Thermal management method and thermal management apparatus

Abstract

To provide a thermal management method and a thermal management apparatus that can further improve power efficiency during heating in an electric vehicle.SOLUTION: An electric vehicle includes: an on-board charger 24 for externally charging a battery 22; an electric powertrain 20 including an electric motor and a power conversion device that drives the electric motor; and a cooling water circuit including the on-board charger 24, the electric power train 20, a heater core 28 connected to a water-cooled condenser 26, and a radiator 30. In a thermal management method in which an amount of heat supplied to each element arranged in the cooling water circuit is controlled by switching a supply state of cooling water in the cooling water circuit, when normal charging is performed by an external charger, heat generated in the on-board charger 24 is supplied to the heater core 28 by controlling the supply state of the cooling water.SELECTED DRAWING: Figure 4

Description

[Technical field]

[0001] The present invention relates to a thermal management method and a thermal management device, and more particularly to a thermal management method and a thermal management device applied to a cooling system of an electric vehicle such as an electric vehicle (EV) that uses an electric motor as a driving source. [Background technology]

[0002] In electric vehicles such as electric vehicles (EVs) that run on an electric motor as a drive source, the power consumed by the on-board air conditioner is provided by the on-board battery. Therefore, the power consumption of the air conditioner directly affects the distance that can be traveled per battery power (so-called power consumption). In particular, in vehicles that run on an engine as a drive source, the exhaust heat of the engine can be used as a heat source for heating the air conditioner, while in electric vehicles that do not have an engine, it is necessary to secure a heat source for heating such as an electric heater. Therefore, in electric vehicles, since the power consumption by the electric heater directly leads to a deterioration in power consumption, it is desirable to reduce power consumption by suppressing the use of the electric heater as much as possible.

[0003] In response to such circumstances, Patent Document 1 proposes control for suppressing the use of an electric heater while ensuring the necessary heating capacity even when the outside air temperature is low, when heating is started, etc. In particular, Patent Document 1 discloses control for using a motor / battery (especially the exhaust heat thereof) and an electric heater as selective heat sources during heating. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] International Publication No. 2011 / 086683 Summary of the Invention [Problem to be solved by the invention]

[0005] However, there are cases where a sufficient amount of heat cannot be obtained by simply utilizing the exhaust heat from the motor / battery, so further improvements are required to increase efficiency during heating (to reduce power consumption).

[0006] Therefore, an object of the present invention is to provide a thermal management method and a thermal management device that can further improve power efficiency during heating in an electric vehicle. [Means for solving the problem]

[0007] According to one aspect of the present invention, in an electric vehicle equipped with an on-board charger for externally charging a battery, an electric powertrain including an electric motor and a power conversion device for driving the electric motor, and a coolant circuit in which the on-board charger, the electric powertrain, a heater core connected to a water-cooled condenser, and a radiator are arranged, a thermal management method is provided, which switches the supply state of coolant from the coolant circuit to control the amount of heat supplied to each element arranged in the coolant circuit.

[0008] In this heat management method, heat generated in the on-board charger when normal charging is performed by an external charger is supplied to the heater core by controlling the supply state of coolant. Effect of the Invention

[0009] According to the present invention, a more efficient heating function can be achieved in an electric vehicle. [Brief description of the drawings]

[0010] [Figure 1] FIG. 1 is a block diagram showing a schematic configuration of a heat pump system. [Diagram 2] FIG. 2 is a diagram illustrating the supply state of the cooling water in the heat storage mode. [Diagram 3] FIG. 3 is a diagram illustrating the supply state of the coolant in each of the heater core heating mode and the heat dissipation mode. [Figure 4] FIG. 4 is a flowchart illustrating each process in the thermal management method according to the first embodiment. [Diagram 5] FIG. 5 is a flowchart illustrating each process in the thermal management method according to the second embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] Hereinafter, embodiments of the present invention will be described with reference to the drawings.

[0012] [First embodiment] 1 is a block diagram showing a schematic configuration of a heat pump system 100. The heat pump system 100 is mounted on an electric vehicle such as an EV or HEV. Specifically, the heat pump system 100 includes temperature-controlled components to be cooled or heated, a coolant circuit C in which the temperature-controlled components are arranged, a radiator 30 that dissipates heat from a liquid heat medium (hereinafter referred to as "coolant") flowing in the coolant circuit C, a coolant pump 32 that adjusts the flow rate of the coolant, various valves 34, 36, 38, 40, 42 that switch the supply state of the coolant to each of the temperature-controlled components, and a controller 50 that controls the opening and closing of the various valves 34, 36, 38, 40, 42.

