Vehicle management system

Abstract

To provide a vehicle management system capable of appropriately cooling target in-vehicle equipment when a special mode is set.SOLUTION: An in-vehicle temperature control system 10 comprises: a temperature control device 20 which cools target in-vehicle equipment 100, which generates heat as a vehicle travels, to control temperature thereof; and a management controller 12 which controls driving of the temperature control device 20. The management controller 12 is configured such that, when a special mode in which travel performance is prioritized over fuel economy is set, a limit threshold of a control parameter for the temperature control device 20 is changed in a direction that increases cooling capacity compared to when the special mode is not set.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] This specification discloses a vehicle management system that manages vehicles that can be set to a special mode that prioritizes driving performance over fuel efficiency. [Background technology]

[0002] Some on-board devices generate heat as the vehicle runs. For example, in the case of an electric vehicle, the traction motor, the battery that supplies power to the traction motor, and the power control unit (hereinafter referred to as "PCU") that controls the power output all generate heat as the vehicle runs. If these on-board devices become excessively hot, the vehicle cannot run properly. Therefore, temperature control devices that control the temperature of these on-board devices have been proposed.

[0003] For example, Patent Document 1 discloses a cooling device for cooling a vehicle battery. In Patent Document 1, when a sports driving mode, which is designed for high-speed driving on a circuit, is selected, the flow path configuration of the refrigeration cycle circuit is switched to actively cool the target in-vehicle equipment. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Publication No. 2020-111084 Summary of the Invention [Problem to be solved by the invention]

[0005] Generally, the control parameters of a temperature control device (such as the rotation speed of a compressor) are limited to a certain value in order to prevent shortening of the lifespan or breakdown of the temperature control electrical equipment (such as a compressor, radiator fan, water pump, etc.) incorporated in the temperature control device.

[0006] When a special mode such as a sports driving mode is selected, the amount of heat generated by the target in-vehicle device increases. In such a case, if the limiting values of the control parameters of the temperature control device are set to the same as when the special mode is not selected, the target in-vehicle device may not be cooled sufficiently, and the target in-vehicle device may become excessively hot. If the target in-vehicle device becomes excessively hot, the output of the target in-vehicle device is limited, resulting in a decrease in driving performance.

[0007] Therefore, this specification discloses a vehicle management system that can appropriately cool target in-vehicle devices when a special mode is set. [Means for solving the problem]

[0008] The vehicle management system disclosed in this specification comprises a temperature control device that cools and controls the temperature of target on-board equipment that generates heat as the vehicle runs, and a management controller that controls the operation of the temperature control device, and is configured such that when a special mode that prioritizes running performance over fuel efficiency is set, the management controller changes the limit threshold of the control parameter of the temperature control device in a direction that increases the cooling capacity compared to when a special mode that prioritizes running performance over fuel efficiency is set.

[0009] With this configuration, when the special mode is set, the target vehicle-mounted air conditioning device can be cooled quickly.

[0010] In this case, the management controller may have storage provided in the vehicle or outside the vehicle, and the management controller may be configured to store the load amount of the temperature control device in the storage when the special mode is set.

[0011] By storing the load amount of the temperature adjustment device in storage, the load amount can be used for managing the vehicle afterwards.

[0012] The management controller may also be configured to estimate the lifespan of the temperature control device based on the load amount stored in the storage, and to correct the limit threshold of the control parameter of the temperature control device based on the estimated lifespan.

[0013] With this configuration, it is possible to perform control suited to the state of the temperature adjustment device.

[0014] The load amount may include at least one of the number of times the special mode is turned on and the amount of load the temperature adjustment device is operated under that is equal to or greater than a specified standard limit threshold.

[0015] With this configuration, the state of the temperature adjustment device can be easily and appropriately managed.

[0016] In addition, the management controller may be configured to store the load amount of the target vehicle equipment in the storage when the special mode is set, and the management controller may be configured to determine the compensation content of the vehicle based on the load amount of the target vehicle equipment.

