Vehicle-mounted temperature adjusting system

Abstract

Provided is an in-vehicle temperature adjustment system that adjusts the temperature of a target in-vehicle device more efficiently when a special mode is selected. An in-vehicle temperature adjustment system (10) is provided with: a temperature adjustment device (20) that cools and adjusts the temperature of a plurality of target in-vehicle devices (100) that generate heat as a vehicle travels; and a temperature adjustment controller (12) for controlling the driving of the temperature adjustment device (20), the temperature adjustment controller (12) being configured so as to estimate the start time of the special travel and the time required for temperature adjustment of the plurality of target in-vehicle devices (100) when a special mode, which is a mode for performing special travel, is set, and to control the driving of the temperature adjustment device (20). The temperature adjustment by the temperature adjustment device (20) is started at a timing obtained by inversely calculating the time required for temperature adjustment from the estimated start time of the special travel.

Description

Technical Field

[0001] This specification discloses a vehicle temperature control system for temperature-adjusting one or more target in-vehicle devices. Background Art

[0002] There are target in-vehicle devices that generate heat as the vehicle travels. For example, in the case of an electric vehicle, a traveling electric motor, a storage battery that supplies power to the traveling electric motor, and a power control unit (hereinafter referred to as "PCU") that controls the output of power generate heat as the vehicle travels. If the temperature of these target in-vehicle devices becomes too high, the vehicle cannot travel properly. Therefore, temperature control systems for temperature-adjusting these target in-vehicle devices have been proposed in the past.

[0003] For example, Patent Document 1 discloses a cooling system for cooling a storage battery of a vehicle. In Patent Document 1, at the timing when a sports car driving mode assumed to drive at high speed on a race track is selected, the flow path form of the refrigeration cycle circuit is switched to actively cool the target in-vehicle device.

[0004] Prior Art Documents

[0005] Patent Documents

[0006] Patent Document 1: Japanese Unexamined Patent Application Publication No. 2020-111084 Summary of the Invention

[0007] Problems to be Solved by the Invention

[0008] Here, after the user selects the sports car driving mode, there is mostly a certain amount of standby time until actual high-speed driving starts. Although the standby time is long, if the temperature adjustment of the target in-vehicle device starts at the timing when the sports car driving mode is selected, it may lead to an increase in power consumption.

[0009] Therefore, in this specification, a vehicle temperature control system is disclosed that can more efficiently temperature-adjust a target in-vehicle device when a special mode that gives priority to driving performance over fuel economy is selected.

[0010] Technical Means for Solving the Problems

[0011] The in-vehicle temperature control system disclosed in this specification is characterized by comprising: a temperature control device that cools and controls the temperature of a plurality of target in-vehicle devices that generate heat during vehicle travel; and a temperature control controller that controls the drive of the temperature control device. The temperature control controller is configured to: when a special mode, which is a mode for performing special travel, is set, estimate the start time of the special travel and the time required for temperature control of the plurality of target in-vehicle devices, and start the temperature control performed by the temperature control device at a timing obtained by back-calculating the time required for temperature control from the estimated start time of the special travel.

[0012] By adopting this configuration, the temperature control starts at a necessary and sufficient timing, so that the power consumption required for temperature control of the target in-vehicle devices can be suppressed.

[0013] In this case, it may also be that the temperature control device controls the temperature of a plurality of target in-vehicle devices, and the temperature control controller is configured to estimate the time required for temperature control for each of the plurality of target in-vehicle devices as an individual temperature control time, determine the maximum time among the estimated individual temperature control times as the required temperature control time, and start the temperature control performed by the temperature control device at a timing obtained by back-calculating the required temperature control time from the start time of the special travel.

[0014] By adopting this configuration, the temperature control can start at a more appropriate timing.

[0015] In addition, it may also be that the vehicle is an electric vehicle having a storage battery and a driving electric motor driven by electric power supplied from the storage battery, and the temperature control controller is configured to estimate the SOC required for the special travel as the required SOC, and stop the temperature control when the current SOC of the storage battery is less than the required SOC.

