Temperature control system

Abstract

To provide a temperature control system capable of suppressing deterioration in the temperature control performance of a power storage device and reduction in a cruisable distance of a vehicle.SOLUTION: A temperature control system 10 includes a drive device temperature control circuit 20, a battery temperature control circuit 30, a valve mechanism 40, and a control device 50. The control device 50 selects one of a first mode in which the drive device temperature control circuit 20 and the battery temperature control circuit 30 are not in communication with each other and a refrigerant does not circulate through a radiator 28 in the drive device temperature control circuit 20, a second mode in which the drive device temperature control circuit 20 and the battery temperature control circuit 30 are not in communication with each other and the refrigerant circulates through the radiator 28 in the drive device temperature control circuit 20, a third mode in which the drive device temperature control circuit 20 and the battery temperature control circuit 30 are in communication with each other and the refrigerant does not circulate through the radiator 28, and a fourth mode in which the drive device temperature control circuit 20 and the battery temperature control circuit 30 are in communication with each other and the refrigerant circulates through the radiator 28, on the basis of the state of the vehicle 1.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to a temperature control system mounted on a vehicle.

Background Art

[0002] In recent years, in order to enable more people to access affordable, reliable, sustainable, and advanced energy, research and development have been conducted on improving fuel efficiency, which contributes to energy efficiency.

[0003] Patent Document 1 discloses a vehicle thermal management system that realizes both cooling of a high-voltage battery and cabin heating while minimizing energy waste. In the thermal management system of Patent Document 1, a cooling circuit through which a refrigerant for cooling the battery flows and a cooling circuit through which a refrigerant for cooling electrical components such as a motor and an inverter flow are provided separately, and the refrigerants flowing through these circuits are configured to be able to exchange heat with each other in a heat exchanger.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] While it is necessary to appropriately control the temperature of the battery so that the input / output of the battery is not restricted, if the power consumption required for temperature control of the battery is large, it will lead to a decrease in the cruising range of the vehicle. There was room for improvement in achieving both the temperature control performance of the battery and the cruising range of the vehicle.

[0006] The present invention provides a temperature control system capable of suppressing a decrease in the temperature control performance of a power storage device and the cruising range of a vehicle. And, by extension, it contributes to energy efficiency.

Means for Solving the Problem

[0007] The present invention is a temperature control system mounted on a vehicle, comprising a first refrigerant circuit provided with a first heat exchanger through which a refrigerant flows to adjust the temperature of a heat generating device of the vehicle, a second refrigerant circuit provided with a second heat exchanger through which the refrigerant flows to adjust the temperature of a power storage device of the vehicle, a valve mechanism provided between the first refrigerant circuit and the second refrigerant circuit, and a control device for controlling the valve mechanism, wherein the first refrigerant circuit has a flow path through which the refrigerant flows around the first heat exchanger and a flow path through which the refrigerant flows through the first heat exchanger, and the control device selects one of the following modes based on the state of the vehicle: a first mode in which the first refrigerant circuit and the second refrigerant circuit are not in communication and the refrigerant does not flow through the first heat exchanger in the first refrigerant circuit; a second mode in which the first refrigerant circuit and the second refrigerant circuit are not in communication and the refrigerant flows through the first heat exchanger in the first refrigerant circuit; a third mode in which the first refrigerant circuit and the second refrigerant circuit are in communication via the valve mechanism and the refrigerant does not flow through the first heat exchanger in the first refrigerant circuit; a fourth mode in which the first refrigerant circuit and the second refrigerant circuit are in communication via the valve mechanism and the refrigerant flows through the first heat exchanger in the first refrigerant circuit.

Advantages of the Invention

[0008] According to the present invention, it is possible to suppress a decrease in the temperature control performance of the power storage device and the cruising range of the vehicle.

Brief Description of the Drawings

[0009]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Figure 11

Embodiments for Carrying Out the Invention

[0010] Hereinafter, a temperature control system according to an embodiment of the present invention will be described with reference to the accompanying drawings.

[0011] FIG. 1 is a diagram showing the configuration of a vehicle 1 on which a temperature control system according to an embodiment of the present invention is mounted. The vehicle 1 is an electric vehicle that can be charged from an external power source such as an electric vehicle or a plug-in hybrid vehicle, and includes a drive device 2, drive wheels 3, a DC / DC converter 4, a battery 5, and a charger 6.

[0012] The drive device 2 has, for example, a three-phase AC motor 2a and an inverter 2b, and is driven by the power from the battery 5 so that the output of the motor 2a is transmitted to the drive wheels 3. Further, the motor 2a generates electricity using the kinetic energy of the vehicle 1 when the vehicle 1 decelerates. The inverter 2b converts the DC power supplied from the DC / DC converter 4 into AC power and outputs it to the motor 2a, and also converts the AC power generated by the motor 2a into DC power and outputs it to the DC / DC converter 4.

[0013] The DC / DC converter 4 boosts the power supplied from the battery 5 and outputs it to the inverter 2b, and also steps down the power supplied from the inverter 2b and outputs it to the battery 5.

