Heat management system

Abstract

To provide a heat management system which is capable of enhancing estimation accuracy of deterioration state of a battery by restraining dispersion of measurement data of the battery due to a request of other on-vehicle equipment such as an air conditioner.SOLUTION: A heat management system 100 includes an on-vehicle battery 55, a temperature control unit 61 which performs temperature control of the on-vehicle battery 55 and a control device. The control device includes a storage unit which stores information during charging of the on-vehicle battery 55 and an estimation unit which estimates a degree of deterioration of the on-vehicle battery 55 based upon the information and corrects a driving condition of the temperature control unit based upon an estimation result of the estimation unit.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a thermal management system for vehicles.

Background Art

[0002] Conventionally, in a vehicle thermal management system for an electric vehicle or a plug-in hybrid vehicle that drives a driving motor with electric power supplied from a battery mounted on the vehicle, temperature adjustment of the battery (for example, battery cooling) is performed according to a request from the vehicle. However, when there is a request for temperature adjustment (temperature control) from the vehicle regardless of the deterioration state of the battery, if the temperature of the battery is adjusted (for example, cooled) according to the request, the deterioration of the battery may progress.

[0003] As a technique for adjusting the temperature of a battery according to the deterioration state of the battery, for example, a technique for correcting a preset target temperature of the battery based on the internal resistance of the storage battery and the remaining capacity of the storage battery is also known (for example, see Patent Document 1). Specifically, Patent Document 1 describes a configuration in which when the remaining capacity of the battery at the start of charging is expected to be less than a predetermined value and the charging time is expected to be long, the target temperature is corrected to a lower temperature as the degree of deterioration corresponding to the internal resistance of the battery is greater.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] However, in the technology described in Patent Document 1, sufficient consideration has not been given to grasping (estimating, predicting) the specific deterioration state of the battery. For example, when other in-vehicle devices such as an air conditioner are operating, the battery load also fluctuates frequently, so there are variations in the measurement data for grasping the battery's capacity. Even if the deterioration state of the battery is grasped based on such variable measurement data and the temperature of the battery is adjusted, it is difficult to actually suppress the progress of the battery deterioration.

[0006] In view of such circumstances, the present invention aims to provide a thermal management system capable of suppressing variations in the measurement data of the battery due to the requirements of other in-vehicle devices such as an air conditioner and improving the estimation accuracy of the deterioration state of the battery.

Means for Solving the Problems

[0007] The present invention is a thermal management system having an in-vehicle battery, a temperature control unit for controlling the temperature of the in-vehicle battery, and a control device. The control device has a storage unit for storing information during charging of the in-vehicle battery, and an estimation unit for estimating the degree of deterioration of the in-vehicle battery based on the information, and corrects the operating conditions of the temperature control unit based on the estimation result of the estimation unit. The present invention relates to a thermal management system characterized by the above.

Effects of the Invention

[0008] According to the present invention, it is possible to provide an excellent effect that a thermal management system capable of suppressing variations in the measurement data of the battery due to the requirements of other in-vehicle devices such as an air conditioner and improving the estimation accuracy of the deterioration state of the battery can be provided.

Brief Description of the Drawings

[0009]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Mode for Carrying Out the Invention

[0010] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. FIGS. 1 to 7 are examples of embodiments for carrying out the present invention. In the figures, parts denoted by the same reference numerals indicate parts having the same function, and duplicate explanations in each figure are appropriately omitted.

[0011] In this embodiment, as an example, the vehicle air conditioner 1 employing the heat management system 100 will be described.

[0012] FIG. 1 is a schematic configuration diagram showing an example of a vehicle air conditioner 1 according to an embodiment of the present invention. The vehicle air conditioner 1 can be applied to vehicles such as, for example, an electric vehicle (EV) not equipped with an engine (internal combustion engine), or a so-called hybrid vehicle that shares an engine and a driving electric motor. Such a vehicle is equipped with an in-vehicle battery 55, and drives and runs by supplying the electric power charged in the battery 55 from an external power source to a motor unit 65 including a driving motor (electric motor). The in-vehicle battery 55 (hereinafter simply referred to as "battery 55") is, for example, a lithium battery. The vehicle air conditioner 1 is also driven by being supplied with power from the battery 55.

[0013] That is, the heat management system 100 of the present embodiment, for example, air-conditions (conditions the air in) the passenger compartment of the vehicle and temperature-regulates (thermostats) temperature-controlled objects (such as the battery 55 and the motor unit 65, etc.) mounted on the vehicle. It includes a heat medium circuit that circulates a heat medium that has exchanged heat with a heat source to the temperature-controlled objects, and a control device that controls the heat medium circuit to perform temperature control of each temperature-controlled object.

[0014] Referring to FIG. 1, the vehicle air conditioner 1 includes, for example, a refrigerant circuit R for performing heat pump operation, and an air conditioning unit (air conditioning circuit) 60 that performs air conditioning (heating, cooling, dehumidifying, and ventilation) in the passenger compartment, and a temperature control unit (equipment temperature adjustment circuit) 61 that adjusts the temperature of heat-generating equipment (equipment to be temperature-controlled) such as the battery 55 and the motor unit 65. The equipment temperature adjustment circuit 61 is a heat medium circuit in which a heat medium different from (separate from) the refrigerant circuit R (for example, water, etc.) circulates, and forms a parallel circuit with respect to the refrigerant circuit R via a refrigerant-heat medium heat exchanger 64 described later. The vehicle air conditioner 1 selectively executes air conditioning operations such as heating operation and cooling operation by heat pump operation using the refrigerant circuit R, thereby performing air conditioning in the passenger compartment and temperature control of equipment to be temperature-controlled such as the battery 55 and the motor unit 65.

[0015] <Air conditioning unit> The refrigerant circuit R that constitutes the air-conditioning unit 60 includes an electric compressor (electric compressor) 2 that compresses the refrigerant, a condenser 4 provided in the air flow path 3 of the HVAC system 10 through which the air in the vehicle interior circulates, which functions as a heat radiating part (indoor heat exchanger, heating part) that radiates the high-temperature and high-pressure refrigerant discharged from the compressor 2 and heats the air supplied to the vehicle interior, an outdoor expansion valve 6 that serves as a pressure reducing part for decompressing and expanding the refrigerant during heating, a radiator (condenser) that functions as a radiator for radiating the refrigerant during cooling and functions as an evaporator for absorbing heat from the refrigerant during heating, an outdoor heat exchanger (radiator) 7 for performing heat exchange between the refrigerant and the outside air, an indoor expansion valve 8 that serves as a pressure reducing part for decompressing and expanding the refrigerant, and an evaporator 9 provided in the air flow path 3 that functions as a heat absorbing part for cooling the air supplied to the vehicle interior by absorbing heat from the refrigerant from inside and outside the vehicle interior during cooling (during dehumidification), and an accumulator 12 and the like are connected by refrigerant pipes 13A to 13H and configured as such.

[0016] Both the outdoor expansion valve 6 and the indoor expansion valve 8 can apply electronic expansion valves. The outdoor expansion valve 6 decompresses and expands the refrigerant flowing out of the condenser 4 and flowing into the outdoor heat exchanger 7, and can also be fully closed. The indoor expansion valve 8 decompresses and expands the refrigerant flowing into the evaporator 9, and adjusts the heat absorption capacity of the refrigerant in the evaporator 9, that is, the cooling capacity of the passing air.