[0016] By adopting this configuration, the electric power required for special travel can be reliably ensured, so that the travel desired by the user can be performed.

[0017] In addition, it may also be that the temperature control controller is configured to correct the control of the cabin air conditioner according to the comparison result between the current temperature and the target temperature of each of the plurality of target in-vehicle devices.

[0018] By adopting this configuration, the balance between the temperature control of the target in-vehicle devices and the air conditioner can be achieved.

[0019] Alternatively, the vehicle may be an electric vehicle having a storage battery and a traveling electric motor driven by electric power supplied from the storage battery. The plurality of target in-vehicle devices include the storage battery, the traveling electric motor, and the PCU. The temperature control device includes a radiator fan, a compressor, and a water pump. The special driving is route driving on a racetrack, and the start time of the special driving is the start time of the route driving. The temperature control controller is configured to estimate the start time of the route driving based on an instruction from the user or information obtained through communication with an external communication device.

[0020] Advantageous Effects of the Invention

[0021] According to the in-vehicle temperature control system disclosed in this specification, when the special mode is selected, the temperature of the target in-vehicle devices can be adjusted more efficiently. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a block diagram showing the structure of the temperature control system.

[0023] Figure 2 It is a flowchart showing the first half of the control of the temperature control device when the special mode is set.

[0024] Figure 3 It is a flowchart showing the second half of the control of the temperature control device when the special mode is set.

[0025] Figure 4 It is a graph showing the changes in vehicle speed, SOC of the storage battery, and detected temperature of the storage battery when the special mode is set.

[0026] Figure 5 It is a flowchart showing the additional process.

[0027] Figure 6 It is a graph showing the map of the correction amount of the air conditioner parameters. DETAILED DESCRIPTION OF THE INVENTION

[0028] Hereinafter, the structure of the in-vehicle temperature control system 10 will be described with reference to the drawings. Figure 1 It is a block diagram showing the structure of the temperature control system 10. This temperature control system 10 is mounted on a vehicle and adjusts the temperature of a part of the in-vehicle devices (hereinafter referred to as "target in-vehicle devices 100"). The type of vehicle on which the temperature control system 10 is mounted is not particularly limited. Therefore, the vehicle on which the temperature control system 10 is mounted can be any one of a battery electric vehicle, a hybrid electric vehicle, a fuel cell electric vehicle, and an engine vehicle. Hereinafter, the temperature control system 10 mounted on a battery electric vehicle will be described as an example.

[0029] The temperature control system 10 includes a temperature control device 20 and a temperature control controller 12. The temperature control device 20 is a device that cools the target in-vehicle device 100 to control the temperature. Here, the target in-vehicle device 100 is a device that contributes to the running of the vehicle and generates heat as the vehicle runs. For example, the drive motor 100a, the PCU 100b, and the battery 100c correspond to the target in-vehicle device. Hereinafter, when not distinguishing between the drive motor 100a, the PCU 100b, and the battery 100c, they are collectively referred to as the "target in-vehicle device 100". The drive motor 100a is an electric generator that outputs driving power and generates electricity using braking force. The drive motor 100a is unitized with a transmission (not shown) to form a transaxle 110. The battery 100c is a secondary battery that can be charged and discharged. Electric power is supplied from the battery 100c to the drive motor 100a, and the electric power generated by the drive motor 100a is charged into the battery 100c. The PCU 100b includes a converter that drives the drive motor 100a, a DCDC converter that performs voltage conversion, etc. The PCU 100b controls the electric power supplied to the drive motor 100a.

[0030] The temperature control device 20 cools the target in-vehicle device 100 as needed and controls the temperature. The temperature control device 20 has a high-temperature cooling circuit 22, a refrigerant circuit 40, and a low-temperature cooling circuit 50. The high-temperature cooling circuit 22 is a circuit in which cooling water circulates as a heat medium. The high-temperature cooling circuit 22 includes a heater core 28, an electric heater 26, a radiator 24, a water pump 30, and a radiator fan 57. The water pump 30 pumps and circulates the cooling water. The electric heater 26 heats the cooling water. The heated cooling water exchanges heat with the surrounding air at the heater core 28. By blowing the heated air into the vehicle interior, the vehicle interior is heated.