[0013] The temperature-controlled components arranged in the coolant circuit C include an electric powertrain (ePT) 20, a battery 22, an on-board charger (OBC: On Board Circuit) 24 that functions as an on-board charger, and a water-cooled condenser 26 and a heater core 28 that are elements of the on-board air conditioning system.

[0014] The electric powertrain 20 is mainly composed of an electric motor (such as a three-phase AC motor) that functions as a drive source for propelling the electric vehicle, and a power control device (inverter) that controls the power supplied from the battery 22 to the electric motor.

[0015] The battery 22 is an on-board DC power supply for supplying power to each on-board element such as the electric powertrain 20. The battery 22 is, for example, a lithium ion secondary battery or an all-solid-state battery.

[0016] The on-board charger 24 is a device for supplying power from an external charger to the battery 22. The on-board charger 24 is mainly composed of a charging port mounted on the vehicle and various circuit elements (such as a DC / DC converter) arranged in a power path between the charging port and the battery 22.

[0017] The water-cooled condenser 26 exchanges heat between the cooling water flowing in the cooling water circuit C and an air-conditioning refrigerant (e.g., air) sent from an air-conditioning fan (not shown). In addition, the heater core 28 is connected downstream of the water-cooled condenser 26 in the cooling water circuit C. In particular, the heater core 28 heats the air-conditioning refrigerant by heat exchange between the cooling water supplied via the water-cooled condenser 26 in the cooling water circuit C and the air-conditioning refrigerant after heat exchange by the water-cooled condenser 26.

[0018] The various valves 34, 36, 38, 40, 42 switch the manner in which the cooling water is supplied to each of the temperature-control target components arranged in the cooling water circuit C. The manner in which the cooling water is supplied will be described in detail later.

[0019] The controller 50 receives normal charging information S c , Battery Status Information I ba , battery temperature T ba , power train temperature T ept , outside temperature T ex , air conditioner set temperature T ac , and cabin temperature T cab Using this as an input, it controls the output of the cooling water pump 32 and the open / closed states of the various valves 34, 36, 38, 40, and 42.

[0020] The controller 50 is configured by a computer including, for example, a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), and an input / output interface (I / O interface), and is programmed to execute processes defined in each embodiment described below. In particular, the functions of the controller 50 can be realized by a vehicle controller (VCM) that comprehensively controls each part of the electric vehicle.

[0021] Normal charging information S c is information relating to the execution of normal charging of the battery 22 by the external charger (such as the start and end of normal charging). The controller 50 receives normal charging information S by, for example, communication with a charging control device in an external charging facility in which the external charger is disposed. c Note that normal charging refers to a charging mode performed at a lower output than so-called rapid charging. Although it is not limited to a specific numerical value, for example, rapid charging is a charging mode performed at an output of about 10 to 150 kW, whereas normal charging is a charging mode performed at an output of about 3 to 6 kW.

[0022] Battery Status Information I ba The battery status information I indicates the state of the battery 22 for determining whether or not the battery 22 is permitted to store heat, which will be described later. ba For example, various information indicating the state of charge (SOC) and / or state of health (SOH) of the battery 22 is included in the battery status information.

[0023] In this embodiment, the battery status information I ba As the battery status information I, various information that affects the charging state and health of the battery 22 and is determined in advance in response to an input operation by the user of the electric vehicle or the like is acquired. baThe schedule information includes schedule information related to driving in the electric vehicle (such as departure time, destination, route, and planned charge amount). In particular, the controller 50 refers to the schedule information input via various in-vehicle operation-type or voice-type input interfaces and / or a mobile terminal (such as a smartphone) capable of communicating with the in-vehicle system (particularly the controller 50).

[0024] Battery temperature T ba is a detected or estimated value of the current temperature of the battery 22. For example, the controller 50 converts a detected value obtained by a temperature sensor (not shown) provided in the battery 22 into the battery temperature T ba Obtain as.

[0025] Powertrain temperature T ept is a detected value or an estimated value of the current temperature of the electric powertrain 20. The controller 50 converts a detected value obtained by a temperature sensor (such as a thermistor provided in the electric motor or inverter) (not shown) provided in the electric powertrain 20 into a powertrain temperature T ept Obtain as.

[0026] Outside temperature T ex is a detected or estimated value of the current outside air temperature. For example, the controller 50 converts a detected value obtained by an outside air temperature sensor (not shown) into the outside air temperature T ex Obtain as.

[0027] Air conditioning set temperature T ac is the temperature currently set in the air conditioner. The controller 50 receives the air conditioner set temperature T ac The controller 50 acquires the air conditioning setting temperature T ac Alternatively, a configuration in which the above is directly calculated may be adopted.