[0017] The refrigerant outlet of the outdoor heat exchanger 7 and the refrigerant inlet of the evaporator 9 are connected by a refrigerant pipe 13A. The refrigerant pipe 13A is provided with a check valve 18 and an indoor expansion valve 8 in order from the outdoor heat exchanger 7 side. The check valve 18 is provided in the refrigerant pipe 13A such that the direction toward the evaporator 9 is the forward direction. The refrigerant pipe 13A branches into a refrigerant pipe 13B at a position on the outdoor heat exchanger 7 side of the check valve 18.

[0018] The refrigerant pipe 13B branched from the refrigerant pipe 13A is connected to the refrigerant inlet of the accumulator 12. The refrigerant pipe 13B is provided with a solenoid valve 21 and a check valve 20 that are opened during heating, in order from the outdoor heat exchanger 7 side. The check valve 20 is connected so that the direction toward the accumulator 12 is the forward direction. Between the solenoid valve 21 and the check valve 20 of the refrigerant pipe 13B, it branches into a refrigerant pipe 13C. The refrigerant pipe 13C branched from the refrigerant pipe 13B is connected to the refrigerant outlet of the evaporator 9. The refrigerant outlet of the accumulator 12 and the compressor 2 are connected by a refrigerant pipe 13D.

[0019] The refrigerant outlet of the compressor 2 and the refrigerant inlet of the condenser 4 are connected by a refrigerant pipe 13E. One end of a refrigerant pipe 13F is connected to the refrigerant outlet of the condenser 4, and the other end side of the refrigerant pipe 13F branches into a refrigerant pipe 13G and a refrigerant pipe 13H in front of (the refrigerant upstream side of) the outdoor expansion valve 6. One of the branched refrigerant pipes 13H is connected to the refrigerant inlet side of the outdoor heat exchanger 7 via the outdoor expansion valve 6. The other branched refrigerant pipe 13G is connected between the check valve 18 and the indoor expansion valve 8 of the refrigerant pipe 13A. A solenoid valve 22 is provided on the refrigerant upstream side from the connection point of the refrigerant pipe 13G with the refrigerant pipe 13A.

[0020] As a result, the refrigerant pipe 13G is connected in parallel to the series circuit of the outdoor expansion valve 6, the outdoor heat exchanger 7, and the check valve 18, and becomes a circuit that bypasses the outdoor expansion valve 6, the outdoor heat exchanger 7, and the check valve 18.

[0021] The HVAC system 10 houses a condenser 4 and an evaporator 9 inside thereof, and an (air) intake unit 10I is provided in the air flow passage 3 on the air upstream side of the evaporator 9. The intake unit 10I includes, for example, each intake port of an outside air suction port and an inside air suction port (represented by the suction port 25 in FIG. 1), a suction switching damper 26, and an indoor blower (blower fan) 27. The intake unit 10I appropriately switches between inside air (inside air circulation), which is the air inside the vehicle compartment, and outside air (outside air introduction), which is the air outside the vehicle compartment, by the suction switching damper 26, and introduces the air into the air flow passage 3 from the suction port 25. The indoor blower (blower fan) 27 is provided on the air downstream side of the suction switching damper 26, and feeds the introduced inside air or outside air to the air flow passage 3. Furthermore, each air outlet of FOOT, VENT, and DEF (represented by the air outlet 29 in FIG. 1) is formed in the air flow passage 3 on the air downstream side of the condenser 4, and an air outlet switching damper 31 for switching and controlling the blowing of air from each of the above air outlets is provided at the air outlet 29.

[0022] In FIG. 1, an auxiliary heater 23 is provided as an auxiliary heating device. The auxiliary heater 23 is composed of, for example, a PTC heater (electric heater), and is provided in the air flow passage 3 on the air downstream side of the condenser 4 with respect to the air flow in the air flow passage 3. When the auxiliary heater 23 is energized and generates heat, the heating inside the vehicle compartment can be supplemented.

[0023] An air mix damper 28 for adjusting the ratio of ventilating the air (inside air or outside air) in the air flow passage 3 that has flowed into the air flow passage 3 and passed through the evaporator 9 to the condenser 4 and the auxiliary heater 23 is provided in the air flow passage 3 on the air upstream side of the condenser 4.

[0024] <Temperature control section> In addition to the air conditioning section 60 as described above, the vehicle air conditioner 1 further includes a temperature control section (equipment temperature adjustment circuit) 61 for circulating a heat medium to a heat generating device (such as the battery 55 and the motor unit 65) that is a device to be temperature-controlled to adjust the temperature of the device to be temperature-controlled.

[0025] The temperature control unit 61 is a heat medium circuit configured to be thermally connectable to at least one of a heat dissipation unit (condenser 4) or a heat absorption unit (evaporator 9). Note that the motor unit 65 also includes heat generating devices such as an electric motor for running and an inverter circuit for driving the electric motor. Note that the device to be temperature-controlled is not limited to the battery 55 and the motor unit 65, and other devices mounted on the vehicle and generating heat can be applied.

[0026] The temperature control unit 61 includes a first circulation pump 62 and a second circulation pump 63 as circulation devices for circulating the heat medium to the battery 55 and the motor unit 65, a refrigerant-heat medium heat exchanger (hereinafter referred to as a "chiller heat exchanger") 64, a heat medium heater 66, an air-heat medium heat exchanger 67, a three-way valve 81 as a flow path switching device, and a heat storage tank 85.

[0027] The temperature control unit 61 is configured to be connectable to the refrigerant circuit R via the chiller heat exchanger 64. In the refrigerant circuit R, one end of a branch pipe 72 as a branch circuit is connected between the connection point of the refrigerant pipe 13A and the refrigerant pipe 13G and the indoor expansion valve 8, and the other end of the branch pipe 72 is connected to the refrigerant flow path of the chiller heat exchanger 64. An auxiliary expansion valve 73 is provided in the branch pipe 72. The auxiliary expansion valve 73 decompresses and expands the refrigerant flowing into the refrigerant flow path of the chiller heat exchanger 64 and can also be fully closed.

[0028] One end of a refrigerant pipe 74 is connected to the outlet of the refrigerant flow path of the chiller heat exchanger 64, and the other end of the refrigerant pipe 74 is connected between the check valve 20 and the accumulator 12 of the refrigerant pipe 13B. The chiller heat exchanger 64 constitutes a part of the refrigerant circuit R and at the same time also constitutes a part of the temperature control unit 61.

[0029] One end of the heat medium pipe 68A is connected to the heat medium discharge side of the chiller heat exchanger 64. The heat medium pipe 68A is provided with a heat medium heater 66, a battery 55, a first circulation pump 62, and a check valve 82 in order from the chiller heat exchanger 64 side. The other end of the heat medium pipe 68A is connected to a heat medium pipe 68B, which will be described later. The heat medium pipe 68A branches into the heat medium pipe 68B at a position closer to the chiller heat exchanger 64 than the heat medium heater 66. The other end of the branched heat medium pipe 68B is connected to the heat medium inlet of the chiller heat exchanger 64. The heat medium pipe 68B is provided with an air-heat medium heat exchanger 67. The air-heat medium heat exchanger 67 is arranged on the leeward side of the outdoor heat exchanger 7 with respect to the flow (air passage) of outside air (air) ventilated by an outdoor blower (not shown).