[0014] The battery 5 is a rechargeable secondary battery. The battery 5 supplies power to at least one of the drive system, air conditioning system, and electrical system of the vehicle 1, and is charged by the power introduced from a charging facility 100 (external power source) installed outside the vehicle 1. The charging facility 100 is classified into a high-output rapid charger using a DC power source and a normal charger using an AC power source with a lower output than the rapid charger, and the battery 5 is compatible with both charging by the rapid charger and charging by the normal charger. The battery 5 mainly supplies power to the motor 2a. Further, the battery 5 also supplies power to an electric compressor of a refrigeration cycle and an electric fan 28f of a radiator 28, which will be described later.

[0015] The battery 5 is preferably a high-temperature resistant all-solid-state battery. The all-solid-state battery is configured by filling a solid electrolyte between a positive electrode and a negative electrode, and performs charge and discharge, for example, by the transfer of lithium ions between the positive electrode and the negative electrode. The solid electrolyte is not particularly limited as long as it has lithium ion conductivity and insulation, and materials generally used for all-solid-state lithium ion batteries can be used. The all-solid-state battery has a wider operating temperature range than liquid-based batteries, especially a higher upper limit temperature compared to liquid-based batteries. Therefore, the cooling start temperature of the battery 5 can be set higher than a general outside air temperature (for example, 25°C), and can be set, for example, between 40°C and 60°C.

[0016] The charger 6 converts the current introduced from the charging facility 100 via the charging port 7, for example, alternating current during normal charging, into direct current. The charger 6 outputs the converted direct current to the battery 5.

[0017] The drive device 2, the DC / DC converter 4, and the charger 6 are heat-generating devices that generate heat during operation, and are appropriately cooled by a refrigerant (for example, water or coolant liquid) flowing through the refrigerant circuit. Hereinafter, the drive device 2, the DC / DC converter 4, and the charger 6 are also collectively referred to as the heat-generating device H. Further, the battery 5 also generates heat during charging and discharging, and is appropriately cooled by the refrigerant flowing through the refrigerant circuit.

[0018] FIG. 2 is a refrigerant circuit diagram of the temperature control system 10 according to an embodiment of the present invention. The temperature control system 10 includes a drive device temperature control circuit 20 in which a refrigerant circulates to adjust the temperature of the heat-generating device H such as the drive device 2, a battery temperature control circuit 30 in which a refrigerant circulates to adjust the temperature of the battery 5 (hereinafter also referred to as the battery temperature), a valve mechanism 40 provided between the drive device temperature control circuit 20 and the battery temperature control circuit 30, a control device 50 that manages the temperatures of the battery 5 and the heat-generating device H, and a state detection unit 60 that detects the state of the vehicle 1, the outside air temperature, and the like.

[0019] In the drive device temperature control circuit 20, a reserve tank 26 in which a refrigerant is stored, an electric pump 27 that circulates the refrigerant, the charger 6, the DC / DC converter 4, the drive device 2, and a radiator 28 are arranged. The charger 6, the DC / DC converter 4, and the drive device 2, which are the heat-generating device H, are arranged on the downstream side of the electric pump 27. The radiator 28 is provided behind a front grille (not shown) of the vehicle 1 and exchanges heat between the refrigerant and the outside air. The radiator 28 is arranged on the downstream side of the heat-generating device H. Further, an electric fan 28f is provided behind the radiator 28 to promote the heat dissipation of the refrigerant flowing through the radiator 28. Further, an active grille shutter 29 is provided in the front grille and is configured to be openable and closable according to an instruction from the control device 50.

[0020] The drive device temperature control circuit 20 has a first flow path 21, a second flow path 22, and a third flow path 23. The first flow path 21 has an inlet 21i communicating with the valve mechanism 40, and a reserve tank 26, an electric pump 27, and a heating device H are arranged in the first flow path 21. The second flow path 22 has an inlet communicating with the first flow path 21 and an outlet 22о communicating with the valve mechanism 40, and the refrigerant circulates bypassing the radiator 28. The third flow path 23 has an inlet communicating with the first flow path 21 and an outlet 23о communicating with the valve mechanism 40, and the refrigerant circulates via the radiator 28. The first flow path 21, the second flow path 22, and the third flow path 23 are connected to the valve mechanism 40 at different positions.

[0021] In the battery temperature control circuit 30, a chiller 36, an electric pump 37 for circulating the refrigerant, a battery 5, and a liquid heater 38 capable of heating the refrigerant are arranged in this order. That is, the chiller 36 is arranged on the upstream side of the battery 5, and the liquid heater 38 is arranged on the downstream side of the battery 5.

[0022] The chiller 36 is configured to be heat-exchangeable between the refrigerant flowing through the battery temperature control circuit 30 and the refrigerant for air conditioning flowing through a refrigeration cycle of an HVAC (Heating, Ventilation, and Air Conditioning) not shown. When cooling the refrigerant flowing through the battery temperature control circuit 30 via the chiller 36, even if heating or cooling is not performed, the electric compressor in the refrigeration cycle is operated to circulate the low-temperature refrigerant for air conditioning through the chiller 36.

[0023] The battery temperature control circuit 30 has a fourth flow path 34 with an inlet 34i and an outlet 34о communicating with the valve mechanism 40, and the refrigerant flows into the battery 5 via the chiller 36. In the fourth flow path 34, the chiller 36, the electric pump 37, the battery 5, and the liquid heater 38 are arranged in series. The inlet 34i and the outlet 34о of the fourth flow path 34 are connected to the valve mechanism 40 at different positions.