[0028] Cabin temperature T cabis a detected value or an estimated value of the current temperature inside the vehicle cabin. For example, the controller 50 converts a detected value obtained by an interior air temperature sensor (not shown) provided in the vehicle cabin into the vehicle interior temperature T cab Obtain as.

[0029] Here, the controller 50 appropriately sets a control mode for controlling the supply state of the coolant in the coolant circuit C, and controls the adjustment of the output of the coolant pump 32 and the opening and closing (opening degree) of the various valves 34, 36, 38, 40, 42 according to the set control mode. More specifically, the controller 50 sets the control mode to the basic mode in a scene where normal charging is not performed, such as when the electric vehicle is normally running. In the basic mode, the output of the coolant pump 32 and the opening and closing (opening degree) of the various valves 34, 36, 38, 40, 42 are adjusted based on a cooling request or a heating request for each temperature control target component according to a required output (required driving force) for the electric vehicle.

[0030] On the other hand, when normal charging is being performed, the controller 50 of this embodiment uses the above-mentioned battery state information I ba With reference to various parameters such as the above, the control mode is set to one of the following heat storage mode (particularly the first heat storage mode or the second heat storage mode), the heater core heating mode, and the heat dissipation mode.

[0031] Fig. 2 is a diagram for explaining the supply state of the cooling water in the heat storage mode. In particular, Fig. 2(A) shows the supply state of the cooling water in the first heat storage mode, and Fig. 2(B) shows the supply state of the cooling water in the second heat storage mode.

[0032] 2A, in the first heat storage mode, the controller 50 controls the various valves 34, 36, 38, 40, 42 so that the cooling water is passed between the on-board charger 24 and the electric powertrain 20 without passing it through the radiator 30, the battery 22, and the heater core 28. More specifically, when the controller 50 sets the control mode to the first heat storage mode, the controller 50 adjusts the valve 36 to be open (passing water), the valve 40 to be closed (blocking), and the three-way valve 34 to be fully closed (blocking the inflow path to the radiator 30). As a result, in the first heat storage mode, heat generated in the on-board charger 24 during charging can be stored in the electric powertrain 20 using the cooling water as a heat medium, while the heat supply to the battery 22 can be blocked.

[0033] 2(B), the controller 50 controls the various valves 34, 36, 38, 40, 42 so as to pass water between the on-board charger 24, the electric powertrain 20, and the battery 22 without passing the coolant through the radiator 30 and the heater core 28. More specifically, when the controller 50 sets the control mode to the second heat storage mode, the controller 50 adjusts the valves 36 and 42 to be closed (shut off), the valves 38 and 40 to be open (pass water), and the three-way valve 34 to be fully closed. As a result, in the second heat storage mode, heat generated in the on-board charger 24 during charging can be stored in both the electric powertrain 20 and the battery 22 using the coolant as a medium.

[0034] 3A and 3B are diagrams illustrating the supply state of the coolant in the heater core heating mode and the heat dissipation mode, respectively. In particular, FIG. 3A shows the supply state of the coolant in the heater core heating mode, and FIG. 3B shows the supply state of the coolant in the heat dissipation mode.

[0035] In the heater core heating mode shown in FIG. 3(A), the coolant is passed between the on-board charger 24 and the heater core 28 without passing through the radiator 30. More specifically, when the controller 50 sets the control mode to the heater core heating mode, the controller 50 controls the valves 36 and 38 to be closed (shut off), the valves 40 and 42 to be open (pass water), and the three-way valve 34 to be fully closed. As a result, in the heater core heating mode, heat generated in the on-board charger 24 during charging can be supplied to the heater core 28 for air conditioning using the coolant as a medium. In addition, particularly in the coolant supply mode shown in FIG. 3(A), the coolant is also passed through the electric power train 20 and the battery 22. Therefore, the heat stored in the electric power train 20 and / or the battery 22 when the first heat storage mode or the second heat storage mode is set can also be supplied to the heater core 28.

[0036] In addition, in the heat release mode shown in FIG. 3B, the coolant is passed through the radiator 30. More specifically, when the controller 50 sets the control mode to the heat release mode, the controller 50 adjusts the valve 36 to open (pass water), the valve 40 to close (block), and the three-way valve 34 to fully open (block the bypass path of the radiator 30). As a result, in the heat release mode, the excess heat in the heat pump system 100 can be dissipated to the outside via the radiator 30. Note that the supply mode of the coolant in the heat release mode is not limited to the mode shown in FIG. 3B. That is, since the purpose of the heat release mode is to pass the coolant through the radiator 30 to dissipate heat, as long as the passage of water to the radiator 30 is ensured, the various valves 34, 36, 38, 40, 42 may be controlled so that water is passed through the battery 22 and / or the heater core 28 depending on the situation. For example, in the heat dissipation mode, valves 36, 38, and 40 may be opened, valve 42 may be closed, and the three-way valve 34 may be fully opened to allow cooling water to flow through the battery 22, thereby adopting a supply mode that promotes heat dissipation from the battery 22.