[0030] A three-way valve 81 is provided on the downstream side of the heat medium of the air-heat medium heat exchanger 67 in the heat medium pipe 68B, and the other end of the heat medium pipe 68A is connected between the three-way valve 81 in the heat medium pipe 68B and the heat medium inlet of the chiller heat exchanger 64. A heat storage tank 85 is connected between the connection point of the other end of the heat medium pipe 68A and the heat medium pipe 68B and the heat medium inlet of the chiller heat exchanger 64. The heat medium pipe 68B branches into a heat medium pipe 68C on the upstream side of the heat medium of the air-heat medium heat exchanger 67 in the heat medium pipe 68B, and the other end of the branched heat medium pipe 68C is connected to the three-way valve 81. The heat medium pipe 68C is provided with a second circulation pump 63 and a motor unit 65.

[0031] As the heat medium used in the temperature control unit 61, for example, water, a refrigerant such as HFO-1234yf, a liquid such as a coolant, or a gas such as air can be adopted. In this embodiment, water is adopted as the heat medium as an example. In addition, it is assumed that a jacket structure is provided around the battery 55 and the motor unit 65 so that the heat medium can circulate in a heat exchange relationship with the battery 55 and the motor unit 65.

[0032] When the first circulation pump 62 is operated, the heat medium discharged from the first circulation pump 62 flows in the order of the heat medium pipes 68A, check valve 82, heat medium pipe 68B, heat storage tank 85, the heat medium flow path of the chiller heat exchanger 64, heat medium pipe 68A, heat medium heater 66, and battery 55, and is sucked into the first circulation pump 62. In such a flow path control state, the heat medium is circulated among the battery 55, the heat storage tank 85, and the chiller heat exchanger 64. Also, when the three-way valve 81 is switched to a state where the inlet and the outlet on the chiller heat exchanger 64 side are communicated and the second circulation pump 63 is operated, the heat medium discharged from the second circulation pump 63 flows in the order of the heat medium pipe 64C, motor unit 65, three-way valve 81, heat medium pipe 68B, heat storage tank 85, the heat medium flow path of the chiller heat exchanger 64, and heat medium pipe 68B, and is sucked into the second circulation pump 63. In such a flow path control state, the heat medium is circulated among the motor unit 65, the heat storage tank 85, and the chiller heat exchanger 64. The heat storage tank 85 can absorb heat from the heat medium circulating in the temperature control unit 61 and store heat.

[0033] When the auxiliary expansion valve 73 is open, part or all of the refrigerant flowing out from the refrigerant pipe 13G or the outdoor heat exchanger 7 flows into the branch pipe 72, is decompressed by the auxiliary expansion valve 73, then flows into the refrigerant flow path of the chiller heat exchanger 64 and evaporates. The refrigerant absorbs heat from the heat medium flowing through the heat medium flow path during the process of flowing through the refrigerant flow path of the chiller heat exchanger 64, and then is sucked into the compressor 2 through the accumulator 12.

[0034] FIG. 2 shows a schematic of the hardware configuration of the control device 32 that controls the heat management system 100 (vehicle air conditioner 1). Note that FIG. 2 shows the main components extracted for explaining the heat management system 100 of the present embodiment, and the hardware configuration of the control device 32 includes known configurations other than the illustrated configuration, but their illustration is omitted.

[0035] When the vehicle air conditioner 1 is mounted on the vehicle, the control device 32 is connected via a vehicle communication bus to a vehicle controller (vehicle ECU (Electronic Control Unit)) 35 that controls the entire vehicle, including the drive control of the motor unit 65 and the charge / discharge control of the battery 55, and information is transmitted and received mutually through an in-vehicle network such as CAN (Controller Area Network) or LIN (Local Interconnect Network).

[0036] The control device 32 of the present embodiment includes, for example, a processor (or electric circuit) 321 such as a CPU (Central Processing Unit) or MPU (Micro Processing Unit), a memory 322 such as a ROM (Read Only Memory) and a RAM (Random Access Memory), a non-volatile storage unit 323 such as an HDD (Hard Disk Drive) and an SSD (Solid State Drive), and a communication control unit 324. The CPU 321, the memory 322, the storage unit 323, and the communication control unit 324 are communicably connected to each other via an internal bus. The storage unit 323 stores various programs and various data including a temperature control program described later.

[0037] The control device 32 is connected to various sensors (detectors) 30 and the air conditioning operation unit 53, and their outputs are input thereto. The various sensors 30 include at least an outside air temperature sensor 57 that detects the outside air temperature of the vehicle, a battery temperature sensor 77 that detects the temperature of the battery 55, and a heat medium temperature sensor 76 that detects the temperature of the heat medium that exchanges heat with the battery 55 (the heat medium temperature Tw at the inlet or outlet of the chiller heat exchanger 64). Although not shown, other known sensors that can be controlled by the control device 32 are also connected, such as a rotation speed detection sensor that detects the rotation speed of the compressor 2, an evaporator temperature sensor that detects the temperature of the evaporator 9, an HVAC suction temperature sensor that detects the temperature of the air sucked into the air flow path 3 from the suction port 25, an inside air temperature sensor that detects the temperature of the air (inside air) in the vehicle interior, a blowout temperature sensor that detects the temperature of the air blown into the vehicle interior from the blowout port 29, and a discharge pressure sensor that detects the discharge refrigerant pressure of the compressor 2. The control device 32 mainly functions as an air conditioning controller that controls the HVAC system 10, a heat pump controller that controls the refrigerant circuit R, and a temperature control controller that controls the temperature control unit 61.

[0038] Although detailed illustration is omitted, components such as the compressor 2, the outdoor expansion valve 6, the indoor expansion valve 8, the outdoor blower 7, and the HVAC system 10 that constitute the air conditioning unit 60 are connected to the output of the control device 32. Also, although detailed illustration is omitted, components such as the first circulation pump 62, the second circulation pump 63, and the chiller heat exchanger 64 that constitute the temperature control unit (equipment temperature adjustment circuit) 61 are connected to the output of the control device 32.

[0039] The control device 32 drives and controls the vehicle interior air conditioning (for example, the HVAC system 10) and the refrigerant circuit R of the vehicle, and drives and controls the temperature control unit 61 based on the outputs of the various sensors 30, the values input at the air conditioning operation unit 53, information from the vehicle ECU 35, etc. Hereinafter, in this embodiment, mainly as an example of the temperature control of the temperature control unit 61 by the control device 32, the cooling control of the battery 55 will be described.

[0040] In the vehicle air conditioner 1, an optimal air conditioning operation mode can be selected and executed from a plurality of air conditioning operation modes according to the environment in which the vehicle equipped with the vehicle air conditioner 1 travels and the state of the vehicle. For example, by switching and executing each operation mode such as an air conditioning only mode (heating mode, dehumidifying and heating mode, dehumidifying and cooling mode, cooling mode, defrosting mode, etc.), an air conditioning priority + battery cooling mode, a battery cooling priority + air conditioning operation mode, etc. by heat pump operation using the refrigerant circuit R, air conditioning in the vehicle interior and temperature control of the battery 55 can be performed. Details of the operations of the air conditioning unit 60 and the temperature control unit 61 in each operation mode are known, so the description is omitted. The air conditioning only mode is a mode that performs only the air conditioning operation in the vehicle interior and does not perform temperature control (cooling) of the battery 55. The "air conditioning priority + battery cooling" mode is a mode that preferentially performs the air conditioning operation in the vehicle interior while performing temperature control (cooling) of the battery 55. The "battery cooling priority + air conditioning" mode is a mode that preferentially performs temperature control (cooling) of the battery 55 while performing the air conditioning operation in the vehicle interior.