[0024] The valve mechanism 40 has five ports 41 to 45. Port 41 is connected to the outlet 23o of the third flow path 23. Port 42 is connected to the outlet 22o of the second flow path 22. Port 43 is connected to the inlet 21i of the first flow path 21. Port 44 is connected to the outlet 34o of the fourth flow path 34. Port 45 is connected to the inlet 34i of the fourth flow path 34. The ports 41 to 45 are configured to be selectively communicable with each other via, for example, internal passages provided in the valve mechanism 40.

[0025] Figure 3 is a block diagram of the control system of the temperature control system 10. The control device 50 controls the valve mechanism 40 to manage the temperatures of the battery 5 and the heat generating device H by changing the flow of the refrigerant flowing through the drive device temperature control circuit 20, the battery temperature control circuit 30, and the valve mechanism 40. Further, the control device 50 also performs on / off control of the liquid heater 38, the electric compressor of the refrigeration cycle, and the like. The control device 50 is realized by an ECU (Electronic Control Unit) including a processor, a memory, an interface, and the like.

[0026] The control device 50 controls the valve mechanism 40 based on the state of the vehicle 1 detected by the state detection unit 60 and the outside air temperature.

[0027] The state detection unit 60 includes a battery temperature sensor 61 that detects the battery temperature, a battery remaining amount sensor 62 that detects the remaining amount (State Of Charge: hereinafter also referred to as SOC) of the battery 5, a charging state detection sensor 63 that detects whether the vehicle 1 is connected to the charging facility 100 and is in a charging state, and an outside air temperature sensor 64. The battery remaining amount sensor 62 is constituted by, for example, a current sensor, a voltage sensor, etc. of the battery 5. The charging state detection sensor 63 detects, for example, whether a connector on the charging facility 100 side is connected to the charging port 7. Further, when it is detected that the vehicle 1 is charging, the charging state detection sensor 63 also detects whether it is in normal charging or rapid charging. The state detection unit 60 transmits the obtained detection values to the control device 50.

[0028] As shown in FIGS. 4 to 7, the valve mechanism 40 is configured to be able to switch between a communicating state (FIGS. 6 and 7) in which the drive device temperature control circuit 20 and the battery temperature control circuit 30 communicate with each other and a non-communicating state (FIGS. 4 and 5) in which the drive device temperature control circuit 20 and the battery temperature control circuit 30 do not communicate with each other. The thick solid lines shown in FIGS. 4 to 7 indicate the flow of the refrigerant. As described above, the battery 5, which is an all-solid-state battery, has high temperature resistance, and the management temperature is substantially the same as that of the heating device H. Therefore, even when the drive device temperature control circuit 20 and the battery temperature control circuit 30 are in a communicating state, the temperature management of the battery 5 and the heating device H can be achieved.

[0029] Furthermore, the valve mechanism 40 is configured to be able to switch between a state in which the refrigerant flows through the second flow path 22 of the drive device temperature control circuit 20 and does not flow through the radiator 28 and a state in which the refrigerant flows through the third flow path 23 of the drive device temperature control circuit 20 and flows through the radiator 28.

[0030] By such switching, the temperature control system 10 has four modes (the first mode to the fourth mode) with respect to the flow of the refrigerant flowing through the drive device temperature control circuit 20, the battery temperature control circuit 30, and the valve mechanism 40, and the control device 50 selects one of the modes based on the state of the vehicle 1.

[0031] As shown in FIG. 4, the first mode is a mode in which the drive device temperature control circuit 20 and the battery temperature control circuit 30 do not communicate with each other (i.e., a non-communicating state), and in the drive device temperature control circuit 20, the refrigerant does not flow through the radiator 28. By communicating the port 42 and the port 43 through the internal passage of the valve mechanism 40, in the drive device temperature control circuit 20, the first flow path 21 and the second flow path 22 form a closed circuit through the valve mechanism 40. Also, by communicating the port 44 and the port 45 through the internal passage of the valve mechanism 40, in the battery temperature control circuit 30, the fourth flow path 34 forms a closed circuit through the valve mechanism 40. That is, in the first mode, the drive device temperature control circuit 20 and the battery temperature control circuit 30 are independent of each other.

[0032] In the first mode, since heat is not dissipated from the radiator 28, the refrigerant circulating through the drive device temperature control circuit 20 stores the heat received from the heat generating device H. On the other hand, the refrigerant circulating through the battery temperature control circuit 30 operates the liquid heater 38 to heat the battery 5 or cools the battery 5 via the chiller 36.

[0033] As shown in FIG. 5, in the second mode, the drive device temperature control circuit 20 and the battery temperature control circuit 30 are not in communication (i.e., in a non - communicating state), and in the drive device temperature control circuit 20, the refrigerant flows through the radiator 28. By the ports 41 and 43 communicating via the internal passage of the valve mechanism 40, in the drive device temperature control circuit 20, the first flow path 21 and the third flow path 23 form a closed circuit via the valve mechanism 40. Also, by the ports 44 and 45 communicating via the internal passage of the valve mechanism 40, in the battery temperature control circuit 30, the fourth flow path 34 forms a closed circuit via the valve mechanism 40. That is, in the second mode, the drive device temperature control circuit 20 and the battery temperature control circuit 30 are independent.

[0034] In the second mode, the refrigerant circulating through the drive device temperature control circuit 20 receives heat from the heat generating device H and dissipates heat to the outside of the vehicle at the radiator 28. Thereby, the heat generating device H is cooled. On the other hand, the refrigerant circulating through the battery temperature control circuit 30 operates the liquid heater 38 to heat the battery 5 or cools the battery 5 via the chiller 36.

