outside the vehicle and other vehicles by wireless communication, and the control device 8 obtains the V2X information (information that can be used for heat storage control during the driving path) with the help of the communication controller 64. The V2X information includes environmental information such as advanced map data and weather data, as well as various information related to cars, pedestrians, and infrastructure.

[0043] The operation mode determination unit 51 of the control device 8 determines the air conditioning of the vehicle interior such as cooling and heating, and the operation mode of the heat medium circuit 2 and the refrigerant circuit 3 described later, based on the detection data of the sensor 56, etc. described above. In addition, the control target value calculation unit 52 calculates the control target value in the operation mode determined by the operation mode determination unit 51. In addition, the operation mode switching control unit 53 controls the three-way valves 16 to 31, the pumps 9 and the pump 10 of the heat medium circuit 2 based on the operation mode determined by the operation mode determination unit 51. In addition, the control target value control unit 54 controls the pumps 9 and the pump 10 of the heat medium circuit 2, the compressor 42 and the expansion valve 44 of the refrigerant circuit 3, the air blowers 33, 34, 39, and the electric heater (ECH: heating unit 6) based on the control target value calculated by the control target value calculation unit 52.

[0044] Figure 2 8 shows the functional blocks related to the heat storage optimization control of the control device 8 of the embodiment. Figure 266 is an information acquisition unit, 67 is a travel data storage unit, 68 is a heat storage possible zone estimation unit, 69 is a heat storage possible time estimation unit, and 71 is a heat management control unit. The heat storage amount optimization control based on the above-mentioned units will be described in detail later.

[0045] (2) Operation mode of control device 8 Next, refer to Figure 3 to Figure 6 The operation modes of the control device 8 according to the embodiment will be described. (2-1) Heating operation + heat storage mode (heat storage mode) Figure 3 The heating operation + heat storage mode is shown as the heat storage mode of the control device 8. In this heating operation + heat storage mode, the control device 8 operates the compressor 42, the outdoor blower 34, the indoor blower 39, the pump 9, and the pump 10. In addition, the electric heater (heating unit) 6 is energized as needed. In addition, the control device 8 switches the three-way valves 16 to 31 to make the flow of the heat medium in the heat medium circuit 2 Figure 3 The flow shown by the solid arrows and the hollow arrows described together with the heat medium piping 32.

[0046] That is, in the heating operation + heat storage mode, the high-temperature refrigerant discharged from the compressor 42 dissipates heat to the heat medium flowing through the heating unit 12 in the radiator 43, and the refrigerant decompressed by the expansion valve 44 evaporates in the heat absorber 46 and absorbs heat from the heat medium flowing through the cooling unit 11 (in Figure 3 Indicated by dashed arrows).

[0047] On the other hand, the heat medium discharged from the pump 10 reaches the cooling unit 11, where it is cooled by the refrigerant, passes through the three-way valves 29, 31, 30, reaches the low-temperature side radiator 14C, and then passes through the three-way valves 28, 27 to return to the pump 10 (by Figure 3 32).

[0048] On the other hand, the heat medium discharged from the pump 9 reaches the heating section 12, where it is heated by the refrigerant (the heat medium absorbs heat from the refrigerant), and then passes through the three-way valve 16 to reach the heater core 13H. The heat medium dissipates heat to the air blown into the vehicle interior, and then passes through the three-way valves 17, 18, 19, 21, and 22 to reach the heat storage section 4 (battery). The heat medium that has reached the heat storage section 4 dissipates heat and heats the heat storage section 4 (battery). The heat medium that has passed through the heat storage section 4 passes through the three-way valves 23 and 24 to reach the heating section 6 (driving motor, inverter, electric heater), and exchanges heat with the heating section 6. In the heating section 6, the heat medium is heated by the waste heat of the driving motor and inverter and the heat of the electric heater. Moreover, the heat medium that has passed through the heating section 6 repeats the cycle of passing through the three-way valves 25 and 20 and returning to the pump 9 (by Figure 332).

[0049] Thus, in the heating operation+heat storage mode, the air heated by the heater core 13H is blown into the vehicle interior, thereby heating the vehicle interior. In addition, the heat (warm heat) of the radiator 43 and the heat generating unit 6 is stored (heat stored) in the heat storage unit 4 .

[0050] (2-2) Heating operation + heat storage utilization mode (heat storage utilization mode) Next, Figure 4 The figure shows the heating operation + heat storage utilization mode as the heat storage utilization mode of the control device 8. In this heating operation + heat storage utilization mode, the control device 8 operates the compressor 42, the outdoor blower 34, the indoor blower 39, the pump 9 and the pump 10. In addition, the electric heater (heat generating unit) 6 is energized as needed. In addition, the control device 8 switches the three-way valves 16 to 31 to make the flow of the heat medium in the heat medium circuit 2 Figure 4 The flow shown by the solid arrows and the hollow arrows described together with the heat medium piping 32.

[0051] That is, in the heating operation + heat storage utilization mode, the high-temperature refrigerant discharged from the compressor 42 dissipates heat to the heat medium flowing through the heating unit 12 in the radiator 43, and the refrigerant decompressed by the expansion valve 44 evaporates in the heat absorber 46 and absorbs heat from the heat medium flowing through the cooling unit 11 (in Figure 4 Indicated by dashed arrows).

[0052] On the other hand, the heat medium discharged from the pump 10 reaches the cooling section 11, where it is cooled by the refrigerant (the refrigerant absorbs heat from the heat medium), and then passes through the three-way valves 29, 31, and 22 to reach the heat storage section 4. The heat medium is heated in the heat storage section 4, and absorbs the heat stored in the heat storage section 4 (battery). The heat medium that has passed through the heat storage section 4 passes through the three-way valves 23 and 24 to reach the heating section 6 (driving motor, inverter, electric heater), and exchanges heat with the heating section 6. In the heating section 6, the heat medium is heated by the waste heat of the driving motor and inverter, and the heat of the electric heater. Moreover, the heat medium that has passed through the heating section 6 repeats the cycle of passing through the three-way valves 25, 26, and 27 and returning to the pump 10 (by Figure 4 32).

[0053] On the other hand, the heat medium discharged from the pump 9 reaches the heating unit 12, where it is heated by the refrigerant, and then reaches the heater core 13H through the three-way valve 16. The heat medium dissipates heat to the air blown into the vehicle interior, and then repeats the cycle of passing through the three-way valves 17, 18, 19, and 20 and returning to the pump 9 (by Figure 4 32).

[0054] Thus, in the heating operation + heat storage utilization mode, the air heated by the heater core 13H is blown into the vehicle interior, and the vehicle interior is heated. In addition, the heat stored in the heat storage unit 4 is absorbed by the heat medium, absorbed by the refrigerant flowing through the heat absorber 46 in the cooling unit 11, and transported to the radiator 43. Moreover, since the heat transported to the radiator 43 is absorbed by the heat medium in the heating unit 12 and transported to the heater core 13H, the heat (warm heat) stored in the heat storage unit 4 (battery) in the heating operation + heat storage utilization mode is used for heating the vehicle interior (heat storage utilization) in the heating operation + heat storage utilization mode.

[0055] (2-3) Cooling operation + heat storage mode (heat storage mode) Next, Figure 5 The figure shows a cooling operation + heat storage mode as another heat storage mode of the control device 8. In this cooling operation + heat storage mode, the control device 8 also operates the compressor 42, the outdoor blower 33, the indoor blower 39, the pump 9, and the pump 10. In addition, the electric heater (heat generating unit) 6 is not energized. In addition, the control device 8 switches the three-way valves 16 to 31 to make the flow of the heat medium in the heat medium circuit 2 Figure 5 The flow shown by the solid arrows and the hollow arrows described together with the heat medium piping 32.

[0056] That is, in the cooling operation + heat storage mode, the high-temperature refrigerant discharged from the compressor 42 dissipates heat to the heat medium flowing through the heating unit 12 in the radiator 43, and the refrigerant decompressed by the expansion valve 44 evaporates in the heat absorber 46 and absorbs heat from the heat medium flowing through the cooling unit 11 (in Figure 5 Indicated by dashed arrows).

[0057] On the other hand, the heat medium discharged from the pump 10 reaches the cooling unit 11, where it is cooled by the refrigerant (the refrigerant absorbs heat from the heat medium), and then passes through the three-way valve 29 to reach the cooler core 13C. The heat medium absorbs heat from the air blown into the vehicle interior, and then passes through the three-way valves 31 and 22 to reach the heat storage unit 4 (battery). The heat medium that reaches the heat storage unit 4 cools the heat storage unit 4 (battery) and absorbs heat. The heat medium that has passed through the heat storage unit 4 repeats the cycle of passing through the three-way valves 23, 26, and 27 and returning to the pump 10 (by Figure 5 32).