[0041] FIG. 3 is a functional block diagram showing an example of the functions of the control device 32 in the present embodiment. The control device 32 executes a temperature control program stored in the storage unit 323 and controls the temperature control unit 61. More specifically, the control device 32 has a function as a battery temperature controller that performs temperature control of the battery 55. FIG. 3 is a functional block diagram as a battery temperature controller. In this case, the control device 32 has, for example, a state acquisition unit 325, a temperature information management unit 326, an estimation unit 327, an operation condition correction unit 328, and a temperature control execution unit 329.

[0042] The state acquisition unit 325 constantly acquires the state of the vehicle and the outside air temperature at a predetermined cycle. Specifically, the state of the vehicle is, for example, the connection state with the external power supply (whether it is being charged while receiving power from the external power supply), the operation state of the air conditioning unit 60 (operation / stop of the air conditioning), etc. The state acquisition unit 325 acquires the connection state with the external power supply based on information from the vehicle ECU 35, acquires the operation state of the air conditioning unit 60 based on information from the control device 32 as an air conditioning controller, and acquires the outside air temperature as the detection result of the outside air temperature sensor 57.

[0043] The temperature information management unit 326 acquires temperature change information during a predetermined period (temperature change recording period tm) while the battery 55 is being charged (hereinafter referred to as "battery temperature change information"), and stores it in the storage unit 323. The past battery temperature change information stored in the storage unit 323 is also acquired. Here, "while the battery 55 is being charged" refers to the period from the time when charging is started (when charging starts) after the vehicle has stopped operating and is connected to an external power source until charging is completed.

[0044] The battery temperature change information will be described with reference to FIG. 4. FIG. 4 is a conceptual diagram showing temperature control of the battery 55 by the temperature control unit 61, where the vertical axis represents the temperature of the battery 55 and the horizontal axis represents the elapsed time t from the start of charging. Here, as an example, the temperature of the battery 55 is indicated by the temperature Tw of the heat medium that cools the battery 55.

[0045] First, referring to FIG. 4(A), as a basic operation of temperature control (cooling) of the battery 55 by the temperature control unit 61, the control device 32 sets (and stores in the storage unit 323) a temperature management range (hereinafter, "base temperature management range") that serves as a reference for the operating appropriate temperature of the battery 55 (as an initial value) and the battery lower limit temperature TwLL, and executes temperature control so that the temperature Tw of the heat medium that cools the battery 55 falls within the base temperature management range (base temperature lower limit value TwL to base temperature upper limit value TwU) indicated by the dashed line in FIG. 4. The base temperature management range is, for example, the base temperature lower limit value TwL is 20°C and the base temperature upper limit value TwU is 30°C. Also, the battery lower limit temperature TwLL is, for example, 15°C. The battery lower limit temperature TwLL is a lower limit value that is lower than the battery lower limit temperature TwLL and, as an example, it is prohibited for the temperature to be lower than this value in consideration of a decrease in battery performance due to low temperature, etc.

[0046] During the operation of the vehicle, when the heat medium temperature Tw rises due to heat generation of the battery 55 or the like from the state where the auxiliary expansion valve 73 shown in FIG. 1 is closed and exceeds the base temperature upper limit value TwU, the control device 32 opens the auxiliary expansion valve 73. As a result, the refrigerant flows into the refrigerant flow path of the chiller heat exchanger 64 and evaporates, cooling the heat medium flowing through the heat medium flow path of the chiller heat exchanger 64. Thus, the battery 55 is cooled by this cooled heat medium.

[0047] On the other hand, even when the vehicle is stopped (motor power supply is stopped, power is turned off, system is stopped) and connected to an external power supply, heat generation of the battery 55 occurs due to the supply of power from the external power supply. Therefore, temperature control of the battery 55 is also performed during charging. Specifically, even during charging, cooling is performed by the temperature control unit 61 so as not to exceed a predetermined temperature.

[0048] In the present embodiment, as described above, the temperature information management unit 326 acquires, as battery temperature change information, the temperature rise due to heat generation of the battery 55 or the temperature drop due to cooling of the battery 55 during the temperature change recording period tm during charging of the battery 55, and stores it in the storage unit 323. The temperature change recording period tm is, for example, the period from the start of charging (t = 0) until the heat medium temperature Tw reaches the first base temperature lower limit value TwL (or the first base temperature upper limit value TwU) (tm1 shown in FIG. 4). Alternatively, the temperature change recording period tm is the period required for the heat medium temperature Tw to rise from the base temperature lower limit value TwL to the base temperature upper limit value TwU (the period required for the temperature to drop from the base temperature upper limit value TwU to the base temperature lower limit value TwL) during charging of the battery 55. The battery temperature change information is information indicating the change (temperature rise, temperature drop) of the heat medium temperature Tw during the temperature change recording period tm.

[0049] The temperature information management unit 326 of the present embodiment acquires the battery temperature change information during the temperature change recording period tm while the battery 55 is being charged and the air conditioning unit 60 is stopped (during the air conditioning stop (off) period), and stores (accumulates) it in the storage unit 323.

[0050] More specifically, the temperature information management unit 326 of the present embodiment first acquires the outside air temperature at the start of charging (when switching from the non-connected state of the external power supply to the connected state) via the state acquisition unit 325. Then, during the temperature change recording period tm under the outside air temperature, the temperature of the battery 55 (here, the heat medium temperature Tw) is acquired at a predetermined cycle. For example, if the temperature change recording period tm is set as the period (tm1) from the start of charging (t = 0) until the heat medium temperature Tw first reaches the base temperature lower limit value TwL, in the example shown in FIG. 4(A), the temperature decrease (temperature decrease rate) of the heat medium temperature Tw is acquired as the current battery temperature change information.

[0051] The temperature information management unit 326 stores this battery temperature change information in the storage unit 323 together with the outside air temperature at the start of charging as the battery temperature change during the charging of the battery 55 and the stop period of the air conditioner (hereinafter, during the charging and air conditioner stop period). By repeating this, the storage unit 323 stores and accumulates the battery temperature change information during the charging and air conditioner stop period from a certain past time to the present for each outside air temperature (using the outside air temperature as a key).

[0052] When there is (past) battery temperature change information stored in the storage unit 323 with an outside air temperature in an approximate range as a key based on the outside air temperature at the start of charging acquired by the state acquisition unit 325, the temperature information management unit 326 can acquire the information.

[0053] In this example, the case of acquiring the change in the heat medium temperature Tw for cooling the battery 55 detected by the heat medium temperature sensor 76 as the temperature change of the battery 55 is described. However, the temperature change of the battery 55 detected by the battery temperature sensor 77 may be directly acquired. Alternatively, the temperature change of the battery 55 may be estimated from the change in the heat medium temperature Tw detected by the heat medium temperature sensor 76 and acquired.

[0054] Based on the battery temperature change information, the estimation unit 327 estimates the degree of deterioration of the battery 55. Specifically, it estimates how much the current battery 55 has deteriorated and the degree of deterioration (deterioration level) compared to when the vehicle was new or at a certain past time point (e.g., one year ago, three years ago, etc.).