[0035] As shown in FIG. 6, in the third mode, the drive device temperature control circuit 20 and the battery temperature control circuit 30 are in communication (i.e., in a communicating state), and in the drive device temperature control circuit 20, the refrigerant does not flow through the radiator 28. The port 42 and the port 45 communicate via the internal passage of the valve mechanism 40, and the port 43 and the port 44 communicate via the internal passage of the valve mechanism 40. Thereby, the first flow path 21, the second flow path 22, and the fourth flow path 34 form a closed circuit via the valve mechanism 40. That is, the drive device temperature control circuit 20 and the battery temperature control circuit 30 form an integrated circuit, and the refrigerant circulates between the drive device temperature control circuit 20 and the battery temperature control circuit 30.

[0036] In the third mode, the refrigerant flowing through the drive device temperature control circuit 20 stores the heat received from the heat generating device H without dissipating heat in the radiator 28. Then, the refrigerant flows into the battery temperature control circuit 30, and the heat stored in the refrigerant is wasted as waste heat to the battery 5. In this way, the heat generating device H is cooled, and the heat generated by these can be used to warm the battery 5, so the power consumption of the liquid heater 38 can be reduced when warming the battery 5. Also, in the third mode, since the refrigerant does not pass through the radiator 28, it is not necessary to operate the electric fan 28f, and the power consumption of the electric fan 28f can be reduced.

[0037] As shown in FIG. 7, the fourth mode is a mode in which the drive device temperature control circuit 20 and the battery temperature control circuit 30 communicate with each other (i.e., in a communicating state), and the refrigerant flows through the radiator 28 in the drive device temperature control circuit 20. The port 41 and the port 45 communicate with each other through the internal passage of the valve mechanism 40, and the port 43 and the port 44 communicate with each other through the internal passage of the valve mechanism 40. Thereby, the first flow path 21, the third flow path 23, and the fourth flow path 34 form a closed circuit via the valve mechanism 40. Similar to the third mode, the drive device temperature control circuit 20 and the battery temperature control circuit 30 constitute an integrated circuit, and the refrigerant circulates between the drive device temperature control circuit 20 and the battery temperature control circuit 30.

[0038] In the fourth mode, the refrigerant flowing through the drive device temperature control circuit 20 receives heat from the heat generating device H and dissipates heat to the outside of the vehicle in the radiator 28. The refrigerant cooled by the radiator 28 flows into the battery temperature control circuit 30 and cools the battery 5. In other words, the battery 5 is cooled via the radiator 28. At this time, since the battery 5 can be cooled without operating the chiller 36, the power consumption of the electric compressor of the refrigeration cycle can be reduced.

[0039] Since the temperature control system 10 has the first to fourth modes, the temperature management of the battery 5 and the heating device H can be finely performed in consideration of the temperature control performance (cooling performance and heating performance) and the cruising range of the vehicle 1. The control device 50 of the present embodiment selects one of the first to fourth modes based on the state of the vehicle 1.

[0040] Hereinafter, an example of the mode selection process by the control device 50 will be described with reference to the flowchart of FIG. 8. This flowchart is repeatedly executed at a predetermined time interval while the power supply of the vehicle 1 is ON (ignition is ON). The specific values of the temperature and SOC exemplified below are, for example, an example when the battery 5 is a all-solid-state battery.

[0041] First, the control device 50 determines whether the battery temperature (T_batt in the figure) is equal to or higher than the first threshold (step S10). The first threshold is a temperature higher than the general outside air temperature, and will be described below as, for example, 40°C.

[0042] When the battery temperature is less than the first threshold (40°C) (step S10: NO), the control device 50 determines whether the battery temperature is equal to or lower than the second threshold (step S20). The second threshold is a temperature at which it is necessary to actively heat the battery 5 in order to suppress a decrease in the input / output of the battery 5, and will be described below as, for example, 10°C.

[0043] When the battery temperature is equal to or lower than the second threshold (10°C) (step S20: YES), the control device 50 selects the first mode (step S21). In a state where the temperature control system 10 is in the first mode, the control device 50 operates the liquid heater 38 to heat the battery 5. On the other hand, in the drive device temperature control circuit 20, the refrigerant circulates through the first flow path 21 and the second flow path 22 to store the heat from the heating device H. After selecting the first mode, the control device 50 monitors the battery temperature in step S20 until the battery temperature becomes higher than 10°C.

[0044] When the battery temperature is higher than the second threshold value (10°C) (step S20: NO), the control device 50 selects the third mode (step S22). In the third mode, since the heat of the heating device H is wasted heat to the battery 5, the battery 5 can be heated using the heat of the heating device H. Therefore, the energy loss in the temperature control system 10 can be reduced. In addition, since the battery 5 can be heated without operating the liquid heater 38, the power consumption of the battery 5 can be reduced while maintaining the temperature control performance of the battery 5, and the cruising range of the vehicle 1 can be improved.

[0045] When the battery temperature is equal to or higher than the first threshold value (40°C) (step S10: YES), the control device 50 determines whether the vehicle 1 is running or charging (step S30). The control device 50 of the present embodiment determines the mode to be selected based on whether the vehicle 1 is running or charging as the state of the vehicle 1. Here, "running" refers to a state where the vehicle 1 is not connected to the charging facility 100, including not only the state where the vehicle 1 is actually running but also the state where the vehicle 1 is parked in a non-connected state to the charging facility 100.