[0031] The radiator 24 air-cools the cooling water output from the heater core 28. The radiator 24 is arranged above or below, or in front of or behind the radiator 56 of the low-temperature cooling circuit 50 described later. The radiator fan 57 is arranged behind the radiators 24 and 56 to suck external gas so that the external gas flows toward the radiators 24 and 56.

[0032] The refrigerant circuit 40 is a circuit that circulates the refrigerant while changing its state. The refrigerant circuit 40 includes a compressor 42, an evaporator 44, and a water-cooled condenser 32. The compressor 42 compresses the refrigerant. The compressed refrigerant is condensed at the water-cooled condenser 32. The condensed refrigerant is sprayed toward the evaporator 44 from an expansion valve (not shown) and expands. At this time, the air around the evaporator 44 is cooled by the vaporization of the refrigerant. By blowing the air around the evaporator 44 into the vehicle interior, the vehicle interior is cooled. The water-cooled condenser 32 discharges the heat of the cooling circuit to the cooling water of the high-temperature cooling circuit 22.

[0033] The low-temperature cooling circuit 50 is a circuit that circulates the cooling water as a heat medium. The low-temperature cooling circuit 50 includes a cooler 46, an electric heater 52, a radiator 56, and water pumps 54 and 58. The low-temperature cooling circuit 50 adjusts the temperature of the target vehicle-mounted equipment 100, that is, the driving electric motor 100a, the PCU 100b, and the battery 100c. The electric heater 52 heats the cooling water. The electric heater 52 is turned on when the target vehicle-mounted equipment 100 is heated. When the target vehicle-mounted equipment 100 is cooled, the cooling water absorbs the heat of the target vehicle-mounted equipment 100. The heat of the cooling water is discharged to the external gas and the refrigerant circuit 40 via the radiator 56 and the cooler 46. The water pumps 54 and 58 pump and circulate the cooling water. In addition, although not shown, the temperature adjustment device 20 also has a sensor that directly or indirectly detects the temperature of the target vehicle-mounted equipment 100, and the detected temperature of the target vehicle-mounted equipment 100 is sent to the temperature adjustment controller 12.

[0034] The temperature adjustment controller 12 controls the drive of the temperature adjustment device 20. This temperature adjustment controller 12 is a computer that physically has a processor 14 and a memory 16. In addition, in Figure 1 , the temperature adjustment controller 12 is shown as a single computer. However, the temperature adjustment controller 12 can also be constituted by combining a plurality of physically separated computers.

[0035] The temperature adjustment controller 12 controls the drive of the temperature adjustment device 20 based on the air-conditioning request input from the user and the detected temperature of the target vehicle-mounted equipment 100. For example, the higher the detected temperature of the target vehicle-mounted equipment 100 and the greater the cooling capacity required, the more the temperature adjustment controller 12 increases the output of the compressor 42, the water pumps 30, 54, 58, and the radiator fan 57. Thereby, the target vehicle-mounted equipment 100 is cooled more quickly. In addition, when the special mode described later is effective, the temperature adjustment controller 12 changes the control parameters of the temperature adjustment device 20 compared with the case where it is ineffective, in order to improve the cooling capacity of the target vehicle-mounted equipment 100.

[0036] Next, special driving and special modes will be described. Special driving is a driving method that places more emphasis on driving performance compared to fuel economy, comfort, etc. For example, driving on a race track route is equivalent to "special driving". A special mode is a mode used for this special driving. A vehicle equipped with the temperature control system 10 can select a special mode. The vehicle can also be switched to the special mode according to the user's instructions. Additionally, as another method, the vehicle can also be automatically switched to the special mode based on the vehicle's current position, communication results with external communication devices, etc. For example, when the vehicle's current position is at a pre-registered race track venue, it can also be automatically switched to the special mode. Also, when the vehicle receives a racing program from an external communication device owned by the race track operator, it can be automatically switched to the special mode based on this racing program.