[0055] With reference to FIG. 4(B), an example of the method for estimating the deterioration level of the battery 55 by the estimation unit 327 will be described. FIG. 4(B) is a conceptual diagram showing the temperature control of the battery 55 by the temperature control unit 61 similar to FIG. 4(A), and is a graph showing two pieces of battery temperature change information with different storage (recording) times accumulated in the storage unit 323 by the temperature information management unit 326. The solid line is the battery temperature change information (current battery temperature change information) at the current (latest) time and a certain outside air temperature (e.g., 25°C), and the dashed line is the battery temperature change information (past battery temperature change information) at the same outside air temperature (25°C) in the past (e.g., five years ago). In this example, for instance, the temperature change recording period tm is set as the period (tm1) from the start of charging (t = 0) until the heat medium temperature Tw first reaches the base temperature lower limit value TwL.

[0056] When the temperature control of the battery 55 is being executed, the heat medium temperature Tw fluctuates within the base temperature management range. If the outside air temperature is about the same, it can be judged that the heat medium temperature Tw at that outside air temperature is generally the same. On the other hand, as the deterioration of the battery 55 progresses, due to the increase in the internal resistance of the battery 55, the heat generation amount per unit time increases, and while the temperature increase rate until the heat medium temperature Tw reaches the base temperature upper limit value TwU becomes higher, the temperature decrease rate until the base temperature lower limit value TwL is reached becomes lower. When the temperature change rate (in this example, the temperature decrease rate) of the current battery temperature change information fluctuates (decreases) by a threshold value (e.g., 10%) or more compared to the past battery temperature change information held by the storage unit 323, the estimation unit 327 estimates that the battery 55 is deteriorated. Or when the temperature increase rate of the current battery temperature change information increases by a threshold value (e.g., 10%) or more compared to the past battery temperature change information, the estimation unit 327 estimates that the battery 55 is deteriorated.

[0057] Thus, in the estimation unit 327, when the current battery 55 is degraded to a certain extent (equal to or higher than a certain threshold) based on the past capacity of the battery 55, it is estimated that the battery is "degraded" (the same applies hereinafter).

[0058] Alternatively, as the degradation of the battery 55 progresses, it can be said that the time from when the heat medium temperature Tw reaches the base temperature upper limit value TwU to when it reaches the base temperature lower limit value TwL becomes longer, and the time from when the heat medium temperature Tw reaches the base temperature lower limit value TwL to when it reaches the base temperature upper limit value TwU becomes shorter. Therefore, when the temperature change recording period tm is set as the period (tm2) from the base temperature upper limit value TwU to the base temperature lower limit value TwL, and the temperature change recording period tm2 of the current battery temperature change information is longer than the temperature change recording period tm2 of the past battery temperature change information at the past approximate outside air temperature, or when the temperature change recording period tm is set as the period (tm2) from the base temperature lower limit value TwL to the base temperature upper limit value TwU, and the temperature change recording period tm2 of the current battery temperature change information is shorter than the temperature change recording period tm2 of the past battery temperature change information at the past approximate outside air temperature, it may be estimated that the battery 55 is degraded.

[0059] In the present embodiment, as the period for acquiring the battery temperature change information, it is set as the period included during charging from the external power source of the vehicle and when the air conditioner is stopped. This is because when the air conditioner is operating, the air conditioning load changes according to the outside air temperature and the number of passengers, and when the vehicle is running or after charging is completed, the state change of the battery 55 becomes frequent according to various controls. Therefore, within the period of charging the vehicle and when the air conditioner is stopped, it is possible to acquire relatively stable (with little variation due to the operation of other devices) temperature information of the battery 55 corresponding to the outside air temperature. By doing so, even when the vehicle ECU 35 cannot acquire information regarding the degradation of the battery 55, the control device 32 of the thermal management system 100 can determine the degradation state of the battery 55 and perform temperature control of the battery 55. Furthermore, the determination error of the degradation state of the battery 55 can be reduced. As a result, the progress of the degradation of the battery 55 can be suppressed.

[0060] In FIG. 4, for example, when charging after returning home or when the air conditioner is stopped during charging and the heat medium temperature Tw is within the base temperature control range at the start of charging (t = 0). However, since the timing of starting charging is arbitrary (for example, charging before getting in the car, charging at a charging stand at a destination, etc.), there may be a situation where the temperature is outside the base temperature control range at the start of charging. Even in such a case, the method for estimating the deterioration level of the battery 55 is the same as described above.

[0061] Also, in FIG. 4, as an example, control is performed to start cooling the battery 55 during charging and when the air conditioner is stopped, that is, when there is an instruction to cool the battery 55 by the control device 32, an example is shown where the heat medium temperature Tw decreases from the start of charging. However, it is not limited to this, and a configuration may be adopted in which cooling of the battery 55 is not started at the start of charging and self-heating of the battery 55 is allowed. In this case, the start time of cooling the battery 55 is controlled by, for example, the presence or absence of setting of a cooling start flag. For example, at the start of charging (t = 0), if the heat medium temperature Tw is below the base temperature upper limit value TwU and there is no setting of the cooling start flag, the heat medium temperature Tw will rise with the passage of time from the start of charging, and the temperature change shown in FIG. 4 will be reversed up and down. Also, at the start of charging (t = 0), if the heat medium temperature Tw is below the base temperature upper limit value TwU and there is a setting of the cooling start flag, the temperature change will be the same as in FIG. 4.

[0062] Based on the estimation result of the estimator 327, the operation condition correction unit 328 specifically corrects the operation conditions of the temperature control unit 61 when it is estimated that the battery 55 is deteriorated to a considerable extent (above a certain threshold). The operation conditions of the temperature control unit 61 are, for example, the base temperature control range or the start time of cooling the battery 55. When the heat generation amount per unit time increases due to the deterioration of the battery 55, the temperature increase rate increases, and even if temperature control is performed, the heat medium temperature Tw may exceed the base temperature upper limit value TwU.

[0063] Specifically, the correction of the operating conditions will be described with reference to FIG. 5. FIG. 5 is a conceptual diagram showing an example of the operating conditions (base temperature management range) of the temperature control unit 61 and the air conditioning operation. The vertical axis represents the temperature of the battery 55 (heat medium temperature Tw), and the horizontal axis represents the elapsed time t from the start of charging.

[0064] In the temperature control when the estimation unit 327 determines that there is no (relatively low) deterioration of the battery 55, the base temperature management range of the battery 55 is set as an initial value (reference value), for example, the base temperature lower limit value TwL (for example, 20°C) to the base temperature upper limit value TwU (for example, 30°C) shown by a broken line. In this case, the control device 32 sets a cooling start flag to start cooling the battery 55 after the temperature of the battery 55 (here, the heat medium temperature Tw) rises to 30°C, the base temperature upper limit value TwU. Even under such conditions, when there is no deterioration of the battery 55, the cooling of the battery 55 can be actually started before exceeding 30°C. On the other hand, when it is determined by the estimation unit 327 that the battery 55 is deteriorated, if the cooling start flag of the battery 55 is set after the temperature rises to 30°C, the base temperature upper limit value TwU, it is assumed that the temperature will exceed 30°C before the cooling of the battery 55 actually starts. Then, the base temperature management range will be exceeded many times during the use of the battery 55, and there is a risk of accelerating the deterioration of the battery 55.