[0058] On the other hand, the heat medium discharged from the pump 9 reaches the heating section 12, where it is heated by the refrigerant and then passes through the three-way valves 16, 17, and 18 to reach the high-temperature side radiator 14H. After the heat medium dissipates heat to the outside air, it passes through the three-way valves 19, 21, and 24 to reach the heating section 6 (travel motor, inverter, electric heater) and exchanges heat with the heating section 6. In the heating section 6, the heat medium is heated by the waste heat of the travel motor and inverter. Moreover, the heat medium that has passed through the heating section 6 repeats the cycle of passing through the three-way valves 25 and 20 and returning to the pump 9 (by Figure 5 32).

[0059] Thus, in the cooling operation + heat storage mode, the air cooled by the cooler core 13C is blown into the vehicle interior, and the vehicle interior is cooled. In addition, since the heat storage unit 4 is cooled by the heat medium that has passed through the cooling unit 11, so-called cold heat is stored in the heat storage unit 4 (so-called cold storage. In this application, cold storage is also regarded as a concept of heat storage).

[0060] (2-4) Cooling operation + heat storage utilization mode (heat storage utilization mode) Next, Figure 6 The figure shows a cooling operation + heat storage utilization mode as another heat storage utilization mode of the control device 8. In this cooling operation + heat storage utilization mode, the control device 8 operates the compressor 42, the outdoor blower 33, the indoor blower 39, the pump 9 and the pump 10. In addition, the electric heater (heat generating unit) 6 is not energized. In addition, the control device 8 switches the three-way valves 16 to 31 so that the flow of the heat medium in the heat medium circuit 2 becomes Figure 6 The flow shown by the solid arrows and the hollow arrows described together with the heat medium piping 32.

[0061] That is, in the cooling operation + heat storage utilization mode, the high-temperature refrigerant discharged from the compressor 42 dissipates heat to the heat medium flowing through the heating section 12 in the radiator 43, and the refrigerant decompressed by the expansion valve 44 evaporates in the heat absorber 46 and absorbs heat from the heat medium flowing through the cooling section 11 (in Figure 6 Indicated by dashed arrows).

[0062] On the other hand, the heat medium discharged from the pump 10 reaches the cooling unit 11, where it is cooled by the refrigerant (the refrigerant absorbs heat from the heat medium), and then passes through the three-way valve 29 to reach the cooler core 13C. The heat medium absorbs heat from the air blown into the vehicle interior, and then repeats the cycle of passing through the three-way valves 31, 30, 28, and 27 and returning to the pump 10 (by Figure 6 32).

[0063] On the other hand, the heat medium discharged from the pump 9 reaches the heating section 12, where it is heated by the refrigerant and then passes through the three-way valves 16, 17, and 18 to reach the high-temperature side radiator 14H. After the heat medium dissipates heat to the outside air, it passes through the three-way valves 19, 21, and 22 to reach the heat storage section 4 (battery) and exchanges heat with the heat storage section 4. In the heat storage section 4, the heat medium is cooled by the heat storage section 4 (battery) (the heat medium dissipates heat to the heat storage section 4). The heat medium that has passed through the heat storage section 4 further passes through the three-way valves 23 and 24 to reach the heating section 6 (driving motor, inverter, electric heater) and exchanges heat with the heating section 6. In the heating section 6, the heat medium is heated by the waste heat of the driving motor and inverter. Moreover, the heat medium that has passed through the heating section 6 repeats the cycle of passing through the three-way valves 25 and 20 and returning to the pump 9 (by Figure 6 32).

[0064] Thus, in the cooling operation + heat storage mode, the air cooled by the cooler core 13C is blown into the vehicle interior, and the vehicle interior is cooled. In addition, since the heat stored in the heat storage unit 4 is used to cool the heat medium, the refrigerant flowing through the radiator 43 is cooled, so the refrigerant in the heat absorber 46 becomes further low temperature. Moreover, the heat medium is cooled by the cooling unit 11 in the heat absorber 46, and the temperature of the heat medium flowing through the cooler core 13C is further reduced, so the heat stored in the heat storage unit 4 (battery) in the cooling operation + heat storage mode is used for cooling the vehicle interior (heat storage utilization) in the cooling operation + heat storage mode.

[0065] (3) Basic switching control of the operation mode of the control device 8 Next, refer to Figure 7 , Figure 8 The basic switching control of the above-mentioned operation mode by the operation mode determination unit 51 of the control device 8 of the embodiment will be described. The operation mode determination unit 51 of the control device 8 has, for example, Figure 7 , Figure 8 The control diagram switches the operation mode based on the state (temperature) of the heat storage unit 4. In the example shown in the figure, the operation mode is set based on the temperature of the battery (battery temperature) as the heat storage unit 4 obtained from the battery management system 61 and the outside air temperature obtained from the sensor 56.

[0066] At this time, a management temperature range is set for the temperature of the battery (battery temperature) serving as the heat storage unit 4. If the temperature exceeds the upper limit of the management temperature (for example, +40° C.), the heat medium circuit 2 is controlled to cool the battery (heat storage unit 4). If the temperature is lower than the plus or minus limit of the management temperature range (for example, +10° C.), the heat medium circuit 2 is controlled to heat the battery (heat storage unit 4).

[0067] Figure 7This is a control diagram for switching between the aforementioned heating operation + heat storage mode and the heating operation + heat storage utilization mode, and is applicable when the outside air temperature is lower than the preset upper limit temperature for heating use. Figure 8 It is a control diagram for switching the aforementioned cooling operation + heat storage mode and cooling operation + heat storage utilization mode, and is suitable for the case where the outside air temperature is higher than the preset cooling use lower limit temperature.

[0068] application Figure 7 The control diagram shown is for a case where the battery temperature is within the management temperature range when heating the vehicle interior. Based on the current outside air temperature and battery temperature, the heat medium circuit 2 is set to the heating operation + heat storage mode ( Figure 3 ), or set to heating operation + heat storage utilization mode using the warmth stored in the heat storage unit 4 (battery) ( Figure 4 ).

[0069] Likewise, application Figure 8 The control diagram shown is for a case where the battery temperature is within the management temperature range when cooling the vehicle interior. Based on the current outside air temperature and battery temperature, the heat medium circuit 2 is set to the cooling operation + heat storage mode ( Figure 5 ), or set to a cooling operation + heat storage utilization mode ( Figure 6 ).

[0070] In these control diagrams, the operation mode switching region is set so that the battery temperature becomes the target temperature within the management temperature range. The operation mode switching region is a region between the switching region upper limit and the switching region lower limit, and the switching region upper limit and the switching region lower limit become the upper limit value and the lower limit value of the target temperature when the battery (heat storage unit 4) is temperature-regulated.

[0071] Specifically, the upper limit and lower limit of the switching area are set according to the outside air temperature. The upper limit of the switching area is battery temperature (target temperature) = outside air temperature + first set temperature, and the lower limit of the switching area is battery temperature (target temperature) = outside air temperature + second set temperature. Figure 7 ), for example, when the outside air temperature is 0°C, the first set temperature is set to +15°C to +20°C, and the second set temperature is set to +10°C. When cooling the interior of the vehicle ( Figure 8 ), for example, when the outside air temperature is +35°C, the first set temperature is set to -10°C and the second set temperature is set to -20°C.

[0072] The operation mode switching region in the control map is a value for performing basic switching control of the operation mode. In this case, the difference between the first set temperature and the second set temperature is set in the range of 5 degrees to 10 degrees, for example.

[0073] When the battery temperature is within the management temperature range and the current outside air temperature and battery temperature exceed the upper limit of the switching area, Figure 7 In the control diagram of Figure 8 In the control diagram of the control area, the cooling operation + heat storage mode is set. In addition, when the battery temperature is within the management temperature range, if the current outside air temperature and battery temperature are lower than the lower limit of the switching area, Figure 7 In the control diagram of Figure 8 The control diagram is set to cooling operation + heat storage utilization mode.

[0074] exist Figure 7 In the control diagram shown in FIG. 1 , if the heating operation + heat storage mode is set, the battery temperature gradually rises due to heat storage (warming), and if the heating operation + heat storage utilization mode is set, the battery temperature gradually decreases due to the utilization of heat storage (warming). Figure 8 In the control diagram shown, if the cooling operation + heat storage mode is set, the battery temperature gradually decreases due to heat storage (cold and hot), and if the cooling operation + heat storage utilization mode is set, the battery temperature gradually increases due to the utilization of heat storage (cold and hot).