[0037] When special driving is performed, the load on the target in-vehicle device 100 increases, and the heat generation of the target in-vehicle device 100 increases. Therefore, when the special mode is effective, the temperature control controller 12 changes the control parameters of the temperature control device 20 to increase the cooling capacity.

[0038] Specifically, for the sake of fuel economy, quietness, etc., the temperature control controller 12 suppresses the output of the compressor 42, water pumps 30, 54, 58, radiator fan 57 (hereinafter collectively referred to as "temperature control electrical devices") below a pre-specified standard limit threshold P1. Additionally, generally, when the detected temperature Td of the target in-vehicle device 100 is higher than the standard target temperature T1, the temperature control controller 12 starts cooling the target in-vehicle device 100.

[0039] When the special mode is effective, the temperature control controller 12 changes the limit threshold of the output of the temperature control electrical devices to a special limit threshold P2 that is higher than the standard limit threshold P1. As a result, although fuel economy and noise deteriorate, the cooling capacity of the temperature control device 20 increases, so the target in-vehicle device 100 can be cooled quickly. Consequently, even if the heat generation of the target in-vehicle device 100 increases with high-speed driving, it is possible to prevent the temperature of the target in-vehicle device 100 from reaching the limit temperature T_max.

[0040] In addition, when the special mode is set, the temperature control controller 12 determines the start time of special driving and controls the drive of the temperature control device 20 so that the target in-vehicle device 100 becomes below the special target temperature T2 at this start time. Additionally, the special target temperature T2 is sufficiently lower than the standard target temperature T1. Hereinafter, refer to Figure 2 、 Figure 3 for a detailed description of this control.

[0041] As Figure 2As shown, when the special mode is set (Yes in S10), the temperature control controller 12 changes the control parameters of the temperature control device 20 (S12). Specifically, the output limit thresholds of the compressor 42, the water pumps 54, 58, and the radiator fan 57 are changed from the standard limit threshold P1 to the special limit threshold P2.

[0042] Next, the temperature control controller 12 determines whether it is necessary to perform temperature control on the target in-vehicle device 100 using the temperature control device 20 (S14 to S20). Specifically, the temperature control controller 12 first obtains the detected temperature Td of the target in-vehicle device 100 (S14). Here, in the case of this example, the drive motor 100a, the PCU 100b, and the battery 100c are the target in-vehicle devices 100. In other words, in the case of this example, there are a plurality of target in-vehicle devices 100. The temperature control controller 12 obtains the detected temperature Td of each of the plurality of target in-vehicle devices 100.

[0043] Next, the temperature control controller 12 calculates the time required for temperature control of the plurality of target in-vehicle devices 100 as the required temperature control time (S16). To calculate the required temperature control time, the temperature control controller 12 obtains the time required for temperature control of each of the plurality of target in-vehicle devices 100 as the individual temperature control time. The individual temperature control time is calculated based at least on the temperature difference between the detected temperature Td of the in-vehicle device 100 and the special target temperature T2. In addition, the individual temperature control time may be calculated by considering, in addition to the above temperature difference, the outside air temperature, an air-conditioning request from the user, etc. In addition, the special target temperature T2 is a value independent of each of the plurality of target in-vehicle devices 100. For example, the special target temperature T2_m of the drive motor 100a is different from the special target temperature T2_v of the battery 100c. In short, the temperature control controller 12 calculates a plurality of individual temperature control times corresponding to the plurality of target in-vehicle devices 100 respectively. And the temperature control controller 12 determines the maximum time among the plurality of individual temperature control times as the required temperature control time.

[0044] Next, the temperature control controller 12 obtains the time when the special driving starts (S18). The driving start time can also be specified by the user, for example. As another method, the temperature control controller 12 can also estimate the driving start time. For example, when a racing program is provided by the operator of the race track, the temperature control controller 12 can also estimate the driving start time based on the obtained racing program. Next, the temperature control controller 12 calculates the time obtained by back-calculating the amount of the required temperature control time from the driving start time as the temperature control start time (S20).