[0065] In such a case, the operation condition correction unit 328 lowers the temperature threshold (cooling start target temperature) for starting the cooling of the battery 55, that is, the base temperature upper limit value TwU of the base temperature management range, lower than the current value, for example, corrects it to 29°C. As a result, the base temperature management range becomes the base temperature lower limit value TwL to the base temperature upper limit value TwU´, and it becomes narrower than the case where it is estimated that the battery 55 is not deteriorated. The amount of correction by the operation condition correction unit 328 for one time is set to an arbitrary predetermined value, for example, -1°C according to the estimated level of deterioration.

[0066] After the driving conditions are corrected by the driving condition correction unit 328, during charging and at the start of the vehicle (for example, during driving, which refers to the state when motor energization is started, the power is turned on, the system is started, etc., and the same applies hereinafter), the temperature control of the battery 55 is executed under the corrected driving conditions.

[0067] Alternatively, when it is estimated that the battery 55 is deteriorated, the driving condition correction unit 328 corrects the timing of setting the battery 55 cooling start flag, that is, the battery 55 cooling start timing, to be earlier than the current setting timing.

[0068] By doing so, even at the time of maximum heat generation when using the presumably deteriorated battery 55, the temperature of the battery 55 can be surely kept within the base temperature management range, or the temperature rise of the battery 55 can be moderated, so that the progress of deterioration of the battery 55 can be suppressed.

[0069] The temperature control execution unit 329 executes temperature control based on the set operating conditions of the temperature control unit 61. Specifically, when the operating conditions are corrected by the driving condition correction unit 328, the temperature control execution unit 329 notifies the corrected operating conditions to the vehicle ECU 35, and when there is permission for correction by the vehicle ECU 35, it executes temperature control under the corrected operating conditions. When there is no correction of the operating conditions and when there is no permission for correction by the vehicle ECU 35, it executes temperature control under the current (pre-correction) operating conditions.

[0070] Furthermore, the temperature control execution unit 329 performs air conditioning operation mode switching control to switch between the air conditioning single mode, the "air conditioning priority + battery cooling" mode, and the "battery cooling priority + air conditioning" mode during the air conditioning operation while the vehicle is starting. In particular, when it is estimated by the estimation unit 327 that the battery 55 is deteriorated, it is possible to switch the priority between temperature control and air conditioning.

[0071] Continuing to refer to FIG. 5, an example of air-conditioning operation mode switching control will be described. FIG. 5(A) is a conceptual diagram showing an example of air-conditioning operation mode switching control when the estimation unit 327 estimates that the battery 55 has no degradation, or when the battery 55 is estimated to have degradation but the degree is relatively low. FIG. 5(B) is a conceptual diagram showing an example of air-conditioning operation mode switching control when the estimation unit 327 estimates that the battery 55 has degradation and the degree is large. In both cases, the vertical axis represents the heat medium temperature Tw and the horizontal axis represents the time t. Also, in FIG. 5, it is assumed that the operation condition correction unit 328 corrects the base temperature management range and permission for correction by the vehicle ECU 35 is obtained. That is, the upper limit value of the base temperature management range shown in FIG. 5 is lowered from the base temperature upper limit value TwU before correction to the base temperature upper limit value TwU' after correction.

[0072] Referring to FIG. 5(A), for example, a case where the battery 55 is estimated to have degradation but the degree of degradation is (actually) relatively low will be described. In this case, from the start of the air-conditioning operation until time t1, the temperature control execution unit 329 performs air-conditioning operation in the air-conditioning only mode. Then, when the temperature of the battery 55 (here, the heat medium temperature Tw) reaches the base temperature upper limit value TwU' at time t1, the temperature control execution unit 329 switches from the air-conditioning only mode to the "air-conditioning priority + battery cooling" mode. When the degree of degradation of the battery 55 is relatively small, sufficient cooling of the battery 55 is possible even in the air-conditioning operation in the "air-conditioning priority + battery cooling" mode, and the heat medium temperature Tw can be kept within the base temperature management range. When it is estimated that the battery 55 has no degradation, the operation is the same except that the base temperature management range is the range before correction (the upper limit value is the base temperature upper limit value TwU).

[0073] On the other hand, when the degree of deterioration of the battery 55 has further advanced (when the degree of deterioration of the battery 55 is large), in the air-conditioning operation in the "air-conditioning priority + battery cooling" mode, since the ability of the battery 55 is used for air-conditioning, even if the battery 55 is cooled, the temperature drop becomes slow. Therefore, after correcting the base temperature management range (correcting from the base temperature upper limit value TwU to the corrected base temperature upper limit value TwU'), when the temperature drop rate further falls below a certain standard, the mode is switched from the "air-conditioning priority + battery cooling" mode to the "battery cooling priority + air-conditioning" mode.

[0074] Specifically, as shown in FIG. 5(B), from the start of the air-conditioning operation to time t2, the temperature control execution unit 329 performs air-conditioning operation in the air-conditioning only mode. When the temperature of the battery 55 (here, the heat medium temperature Tw) reaches the base temperature upper limit value TwU' at time t2, the temperature control execution unit 329 switches from the air-conditioning only mode to the "air-conditioning priority + battery cooling" mode. Thereafter, if the heat medium temperature Tw does not drop to the threshold temperature Twth by time t3 after a predetermined period has elapsed since the base temperature upper limit value TwU' was reached, the temperature control execution unit 329 switches from the "air-conditioning priority + battery cooling" mode to the "battery cooling priority + air-conditioning" mode at that time (time t3).

[0075] In this way, when the deterioration level of the battery 55 is relatively low, the cooling capacity of the refrigerant circuit R is set to the "air-conditioning priority + battery cooling" mode, and when the deterioration level of the battery 55 becomes relatively large, it is switched to "battery cooling priority + air-conditioning", thereby suppressing the progress of deterioration of the battery 55, suppressing a decrease in the cruising range due to the temperature of the battery 55 in use not being able to be maintained within an appropriate range, and extending the life of the battery 55.

[0076] In the example of FIG. 5, the case where the base temperature management range (base temperature upper limit value TwU) is corrected, that is, the case where the correction is permitted by the vehicle ECU 35, is illustrated. However, the above-described air-conditioning operation mode switching control is applicable even when the correction of the base temperature management range (base temperature upper limit value TwU) is not permitted by the vehicle ECU.

[0077] <Temperature control process> Next, an example of the temperature control process in the thermal management system 100 of the present embodiment will be described. FIGS. 6 and 7 are flowcharts showing an example of the flow of the temperature control process. The control device 32 executes a temperature control program stored in the storage unit 323 to perform the temperature control process. The flowcharts shown in FIGS. 6 and 7 show the flow when mainly performing the battery cooling process as the temperature control process. Also, the temperature control process shown in FIGS. 6 and 7 is constantly executed at a predetermined cycle regardless of whether the vehicle is starting, stopping, or charging.

[0078] First, in step S01, the state acquisition unit 325 acquires the state of the vehicle. The state acquisition unit 325 constantly acquires the state of the vehicle at a predetermined cycle independently of the temperature control process. Examples of the vehicle state include, based on the information of the vehicle ECU 35, the connection state between the vehicle and the external power source (charging start (external power source connection start), charging in progress, charging completed (external power source disconnected)), the starting state of the vehicle, the running state, etc. Also, based on the information of the air conditioning controller of the control device 32, it is acquired whether the air conditioning unit 60 is operating or stopped. Further, the outside air temperature is acquired as the detection result of the outside air temperature sensor 57, and the heat medium temperature Tw is acquired as the detection result of the heat medium temperature sensor 76.