[0017] With this configuration, the vehicle can be appropriately compensated. [Effects of the Invention]

[0018] According to the vehicle management system disclosed in this specification, when the special mode is set, the target vehicle-mounted equipment can be appropriately cooled. [Brief explanation of the drawings]

[0019] [Figure 1] 1 is a block diagram showing the configuration of a vehicle management system 10. FIG. [Figure 2] FIG. 10 is a diagram illustrating an example of a load amount of a temperature adjustment device. [Figure 3] FIG. 10 is a diagram showing an example of a map for calculating a life coefficient. [Figure 4] FIG. 10 is a diagram illustrating an example of a map for calculating a correction amount of a limit threshold value. [Figure 5] FIG. 10 is a diagram illustrating an example of a map for calculating a compensation rate for a vehicle. [Figure 6] 10 is a flowchart showing a control flow of a management controller. DETAILED DESCRIPTION OF THE INVENTION

[0020] The configuration of the vehicle management system 10 will be described below with reference to the drawings. FIG. 1 is a block diagram showing the configuration of the vehicle management system 10. This vehicle management system 10 is mounted on a vehicle and manages the status of some of the on-board equipment (hereinafter referred to as "target on-board equipment 100") and the temperature adjustment device 20. There are no particular limitations on the type of vehicle on which the vehicle management system 10 is mounted. Therefore, the vehicle on which the vehicle management system 10 is mounted may be any of a battery electric vehicle, a hybrid electric vehicle, a fuel cell electric vehicle, and an engine vehicle. The following description will be given taking the vehicle management system 10 mounted on a battery electric vehicle as an example.

[0021] The vehicle management system 10 includes a temperature adjustment device 20, a management controller 12, and target in-vehicle devices 100. The temperature adjustment device 20 is a device that cools and adjusts the temperature of some of the target in-vehicle devices 100. Here, the target in-vehicle devices 100 are in-vehicle devices managed by the vehicle management system 10 and contribute to the running of the vehicle. The temperature adjustment device 20 adjusts the temperature of those of the target in-vehicle devices 100 that generate heat as the vehicle runs. For example, the temperature adjustment device 20 adjusts the temperatures of a traction motor 100a, a PCU 100b, and a battery 100c. Hereinafter, when the traction motor 100a, the PCU 100b, and the battery 100c are not to be distinguished from one another, they will be collectively referred to as the "target in-vehicle devices 100."

[0022] The traction motor 100a is a motor generator that outputs driving power and generates electricity using braking force. The traction motor 100a is unitized with a transmission (not shown) to form a transaxle 110. The battery 100c is a rechargeable secondary battery. Power is supplied from the battery 100c to the traction motor 100a, and power generated by the traction motor 100a is charged into the battery 100c. The PCU 100b includes an inverter that drives the traction motor 100a, a DC-DC converter that performs voltage conversion, and the like. The PCU 100b controls the power supplied to the traction motor 100a.

[0023] The temperature adjustment device 20 cools and adjusts the temperature of the target in-vehicle device 100 as necessary. The temperature adjustment device 20 has a high-temperature cooling circuit 22, a refrigerant circuit 40, and a low-temperature cooling circuit 50. The high-temperature cooling circuit 22 is a circuit that circulates coolant as a heat medium. The high-temperature cooling circuit 22 includes a heater core 28, an electric heater 26, a radiator 24, a water pump 30, and a radiator fan 57. The water pump 30 pressurizes and circulates the coolant. The electric heater 26 heats the coolant. The heated coolant exchanges heat with the surrounding air in the heater core 28. The heated air is blown into the vehicle interior to heat the vehicle interior.

[0024] The radiator 24 air-cools the coolant output from the heater core 28. The radiator 24 is arranged vertically or horizontally next to a radiator 56 of a low-temperature cooling circuit 50, which will be described later. A radiator fan 57 is arranged behind the radiators 24, 56 and draws in outside air so that the outside air flows toward the radiators 24, 56.

[0025] The refrigerant circuit 40 is a circuit that circulates the refrigerant while changing its state. The refrigerant circuit 40 includes a compressor 42, an evaporator 44, and a water-cooled condenser 32. The compressor 42 compresses the refrigerant. The compressed refrigerant condenses in the water-cooled condenser 32. The condensed refrigerant is injected toward the evaporator 44 through an expansion valve (not shown) and expands. At this time, the refrigerant vaporizes, cooling the air around the evaporator 44. The air around the evaporator 44 is blown toward the vehicle interior, thereby cooling the vehicle interior. The water-cooled condenser 32 dissipates heat from the cooling circuit to the coolant in the high-temperature cooling circuit 22.