[0075] Therefore, when the battery temperature is within the management temperature range, it is set to either the heating operation + heat storage mode or the heating operation + heat storage utilization mode, or it is set to either the cooling operation + heat storage mode or the cooling operation + heat storage utilization mode. By maintaining or appropriately switching the above operation modes, the battery temperature enters the operation mode switching area and is adjusted to the target temperature.

[0076] (4) Heat storage optimization control of control device 8 Next, refer to Figure 2 , Fig. 9 and Fig.10 An embodiment of the heat storage amount optimization control by the control device 8 will be described. Figure 2 The information acquisition unit 66 of the control device 8 shown in the figure acquires information that can be used for heat storage control in the driving route of the vehicle, that is, the aforementioned V2X information, from the communication controller 64 and the navigation system 63. In addition, when the V2X information cannot be acquired, the past driving data of the vehicle stored in the driving data storage unit 67 is acquired as the information that can be used for heat storage control in the driving route.

[0077] Figure 2The travel data storage unit 67 of the control device 8 stores data on past travel of the vehicle. The travel data stored in the travel data storage unit 67 includes at least environmental information such as the date and time of travel, vehicle speed data at the time, map data, and weather data.

[0078] Figure 2 The heat storage possible section estimating unit 68 of the control device 8 shown estimates a heat storage possible section in which heat (warm heat / cold heat) can be stored in the heat storage unit 4 (battery) in the vehicle's travel route based on the information acquired by the information acquiring unit 66. In this case, the heat storage possible section estimating unit 68 of the embodiment estimates the heat storage efficiency and the heat storage possible amount in a predetermined section on the travel route based on the information acquired by the information acquiring unit 66, and estimates the section as a heat storage possible section when the estimated heat storage efficiency is greater than or equal to a predetermined value and the heat storage possible amount is greater than or equal to a predetermined value.

[0079] Figure 2 The heat storage available time estimating unit 69 of the control device 8 estimates the heat storage available time during which the heat (warm heat / cold heat) currently stored in the heat storage unit 4 (battery) can be used in the heat utilization unit 7 (heater core 13H, cooler core 13C).

[0080] In the embodiment, when the heat storage available time estimated by the heat storage available time estimating unit 69 is longer than the time until the vehicle reaches the heat storage available section estimated by the heat storage available section estimating unit 68, Figure 2 The heat management control unit 71 of the control device 8 shown in the figure performs control to switch the operation mode to the aforementioned heating operation+heat storage utilization mode or cooling operation+heat storage utilization mode.

[0081] (4-1) Specific Example 1 of Heat Storage Optimization Control by Control Device 8 (Tunnel: Warm) Next, refer to Fig. 9 and Fig.10 The flowchart of FIG. 8 is used to illustrate a specific example of the heat storage optimization control of the control device 8. The example described below is, for example, a case where there is a tunnel (tunnel section) on the driving route of the vehicle in winter. The temperature in the tunnel is often higher than the outside temperature in other driving routes in winter. Therefore, the control for efficiently storing heat in the heat storage unit 4 (battery) in the tunnel is described in the following embodiment.

[0082] exist Fig. 9 In step S1, it is determined whether the information acquisition unit 66 can acquire the V2X information. If it can be acquired, in step S2, the information acquisition unit 66 acquires the time to the next tunnel on the driving route, the length of the tunnel, and the temperature in the tunnel from the acquired V2X information.

[0083] In addition, if the V2X information cannot be obtained in step S1, the process proceeds to step S3, and the information acquisition unit 66 retrieves the past driving data stored in the driving data storage unit 67 based on the day of the week, time period, etc. Moreover, it is determined whether the destination for commuting, shopping, etc. can be determined based on the past driving data. If the destination cannot be determined, the process returns, and if the destination can be determined, the process proceeds to step S4, and the time to the next tunnel on the driving route to the determined destination, the length of the tunnel, and the temperature in the tunnel (estimated from the current outside temperature) are obtained from the past driving data.

[0084] Next, in step S5, the heat storage possible section estimation unit 68 estimates the time to pass through the next tunnel based on the tunnel length (taking into account the vehicle speed). Next, in step S6, the heat storage possible section estimation unit 68 estimates the amount of heat that can be stored in the heat storage unit 4 (battery) when passing through the next tunnel (heat storage possible heat storage amount Qs1) based on the tunnel passing time (tunnel passing time t1), the temperature in the tunnel (temperature in the tunnel T1), the current heating load, and the like.

[0085] More specifically, the heat storage possible zone estimation unit 68 estimates (calculates) the heat storage possible heat amount Qs1 (warm heat) using the following mathematical formula (I). Qs1=f(t1, T1, Tset1, Qw1) =k1×t1+k2×T1+k3×Tset1+k4×Qw1··(I)

[0086] Here, t1 as a parameter of the mathematical formula (I) is the tunnel passing time, T1 is the temperature inside the tunnel, Tset1 is the air conditioning set temperature in the vehicle interior, Qw1 is the amount of heat that can be generated by the heat source (heat generating unit 6, heat pump device HP) (waste heat from the driving motor and inverter, warm heat generated by the radiator 43 of the heat pump device HP). In addition, k1 to k4 are coefficients, which are obtained in advance through experiments.

[0087] Since the longer the tunnel passing time t1 is, the more the heat storage possible heat storage amount Qs1 increases, the coefficient k1 becomes a positive value. In addition, since the higher the temperature T1 inside the tunnel is, the more the heat storage possible heat storage amount Qs1 increases, the coefficient k2 also becomes a positive value. In addition, the air conditioning setting temperature Tset1 in the vehicle interior means the current heating load. The higher the air conditioning setting temperature Tset1 in the vehicle interior is, the less heat is used for heat storage (the heat storage possible heat storage amount Qs1 decreases), so the coefficient k3 becomes a negative value. Furthermore, since the higher the heat source can generate Qw1, the more the heat storage possible heat storage amount Qs1 increases, the coefficient k4 becomes a positive value.

[0088] Next, in Fig.10In step S7, the heat storage possible interval estimation unit 68 determines whether the tunnel internal temperature T1 is greater than the external temperature Tam + predetermined value. This is because heat can be efficiently stored when the tunnel internal temperature T1 is greater than the external temperature Tam + predetermined value. Furthermore, when the tunnel internal temperature T1 is lower than the external temperature Tam + predetermined value, the process returns, and when the tunnel internal temperature T1 is greater than the external temperature Tam + predetermined value, the process determines that the heat storage efficiency is greater than the predetermined value, and proceeds to step S8.

[0089] In step S8, the heat storage possible range estimation unit 68 determines whether the heat storage possible heat storage amount Qs1 calculated in step S6 is greater than the heat storage preset value. This is because sufficient heat can be stored if the heat storage possible heat storage amount Qs1 is greater than the heat storage preset value due to the long tunnel length, etc. If the heat storage possible heat storage amount Qs1 is less than the heat storage preset value, the process returns, and if it is determined that the heat storage possible heat storage amount Qs1 is greater than the heat storage preset value, the process proceeds to step S9.

[0090] That is, in step S8 , when the heat storage efficiency of the next tunnel is greater than the predetermined value and the heat storage possible heat storage amount Qs1 when passing through the tunnel is greater than the predetermined heat storage value, the heat storage possible section estimating unit 68 estimates the tunnel as a heat storage possible section and proceeds to step S9 .

[0091] In step S9, the heat storage available time estimating unit 69 estimates the time available for heat storage in the heating operation + heat storage utilization mode (heat storage available time tu1) based on the current vehicle speed and the temperature of the heat storage unit 4 (battery temperature), etc. Specifically, the heat storage available time estimating unit 69 estimates (calculates) the heat storage available time tu1 using the following mathematical formula (II). tu1=f(Vs, Tb, Tset1, th1) =k5×Vs+k6×Tb+k7×Tset1+k8×th1··(II)

[0092] Here, Vs as a parameter of the mathematical formula (II) is the current average vehicle speed, Tb is the current temperature of the battery (battery temperature) as the heat storage unit 4, Tset1 is the aforementioned air conditioning set temperature in the vehicle interior, and th1 is the aforementioned Figure 7 The lower limit of the switching region (the threshold value for switching from the heating operation + heat storage utilization mode to the heating operation + heat storage mode). In addition, k5 to k8 are coefficients, which are obtained in advance through experiments.