[0079] In the subsequent step S03, it is determined whether charging has started, that is, whether there has been a change from the state of being disconnected from the external power source (before charging start) to the state of being connected to the external power source (charging start). In the case of charging start, the latest outside air temperature (outside air temperature at charging start) acquired by the state acquisition unit 325 is stored in a predetermined area of the storage unit 323, and the process proceeds to step S05. If charging has not started in step S03 (in the case of charging in progress except at the charging start time, the case of charging completed (external power source disconnected), the case of running, etc.), the process proceeds to step S19. In step S19, the temperature control execution unit 329 executes temperature control, which will be described later.

[0080] In step S05, it is determined whether the operating state of the air conditioning unit 60 is stopped. If it is stopped, the process proceeds to step S07. If it is in operation, the process proceeds to step S19. In step S07, after charging starts, it is determined whether the temperature change recording period tm has elapsed. If the temperature change recording period tm has not elapsed, the process proceeds to step S09. If the temperature change recording period tm has elapsed, the process proceeds to step S11.

[0081] In step S09, the temperature information management unit 326 stores the latest temperature (heat medium temperature Tw) of the battery 55 acquired by the state acquisition unit 325 in a predetermined area of the storage unit 323. Here, the temperature change recording period tm is, for example, the period from the start of charging to the latest base temperature lower limit value TwL (see FIG. 4(B)).

[0082] Repeating steps S07 to S09, the temperature information management unit 326 associates the plurality of heat medium temperatures Tw acquired during the temperature change recording period tm with the outside air temperature at the start of charging (using the outside air temperature at the start of charging as a key) and stores them in a predetermined area of the storage unit 323 as the current battery temperature change information.

[0083] In step S11, it is determined whether past battery temperature change information including an outside air temperature (a±x℃) approximating the outside air temperature a℃ included in the current battery temperature change information stored in the storage unit 323 is stored in the storage unit 323. If it is stored, the temperature information management unit 326 acquires the past battery temperature change information and the process proceeds to step S13. If the past battery temperature change information is not stored in the storage unit 323, the process proceeds to step S17, the current battery temperature change information is stored in a predetermined area of the storage unit 323, and the process returns to step S01.

[0084] In step S13 which proceeds when there is past battery temperature change information, the degree of deterioration of battery 55 is determined. That is, the estimation unit 327 compares the past battery temperature change information including the outside air temperature (a °C) approximated to the outside air temperature (a ± x °C) included in the current battery temperature change information, and estimates the degree of deterioration of battery 55. For example, as shown in FIG. 4(B), the estimation unit 327 compares the past battery temperature change information with the current battery temperature change information. For example, when the temperature decrease rate of the current battery temperature change information is smaller than the temperature decrease rate of the past battery temperature change information (for example, when it has decreased by a threshold value (for example, 10%) or more), it is estimated that battery 55 is deteriorated, and the process proceeds to step S15. Otherwise, it is estimated that battery 55 is not deteriorated, and the process returns to step S01.

[0085] In step S15, the operation condition correction unit 328 corrects the operation conditions for the temperature control unit 61, and returns to step S01. Specifically, the correction of the operation conditions is a correction for narrowing the base temperature management range (lowering the base temperature upper limit value TwU), or a correction for advancing the cooling start timing.

[0086] FIG. 7 is a flowchart showing an example of the flow of the temperature control execution process in step S19 of the temperature control process shown in FIG. 6. The temperature control execution process is executed during charging other than at the start of charging, after charging is completed (when the external power supply is not connected), when the vehicle is starting, and when the vehicle is running.

[0087] In step S21, it is determined whether there is a correction of the operation conditions for the temperature control unit 61 by the operation condition correction unit 328. If there is a correction of the operation conditions, the process proceeds to step S23. If there is no correction of the operation conditions, the process proceeds to step S33. In step S33, the temperature control execution unit 329 executes battery cooling control according to normal (initial setting) operation conditions (previous operation conditions in which the operation conditions for the temperature control unit 61 have not been corrected). The normal battery cooling control is the same as the basic operation of the temperature control (cooling) control of battery 55 by the temperature control unit 61 described with reference to FIG. 4(A), so the description is omitted.

[0088] In step S23, the driving condition correction unit 328 notifies the vehicle ECU 35 to correct the driving conditions, and then proceeds to step S25. In step S25, it is determined whether there is permission from the vehicle ECU 35 to correct the driving conditions. If there is permission to correct the driving conditions, the process proceeds to step S27; if there is no permission to correct the driving conditions, the process proceeds to step S33.

[0089] In step S27, the temperature control execution unit 329 performs battery cooling control according to the corrected driving conditions. The battery cooling control according to the corrected driving conditions is the same as the normal battery cooling control except that the base temperature management range is narrowed in this example, so the description is omitted.

[0090] Furthermore, in step S29, the temperature control execution unit 329 determines whether it is necessary to switch the air-conditioning operation mode. If it is necessary to switch the air-conditioning operation mode, the process proceeds to step S31; otherwise, the process returns to step S01. The determination of the air-conditioning operation mode switching in step S29 is, for example, in the case where the air-conditioning is operated by switching between the air-conditioning only mode and the "air-conditioning priority + battery cooling" mode during the start of the vehicle (e.g., during driving), and it is a determination for further switching from the "air-conditioning priority + battery cooling" mode to the "battery cooling priority + air-conditioning" mode according to the degree of deterioration of the battery 55. Specifically, in step S31, it is determined whether the degree of deterioration of the battery 55 is large and the temperature decrease rate is below a certain criterion (e.g., whether it drops to a predetermined heat medium temperature Tw within a predetermined time) (see Fig. 5(B)). If the temperature decrease rate is below a certain criterion, the mode is switched from the "air-conditioning priority + battery cooling" mode to the "battery cooling priority + air-conditioning" mode.

[0091] It should be noted that a configuration may also be adopted in which the determination of the air-conditioning operation mode switching in steps S29 and S31 and the air-conditioning operation mode switching control are not executed.

[0092] As described above, in the present embodiment, the degree of deterioration of the battery 55 is estimated using information on the battery 55 acquired during charging (while being supplied with power from an external power source). When the vehicle starts, there are requests from other in-vehicle devices such as the device of the air conditioner 60, which increases the variation in the measurement data (internal resistance, heat generation amount, heat medium temperature Tw, etc.) indicating the performance of the battery 55. Based on these, even if the deterioration state (deterioration level) of the battery 55 is estimated, there is a problem that the estimation accuracy is not good. According to the present embodiment, the variation in the measurement data (for example, the heat medium temperature Tw) indicating the performance of the battery 55 due to requests from other in-vehicle devices such as the device of the air conditioner 60 can be suppressed, so that the estimation accuracy of the estimation of the deterioration state of the battery 55 can be improved. As a result, the temperature control of the battery 55 can be performed more accurately according to the deterioration state of the battery 55, and the progress of the deterioration of the battery 55 can be effectively suppressed.

[0093] Also, in order to estimate the degree of deterioration of the battery 55 using the temperature information of the battery 55 acquired while the battery 55 is being charged and the air conditioner 60 is stopped, the operating state of the device of the air conditioner 60 can be made uniform to a certain extent, and the variation in the measurement data indicating the performance of the battery 55 can be further suppressed.