[0037] The following describes each process (thermal management method) executed by the controller 50 in detail.

[0038] 4 is a flowchart for explaining each process in the heat management method according to the present embodiment. As shown in the figure, in the heat management method of the present embodiment, when normal charging is started (the controller 50 receives normal charging information S c 3, when the start of normal charging is detected by referring to (S110 and S120), the control mode is set to the first heat storage mode. That is, as a basic process when normal charging is started, control is performed such that heat generated by the on-board charger 24 during normal charging is stored only in the electric powertrain 20.

[0039] Then, in a state where the control mode is set to the first heat storage mode, a heat storage permission determination (S130, S140) is executed to determine whether or not heat storage in the battery 22 is permitted. More specifically, the controller 50 performs the heat storage permission determination by using the battery state information I ba It is determined whether or not the outside air temperature T ex is the predetermined outside temperature threshold T exth It is then determined whether or not the difference is less than the predetermined value (S140).

[0040] Here, the battery status information I ba If the battery status information I ba From the battery status information I, at least the state of charge (SOC) and state of health (SOH) of the battery 22 can be estimated. ba If the battery status information I is not input, the state of the battery 22 is unknown. Depending on the state of the battery 22, it is possible that the temperature of the battery 22 may become excessive due to heat storage. Therefore, the battery status information I is used as a condition for allowing heat storage in the battery 22. ba is input.

[0041] In addition, in the present embodiment, the heat storage permission judgment is performed based on the outside air temperature T ex is the predetermined outside temperature threshold T exth This also includes a determination of whether the temperature is less than the outside air temperature threshold T exthis set to an appropriate value as an index for determining a temperature environment (such as summer) in which the required heat amount for heating is low and the temperature of the battery 22 is likely to increase. ex is the outside temperature threshold T exth When the temperature exceeds the ambient temperature T , the amount of heat required for heating is low, so there is little need to store heat in the battery 22. In this case, the temperature of the battery 22 tends to increase, so it is preferable not to store heat in the battery 22 from the viewpoint of thermal protection. Therefore, as a condition for allowing heat storage in the battery 22, ex is the outside temperature threshold T exth It is stipulated that it is less than.

[0042] If at least one of the determination results in S130 and S140 is negative, it is determined that heat storage in the battery 22 is not permitted. ept and a given powertrain temperature threshold T eptth The control mode is selectively set only between the first heat storage mode and the heat release mode according to a comparison of the magnitude of the power train temperature threshold T eptth is determined in advance as an upper limit temperature that serves as an index of the heat storage end timing taking into consideration the amount of heat that can be received by the electric powertrain 20 (allowable amount of heat storage).

[0043] More specifically, when heat storage in the battery 22 is not permitted, the power train temperature T ept is the powertrain temperature threshold T eptth The control mode is maintained in the first heat storage mode until the power train temperature T ept is the powertrain temperature threshold T eptthIf the upper limit of the heat storage capacity of the battery 22 is exceeded, the control mode is switched from the first heat storage mode to the heat release mode (S160). In other words, when heat storage in the battery 22 is not permitted, heat generated in the on-board charger 24 is stored only in the electric powertrain 20, and water is passed through the radiator 30 when the amount of heat stored in the electric powertrain 20 reaches the upper limit. This makes it possible to realize a function of releasing excess heat to the outside while ensuring thermal protection for the battery 22 and a heat storage function for heat generated by the on-board charger 24.

[0044] On the other hand, if the determination results of S130 and S140 are both positive, it is determined that heat storage in the battery 22 is permitted, and the control mode is switched from the first heat storage mode to the second heat storage mode (S170).

[0045] Then, when the control mode is set to the second heat storage mode, the battery temperature T ba is the battery temperature threshold T bath If the battery temperature threshold T bath is determined in advance as an upper limit temperature that serves as an index of the heat storage end timing taking into consideration the amount of heat that the battery 22 can accept (the allowable amount of heat storage).

[0046] Furthermore, in a state in which the control mode is switched to the first heat storage mode, the power train temperature T ept is the powertrain temperature threshold T eptth and battery temperature T ba is the battery temperature threshold T bath If the temperature exceeds the threshold (S200 and S210 are both Yes), the vehicle interior temperature T cab and air conditioning temperature setting T ac In other words, when the heat is sufficiently stored in the electric power train 20 and the battery 22, the vehicle interior temperature T cab and air conditioning temperature setting T ac By comparing the magnitude of the signals, it is determined whether or not heating is being performed by the air conditioning device.