[0093] The faster the average vehicle speed Vs is, the more heat is generated by the driving motor and inverter (heat generating unit 6) and the battery (heat storage unit 4). Since the heat generated by the driving motor, inverter and battery is also used in the heat storage utilization, the available heat storage time tu1 becomes longer, so the coefficient k5 becomes a positive value. In addition, since the higher the battery temperature Tb is, the longer the available heat storage time tu1 becomes, the coefficient k6 also becomes a positive value. In addition, the higher the air conditioning setting temperature Tset1 in the vehicle interior, the more heat storage will be used for air conditioning (the available heat storage time tu1 becomes shorter), so the coefficient k7 becomes a negative value. Furthermore, since the lower the switching area lower limit th1 is, the longer the available heat storage time tu1 becomes, the coefficient k8 becomes a negative value.

[0094] Next, in step S10, the heat management control unit 71 determines whether the heat storage available time tu1 estimated by the heat storage available time estimating unit 69 in step S9 is longer than the time until the vehicle reaches the tunnel that is the heat storage available section estimated by the heat storage available section estimating unit 68 in step S8 (time td1 until the next tunnel). If the heat storage available time tu1 is shorter than the time td1 until the next tunnel, the control returns to step S11, and if the heat storage available time tu1 is longer than the time td1 until the next tunnel, the control returns to step S12, and the control returns to step S13. Figure 7 Compared with the switching control of the basic operation mode, the operation mode is set to the heating operation + heat storage utilization mode ( Figure 4 That is, even if the heating operation + heat storage mode is currently executed ( Figure 3 ), it also switches to heating operation + heat storage utilization mode.

[0095] As described above, the control device 8 includes: an information acquisition unit 66 that acquires information that can be used for heat storage control in the travel route of the vehicle; and a heat storage possible section estimation unit 68 that estimates a heat storage possible section in the travel route where heat can be stored in the heat storage unit 4 based on the information acquired by the information acquisition unit 66, and controls the switching between the heating operation + heat storage mode and the heating operation + heat storage utilization mode based on the result of the estimation by the heat storage possible section estimation unit 68. Therefore, when the heat storage possible section estimation unit 68 estimates that there is a heat storage possible section where sufficient heat can be stored in the heat storage unit 4 based on the information acquired by the information acquisition unit 66, the control of switching between the heating operation + heat storage mode and the heating operation + heat storage utilization mode can be performed so that the heat currently stored in the heat storage unit 4 can be effectively utilized until the heat storage possible section, and heat can be efficiently stored in the heat storage unit 4 in the heat storage possible section. As a result, effective utilization of heat in the heat utilization unit 7 and efficient heat storage in the heat storage unit 4 can be achieved, and reduction in the cruising range of the vehicle can be suppressed.

[0096] In addition, in the embodiment, the control device 8 includes a heat storage available time estimating unit 69, which estimates a heat storage available time tu1 of heat that can be stored in the heat storage unit 4 by the heat utilization unit 7. When the heat storage available time tu1 estimated by the heat storage available time estimating unit 69 is equal to or longer than the time td1 until the heat storage available interval estimated by the heat storage available interval estimating unit 68 is reached, the heating operation + heat storage utilization mode is executed. Therefore, the heat currently stored in the heat storage unit 4 can be used up until the heat storage available interval estimated by the heat storage available interval estimating unit 68, and the heat can be stored in the heat storage unit 4 to the maximum extent in the heat storage available interval. Thus, both effective use of heat by the heat utilization unit 7 and efficient heat storage in the heat storage unit 4 can be achieved.

[0097] Furthermore, in the embodiment, the heat storage possible section estimating unit 68 estimates the heat storage efficiency and the heat storage possible amount Qs1 in a predetermined section on the travel route based on the information acquired by the information acquiring unit 66, and when the estimated result is greater than a predetermined value, the section is estimated as a heat storage possible section, so that sufficient heat can be stored in the heat storage unit 4 in the heat storage possible section and can be utilized in the heat utilization unit 7.

[0098] Furthermore, in the present embodiment, the heat storage possible section estimating unit 68 estimates the heat storage efficiency and the possible heat storage amount Qs1 in the tunnel on the travel route based on the information acquired by the information acquiring unit 66, and when the estimated result is greater than a predetermined value, the tunnel is estimated as a heat storage possible section. Therefore, the heat stored in the heat storage unit 4 can be used up by the heat utilization unit 7 until the tunnel is reached, and when passing through a tunnel with a relatively high temperature in winter, warm heat can be stored in the heat storage unit 4 to the maximum extent.

[0099] In addition, in the embodiment, V2X information is used as information that can be used for heat storage control obtained by the information acquisition unit 66, so based on the current environmental conditions and traffic information, efficient heat utilization in the heat utilization unit 7 and maximum heat storage in the heat storage unit 4 can be appropriately achieved.

[0100] Furthermore, in the embodiment, past driving data stored in the driving data storage unit 67 is also used as information that can be used for heat storage control obtained by the information acquisition unit 66. Therefore, even when the V2X information cannot be obtained, efficient heat utilization in the heat utilization unit 7 and maximum heat storage in the heat storage unit 4 can be achieved based on past actual results.

[0101] In addition, in the embodiment, a heat pump device HP having a refrigerant circuit 3, a driving motor of an electric vehicle, an inverter, and an electric heater are used as heat sources, a battery mounted on the electric vehicle is used as a heat storage unit 4, and a heater core 13H and a cooler core 13C for air conditioning the interior of the electric vehicle are used as a heat utilization unit 7, thereby enabling efficient interior air conditioning of the vehicle to be achieved.

[0102] Furthermore, in the embodiment, a heat medium circuit 2 is provided for circulating the heat medium to the heat source, the heat storage section 4 and the heat utilization section 7, so that the heat generated by the heat source can be smoothly transported to the heat storage section 4 and stored in the heat storage section 4, and the heat stored in the heat storage section 4 can be smoothly transported to the heat utilization section 7 and utilized in the heat utilization section 7. Example 2

[0103] (4-2) Specific Example 2 of Heat Storage Optimization Control by Control Device 8 (Tunnel: Cold and Hot) Next, refer to Fig.11 and Fig.12 The flowchart of the control device 8 is another specific example of the heat storage optimization control. The example described below is, for example, a case where there is a tunnel (tunnel section) on the vehicle's driving route in summer. The temperature in the tunnel is often lower than the outside temperature in other driving routes in summer. Therefore, the control for efficiently storing heat (storing cold heat: so-called cold storage) in the heat storage unit 4 (battery) in the tunnel is described in the following embodiment.

[0104] In addition, Fig.11 and Fig.12 Lieutenant General Fig. 9 and Fig.10 The steps indicated by the same reference numerals are the same actions, and the following description only describes the steps that are the same as those described above. Fig. 9 and Fig.10 Different steps of action.

[0105] That is, after entering steps S1 to S5 in the same manner as in the aforementioned embodiment, in step S6A, the heat storage possible interval estimating unit 68 estimates the amount of heat that can be stored in the heat storage unit 4 (battery) when passing through the next tunnel (the heat storage possible heat storage amount Qs2) based on the time of passing through the tunnel (the tunnel passing time t2), the temperature in the tunnel (the temperature in the tunnel T2), the current cooling load, etc.

[0106] More specifically, the heat storage possible section estimating unit 68 estimates (calculates) the heat storage possible heat amount Qs2 (cold and hot) using the following mathematical formula (III). Qs2=f(t2、T2、Tset2) =k9×t2+k10 / T2+k11 / Tset2··(III)

[0107] Here, t2 as a parameter of the mathematical formula (III) is the tunnel passing time, T2 is the temperature inside the tunnel, and Tset2 is the air conditioning set temperature inside the vehicle cabin. In addition, k9 to k11 are coefficients, which are obtained in advance through experiments.

[0108] Since the heat storage possible heat storage amount Qs2 increases as the tunnel passing time t2 is longer, the coefficient k9 becomes a positive value. In addition, since the heat storage possible heat storage amount Qs2 (cold and hot) increases as the tunnel internal temperature T2 is lower, the coefficient k10 also becomes a positive value. In addition, the air conditioning setting temperature Tset2 in the vehicle interior means the current cooling load. The lower the air conditioning setting temperature Tset2 in the vehicle interior, the less heat is used for heat storage (cold and hot) (the heat storage possible heat storage amount Qs2 decreases), so the coefficient k11 becomes a negative value.

[0109] Next, in Fig.12 In step S7A, the heat storage possible interval estimation unit 68 determines whether the tunnel internal temperature T2 is below the external temperature Tam minus the predetermined value. This is because heat (cold and heat) can be efficiently stored when the tunnel internal temperature T2 is below the external temperature Tam minus the predetermined value. Furthermore, when the tunnel internal temperature T2 is above the external temperature Tam minus the predetermined value, the process returns, and when the tunnel internal temperature T2 is below the external temperature Tam minus the predetermined value, the process determines that the heat storage efficiency (efficiency of storing cold and heat) is above the predetermined value, and the process proceeds to step S8A.