[0046] When the vehicle 1 is running, the control device 50 determines whether to cool the battery 5 via the radiator 28 or via the chiller 36 (step S31). Specifically, the control device 50 determines whether to cool the battery 5 via the radiator 28 or via the chiller 36 based on the information of the outside air temperature and the SOC of the battery 5.

[0047] As shown in FIG. 9, when the outside air temperature is less than a predetermined threshold value (for example, 25° C.), since the temperature difference between the battery temperature and the outside air temperature is large, the control device 50 selects cooling via the radiator 28. Further, even when the outside air temperature is equal to or higher than the predetermined threshold value, if the SOC of the battery 5 is equal to or higher than a predetermined threshold value (for example, 50%), the control device 50 selects cooling via the radiator 28. Thus, when the vehicle 1 is running, basically, the battery 5 is cooled via the radiator 28, so that the power consumption of the battery 5 for operating the chiller 36 (that is, operating the electric compressor of the refrigeration cycle) can be reduced. Therefore, a decrease in the cruising range of the vehicle 1 can be suppressed.

[0048] On the other hand, when the outside air temperature is equal to or higher than the predetermined threshold value and the SOC of the battery 5 is less than the predetermined threshold value, the control device 50 selects cooling via the chiller 36. The reason for this will be described. Since the SOC of the battery 5 is less than the predetermined threshold value, the vehicle 1 may perform rapid charging after running. Since the amount of heat generated by the battery 5 is large during rapid charging, it is preferable to cool the battery 5 in advance before rapid charging. When the outside air temperature is high and the temperature difference between the battery temperature and the outside air temperature is small, the battery 5 can be cooled with sufficient cooling performance before rapid charging by using the chiller 36 instead of the radiator 28.

[0049] Returning to FIG. 8, when it is determined that the battery 5 is to be cooled via the chiller 36 during the running of the vehicle 1, the control device 50 selects the second mode (step S32). Then, the control device 50 operates the chiller 36 (electric compressor) to cool the battery 5.

[0050] When it is determined that the battery 5 is to be cooled via the radiator 28 during the running of the vehicle 1, the control device 50 selects the fourth mode (step S33). Then, the control device 50 operates the electric fan 28f to cool the battery 5 via the radiator 28.

[0051] In step S30, when the vehicle 1 is charging, the control device 50 determines whether it is in normal charging or rapid charging (step S34).

[0052] When the vehicle 1 is in normal charging, the control device 50 selects the fourth mode (step S35). As shown in FIG. 10, when the vehicle 1 is in normal charging, regardless of the outside air temperature and the SOC of the battery 5, the battery 5 is cooled via the radiator 28. Since the cooling load of the battery 5 is relatively small during normal charging, the battery 5 is cooled via the radiator 28 without operating the chiller 36 (electric compressor).

[0053] When the vehicle 1 is in rapid charging, the control device 50 determines whether to cool the battery 5 via the radiator 28 or via the chiller 36 (step S36). Specifically, the control device 50 determines whether to cool via the radiator 28 or via the chiller 36 based on the information of the outside air temperature and the SOC of the battery 5.

[0054] As shown in FIG. 11, when the outside air temperature is equal to or higher than a predetermined threshold value (for example, 25°C), the control device 50 selects cooling via the chiller 36. This is because the heat generation amount of the battery 5 is large during rapid charging, so as to ensure sufficient cooling performance. Also, even when the outside air temperature is lower than the predetermined threshold value, if the SOC of the battery 5 is lower than a predetermined threshold value (for example, 50%), the control device 50 selects cooling via the chiller 36. In this way, when the vehicle 1 is in rapid charging, basically the battery 5 is cooled via the chiller 36, so that the battery 5 can be cooled with sufficient cooling performance.

[0055] On the other hand, when the outside air temperature is lower than the predetermined threshold value and the SOC of the battery 5 is equal to or higher than the predetermined threshold value, the control device 50 selects cooling via the radiator 28. This is because when the temperature difference between the battery temperature and the outside air temperature is large and the SOC of the battery 5 is high and the heat generation amount of the battery 5 is relatively small, cooling via the radiator 28 is sufficient.

[0056] Returning to FIG. 8, when it is determined that the battery 5 is to be cooled via the chiller 36 during rapid charging, the control device 50 selects the second mode (step S37). Then, the control device 50 operates the chiller 36 (electric compressor) to cool the battery 5.

[0057] When it is determined that the battery 5 is to be cooled via the radiator 28 during rapid charging, the control device 50 selects the fourth mode (step S38). Even during rapid charging, if cooling by the radiator 28 is sufficient, a mode that can be cooled via the radiator 28 can be selected, so the power consumption of the battery 5 required to operate the chiller 36 can be reduced. Therefore, a decrease in the cruising range of the vehicle 1 can be suppressed.

[0058] As described above, the control device 50 selects one of the first mode to the fourth mode based on the state of the vehicle. Thereby, the control device 50 can select an optimal mode that can suppress the temperature control performance of the battery 5 and a decrease in the cruising range of the vehicle 1.