[0047] Air conditioning set temperature T ac is the cabin temperature T cab (when heat for heating is required), the control mode is switched from the first heat storage mode to the heater core heating mode (S230). This makes it possible to supply heat generated by the on-board charger 24 directly during normal charging, or to supply heat stored in the electric powertrain 20 and / or the battery 22 due to heat generated by the on-board charger 24, to the heater core 28. In other words, the heat supplied to the heater core 28 can be used as a heat source for heating.

[0048] On the other hand, the air conditioning setting temperature T ac is the cabin temperature T cab If the above condition is met (heat for heating is not required), the control mode is switched from the first heat storage mode to the heat release mode (S160). As a result, in a situation where heat for heating is not required, the coolant is passed through the radiator 30, so that excess heat generated within the heat pump system 100 (particularly heat stored in the electric powertrain 20) can be released (discarded) to the outside.

[0049] Furthermore, when the end of normal charging is detected (Yes in S250) while the control mode is set to the heater core heating mode (S230) or the control mode is set to the heat dissipation mode (S160), this process ends. On the other hand, when normal charging is continuing (No in S250), the process from S120 onwards is repeated again.

[0050] The configuration of the heat management method of the present embodiment described above and the resulting effects will be described.

[0051] In this embodiment, in an electric vehicle equipped with an on-board charger (on-board charger 24) for externally charging a battery 22, an electric powertrain 20 including an electric motor and a power conversion device for driving the electric motor, and a coolant circuit C in which the on-board charger 24, the electric powertrain 20, a water-cooled condenser (water-cooled condenser 26), a heater core 28 for heating, and a radiator 30 are arranged, a heat management method is provided that switches the supply state of coolant in the coolant circuit C to control the amount of heat supplied to each element arranged in the coolant circuit C. In particular, in this heat management method, heat generated in the on-board charger 24 when normal charging is performed by an external charger is supplied to the heater core 28 by controlling the supply state of coolant.

[0052] This allows the heat generated by the on-board charger 24 during normal charging with an external charger to be used as a heat source for heating the vehicle interior. Therefore, during heating, the frequency of use of electric heaters, etc. can be reduced, power consumption can be reduced, and efficiency during heating operation can be improved.

[0053] In the thermal management method of the present embodiment, when normal charging is performed, the temperature of the electric powertrain 20 (powertrain temperature T ept ), a control mode for controlling the supply state of the coolant is selectively set between at least a heat storage mode (first heat storage mode or second heat storage mode) and a heat dissipation mode. In the heat storage mode, the coolant is not passed through the radiator 30, but is passed between the on-board charger 24 and the electric powertrain 20. On the other hand, in the heat dissipation mode, the coolant is passed through the radiator 30.

[0054] As a result, during normal charging, it is possible to switch between storing heat generated in the on-board charger 24 in the electric powertrain 20 and releasing the heat to the outside, taking into consideration the amount of heat (allowable heat storage amount) that the electric powertrain 20 can accept. Therefore, while the heat generated in the on-board charger 24 during normal charging is stored within an allowable range in the electric powertrain 20, when the amount of stored heat in the electric powertrain 20 exceeds the allowable range and it becomes unnecessary to reserve heat, it is possible to release the heat to the outside (exhaust heat).

[0055] In this embodiment, the battery 22 is disposed in the coolant circuit C, and the heat storage mode includes a first heat storage mode and a second heat storage mode. When normal charging is performed, the temperature of the electric powertrain 20 (powertrain temperature T ept ) and the temperature of the battery 22 (battery temperature T ba ), the control mode is selectively set among at least a first heat storage mode, a second heat storage mode, and a heat dissipation mode. In particular, in the first heat storage mode, the cooling water is not passed through the radiator 30 and the battery 22, but is passed between the on-board charger 24 and the electric power train 20. On the other hand, in the second heat storage mode, the cooling water is not passed through the radiator 30, but is passed between the on-board charger 24, the electric power train 20, and the battery 22.

[0056] As a result, during normal charging, it is possible to appropriately switch between storing heat generated in the on-board charger 24 in the electric powertrain 20, storing heat in both the electric powertrain 20 and the battery 22, and releasing the heat to the outside, taking into consideration both the allowable heat storage amount of the electric powertrain 20 and the allowable heat storage amount of the battery 22. In particular, in the second heat storage mode, the battery 22 in addition to the electric powertrain 20 can be used as a heat storage body for storing heat generated in the on-board charger 24, thereby further improving the efficiency of use for heating.