[0110] In step S8A, the heat storage possible range estimation unit 68 determines whether the heat storage possible heat storage amount Qs2 (cold heat) calculated in step S6A is greater than the heat storage preset value. This is because when the heat storage possible heat storage amount Qs2 (cold heat) is greater than the heat storage preset value due to the long tunnel length, etc., sufficient heat (cold heat) can be stored. If the heat storage possible heat storage amount Qs2 is less than the heat storage preset value, the process returns, and if it is determined that the heat storage possible heat storage amount Qs2 is greater than the heat storage preset value, the process proceeds to step S9A.

[0111] That is, in step S8A, when the heat storage efficiency of the next tunnel is greater than or equal to the predetermined value and the heat storage possible heat storage amount Qs2 (cold and hot) when passing through the tunnel is greater than or equal to the predetermined heat storage value, the heat storage possible section estimating unit 68 estimates the tunnel as a heat storage possible section and proceeds to step S9A.

[0112] In step S9A, the heat storage available time estimating unit 69 estimates the time available for heat storage in the cooling operation + heat storage utilization mode (heat storage available time tu2) based on the current temperature of the heat storage unit 4 (battery temperature), etc. Specifically, the heat storage available time estimating unit 69 estimates (calculates) the heat storage available time tu2 using the following mathematical formula (IV). tu2=f(Tb、Tset2、th2) =k12 / Tb+k13 / Tset2+k14×th2··(IV)

[0113] Here, Tb as a parameter of the mathematical formula (IV) is the current temperature (battery temperature) of the battery as the heat storage unit 4, Tset2 is the aforementioned air conditioning set temperature in the vehicle interior, and th2 is the aforementioned Figure 8 The upper limit of the switching region (the threshold value for switching from the cooling operation + heat storage utilization mode to the cooling operation + heat storage mode). In addition, k12 to k14 are coefficients, which are obtained in advance through experiments.

[0114] The lower the battery temperature Tb, the longer the heat storage available time tu2 (cold and hot), so the coefficient k12 becomes a positive value. In addition, the lower the air conditioning setting temperature Tset2 in the vehicle interior, the more heat storage (cold and hot) is used for air conditioning (the heat storage available time tu2 becomes shorter), so the coefficient k13 becomes a negative value. Furthermore, the higher the switching area upper limit th2, the longer the heat storage available time tu2 becomes, so the coefficient k14 becomes a positive value.

[0115] Next, in step S10A, the heat management control unit 71 determines whether the heat storage available time tu2 estimated by the heat storage available time estimating unit 69 in step S9A is longer than the time until the vehicle reaches the tunnel that is the heat storage available section estimated by the heat storage available section estimating unit 68 in step S8A (time td2 until the next tunnel). If the heat storage available time tu2 is shorter than the time td2 until the next tunnel, the control returns to step S11A. If the heat storage available time tu2 is longer than the time td2 until the next tunnel, the control returns to step S11A. Figure 8 Compared with the switching control of the basic operation mode, the operation mode is set to cooling operation + heat storage utilization mode ( Figure 6 That is, even if the cooling operation + heat storage mode is currently executed ( Figure 5 ), it also switches to cooling operation + heat storage utilization mode.

[0116] As described above, in this embodiment, it is also possible to perform control to switch between the cooling operation + heat storage mode and the cooling operation + heat storage utilization mode, so that the heat (cold heat) currently stored in the heat storage unit 4 can be effectively utilized until the heat storage possible interval, and heat (cold heat) can be efficiently stored in the heat storage unit 4 in the heat storage possible interval. In this way, it is possible to achieve effective utilization of the heat (cold heat) in the heat utilization unit 7 and efficient heat (cold heat) in the heat storage unit 4, and suppress a reduction in the cruising range of the vehicle.

[0117] In addition, in the present embodiment, when the heat storage available time tu2 estimated by the heat storage available time estimating unit 69 is equal to or longer than the time td2 until the heat storage available interval estimated by the heat storage available interval estimating unit 68 is reached, the cooling operation + heat storage utilization mode is executed, so that the heat (cold heat) currently stored in the heat storage unit 4 can be used up until the heat storage available interval estimated by the heat storage available interval estimating unit 68, and further, heat (cold heat) can be stored in the heat storage unit 4 to the maximum extent in the heat storage available interval. Thus, both effective utilization of heat (cold heat) by the heat utilization unit 7 and efficient heat storage (cold heat) in the heat storage unit 4 can be achieved.

[0118] Furthermore, in the present embodiment, the heat storage possible section estimating unit 68 estimates the heat storage efficiency and the heat storage possible amount Qs2 in a predetermined section on the travel route based on the information acquired by the information acquiring unit 66, and when the estimated result is greater than a predetermined value, estimates the section as a heat storage possible section. Therefore, in the heat storage possible section, sufficient heat (cold heat) can be stored in the heat storage unit 4 and can be utilized in the heat utilization unit 7.

[0119] Furthermore, in the present embodiment, the heat storage possible section estimating unit 68 estimates the heat storage efficiency and the heat storage possible amount Qs2 in the tunnel on the travel route based on the information acquired by the information acquiring unit 66, and when the estimated result is greater than a predetermined value, the tunnel is estimated as a heat storage possible section. Therefore, the heat (cold heat) stored in the heat storage unit 4 can be used up by the heat utilization unit 7 until the tunnel is reached, and when passing through a tunnel with a relatively low temperature in summer, warm heat (cold heat) can be stored in the heat storage unit 4 to the maximum extent. Example 3

[0120] (4-3) Specific Example 3 of the Heat Storage Amount Optimization Control by the Control Device 8 (Slope: Downhill) Next, refer to Fig.13 and Fig.14 The flowchart of FIG. 8 illustrates another specific example of the heat storage optimization control of the control device 8. The example described below is a case where there is a slope (downhill section) on the vehicle's driving path. When the heat of the electric heater that is operated by the regenerative power generated by the driving motor on a downhill slope is excessive for heating, the excess portion can be stored. Therefore, the control for efficiently storing heat in the heat storage unit 4 (battery) on a slope (downhill) is described in the following embodiment.

[0121] exist Fig.13 In step S1B, it is determined whether the information acquisition unit 66 can acquire the V2X information. If the information can be acquired, in step S2B, the information acquisition unit 66 acquires the time to the next slope (downhill) on the driving path, the length of the slope, and the average inclination of the slope from the acquired V2X information.

[0122] In addition, if the V2X information cannot be obtained in step S1B, the process proceeds to step S3B, and the information acquisition unit 66 retrieves the past driving data stored in the driving data storage unit 67 based on the day of the week, time period, etc., and determines whether the destination for commuting, shopping, etc. can be determined based on the past driving data. If the destination cannot be determined, the process returns, and if the destination can be determined, the process proceeds to step S4B, and the time to the next slope (downhill) on the driving route to the determined destination, the length of the slope, and the average slope of the slope are obtained from the past driving data.

[0123] Next, in step S5B, the heat storage possible section estimation unit 68 estimates the time to pass the next slope (downhill) based on the length of the slope (taking into account the vehicle speed). Next, in step S6B, the heat storage possible section estimation unit 68 estimates the amount of heat that can be stored in the heat storage unit 4 (battery) when passing the next slope (downhill) (heat storage possible heat storage amount Qs3) based on the time to pass the slope (slope passing time t3), the average slope of the slope (average slope Inc1), the amount of heat that can be generated by the heat source (electric heater of the heat generating unit 6) by the regenerative power Qr1, the current heating load, etc.

[0124] More specifically, the heat storage possible zone estimation unit 68 estimates (calculates) the heat storage possible heat amount Qs3 (warm heat) using the following mathematical formula (V). Qs3=f(t3, Inc1, Qr1, Tset1) =k15×t3+k16×Inc1+k17×Qr1+k18×Tset1··(V)

[0125] Here, t3 as a parameter of the mathematical formula (V) is the ramp passing time, Inc1 is the average slope of the ramp, Qr1 is the amount of heat that can be generated by the heat source (the electric heater of the heat generating unit 6) through the regenerated power, and Tset1 is the same as the above-mentioned air conditioning set temperature in the vehicle interior. In addition, k15 to k18 are coefficients that are obtained in advance through experiments.