[0059] When the control device 50 selects the first mode or the third mode in which the refrigerant flows around the radiator 28, the active grille shutter 29 is closed, and when the control device 50 selects the second mode or the fourth mode in which the refrigerant flows through the radiator 28, the active grille shutter 29 is opened. Since the active grille shutter 29 is closed when the first mode or the third mode is selected, the running resistance of the vehicle 1 and the power consumption of the electric fan 28f can be reduced. Since the active grille shutter 29 is opened when the second mode or the fourth mode is selected, the temperature control efficiency of the drive device temperature control circuit 20 can be improved.

[0060] As shown in FIGS. 8 to 11, the control device 50 selects one of the modes based on the outside air temperature and the SOC of the battery 5. Therefore, by selecting an appropriate mode, it is possible to suppress a decrease in the temperature control performance of the battery 5 and the cruising range of the vehicle 1. In an example of the mode selection process shown in FIG. 8, a configuration is shown in which the control device 50 selects the second mode or the fourth mode based on the outside air temperature and the SOC of the battery 5. However, the present invention is not limited to this, and a configuration may be adopted in which any one of the first to fourth modes including the first mode and the third mode is selected.

[0061] Further, since the control device 50 selects one of the modes based on information indicating whether the vehicle 1 is being charged or in motion, by selecting an appropriate mode, it is possible to suppress a decrease in the temperature control performance of the battery 5 and the cruising range of the vehicle 1. In an example of the mode selection process shown in FIG. 8, a configuration is shown in which the control device 50 selects the second mode or the fourth mode based on information indicating whether the vehicle 1 is being charged or in motion. However, the present invention is not limited to this, and a configuration may be adopted in which any one of the first to fourth modes including the first mode and the third mode is selected.

[0062] Further, when the vehicle 1 is being charged, the control device 50 selects one of the modes based on information indicating whether the vehicle 1 is being normally charged or rapidly charged. Therefore, by selecting an appropriate mode, it is possible to suppress a decrease in the temperature control performance of the battery 5 and the cruising range of the vehicle 1. In an example of the mode selection process shown in FIG. 8, a configuration is shown in which the control device 50 selects the second mode or the fourth mode based on information indicating whether the vehicle 1 is being normally charged or rapidly charged. However, the present invention is not limited to this, and a configuration may be adopted in which any one of the first to fourth modes including the first mode and the third mode is selected.

[0063] Further, since the control device 50 selects one of the modes based on information indicating whether the vehicle 1 is being normally charged or rapidly charged and the SOC of the battery 5, by selecting an appropriate mode, it is possible to suppress a decrease in the temperature control performance of the battery 5 and the cruising range of the vehicle 1.

[0064] Specifically, when the vehicle 1 is in rapid charging and the outside air temperature is equal to or higher than a predetermined temperature (for example, 25°C), or when the vehicle 1 is in rapid charging, the outside air temperature is lower than the predetermined temperature, and the SOC of the battery 5 is less than a predetermined value (for example, 50%), the control device 50 selects the second mode and cools the battery 5 via the chiller 36. In this way, when the cooling performance of the battery 5 cannot be sufficiently ensured by the cooling of the radiator 28, the second mode is selected to cool the battery 5 via the chiller 36, so that a decrease in the cooling performance of the battery 5 can be suppressed. Further, when the vehicle 1 is in normal charging, or when the vehicle 1 is in rapid charging, the outside air temperature is lower than the predetermined temperature, and the SOC of the battery 5 is equal to or higher than the predetermined value, the control device 50 selects the fourth mode and cools the battery 5 via the radiator 28. In this way, when the cooling performance can be ensured by the cooling of the radiator 28 for the battery 5, the fourth mode is selected to cool the battery 5 via the radiator 28, so that the power consumption of the battery 5 required for the operation of the chiller 36 (the operation of the electric compressor of the refrigeration cycle) can be reduced, and a decrease in the cruising range of the vehicle 1 can be suppressed.

[0065] In addition, since the control device 50 selects one of the modes based on the temperature of the battery 5, by selecting an appropriate mode, a decrease in the temperature control performance of the battery 5 can be suppressed.

[0066] Specifically, as in an example of the mode selection process shown in FIG. 8, when the battery temperature is lower than the first threshold value (for example, 40°C), the control device 50 selects the first mode or the third mode, and when the battery temperature is equal to or higher than the first threshold value, the control device 50 selects the second mode or the fourth mode.

[0067] As described above, one embodiment of the present invention has been described with reference to the accompanying drawings. Needless to say, the present invention is not limited to such an embodiment. It is obvious that those skilled in the art can conceive of various modification examples or correction examples within the scope described in the claims, and it is naturally understood that they also belong to the technical scope of the present invention. Further, within the scope not departing from the gist of the invention, the components in the above embodiment may be arbitrarily combined.

[0068] For example, in the above-described embodiment, the case where the battery 5 is all-solid-state battery has been described as an example, but the present invention is not limited thereto, and the battery 5 may be a liquid battery or a semi-solid battery.

[0069] At least the following matters are described in this specification. Although the corresponding components etc. in the above-described embodiment are shown as an example in parentheses, the present invention is not limited thereto.