[0057] Furthermore, in the thermal management method of the present embodiment, when normal charging is performed, the power train temperature T ept, battery temperature T ba , and the heating request, the control mode is selectively set among a first heat storage mode, a second heat storage mode, a heater core heating mode, and a heat dissipation mode. In the heater core heating mode, the coolant is not passed through the radiator 30, but is passed between the on-board charger 24 and the heater core 28.

[0058] As a result, during normal charging, the heat generated in the on-board charger 24 can be selectively switched between storing the heat in the electric powertrain 20 and / or the battery 22, dissipating the heat to the outside, and supplying it to the heater core 28, taking into consideration the allowable heat storage capacity of the electric powertrain 20, the allowable heat storage capacity of the battery 22, and the heating requirements.

[0059] In the heat management method of this embodiment, when normal charging is started, the control mode is set to the first heat storage mode, and a determination is made as to whether or not heat storage in the battery 22 is permitted. If heat storage in the battery 22 is permitted, the control mode is switched from the first heat storage mode to the second heat storage mode. On the other hand, if heat storage in the battery 22 is not permitted, the power train temperature T ept The control mode is selectively set only between the first heat storage mode and the heat release mode by referring to the above.

[0060] As a result, in a scene in which it is not desirable to store heat in the battery 22 in consideration of the state of the battery 22, the heat storage mode can be limited to the first heat storage mode in which heat is stored only in the electric powertrain 20.

[0061] More specifically, in the thermal management method of the present embodiment, the heat storage permission determination is made based on battery state information I ba is input in advance, or the outside air temperature T ex In particular, the battery status information I ba is entered in advance, or the outside air temperature T ex is the predetermined outside temperature threshold T exthIf the temperature is less than the threshold value, heat storage in the battery 22 is permitted, and otherwise heat storage in the battery 22 is not permitted.

[0062] This realizes a specific control logic for determining whether or not heat storage in the battery 22 should be performed. ex By referring to the battery status information I, it is possible to appropriately determine a scene (such as summer) in which it is not desirable to supply heat to the battery 22 because the amount of heat to be used for heating is low and the temperature of the battery 22 is likely to be high, and to determine that heat storage in the battery 22 is not permitted. ba If the input is not made, the state (SOC or SOH) of the battery 22 is unknown, and therefore heat storage in the battery 22 is not permitted, thereby ensuring the thermal protection function of the battery 22.

[0063] Furthermore, in the thermal management method of the present embodiment, after heat storage in the battery 22 is permitted and the control mode is switched to the second heat storage mode, the battery temperature T ba is a given battery temperature threshold T bath If the temperature exceeds this value, the control mode is switched from the second heat storage mode to the first heat storage mode.

[0064] As a result, when heat storage in the battery 22 is permitted, the second heat storage mode can be set (heat storage is performed in both the electric power train 20 and the battery 22) until the amount of stored heat in the battery 22 reaches an upper limit, thereby further improving the heat storage effect. In addition, when the amount of stored heat in the battery 22 reaches an upper limit, the control mode is switched to the first heat storage mode and water supply to the battery 22 is cut off, thereby preventing the occurrence of a situation in which the heat held by the battery 22 becomes excessive.

[0065] Furthermore, after the control mode is switched from the second heat storage mode to the first heat storage mode, the power train temperature T ept is a predetermined powertrain temperature threshold T eptth and battery temperature T ba is the battery temperature threshold T bathIf this value is exceeded, the control mode is switched from the first heat storage mode to the heater core heating mode.

[0066] This allows the heat generated by the on-board charger 24 to be stored within an allowable range for the electric powertrain 20 and / or the battery 22, and then supplied (stored) to the heater core 28. Therefore, the heat generated by the on-board charger 24 during normal charging can be used as a heat source for heating with high efficiency, further improving the efficiency of heating.

[0067] In addition, in this embodiment, a controller 50 is provided that functions as a thermal management device suitable for the thermal management method. In an electric vehicle including an on-board charger 24 for charging the battery 22 from an external source, an electric power train 20 including an electric motor and a power conversion device for driving the electric motor, and a coolant circuit C including the on-board charger 24, the electric power train 20, a water-cooled condenser (water-cooled condenser 26), a heater core 28 for heating, and a radiator 30, the controller 50 switches the supply state of coolant in the coolant circuit C to control the amount of heat supplied to each element arranged in the coolant circuit C. In particular, the controller 50 controls the supply state of coolant to supply heat generated in the on-board charger 24 to the heater core 28 when normal charging is performed by an external charger.

[0068] [Second embodiment] The second embodiment will be described below, in which the same elements as those in the previous embodiment are given the same reference numerals and their description will be omitted.

[0069] Fig. 5 is a flowchart for explaining each process in the heat management method according to the present embodiment. In Fig. 5, in order to simplify the drawing, the illustration of processes common to Fig. 4 is appropriately omitted.