[0045] If the temperature adjustment start time is calculated, the temperature adjustment controller 12 determines whether the current time has become the temperature adjustment start time (S22). If the temperature adjustment start time has not been reached (No in S22), the temperature adjustment controller 12 returns to step S14 to recalculate the temperature adjustment start time. That is, the required temperature adjustment time varies according to the state of the vehicle (e.g., during charging, or during driving, or during parking) and the external air temperature. Moreover, if the required temperature adjustment time changes, the temperature adjustment start time also changes. Therefore, the temperature adjustment controller 12 periodically repeats the recalculation of the temperature adjustment start time until the temperature adjustment start time is reached.

[0046] If the temperature adjustment start time is reached (Yes in S22), the temperature adjustment controller 12 determines that temperature adjustment processing needs to be performed on the target in-vehicle device 100 and starts special temperature adjustment (S24). That is, the temperature adjustment controller 12 drives the temperature adjustment electrical devices within the range where the outputs of the temperature adjustment electrical devices (i.e., the compressor 42, the water pumps 30, 54, 58, and the radiator fan 57) do not exceed the special limit threshold P2 to cool the target in-vehicle device 100. Additionally, of course, the special limit thresholds P2 for the respective temperature adjustment electrical devices are different from each other. Therefore, for example, the special limit threshold P2c of the compressor 42 is different from the special limit threshold P2f of the radiator fan 57.

[0047] After that, the temperature adjustment controller 12 monitors whether the temperature adjustment is completed (S26). Specifically, if the detected temperature Td of the target in-vehicle device 100 becomes equal to or lower than the special target temperature T2, the temperature adjustment controller 12 determines that the temperature adjustment is completed. If the temperature adjustment is completed (Yes in S26), the temperature adjustment controller 12 temporarily stops the temperature adjustment processing (S28). Additionally, after that, the temperature adjustment controller 12 appropriately performs temperature adjustment processing according to the temperature difference between the detected temperature Td and the special target temperature T2, but the description thereof is omitted.

[0048] Next, taking the battery 100c as an example, the temperature change of the target in-vehicle device 100 based on such temperature adjustment processing will be described. Figure 4 It is a graph showing the changes in the vehicle speed, the SOC (State Of Charge: remaining battery charge) of the battery 100c, and the detected temperature Td_v of the battery 100c when the special mode is set.

[0049] In Figure 4 this example, the vehicle is traveling on an ordinary road and reaches the race track at time t1. Then, at this time t1, the special mode is set. If the special mode is set, the temperature adjustment controller 12 is based on the detected temperature Td_v of the battery 100c ( Figure 4Comparison of the solid line L1 in the third layer with the special target temperature T2_v to calculate the temperature regulation start time. At Figure 4 In the case of the example, at the time point of time t1, the detected temperature Td_v is not high, so the temperature regulation controller 12 does not start the special temperature regulation process.

[0050] On the other hand, before the route driving (i.e., special driving), the user pre-charges the vehicle's battery 100c. As a result, after time t1, the SOC of the battery 100c rises sharply. During this period, the temperature regulation controller 12 repeatedly recalculates the temperature regulation start time. At Figure 4 In the example, the temperature regulation controller 12 reaches the temperature regulation start time at time t2. In this case, after time t2, the temperature regulation controller 12 drives the temperature regulation electrical equipment within the range not exceeding the special limit threshold P2 to cool the object vehicle-mounted equipment 100 such as the battery 100c. As a result, after time t2, the detected temperature Td_v of the battery 100c gradually decreases.

[0051] Here, as described above, the temperature regulation controller 12 calculates the temperature regulation start time in such a way that the detected temperature Td_v becomes below the special target temperature T2_v at the start time of special driving. Therefore, at Figure 4 In the case of the example, at t4 which is the driving start time, the detected temperature Td_v becomes the special target temperature T2_v.