[0026] The low-temperature cooling circuit 50 is a circuit that circulates coolant as a heat medium. The low-temperature cooling circuit 50 includes a chiller 46, an electric heater 52, a radiator 56, and water pumps 54 and 58. The low-temperature cooling circuit 50 regulates the temperature of the target in-vehicle device 100, i.e., the traction motor 100a, the PCU 100b, and the battery 100c. The electric heater 52 heats the coolant. The electric heater 52 is turned on when heating the target in-vehicle device 100. When cooling the target in-vehicle device 100, the coolant absorbs heat from the target in-vehicle device 100. The heat of the coolant is released to the outside air and the refrigerant circuit 40 via the radiator 56 and the chiller 46. The water pumps 54 and 58 pump and circulate the coolant. Although not shown, the temperature adjustment device 20 further has a sensor that directly or indirectly detects the temperature of the target in-vehicle device 100, and the detected temperature of the target in-vehicle device 100 is transmitted to the management controller 12.

[0027] The management controller 12 manages the status of the temperature adjustment device 20 and the target in-vehicle devices 100. The management controller 12 also controls the operation of the temperature adjustment device 20. The management controller 12 is physically a computer having a processor 14, a memory 16, and a storage 17. The storage 17 is a storage device for accumulating load history and the like, which will be described later. The storage 17 may be a storage device installed in the vehicle, or may be a cloud data area provided on the Internet. Also, although the memory 16 and the storage 17 are shown separately in FIG. 1, they may physically be a single storage device.

[0028] 1, the management controller 12 is illustrated as a single computer. However, the management controller 12 may be configured by combining multiple physically separated computers. For example, the management controller 12 may be configured by combining an on-board computer installed in the vehicle and an external computer (e.g., a server) located outside the vehicle. In this case, the on-board computer and the external computer transmit and receive information to and from each other via communication. Naturally, the entire management controller 12 may be installed in the vehicle.

[0029] The management controller 12 controls the operation of the temperature adjustment device 20 based on the detected temperature of the target in-vehicle device 100. For example, the higher the detected temperature of the target in-vehicle device 100 and the greater the required cooling amount, the more the management controller 12 increases the output (and therefore the load) of the compressor 42, water pumps 30, 54, 58, and radiator fan 57. This allows the target in-vehicle device 100 to be cooled more quickly. Furthermore, when a special mode, which will be described later, is enabled, the management controller 12 changes the limit values of the control parameters (hereinafter referred to as "temperature adjustment parameters") of the temperature adjustment device 20 so that the cooling capacity of the target in-vehicle device 100 is improved compared to when the special mode is disabled.

[0030] Next, special driving and special modes will be described. Special driving is a driving style that emphasizes driving performance over fuel efficiency, comfort, etc. For example, driving on a course at a circuit corresponds to "special driving." The special mode is a mode for performing this special driving. A vehicle equipped with the vehicle management system 10 is capable of selecting a special mode. The vehicle may transition to the special mode in response to a user's instruction. In another embodiment, the vehicle may automatically transition to the special mode based on the current location of the vehicle or the results of communication with an external communication device. For example, if the current location of the vehicle is at a pre-registered circuit venue, the vehicle may automatically transition to the special mode. Furthermore, if the vehicle receives a race program from an external communication device owned by the circuit operator, the vehicle may automatically transition to the special mode based on the race program.

[0031] When special driving is performed, the load on the target in-vehicle device 100 increases, and the amount of heat generated by the target in-vehicle device 100 increases. Therefore, when the special mode is enabled, the management controller 12 changes the limit value of the temperature control parameter so that the cooling capacity is improved compared to when the special mode is disabled. The temperature control parameter is, for example, a limit threshold for the output of the compressor 42, etc., or a starting or target temperature for cooling.

[0032] A more specific explanation will be given below. Normally, management controller 12, taking into consideration fuel economy, quietness, etc., keeps the output limit thresholds of compressor 42, water pumps 30, 54, 58, and radiator fan 57 (hereinafter collectively referred to as "temperature-controlling electrical equipment") below a predetermined standard limit threshold P1. Specifically, standard limit threshold P1 is, for example, the upper power limit or upper rotation speed limit of the temperature-controlling electrical equipment.

[0033] Furthermore, normally, when the detected temperature Td of the target in-vehicle device 100 is higher than the standard temperature control start temperature Ts1, the management controller 12 starts cooling the target in-vehicle device 100. This cooling continues until the detected temperature Td becomes equal to or lower than the standard temperature control target temperature Tt1.

[0034] When the special mode is enabled, the management controller 12 changes the output limit threshold of the temperature control electrical equipment to a special limit threshold P2 that is higher than the standard limit threshold P1. As a result, although fuel consumption and noise deteriorate, the cooling capacity of the temperature control device 20 is improved, so that the target in-vehicle device 100 can be cooled quickly. As a result, even if the heat generation amount of the target in-vehicle device 100 increases with high-speed driving, it is possible to prevent the temperature of the target in-vehicle device 100 from reaching the limit temperature.