[0094] In particular, in order to estimate the degree of deterioration of the battery 55 using the temperature information of the battery 55 detected when the battery 55 is being charged and the air conditioner 60 is in an operation stop state, the variation in the measurement data indicating the performance of the battery 55 due to the request from the device of the air conditioner 60 can be further suppressed, and the estimation accuracy of the deterioration state (deterioration level) of the battery 55 can be further improved.

[0095] Also, in order to estimate the deterioration state of the battery 55 by comparing the temperature change information regarding the battery 55 (current battery temperature change information) during a predetermined period under the current outside air temperature at the start of charging with the temperature change information regarding the battery 55 (past battery temperature change information) during a past predetermined period under an outside air temperature approximated to the current outside air temperature, the estimation accuracy of the deterioration state (deterioration level) of the battery 55 can be further improved.

[0096] Further, when the control device 32 estimates that the battery 55 is deteriorated by the estimation unit 327, in order to perform correction to lower the cooling target temperature of the battery 55 or to advance the cooling start timing, even when the heat generation amount increases due to the deterioration of the battery 55, the temperature of the battery 55 can be surely kept within the base temperature management range, or the temperature rise of the battery 55 can be moderated. As a result, the progress of the deterioration of the battery 55 can be suppressed.

[0097] Further, when the control device 32 estimates that the battery 55 is deteriorated by the estimation unit 327, in order to switch the priority between temperature adjustment and air conditioning during the start of the vehicle (during system operation) according to the degree of deterioration, the temperature control of the battery 55 can be achieved without significantly impairing the comfort of the vehicle occupants.

[0098] <Modification Example> In the above embodiment, the degree of deterioration of the battery 55 is estimated by comparing the current battery temperature change information during charging and when the air conditioner is stopped with the past battery temperature change information at a similar outside air temperature. However, it is not limited to this. For example, vehicle information (such as motor load and air conditioning load) and battery temperature change information during a predetermined period when the ignition is on may be monitored, the operating conditions for the temperature control unit 61 may be corrected according to the vehicle information, and temperature control (cooling) of the battery 55 may be performed. Also, the battery temperature change information during a predetermined period during vehicle idling may be monitored, the operating conditions for the temperature control unit 61 may be appropriately corrected, and temperature control (cooling) of the battery 55 may be performed.

[0099] In addition, when the external power supply is for rapid charging, a large amount of current flows in a particularly short period of time. Therefore, even when the deterioration of the battery 55 is small, the rate of increase in the temperature of the battery 55 (the temperature of the heat medium Tw) becomes large. In the above-described embodiment, the operation condition correction unit 328 performs correction to narrow the base temperature control range (lower the base temperature upper limit value TwU). As a result, however, in the case of rapid charging, the risk of exceeding the base temperature upper limit value TwU increases. Therefore, based on the map information and the current location information of the vehicle navigation system, the operation conditions for the temperature control unit 61 may be corrected so as to advance the cooling start timing in the vicinity of the charging spot.

[0100] Further, for example, at a point where the motor load increases due to a change in the driving situation such as going uphill or on a highway, or at a point where the discharge increases, the rate of increase in the battery temperature change information tends to become steep. In order to suppress deterioration due to the temperature rise of the battery 55 at such a point, based on the map information and the current location information of the navigation system, the operation conditions for the temperature control unit 61 may be corrected so as to narrow the base temperature control range in the vicinity of the uphill or highway entrance.

[0101] Note that the vehicle is not limited to an electric vehicle, and the present invention is also effective for a so-called hybrid vehicle that uses an engine and a driving motor and can be charged from an external power supply (such as a rapid charger) to the battery 55.

[0102] Further, the heat management system 100 is not limited to the above example, and other circuit (device) configurations may be applicable as long as they include a temperature control unit 61 capable of cooling the battery 55.

[0103] As described above, the heat management system 100 of the present invention is not limited to the above-described embodiment, and it goes without saying that various changes can be made without departing from the gist of the present invention.

Explanation of Reference Numerals

[0104] 1 Vehicle air conditioner 2 Compressor (electric compressor) 3 Air flow path 4 Condenser 6 Outdoor expansion valve 7 Outdoor heat exchanger (radiator) 8 Indoor expansion valve 9 Evaporator 10 HVAC system 12 Accumulator 13A~13H Refrigerant piping 18 Check valve 20 Check valve 21 Solenoid valve 22 Solenoid valve 23 Auxiliary heater 25 Suction port 26 Suction switching damper 27 Indoor blower (blower fan) 28 Air mix damper 29 Outlet 31 Outlet switching damper 32 Control device 35 Vehicle ECU 53 Air conditioning operation unit 55 In-vehicle battery (battery) 57 Outside air temperature sensor 60 Air conditioning unit (air conditioning circuit) 61 Temperature control unit (equipment temperature adjustment circuit) 64 Chiller heat exchanger 65 Motor unit 66 Heat medium heater 67 - Heat medium heat exchanger 68A Heat medium piping 68B Heat medium piping 68C Heat medium piping 72 Branch piping 73 Auxiliary expansion valve 74 Refrigerant piping 76 Heat medium temperature sensor 77 Battery temperature sensor 81 Three-way valve 82 Check valve 85 Heat storage tank 100 Thermal management system 321 CPU 322 Memory 323 Storage unit 324 Communication control unit 325 State acquisition unit 326 Temperature information management unit 327 Estimation unit 328 Operating condition correction unit 329 Temperature control execution unit R Refrigerant circuit Tw Heat medium temperature TwL Base temperature lower limit value TwU Base temperature upper limit value TwLL Battery lower temperature Twth Threshold temperature a Outside air temperature t Time t1 Time t2 Time tm Temperature change recording period

Claims

1. An in-vehicle battery, a temperature control unit that controls the temperature of the in-vehicle battery, and a control device, a thermal management system comprising: wherein the control device has a storage unit that stores information during charging of the in-vehicle battery, and an estimation unit that estimates the degree of deterioration of the in-vehicle battery based on the information, and corrects the operating conditions of the temperature control unit based on the estimation result of the estimation unit, a thermal management system characterized by the above.

2. having an air conditioner that performs air conditioning in the vehicle interior, wherein the information includes temperature information regarding the in-vehicle battery when the in-vehicle battery is being charged from an external power source and the air conditioner is in a stopped state, a thermal management system according to claim 1, characterized by the above.

3. the information is information including the outside air temperature during charging and temperature change information regarding the in-vehicle battery over a predetermined period, wherein the estimation unit compares the current information with the past information stored in the storage unit and estimates the deterioration state of the in-vehicle battery, a thermal management system according to claim 2, characterized by the above.

4. when the control device estimates that the in-vehicle battery is deteriorated by the estimation unit, the control device reduces the cooling target temperature of the in-vehicle battery by the temperature control unit, a thermal management system according to claim 1, characterized by the above.

5. when the control device estimates that the in-vehicle battery is deteriorated by the estimation unit, the control device narrows the temperature management range of the in-vehicle battery by the temperature control unit, a thermal management system according to claim 1, characterized by the above.

6. when the control device estimates that the in-vehicle battery is deteriorated by the estimation unit, the control device corrects the cooling start timing of the in-vehicle battery by the temperature control unit, a thermal management system according to claim 1, characterized by the above.

7. when the control device estimates that the in-vehicle battery is deteriorated by the estimation unit, the control device switches the priority between the temperature control and the air conditioning during vehicle startup, a thermal management system according to claim 2, characterized by the above.

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