[0126] Since the longer the ramp passing time t3 is, the more the heat storage possible heat storage amount Qs3 increases, so the coefficient k15 becomes a positive value. In addition, since the steeper the ramp average inclination Inc1 is, the more the regenerative power increases and the heat generation of the electric heater (heat generating unit 6) increases, the coefficient k16 also becomes a positive value. In addition, since the higher the heat Qr1 that can be generated by the heat source is, the more the heat storage possible heat storage amount Qs3 increases, so the coefficient k17 becomes a positive value. Furthermore, the air conditioning setting temperature Tset1 in the vehicle interior also means the current heating load. The higher the air conditioning setting temperature Tset1 in the vehicle interior is, the less heat is used for heat storage (the heat storage possible heat storage amount Qs3 decreases), so the coefficient k18 becomes a negative value.

[0127] Next, in Fig.14 In step S8B, the heat storage possible range estimation unit 68 determines whether the heat storage possible heat storage amount Qs3 calculated in step S6B is greater than the heat storage preset value. This is because, if the heat storage possible heat storage amount Qs3 is greater than the heat storage preset value due to the long downhill slope, etc., sufficient heat can be stored. If the heat storage possible heat storage amount Qs3 is less than the heat storage preset value, the process returns, and if it is determined that the heat storage possible heat storage amount Qs3 is greater than the heat storage preset value, the process proceeds to step S9B.

[0128] That is, in step S8B, when the heat storage possible heat storage amount Qs3 when passing the next slope is greater than the predetermined heat storage value, the heat storage possible section estimation unit 68 estimates the slope as a heat storage possible section, and the process proceeds to step S9B. Alternatively, in step S8B, it may be simply determined whether the length of the downslope is greater than the predetermined value. In this case, the process proceeds to step S9B when the downslope is greater than the predetermined value.

[0129] In step S9B, the heat storage available time estimating unit 69 estimates the time available for heat storage in the heating operation + heat storage utilization mode (heat storage available time tu1) based on the current vehicle speed and the temperature of the heat storage unit 4 (battery temperature) using the above-mentioned mathematical formula (II).

[0130] Next, in step S10B, the heat management control unit 71 determines whether the heat storage available time tu1 estimated by the heat storage available time estimating unit 69 in step S9B is longer than the time until the vehicle reaches the slope that is the heat storage available section estimated by the heat storage available section estimating unit 68 in step S8B (time td3 until the next slope). If the heat storage available time tu1 is shorter than the time td3 until the next slope, the control returns to step S11B. If the heat storage available time tu1 is longer than the time td3 until the next slope, the control returns to step S11B. Figure 7 Compared with the switching control of the basic operation mode, the operation mode is set to the heating operation + heat storage utilization mode ( Figure 4 That is, even if the heating operation + heat storage mode is currently executed ( Figure 3 ), it also switches to heating operation + heat storage utilization mode.

[0131] As described above, in this embodiment, the control of switching between the heating operation + heat storage mode and the heating operation + heat storage utilization mode can be performed so that the heat currently stored in the heat storage unit 4 can be effectively utilized until the heat storage possible interval, and heat can be efficiently stored in the heat storage unit 4 in the heat storage possible interval. In this way, the effective utilization of the heat in the heat utilization unit 7 and the efficient storage of heat in the heat storage unit 4 can be achieved, and the reduction in the cruising range of the vehicle can be suppressed.

[0132] In addition, in the present embodiment, when the heat storage available time tu1 estimated by the heat storage available time estimating unit 69 is equal to or longer than the time td3 until the heat storage available interval estimated by the heat storage available interval estimating unit 68 is reached, the heating operation + heat storage utilization mode is executed, so that the heat currently stored in the heat storage unit 4 can be used up until the heat storage available interval estimated by the heat storage available interval estimating unit 68, and further, heat can be stored in the heat storage unit 4 to the maximum extent in the heat storage available interval. Thus, both effective utilization of heat by the heat utilization unit 7 and efficient heat storage in the heat storage unit 4 can be achieved.

[0133] In the present embodiment, the heat storage possible section estimating unit 68 estimates the heat storage possible heat amount Qs3 in a predetermined section on the travel route based on the information acquired by the information acquiring unit 66, and when the estimated result is equal to or greater than a predetermined value, the section is estimated as a heat storage possible section. Therefore, in the heat storage possible section, sufficient heat can be stored in the heat storage unit 4 and can be utilized in the heat utilization unit 7.

[0134] Furthermore, in the present embodiment, the heat storage possible section estimating unit 68 estimates the possible heat storage amount Qs3 in the slope (downhill) on the driving route based on the information acquired by the information acquiring unit 66, and when the estimated result is greater than a predetermined value, the slope (downhill) is estimated as a heat storage possible section. Therefore, the heat utilization unit 7 can use up the heat stored in the heat storage unit 4 until the slope (downhill), and the regenerative electric power can be used on the downhill to store heat in the heat storage unit 4 to the maximum extent. Example 4

[0135] (4-4) Specific Example 4 of Heat Storage Optimization Control by Control Device 8 (Sunny Place) Next, refer to Fig.15 and Fig.16 The flowchart of FIG. 8 illustrates another specific example of the heat storage optimization control of the control device 8. The example described below is related to, for example, a sunny place on the driving path of a vehicle in winter. In a sunny place that is not behind a building, the temperature is higher than the outside temperature in other driving paths. Therefore, in the following embodiment, a control for efficiently storing heat in the heat storage unit 4 (battery) in a sunny place in winter is described.

[0136] exist Fig.15 In step S1C, it is determined whether the information acquisition unit 66 can acquire the V2X information. If the V2X information can be acquired, in step S2C, the information acquisition unit 66 acquires the time to the next sunny area on the driving route (an area not in the shade of buildings obtained from the map data), the length of the sunny area, and the temperature of the sunny area from the acquired V2X information.

[0137] In addition, if the V2X information cannot be obtained in step S1C, the process proceeds to step S3C, and the information acquisition unit 66 retrieves the past driving data stored in the driving data storage unit 67 based on the day of the week, time period, etc. Moreover, it is determined whether the destination for commuting, shopping, etc. can be determined based on the past driving data. If the destination cannot be determined, the process returns, and if the destination can be determined, the process proceeds to step S4C, and the time to the next sunny point on the driving route to the determined destination, the length of the sunny point, and the temperature of the sunny point (estimated from the current outside temperature) are obtained from the past driving data.

[0138] Next, in step S5C, the heat storage possible section estimating unit 68 estimates the time to pass through the next sunny place based on the length of the sunny place (taking into account the vehicle speed). Next, in step S6C, the heat storage possible section estimating unit 68 estimates the amount of heat that can be stored in the heat storage unit 4 (battery) when passing through the next sunny place (the amount of heat that can be stored Qs4) based on the time to pass through the sunny place (the time to pass through the sunny place t4), the temperature T4 of the sunny place, the current heating load, and the like.

[0139] More specifically, the heat storage possible zone estimation unit 68 estimates (calculates) the heat storage possible heat amount Qs4 (warm heat) using the following mathematical formula (VI). Qs4=f(t4, T4, Tset1, Qw1) =k19×t4+k20×T4+k21×Tset1+k22×Qw1··(VI)

[0140] Here, t4 as a parameter of the mathematical formula (VI) is the sunny passage time, T4 is the sunny temperature, Tset1 is the air conditioning set temperature in the vehicle interior, and Qw1 is the amount of heat that can be generated by the heat source (heat generating unit 6, heat pump device HP) (waste heat from the driving motor and inverter, warm heat generated by the radiator 43 of the heat pump device HP). In addition, k19 to k22 are coefficients, which are obtained in advance through experiments.

[0141] Since the longer the sunny passage time t4 is, the more the heat storage possible heat storage amount Qs4 increases, the coefficient k19 becomes a positive value. In addition, since the higher the sunny temperature T4 is, the more the heat storage possible heat storage amount Qs4 increases, the coefficient k20 also becomes a positive value. In addition, the air conditioning setting temperature Tset1 in the vehicle interior means the current heating load as described above. The higher the air conditioning setting temperature Tset1 in the vehicle interior is, the less heat is used for heat storage (the heat storage possible heat storage amount Qs4 decreases), so the coefficient k21 becomes a negative value. Furthermore, as described above, since the higher the heat source can generate Qw1, the more the heat storage possible heat storage amount Qs4 increases, the coefficient k22 becomes a positive value.

[0142] Next, in Fig.16 In step S7C, the heat storage possible interval estimation unit 68 determines whether the sunny temperature T4 is greater than the outside temperature Tam + a predetermined value. This is because heat can be efficiently stored when the sunny temperature T4 is greater than the outside temperature Tam + a predetermined value. Furthermore, when the sunny temperature T4 is lower than the outside temperature Tam + a predetermined value, the process returns, and when the sunny temperature T4 is greater than the outside temperature Tam + a predetermined value, the process determines that the heat storage efficiency is greater than the predetermined value, and the process proceeds to step S8C.