[0052] In this way, the reason for starting the special temperature regulation in coordination with the driving start time when the special mode is selected is explained. Figure 4 The dashed-dotted line L2 in the first layer of [[ID=]] represents the detected battery temperature Td_v when the special mode is not set. In this case, the temperature regulation controller 12 starts the temperature regulation process (i.e., the cooling process) at time t3 when the detected temperature Td_v exceeds the standard target temperature T1. In this case, since the start time of cooling is late, at the driving start time t4, the detected temperature Td_v of the battery 100c is high. And, in the case where the special driving is performed in this state, at time t5, the detected temperature Td_v of the battery 100c will exceed the limit temperature T_max. In this case, the output of the battery 100c is limited and the vehicle speed drops sharply. Figure 4 The dashed-dotted line in the first layer of [[ID=]] represents the vehicle speed in this case. As a result, the special driving desired by the user cannot be continued.

[0053] On the other hand, in the case of the technology of this example, at the start of driving, the battery 100c is sufficiently cooled. Therefore, after time t4, even if the vehicle performs special driving, the detected temperature Td_v will not reach the limit temperature T_max. As a result, according to the technology of this example, the special driving desired by the user can be performed well.

[0054] In addition, Figure 4 The double-dashed line L3 in the third layer of represents the battery detected temperature Td_v when the special temperature adjustment starts immediately when the special mode is set. In this case, the temperature adjustment controller 12 drives the temperature adjustment electrical equipment before time t2 and starts cooling the target in-vehicle device 100. Therefore, in this case, there is a problem of consuming more power than necessary. On the other hand, in the case of the technology of this example, cooling starts at a necessary and sufficient timing, so power consumption is suppressed compared to the case of the double-dashed line L3.

[0055] However, special driving places more importance on driving performance than on fuel economy, so power consumption increases. To ensure the power required to perform this special driving, the temperature adjustment controller 12 can also change the control of the temperature adjustment process according to the current SOC of the battery 100c (hereinafter referred to as "current SOC_dt"). For example, the temperature adjustment controller 12 can also calculate the SOC required for special driving (hereinafter referred to as "required SOC_rq"), and when the current SOC_dt is less than the required SOC_rq, abort the special temperature adjustment process.

[0056] That is, for example, it is also possible to append Figure 2 between Figure 3 step S22 and step S24 of Figure 5 . In this case, at the timing when it becomes the temperature adjustment start time, the temperature adjustment controller 12 calculates the required SOC_rq (S30), and compares the required SOC_rq with the current SOC_dt (S32). When the result of the comparison is SOC_dt ≥ SOC_rq (yes in S32), the temperature adjustment controller 12 proceeds to step S24 and starts the special temperature adjustment process. On the other hand, when SOC_dt < SOC_rq (no in S32), the temperature adjustment controller 12 does not start the special temperature adjustment process and stands by. In addition, during this standby, the temperature adjustment controller 12 can also notify the user of the shortage of SOC and urge the charging of the battery 100c. In the above description, the process of Figure 5 is executed at the time point when it becomes the temperature adjustment start time, but Figure 5 the process of can also be performed at an earlier stage, for example, after step S12 and after step S18.

[0057] In addition, the temperature control controller 12 can also correct the control of the vehicle compartment air conditioner according to the comparison result between the detected temperature Td of the target in-vehicle device 100 and the special target temperature T2. That is, when the temperature difference between the detected temperature Td and the special target temperature T2 is large, the amount of electric power required for temperature adjustment also increases. Therefore, in order to ensure the electric power required for this temperature adjustment and special driving, the temperature control controller 12 can also change the air conditioner parameters in the direction of reducing the air conditioner capacity as the temperature difference increases.

[0058] For example, the temperature control controller 12 can also correct the air conditioner parameters based on Figure 6 a mapping as shown. Figure 6 It is a mapping showing the correction amount of the air conditioner parameters during the cooling operation. In Figure 6 , the first row is the level determined by the temperature difference between the detected temperature Td and the special target temperature T2. The larger the temperature difference, the larger the value of the level. The second row is the correction value of the air volume from the evaporator 44 to the vehicle compartment. The third row is the correction value of the target temperature of the evaporator 44.