[0070] (1) A temperature control system (temperature control system 10) mounted on a vehicle (vehicle 1), A first heat exchanger (radiator 28) is provided, and a first refrigerant circuit (drive device temperature control circuit 20) in which a refrigerant flows to adjust the temperature of a heat generating device (heat generating device H (drive device 2, charger 6, DC / DC converter 4)) of the vehicle, A second heat exchanger (chiller 36) is provided, and a second refrigerant circuit (battery temperature control circuit 30) in which the refrigerant flows to adjust the temperature of a power storage device (battery 5) of the vehicle, A valve mechanism (valve mechanism 40) provided between the first refrigerant circuit and the second refrigerant circuit, A control device (control device 50) for controlling the valve mechanism, The first refrigerant circuit has a flow path (second flow path 22) through which the refrigerant flows around the first heat exchanger, and a flow path (third flow path 23) through which the refrigerant flows through the first heat exchanger, The control device is based on the state of the vehicle, A first mode in which the first refrigerant circuit and the second refrigerant circuit do not communicate with each other and the refrigerant does not flow through the first heat exchanger in the first refrigerant circuit; A second mode in which the first refrigerant circuit and the second refrigerant circuit do not communicate with each other and the refrigerant flows through the first heat exchanger in the first refrigerant circuit; A third mode in which the first refrigerant circuit and the second refrigerant circuit communicate with each other via the valve mechanism and the refrigerant does not flow through the first heat exchanger in the first refrigerant circuit; A fourth mode in which the first refrigerant circuit and the second refrigerant circuit communicate with each other via the valve mechanism and the refrigerant flows through the first heat exchanger in the first refrigerant circuit, and any one of the modes is selected. Temperature control system.

[0071] (1) According to the above, since the first refrigerant circuit and the second refrigerant circuit have a plurality of modes regarding the flow of the refrigerant, the flow of the refrigerant in the refrigerant circuit can be set in detail. Therefore, by selecting an appropriate mode from a plurality of modes based on the state of the vehicle, it is possible to suppress a decrease in the temperature control performance of the power storage device and the cruising range of the vehicle.

[0072] (2) The temperature control system according to (1), wherein the first heat exchanger is a radiator provided behind the front grille of the vehicle, and the front grille is provided with a grille shutter (active grille shutter 29) that can be opened and closed according to an instruction from the control device, and the control device closes the grille shutter when selecting the first mode or the third mode, and opens the grille shutter when selecting the second mode or the fourth mode. Temperature control system.

[0073] According to (2), when the refrigerant does not flow through the radiator (the first heat exchanger), the grill shutter is closed, so that the running resistance of the vehicle and the power consumption of the electric fan of the radiator can be reduced. On the other hand, when the refrigerant flows through the radiator, the grill shutter is opened, so that the temperature control performance of the refrigerant circuit can be improved.

[0074] (3) The temperature control system according to (1) or (2), wherein the control device selects any one of the modes based on the outside air temperature and the information indicating the remaining amount of the power storage device. Temperature control system.

[0075] (3) According to this, by selecting an appropriate mode from a plurality of modes based on the outside air temperature and the remaining amount of the power storage device, it is possible to suppress a decrease in the temperature control performance of the battery and the cruising range of the vehicle.

[0076] (4) The temperature control system according to any one of (1) to (3), wherein the control device selects any one of the modes based on the information indicating whether the vehicle is being charged or in motion. Temperature control system.

[0077] (4) According to this, by selecting an appropriate mode from a plurality of modes based on the information indicating whether the vehicle is being charged or in motion, it is possible to suppress a decrease in the temperature control performance of the battery and the cruising range of the vehicle.

[0078] (5) The temperature control system according to (4), wherein when the vehicle is being charged, the control device selects any one of the modes based on the information indicating whether the vehicle is being normally charged or rapidly charged. Temperature control system.

[0079] (5) According to this, by selecting an appropriate mode from a plurality of modes based on the information indicating whether the vehicle is being normally charged or rapidly charged, it is possible to suppress a decrease in the temperature control performance of the battery and the cruising range of the vehicle.

[0080] (6) The temperature control system according to (1) or (2), wherein the control device selects any one of the modes based on information indicating whether the vehicle is in normal charging or rapid charging, information indicating the outside air temperature, and information indicating the remaining amount of the power storage device. Temperature control system.

[0081] According to (6), by selecting an appropriate mode from a plurality of modes based on information indicating whether the vehicle is in normal charging or rapid charging, information indicating the outside air temperature, and information indicating the remaining amount of the power storage device, it is possible to suppress a decrease in the temperature control performance of the battery and a decrease in the cruising range of the vehicle.

[0082] (7) The temperature control system according to (6), wherein the control device selects the second mode when the vehicle is in rapid charging and the outside air temperature is equal to or higher than the predetermined temperature, or when the vehicle is in rapid charging, the outside air temperature is lower than the predetermined temperature, and the remaining amount of the power storage device is less than the predetermined value, and selects the fourth mode when the vehicle is in normal charging, or when the vehicle is in rapid charging, the outside air temperature is lower than the predetermined temperature, and the remaining amount of the power storage device is equal to or higher than the predetermined value. Temperature control system.

[0083] According to (7), when the cooling of the power storage device by the first heat exchanger may be insufficient, the second mode can be selected to perform the cooling of the power storage device by the second heat exchanger, so that a decrease in the temperature control performance of the power storage device can be suppressed. Further, when the cooling of the power storage device by the first heat exchanger is sufficient, the fourth mode can be selected to perform the cooling of the power storage device by the first heat exchanger, so that the power consumption required for the operation of the second heat exchanger can be reduced, and a decrease in the cruising range can be suppressed.