[0143] In step S8C, the heat storage possible range estimation unit 68 determines whether the heat storage possible heat storage amount Qs4 calculated in step S6C is greater than the heat storage preset value. This is because sufficient heat can be stored if the heat storage possible heat storage amount Qs4 is greater than the heat storage preset value due to the long length of the sunny area, etc. If the heat storage possible heat storage amount Qs4 is less than the heat storage preset value, the process returns, and if it is determined that the heat storage possible heat storage amount Qs4 is greater than the heat storage preset value, the process proceeds to step S9C.

[0144] That is, in step S8C, when the heat storage efficiency of the next sunny place is greater than the predetermined value and the heat storage possible heat storage amount Qs4 when passing through the sunny place is greater than the predetermined heat storage value, the heat storage possible section estimating unit 68 estimates the sunny place as a heat storage possible section and proceeds to step S9C.

[0145] In step S9C, the heat storage available time estimating unit 69 estimates the time available for heat storage (heat storage available time tu1) in the heating operation + heat storage utilization mode using the above-mentioned mathematical formula (II) based on the current vehicle speed and the temperature of the heat storage unit 4 (battery temperature), etc. Specifically, the heat storage available time estimating unit 69 estimates (calculates) the heat storage available time tu1 using the following mathematical formula (II).

[0146] Next, in step S10C, the heat management control unit 71 determines whether the heat storage available time tu1 estimated by the heat storage available time estimating unit 69 in step S9C is longer than the time until the vehicle reaches the sunny place, which is the heat storage available section estimated by the heat storage available section estimating unit 68 in step S8C (time td4 until the next sunny place). If the heat storage available time tu1 is shorter than the time td4 until the next sunny place, the control returns to step S11C, and the control returns to step S12C. Figure 7 Compared with the switching control of the basic operation mode, the operation mode is set to the heating operation + heat storage utilization mode ( Figure 4 That is, even if the heating operation + heat storage mode is currently executed ( Figure 3 ), it also switches to heating operation + heat storage utilization mode.

[0147] As described above, in this embodiment, the control of switching between the heating operation + heat storage mode and the heating operation + heat storage utilization mode can be performed so that the heat currently stored in the heat storage unit 4 can be effectively utilized until the heat storage possible interval, and heat can be efficiently stored in the heat storage unit 4 in the heat storage possible interval. In this way, the effective utilization of the heat in the heat utilization unit 7 and the efficient storage of heat in the heat storage unit 4 can be achieved, and the reduction in the cruising range of the vehicle can be suppressed.

[0148] In addition, in the present embodiment, when the heat storage available time tu1 estimated by the heat storage available time estimating unit 69 is equal to or longer than the time td4 until the heat storage available interval estimated by the heat storage available interval estimating unit 68 is reached, the heating operation + heat storage utilization mode is executed, so that the heat currently stored in the heat storage unit 4 can be used up until the heat storage available interval estimated by the heat storage available interval estimating unit 68, and further, heat can be stored in the heat storage unit 4 to the maximum extent in the heat storage available interval. Thus, both effective utilization of heat by the heat utilization unit 7 and efficient heat storage in the heat storage unit 4 can be achieved.

[0149] In the present embodiment, the heat storage possible section estimating unit 68 estimates the heat storage efficiency and the heat storage possible amount Qs4 in a predetermined section on the travel route based on the information acquired by the information acquiring unit 66, and when the estimated result is equal to or greater than a predetermined value, estimates the section as a heat storage possible section. Therefore, in the heat storage possible section, sufficient heat can be stored in the heat storage unit 4 and can be utilized in the heat utilization unit 7.

[0150] Furthermore, in the present embodiment, the heat storage possible section estimating unit 68 estimates the heat storage efficiency and the heat storage possible amount Qs4 of the sunny area on the travel route based on the information acquired by the information acquiring unit 66, and when the estimated result is greater than a predetermined value, the sunny area is estimated as a heat storage possible section. Therefore, the heat stored in the heat storage unit 4 can be used up by the heat utilization unit 7 until the sunny area is reached, and warm heat can be stored in the heat storage unit 4 to the maximum extent when passing through the sunny area with a high temperature. Example 5

[0151] (4-5) Specific Example 5 of the Heat Storage Amount Optimization Control by the Control Device 8 (Shaded Area: Cold and Hot) Next, refer to Fig.17 and Fig.18 The flowchart of FIG. 8 illustrates another specific example of the heat storage optimization control of the control device 8. The example described below is related to, for example, a shaded area on a vehicle's driving path in summer. In the shaded area behind a building, the temperature is lower than the outside temperature in other driving paths. Here, in the following embodiment, a control for efficiently storing heat (storing cold heat: so-called cold storage) in the heat storage unit 4 (battery) in the shade in summer is described.

[0152] exist Fig.17In step S1D, it is determined whether the information acquisition unit 66 can acquire the V2X information. If the V2X information can be acquired, in step S2D, the information acquisition unit 66 acquires the time to the next shaded area on the driving route (the section of the shaded area of ​​the building obtained from the map data), the length of the shaded area, and the temperature of the shaded area from the acquired V2X information.

[0153] In addition, if the V2X information cannot be obtained in step S1D, the process proceeds to step S3D, and the information acquisition unit 66 retrieves the past driving data stored in the driving data storage unit 67 based on the day of the week, time period, etc. Moreover, it is determined whether the destination for commuting, shopping, etc. can be determined based on the past driving data. If the destination cannot be determined, the process returns, and if the destination can be determined, the process proceeds to step S4D, and the time to the next shaded area on the driving route to the determined destination, the length of the shaded area, and the temperature of the shaded area (estimated from the current outside temperature) are obtained from the past driving data.

[0154] Next, in step S5D, the heat storage possible section estimating unit 68 estimates the time to pass through the next shaded area based on the shaded area length (taking into account the vehicle speed). Next, in step S6D, the heat storage possible section estimating unit 68 estimates the amount of heat that can be stored in the heat storage unit 4 (battery) when passing through the next shaded area (the amount of heat that can be stored Qs5) based on the time to pass through the shaded area (the shaded area passing time t5), the temperature of the shaded area (the shaded area temperature T5), the current cooling load, and the like.

[0155] More specifically, the heat storage possible section estimation unit 68 estimates (calculates) the heat storage possible heat amount Qs5 (cold and hot) using the following mathematical formula (VII). Qs5=f(t5、T5、Tset2) =k23×t5+k24 / T5+k25 / Tset2··(VII)

[0156] Here, t5 as a parameter of the mathematical formula (VII) is the shaded passage time, T5 is the shaded temperature, and Tset2 is the air conditioning set temperature in the vehicle interior. In addition, k23 to k25 are coefficients, which are obtained in advance through experiments.

[0157] Since the heat storage possible heat storage amount Qs5 increases as the shade passing time t5 described above is longer, the coefficient k23 becomes a positive value. In addition, since the heat storage possible heat storage amount Qs5 (cold and hot) increases as the shade temperature T5 is lower, the coefficient k24 also becomes a positive value. In addition, the air conditioning setting temperature Tset2 in the vehicle interior means the current cooling load. As described above, the lower the air conditioning setting temperature Tset2 in the vehicle interior is, the less heat is used for heat storage (cold and hot) (the heat storage possible heat storage amount Qs5 decreases), so the coefficient k25 becomes a negative value.

[0158] Next, in Fig.18 In step S7D, the heat storage possible zone estimation unit 68 determines whether the shaded temperature T5 is below the outside temperature Tam minus the predetermined value. This is because when the shaded temperature T5 is below the outside temperature Tam minus the predetermined value, heat (cold and heat) can be efficiently stored. Furthermore, when the shaded temperature T5 is above the outside temperature Tam minus the predetermined value, the process returns, and when the shaded temperature T5 is below the outside temperature Tam minus the predetermined value, the heat storage efficiency (efficiency of storing cold and heat) is determined to be above the predetermined value, and the process proceeds to step S8D.

[0159] In step S8D, the heat storage possible range estimation unit 68 determines whether the heat storage possible heat storage amount Qs5 (cold heat) calculated in step S6D is greater than the heat storage preset value. This is because, if the heat storage possible heat storage amount Qs5 (cold heat) is greater than the heat storage preset value due to the long length of the shaded area, etc., sufficient heat (cold heat) can be stored. If the heat storage possible heat storage amount Qs5 is less than the heat storage preset value, the process returns, and if it is determined that the heat storage possible heat storage amount Qs5 is greater than the heat storage preset value, the process proceeds to step S9D.