[0035] Also, when the special mode is set, the management controller 12 lowers the cooling start temperature and the target temperature compared to when the special mode is not valid. That is, when the special mode is set, the management controller 12 starts cooling when the detected temperature Td is higher than the special temperature control start temperature Ts2 (where Ts2 < Ts1), and ends cooling when the detected temperature Td reaches the special temperature control target temperature Tt2 (where Tt2 < Tt1). As a result, since the target in-vehicle device 100 is cooled early and for a long period of time, overheating of the target in-vehicle device 100 during high-speed driving is prevented.

[0036] However, even if the limit value of the temperature control parameter is relaxed, when the special mode is set, the load on the temperature control device 20 and the target in-vehicle device 100 increases compared to when it is not set. For example, when the output limit threshold of the compressor 42 is changed from the standard limit threshold P1 to the special limit threshold P2, the load on the compressor 42 increases accordingly, and the life of the compressor 42 decreases. Also, when the special mode is set, the restrictions on the driving motor 100a are relaxed, but with this relaxation of the restrictions, the life of the driving motor 100a decreases.

[0037] The management controller 12 manages the states (especially the life) of such temperature control device 20 and target in-vehicle device 100. Specifically, when the special mode is set, the management controller 12 monitors the amount of load acting on the temperature control electrical equipment (compressor 42, radiator fan 57, water pumps 30, 54, 58) and records it in the storage 17.

[0038] Here, the load of the temperature control electrical equipment becomes particularly large when the temperature control electrical equipment operates beyond the standard limit threshold P1. Therefore, the load amount of the temperature control electrical equipment may be, for example, the integrated time during which the temperature control electrical equipment operates beyond the standard limit threshold P1. Also, as another form, the load amount may be the integrated value of the operating time of the temperature control electrical equipment and the output excess amount from the standard limit threshold P1. That is, in FIG. 2, when the solid line L1 represents the output change of the temperature control electrical equipment, the area of the cross-hatched portion in FIG. 2 may be used as the load amount of the temperature control electrical equipment. Furthermore, the load amount may be the integrated number of times when a special mode is set.

[0039] The management controller 12 estimates the life of the temperature control electrical equipment based on the load amount of the temperature control electrical equipment stored in the storage 17. Here, usually, the life of an electrical equipment is estimated from the integrated operating time. The management controller 12 may calculate the standard life LSs from the integrated operating time and modify this standard life LSs according to the load amount stored in the storage 17. For example, the management controller 12 may calculate a life coefficient Kl s (where 0 < Kl s ≤ 1) that becomes smaller as the load amount increases, based on a map as shown in FIG. 3. Then, the management controller 12 may calculate the integrated value of the standard life LSs and the life coefficient Kl s as the estimated life LS* of the temperature control electrical equipment. That is, it may be LS* = LSs × Kl s. Also, here, the method for calculating the estimated life LS* described is an example and may be appropriately changed.

[0040] The management controller 12 may change the management content of the temperature control electrical equipment based on the calculated estimated life LS*. For example, when the estimated life LS* falls below a specified threshold value, a warning may be notified to the user. Also, as another form, the management controller 12 may change the temperature control parameters according to the estimated life LS*. For example, the lower the estimated life LS*, the lower the limit threshold of the temperature control electrical equipment may be set.

[0041] For example, the management controller 12 may calculate a correction value Ath (where 0≦Kth<(P2−P1)) based on the map shown in FIG. 4, such that the correction value Ath decreases as the estimated life LS* decreases. When the special mode is set, the management controller 12 may set the value obtained by subtracting the correction value Ath from the special limit threshold P2 (i.e., P2−Ath) as the limit threshold for the temperature control electrical equipment. Of course, this method of calculating the limit threshold is just one example and may be changed as appropriate. Furthermore, in addition to the limit threshold, the temperature control start temperature and the temperature control target temperature may also be changed. In this case, the temperature control start temperature and the temperature control target temperature may be increased as the estimated life LS* decreases. As another example, the setting of the special mode may be prohibited when the estimated life LS* is equal to or less than a specified reference value. In any case, by changing the control parameters of the temperature control electrical equipment according to the estimated life LS*, it is possible to prevent breakdowns in the temperature control electrical equipment.