[0070] In this embodiment, the control mode is set to the heater core heating mode in S230, and the air conditioning fan is operated (S240). As a result, as described above, while heat is supplied to the heater core 28 from the on-board charger 24, the electric powertrain 20, and / or the battery 22, the heater core 28 can heat the air conditioning refrigerant and supply it to the vehicle interior. That is, heating can be performed in parallel with the heat supply to the heater core 28 from each component.

[0071] Furthermore, in this embodiment, when the control mode is set to the heater core heating mode and the air conditioning fan is operated, the power train temperature T ept and powertrain temperature threshold T eptth are compared (S241).

[0072] Powertrain temperature T ept is the powertrain temperature threshold T eptth If the power train temperature T ept is the powertrain temperature threshold T eptth If the battery temperature exceeds the threshold (Yes in S241), the battery temperature T ba and the battery temperature threshold T bath are compared (S242).

[0073] Battery temperature T ba is the battery temperature threshold T bath If the battery temperature T ba is the battery temperature threshold T bath If it exceeds the temperature (Yes in S242), the vehicle interior temperature T cab and air conditioning temperature setting T ac are compared (S243).

[0074] Cabin temperature T cab is the air conditioning setting temperature T ac If the temperature T is lower than the threshold (No in S243), the process from S230 onward is executed again. That is, the control mode is maintained in the heater core heating mode and the air conditioning fan continues to operate. cab is the air conditioning setting temperature T ac If it is higher (Yes in S243), the control mode is switched from the heater core heating mode to the heat dissipation mode (S244).

[0075] Furthermore, when the end of normal charging is detected (Yes in S250) in a state where the control mode is set to the heat dissipation mode (S244), this process ends. On the other hand, when normal charging is continuing (No in S250), the process from S120 onwards is repeated again.

[0076] As described above, in the thermal management method of the present embodiment, after the control mode is switched from the second heat storage mode to the first heat storage mode, the power train temperature T ept is the powertrain temperature threshold T eptth and battery temperature T ba is the battery temperature threshold T bath When the temperature exceeds T cab and air conditioning temperature setting T ac Compare (S200 Yes, S210 Yes, S220).

[0077] Cabin temperature T cab and air conditioning temperature setting T ac If it is lower (Yes in S220), the control mode is switched from the first heat storage mode to the heater core heating mode and the air conditioning fan is operated (S230, S240). ept is the powertrain temperature threshold T eptth and battery temperature T ba is the battery temperature threshold T bath When the temperature exceeds cab and air conditioning temperature setting T ac Compare (S241 Yes, S242 Yes, S243).

[0078] And the cabin temperature T cab is the air conditioning setting temperature T ac If the temperature T is higher than the predetermined temperature, the control mode is maintained in the heater core heating mode (No in S243 and S230). cab is the air conditioning setting temperature T ac If it is lower, the control mode is switched from the heater core heating mode to the heat dissipation mode (Yes in S243 and S243).

[0079] This realizes a specific control logic for utilizing the heat generated by the on-board charger 24 during normal charging for heating in real time, while taking into account the heat storage in the electric powertrain 20 and / or the battery 22.

[0080] Although the embodiments of the present invention have been described above, the configurations described in the above embodiments and the respective modified examples merely represent some of the application examples of the present invention and are not intended to limit the technical scope of the present invention.

[0081] For example, the configuration of the coolant circuit C (such as the arrangement of each temperature-controlled component and valves) shown in Figures 3 and 4 is one example, and can be changed as desired as long as the functions required in the first heat storage mode, the second heat storage mode, the heater core heating mode, and the heat dissipation mode can be realized. In the above embodiment, after the heat storage in the electric power train 20 and the battery 22 is completed, when there is a heating request (vehicle interior temperature T cab is the air conditioning setting temperature T ac In the above example, the heater core heating mode is set when the vehicle interior temperature T cab and air conditioning temperature setting T acIn this case, even if there is no heating request at the time when heat storage in the electric powertrain 20 and the battery 22 is completed, the heater core 28 can be preliminarily heated in preparation for a later heating execution, and the interior of the vehicle can be smoothly heated even during a cold start of the electric vehicle. [Explanation of symbols]

[0082] 20 Electric Powertrain 22 Battery 24 On-board charger 26 Water-cooled condenser 28 Heater core 30 Radiator 32 Cooling water pump 34 Three-way valve 36, 38, 40, 42 valves 50 Controller 100 Heat Pump System

Claims

1. A thermal management method for an electric vehicle including an on-board charger for externally charging a battery, an electric powertrain including an electric motor and a power conversion device for driving the electric motor, and a coolant circuit including the on-board charger, the electric powertrain, a heater core connected to a water-cooled condenser, and a radiator, the method comprising: switching a supply state of coolant from the coolant circuit to control an amount of heat supplied to each element disposed in the coolant circuit, the method comprising: supplying heat generated by the on-board charger to the heater core by controlling a supply state of the cooling water when normal charging is performed by an external charger; Heat management methods.