[0059] As Figure 6 shown, the larger the temperature difference and the higher the level, the lower the air volume of the air conditioner and the higher the target temperature of the evaporator 44. As a result, the larger the temperature difference, the lower the comfort of the vehicle compartment. On the other hand, since the amount of electric power available for the temperature adjustment of the target in-vehicle device 100 increases, the larger the temperature difference, the higher the temperature adjustment ability of the temperature adjustment device 20 can be improved. As a result, at the start of special driving, the target in-vehicle device 100 can be maintained at an appropriate temperature, and good special driving can be performed. In addition, Figure 6 the mapping illustrated in Figure 6 is an example and can be appropriately changed. For example, in Figure 6 , both the air volume and the target temperature of the evaporator 44 are corrected, but only either one can be corrected. In addition, as long as the electric power can be sufficiently ensured, the temperature adjustment parameters can also not be corrected at all.

[0060] In addition, all the structures described so far are examples, and as long as the structure of Technical Solution 1 is provided, other structures can also be appropriately changed. For example, in the description so far, the temperature adjustment system 10 mounted on a battery electric vehicle has been taken as an example. However, the technology disclosed in this specification is not limited to battery electric vehicles and can also be mounted on other types of vehicles. Therefore, the temperature adjustment system 10 can also be mounted on an engine vehicle or a hybrid electric vehicle, etc. In this case, the temperature adjustment device 20 includes a cooling circuit for cooling the engine, and the temperature adjustment electrical equipment includes a water pump for circulating the engine cooling water.

[0061] Marking Explanation

[0062] 10 Vehicle temperature regulation system, 12 Temperature regulation controller, 14 Processor, 16 Memory, 20 Temperature regulation device, 22 High-temperature cooling circuit, 24, 56 Radiator, 26, 52 Electric heater, 28 Heater core, 30, 54, 58 Water pump, 32 Water-cooled condenser, 40 Refrigerant circuit, 42 Compressor, 44 Evaporator, 46 Cooler, 50 Low-temperature cooling circuit, 57 Radiator fan, 100 Target vehicle-mounted equipment, 100a Driving electric motor, 100b PCU, 100c Battery.

Claims

1. A vehicle-mounted temperature regulation system, characterized in that, Comprising: A temperature adjustment device that cools and adjusts the temperature of a plurality of target in-vehicle devices that generate heat during vehicle travel; and A temperature adjustment controller that controls the drive of the temperature adjustment device, The temperature adjustment controller is configured to, when a special mode, which is a mode for performing special travel, is set, estimate the start time of the special travel and the time required for temperature adjustment of the plurality of target in-vehicle devices, and at a timing obtained by back-calculating the time required for temperature adjustment from the estimated start time of the special travel, start the temperature adjustment performed by the temperature adjustment device.

2. The in-vehicle temperature adjustment system according to claim 1, wherein The temperature adjustment device adjusts the temperature of a plurality of target in-vehicle devices, The temperature adjustment controller is configured to estimate the time required for temperature adjustment for each of the plurality of target in-vehicle devices as individual temperature adjustment times, determine the maximum time among the estimated individual temperature adjustment times as the required temperature adjustment time, and at a timing obtained by back-calculating the required temperature adjustment time from the start time of the special travel, start the temperature adjustment performed by the temperature adjustment device.

3. The in-vehicle temperature adjustment system according to claim 1, wherein The vehicle is an electric vehicle having a battery and a drive electric motor that is driven by electric power supplied from the battery, The temperature adjustment controller is configured to estimate the SOC required for the special travel as the required SOC, and stop the temperature adjustment when the current SOC of the battery is less than the required SOC.

4. The in-vehicle temperature adjustment system according to claim 1, wherein The temperature adjustment controller is configured to correct the control of the cabin air conditioner based on the comparison result between the current temperature and the target temperature of each of the plurality of target in-vehicle devices.

5. The in-vehicle temperature adjustment system according to claim 1, wherein The vehicle is an electric vehicle having a battery and a drive electric motor that is driven by electric power supplied from the battery, The plurality of target in-vehicle devices include the battery, the drive electric motor, and the power control unit, The temperature adjustment device includes a radiator fan, a compressor, and a water pump, The special travel is route travel on a racetrack route, The start time of the special travel is the start time of the route travel, The temperature adjustment controller is configured to estimate the start time of the route travel based on an instruction from a user or information obtained through communication with an external communication device.

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