[0160] That is, in step S8D, when the heat storage efficiency of the next shaded area is equal to or greater than the predetermined value and the heat storage possible heat storage amount Qs5 (cold and hot) when passing through the shaded area is equal to or greater than the predetermined heat storage value, the heat storage possible section estimating unit 68 estimates the shaded area as a heat storage possible section, and the process proceeds to step S9D.

[0161] In step S9D, the heat storage available time estimating unit 69 estimates the time available for heat storage in the cooling operation + heat storage utilization mode (heat storage available time tu2) based on the current temperature of the heat storage unit 4 (battery temperature) and the like using the above-mentioned mathematical formula (IV).

[0162] Next, in step S10D, the heat management control unit 71 determines whether the heat storage available time tu2 estimated by the heat storage available time estimating unit 69 in step S9D is longer than the time until the vehicle reaches the shaded area, which is the heat storage available area estimated by the heat storage available area estimating unit 68 in step S8D (time td5 until the next shaded area). If the heat storage available time tu2 is shorter than the time td5 until the next shaded area, the control returns to step S11D. If the heat storage available time tu2 is longer than the time td5 until the next shaded area, the control returns to step S12D. Figure 8 Compared with the switching control of the basic operation mode, the operation mode is set to cooling operation + heat storage utilization mode ( Figure 6 That is, even if the cooling operation + heat storage mode is currently executed ( Figure 5 ), it also switches to cooling operation + heat storage utilization mode.

[0163] As described above, in this embodiment, it is also possible to perform control to switch between the cooling operation + heat storage mode and the cooling operation + heat storage utilization mode, so that the heat (cold heat) currently stored in the heat storage unit 4 can be effectively utilized until the heat storage possible interval, and heat (cold heat) can be efficiently stored in the heat storage unit 4 in the heat storage possible interval. In this way, it is possible to achieve effective utilization of the heat (cold heat) in the heat utilization unit 7 and efficient heat (cold heat) in the heat storage unit 4, and suppress a reduction in the cruising range of the vehicle.

[0164] In addition, in the present embodiment, when the heat storage available time tu2 estimated by the heat storage available time estimating unit 69 is equal to or longer than the time td5 until the heat storage available interval estimated by the heat storage available interval estimating unit 68 is reached, the cooling operation + heat storage utilization mode is executed, so that the heat (cold heat) currently stored in the heat storage unit 4 can be used up until the heat storage available interval estimated by the heat storage available interval estimating unit 68, and further, heat (cold heat) can be stored in the heat storage unit 4 to the maximum extent in the heat storage available interval. Thus, both the effective utilization of heat (cold heat) by the heat utilization unit 7 and the efficient storage of heat (cold heat) in the heat storage unit 4 can be achieved.

[0165] Furthermore, in the present embodiment, the heat storage possible section estimating unit 68 estimates the heat storage efficiency and the heat storage possible amount Qs5 in a predetermined section on the travel route based on the information acquired by the information acquiring unit 66, and when the estimated result is equal to or greater than a predetermined value, estimates the section as a heat storage possible section. Therefore, in the heat storage possible section, sufficient heat (cold heat) can be stored in the heat storage unit 4 and can be utilized in the heat utilization unit 7.

[0166] Furthermore, in the present embodiment, the heat storage possible section estimating unit 68 estimates the heat storage efficiency and the possible heat storage amount Qs5 of the shaded area on the driving route based on the information acquired by the information acquiring unit 66, and when the estimated result is greater than a predetermined value, the shaded area is estimated as a heat storage possible section. Therefore, the heat utilization unit 7 can use up the heat (cold heat) stored in the heat storage unit 4 until the shaded area is reached, and when passing through the shaded area with a relatively low temperature in summer, warm heat (cold heat) can be stored in the heat storage unit 4 to the maximum extent.

[0167] In addition, in the above-mentioned Embodiment 1, Embodiment 2, Embodiment 4 and Embodiment 5, when the heat storage efficiency and the heat storage possible heat storage amount in the predetermined section (tunnel, sunny place, shaded place) on the driving route are greater than the predetermined value, the section is estimated as the heat storage possible section, but it can also be judged by either the heat storage efficiency or the heat storage possible heat storage amount. In addition, the numerical values ​​and structures shown in each embodiment are not limited to these, and can of course be changed within the scope of the subject matter of the present invention.

[0168] Furthermore, in the embodiment, a mathematical formula is used to calculate the possible heat storage amount and the heat storage available time, but the invention is not limited thereto and AI can also be used to derive the result. Description of Reference Numerals

[0169] EV Electric Vehicle HP heat pump unit 1 Thermal Management System 2 Heat medium circuit 3 Refrigerant circuit 4Heat storage unit (battery) 6Heating parts (driving motor, inverter, electric heater) 7 Heat Utilization Department 8 Control device 9, 10 pumps 11 Cooling Section 12 Heating unit 13H heater core (heat exchanger) 13C cooler core (heat exchanger) 16~31 three-way valve 32 Heat medium piping 42 Compressor 43 Radiator 44 Expansion valve (pressure reducing device) 46 Heat sink 63 Navigation System 64 Communication Controller 66 Information Acquisition Department 67 Driving data storage unit 68 Heat storage area estimation unit 69 Heat storage available time estimation section 71 Thermal Management Control Unit.

Claims

1. A thermal management system, comprising: A heat storage part stores heat generated by a heat source; a heat utilization unit that utilizes the heat stored in the heat storage unit; and a control device for switching between a heat storage mode for storing heat in the heat storage unit and a heat storage utilization mode for utilizing the heat stored in the heat storage unit in the heat utilization unit, wherein the heat management system is characterized in that: The control device has: an information acquisition unit that acquires information that can be used for heat storage control on a travel path of the vehicle; and a heat storage possible section estimating unit that estimates a heat storage possible section in the travel route in which heat can be stored in the heat storage unit based on the information acquired by the information acquiring unit, The control device controls switching between the heat storage mode and the heat storage utilization mode based on a result estimated by the heat storage possible zone estimating unit.

2. The thermal management system according to claim 1, characterized in that: The control device includes a heat storage available time estimating unit for estimating a heat storage available time during which the heat stored in the heat storage unit can be utilized in the heat utilization unit. The heat storage utilization mode is executed when the heat storage available time estimated by the heat storage available time estimating unit is equal to or longer than the time until reaching the heat storage available section estimated by the heat storage available section estimating unit.

3. The thermal management system according to claim 1, characterized in that: The heat storage possible section estimating unit estimates heat storage efficiency and / or heat storage possible amount of heat in a predetermined section on the travel route based on the information acquired by the information acquiring unit, and estimates the section as the heat storage possible section when the estimated result is greater than a predetermined value.

4. The thermal management system according to claim 3, characterized in that: The heat storage possible section estimating unit estimates heat storage efficiency and / or heat storage possible amount of heat in a tunnel on the travel route based on the information acquired by the information acquiring unit, and estimates the tunnel as the heat storage possible section when the estimated result is greater than or equal to a predetermined value.

5. The thermal management system according to claim 3, characterized in that: The heat storage possible section estimating unit estimates the amount of heat storage possible on a slope on the travel route based on the information acquired by the information acquiring unit, and estimates the slope as the heat storage possible section when the estimated result is equal to or greater than a predetermined value.

6. The thermal management system according to claim 3, characterized in that: The heat storage possible section estimating unit estimates heat storage efficiency and / or heat storage possible amount of heat in a sunny area on the travel route based on the information acquired by the information acquiring unit, and estimates the sunny area as the heat storage possible section when the estimated result is greater than a predetermined value.

7. The thermal management system according to claim 3, characterized in that: The heat storage possible zone estimating unit estimates heat storage efficiency and / or heat storage possible amount of heat in a shaded area on the travel route based on the information acquired by the information acquiring unit, and estimates the shaded area as the heat storage possible zone when the estimated result is greater than or equal to a predetermined value.

8. The thermal management system according to claim 1, characterized in that: The information that can be used for the thermal storage control and that is acquired by the information acquisition unit is V2X (Vehicle to Everything) information.

9. The thermal management system according to claim 1, characterized in that: The information that can be used for the heat storage control and that is acquired by the information acquisition unit is past travel data.

10. The thermal management system according to any one of claims 1 to 9, characterized in that: The heat source is any one of a heat pump device having a refrigerant circuit, a travel motor of an electric vehicle, an inverter driving the travel motor, and an electric heater, or a combination thereof. The heat storage unit is a battery mounted on the electric vehicle, and The heat utilization unit is a heat exchanger that performs air conditioning on the interior of the electric vehicle.

11. The thermal management system according to claim 10, characterized in that: A heat medium circuit is provided for circulating a heat medium through the heat source, the heat storage unit, and the heat utilization unit.

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