2. 2. The thermal management method of claim 1, comprising: When the normal charging is performed, selectively setting a control mode for controlling a supply state of the cooling water between at least a heat storage mode and a heat release mode by referring to a temperature of the electric power train; In the heat storage mode, the cooling water is passed between the on-board charger and the electric powertrain without passing through the radiator; In the heat dissipation mode, the cooling water is passed through the radiator. Heat management methods.

3. 3. The thermal management method of claim 2, comprising: The battery is disposed in the cooling water circuit, The heat storage mode includes a first heat storage mode and a second heat storage mode, When the normal charging is performed, selectively setting the control mode among at least the first heat storage mode, the second heat storage mode, and the heat dissipation mode by referring to a temperature of the electric power train and a temperature of the battery; In the first heat storage mode, the cooling water is passed between the on-board charger and the electric power train without passing through the radiator and the battery; In the second heat storage mode, the cooling water is passed between the on-board charger, the electric power train, and the battery without passing through the radiator. Heat management methods.

4. 4. The thermal management method of claim 3, comprising: When the normal charging is performed, selectively setting the control mode among the first heat storage mode, the second heat storage mode, a heater core heating mode, and the heat dissipation mode by referring to a temperature of the electric power train, a temperature of the battery, and a heating request; In the heater core heating mode, the coolant is passed between the on-board charger and the heater core without passing through the radiator. Heat management methods.

5. 5. The thermal management method of claim 4, comprising: When the normal charging is started, the control mode is set to the first heat storage mode, and a heat storage permission determination is performed to determine whether or not heat storage in the battery is permitted; When heat storage in the battery is permitted, the control mode is switched from the first heat storage mode to the second heat storage mode; when heat storage in the battery is not permitted, the control mode is selectively set only between the first heat storage mode and the heat release mode by referring to a temperature of the electric power train; Heat management methods.

6. 6. The thermal management method of claim 5, comprising: The heat storage permission determination is performed based on whether or not battery state information indicating a state of the battery has been input, or based on an outside air temperature; permitting heat storage in the battery when the battery state information has been input or when the outside air temperature is less than a predetermined outside air temperature threshold; In other cases, heat storage in the battery is not permitted. Heat management methods.

7. 7. A thermal management method according to claim 5 or 6, comprising the steps of: when the temperature of the battery exceeds a predetermined battery temperature threshold value after heat storage in the battery is permitted and the control mode is switched to the second heat storage mode, the control mode is switched from the second heat storage mode to the first heat storage mode; Heat management methods.

8. 8. The thermal management method of claim 7, comprising: when the temperature of the electric powertrain exceeds a predetermined powertrain temperature threshold and the temperature of the battery exceeds the battery temperature threshold after the control mode is switched from the second heat storage mode to the first heat storage mode, the control mode is switched from the first heat storage mode to the heater core heating mode. Heat management methods.

9. 8. The thermal management method of claim 7, comprising: comparing a vehicle interior temperature with an air conditioning set temperature when the temperature of the electric powertrain exceeds a predetermined powertrain temperature threshold and the temperature of the battery exceeds the battery temperature threshold after the control mode is switched from the second heat storage mode to the first heat storage mode; When the vehicle interior temperature is lower than the air conditioning set temperature, the control mode is switched from the first heat storage mode to the heater core heating mode and an air conditioning fan is operated. comparing the vehicle interior temperature with the air conditioning set temperature when the temperature of the electric powertrain exceeds the powertrain temperature threshold and the temperature of the battery exceeds the battery temperature threshold in a state in which the air conditioning fan is operated; If the vehicle interior temperature is higher than the air conditioning set temperature, the control mode is maintained in the heater core heating mode; When the vehicle interior temperature is lower than the air conditioning set temperature, the control mode is switched from the heater core heating mode to the heat dissipation mode. Heat management methods.

10. A thermal management device for an electric vehicle including an on-board charger for externally charging a battery, an electric powertrain including an electric motor and a power conversion device for driving the electric motor, and a coolant circuit including the on-board charger, the electric powertrain, a heater core connected to a water-cooled condenser, and a radiator, the thermal management device controlling a supply state of coolant from the coolant circuit to control an amount of heat supplied to each element disposed in the coolant circuit, the thermal management device comprising: supplying heat generated by the on-board charger to the heater core by controlling a supply state of the cooling water when normal charging is performed by an external charger; Thermal management equipment.

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