[0084] (8) The temperature control system according to any one of (1) to (7), The control device selects any one of the modes based on the temperature of the power storage device. Temperature control system.

[0085] (8) According to this, by selecting an appropriate mode based on the temperature of the power storage device, it is possible to suppress a decrease in the temperature control performance of the power storage device.

[0086] (9) The temperature control system according to (8), The control device is When the temperature of the power storage device is less than a predetermined threshold, the first mode or the third mode is selected, When the temperature of the power storage device is greater than or equal to the predetermined threshold, the second mode or the fourth mode is selected. Temperature control system.

[0087] (9) According to this, when the temperature of the power storage device is low, the first mode or the third mode is selected so that the refrigerant does not dissipate heat in the first heat exchanger, and when the temperature of the power storage device is high, the second mode or the fourth mode is selected so that the refrigerant dissipates heat in the first heat exchanger. Therefore, the temperature control performance of the temperature control system can be improved.

[0088] (10) The temperature control system according to any one of (1) to (9), The power storage device is an all-solid-state battery. Temperature control system.

[0089] Since the all-solid-state battery has higher heat resistance than the liquid battery, according to (10), the usable temperature range of the power storage device can be widened.

Description of symbols

[0090] 1 Vehicle 2 Drive device (heat generating device) 5 Battery (power storage device) 6 Charger (heat generating device) 4 DC / DC converter (heat generating device) 10 Temperature control system 20 Drive device temperature control circuit (first refrigerant circuit) 22 Second flow path (flow path) 23 Third flow path (flow path) 28 Radiator (first heat exchanger) 29 Active grille shutter (grille shutter) 30 Battery temperature control circuit (second refrigerant circuit) 36 Chiller (second heat exchanger) 40 Valve mechanism 50 Control device H Heat generating equipment

Claims

1. A temperature control system mounted on a vehicle, comprising: a first refrigerant circuit provided with a first heat exchanger through which a refrigerant flows to adjust the temperature of heat generating equipment of the vehicle; a second refrigerant circuit provided with a second heat exchanger through which the refrigerant flows to adjust the temperature of a power storage device of the vehicle; a valve mechanism provided between the first refrigerant circuit and the second refrigerant circuit; a control device for controlling the valve mechanism, wherein the first refrigerant circuit has a flow path through which the refrigerant flows around the first heat exchanger and a flow path through which the refrigerant flows through the first heat exchanger; the control device, based on the state of the vehicle, selects one of the following modes: a first mode in which the first refrigerant circuit and the second refrigerant circuit are not in communication and the refrigerant does not flow through the first heat exchanger in the first refrigerant circuit; a second mode in which the first refrigerant circuit and the second refrigerant circuit are not in communication and the refrigerant flows through the first heat exchanger in the first refrigerant circuit; a third mode in which the first refrigerant circuit and the second refrigerant circuit are in communication via the valve mechanism and the refrigerant does not flow through the first heat exchanger in the first refrigerant circuit; a fourth mode in which the first refrigerant circuit and the second refrigerant circuit are in communication via the valve mechanism and the refrigerant flows through the first heat exchanger in the first refrigerant circuit; a temperature control system.

2. The temperature control system according to claim 1, wherein the first heat exchanger is a radiator provided behind a front grille of the vehicle, the front grille is provided with a grille shutter that can be opened and closed according to an instruction from the control device, the control device closes the grille shutter when selecting the first mode or the third mode; opens the grille shutter when selecting the second mode or the fourth mode. a temperature control system.

3. The temperature control system according to claim 1, wherein the control device selects one of the modes based on outside air temperature and information indicating the remaining amount of the power storage device. a temperature control system.

4. The temperature control system according to claim 1, wherein the control device selects one of the modes based on information indicating whether the vehicle is being charged or in motion. a temperature control system.

5. The temperature control system according to claim 4, When the vehicle is being charged, the control device selects one of the modes based on information indicating whether the vehicle is undergoing normal charging or rapid charging. Temperature control system.

6. The temperature control system according to claim 1, wherein the control device selects one of the modes based on information indicating whether the vehicle is undergoing normal charging or rapid charging, information indicating the outside air temperature, and information indicating the remaining amount of the power storage device. Temperature control system.

7. The temperature control system according to claim 6, wherein the control device selects the second mode when the vehicle is undergoing rapid charging and the outside air temperature is equal to or higher than a predetermined temperature, or when the vehicle is undergoing rapid charging, the outside air temperature is lower than the predetermined temperature, and the remaining amount of the power storage device is less than the predetermined value, and selects the fourth mode when the vehicle is undergoing normal charging, or when the vehicle is undergoing rapid charging, the outside air temperature is lower than the predetermined temperature, and the remaining amount of the power storage device is equal to or higher than the predetermined value. Temperature control system.

8. The temperature control system according to claim 1, wherein the control device selects one of the modes based on the temperature of the power storage device. Temperature control system.

9. The temperature control system according to claim 8, wherein the control device selects the first mode or the third mode when the temperature of the power storage device is lower than a predetermined threshold value, and selects the second mode or the fourth mode when the temperature of the power storage device is equal to or higher than the predetermined threshold value. Temperature control system.

10. The temperature control system according to any one of claims 1 to 9, wherein the power storage device is an all-solid-state battery. Temperature control system.

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