[0042] Furthermore, the management controller 12 may store in the storage 17 not only the load amount of the temperature adjustment device 20 but also the load amount of the target in-vehicle device 100. The load amount of the target in-vehicle device 100 may be, for example, the number of times or the cumulative time that the temperature of the target in-vehicle device 100 has exceeded a predetermined reference value. Furthermore, the load amount of the target in-vehicle device 100 may be, for example, the number of times a special mode has been set or a change history of a control parameter (for example, the rotation speed of the driving motor 110a) of the target in-vehicle device 100.

[0043] The management controller 12 may change at least one of the compensation details and the assessed value of the vehicle based on the load of the target in-vehicle device 100 stored in the storage 17. For example, the management controller 12 may change the compensation rate of the vehicle based on the map shown in FIG. 5. In the example of FIG. 5, the more times the special mode is set to be executed, the lower the compensation rate of the vehicle. The management controller 12 may also estimate the lifespan of the target in-vehicle device 100 or the vehicle based on the load of the target in-vehicle device 100. Then, the lower the estimated lifespan, the lower the assessed value of the vehicle, the amount of compensation in the event of a vehicle breakdown, or both.

[0044] 6 is a flowchart showing the flow of processing by management controller 12. As shown in FIG. 6, management controller 12 waits until special mode is turned ON. When special mode is turned ON (Yes in S10), management controller 12 changes the temperature adjustment parameters for the special mode (S12). At this time, the values of the temperature adjustment parameters may be corrected according to the load amount stored in storage 17 (S18).

[0045] Next, the management controller 12 drives the temperature control electrical equipment based on the temperature control parameters for the special mode and executes the temperature control process (S14). During this process, the load amounts of the temperature control electrical equipment and the target in-vehicle device 100 are stored in the storage 17 (S16). The above process is repeated until the special mode is turned off.

[0046] In this way, when the special mode is set, the temperature adjustment parameters are changed to improve the cooling capacity, thereby more appropriately protecting the target in-vehicle device 100. Furthermore, when the special mode is set, the load amounts of the temperature adjustment device 20 and the target in-vehicle device 100 are saved in the storage 17, thereby more appropriately managing the temperature adjustment device 20 and the target in-vehicle device 100.

[0047] The configuration described above is merely an example, and other configurations may be changed as long as the configuration described in claim 1 is included. For example, the description above has been given using an example of a vehicle management system 10 installed in a battery electric vehicle. However, the technology disclosed in this specification is not limited to battery electric vehicles and may be installed in other types of vehicles. Therefore, the vehicle management system 10 may be installed in an engine vehicle or a hybrid electric vehicle, etc. In this case, the temperature adjustment device 20 includes a cooling circuit that cools the engine, and the temperature adjustment electrical equipment includes a water pump that circulates engine coolant. [Explanation of symbols]

[0048] 10 vehicle management system, 12 management controller, 14 processor, 16 memory, 17 storage, 20 temperature control device, 22 high-temperature cooling circuit, 24, 56 radiator, 26 electric heater, 28 heater core, 30, 54, 58 water pump, 32 water-cooled condenser, 40 refrigerant circuit, 42 compressor, 44 evaporator, 46 chiller, 50 low-temperature cooling circuit, 52 electric heater, 57 radiator fan, 100 target vehicle equipment, 100a traction motor, 100c battery, 110 transaxle.

Claims

1. a temperature control device that cools and controls the temperature of target in-vehicle devices that generate heat as the vehicle travels; a management controller for controlling the operation of the temperature adjusting device; and when a special mode that prioritizes driving performance over fuel economy is set, the management controller is configured to change the limit threshold of the control parameter of the temperature adjustment device in a direction that increases the cooling capacity compared to when the special mode is not set. A vehicle management system characterized by:

2. The vehicle management system according to claim 1, The management controller has a storage device provided in the vehicle or outside the vehicle, the management controller is configured to store the load amount of the temperature adjustment device in the storage when the special mode is set. A vehicle management system characterized by:

3. The vehicle management system according to claim 2, A vehicle management system characterized in that the management controller is configured to estimate the lifespan of the temperature control device based on the load amount stored in the storage, and to correct the limit threshold of the control parameter of the temperature control device based on the estimated lifespan.

4. The vehicle management system according to claim 3, A vehicle management system characterized in that the load amount includes at least one of the number of times the special mode is turned ON and the amount by which the temperature control device is operated at a load above a specified standard limit threshold.

5. The vehicle management system according to any one of claims 2 to 4, the management controller is configured to store, in the storage, a load amount of the target in-vehicle device when the special mode is set; A vehicle management system, characterized in that the management controller is configured to determine compensation details for the vehicle based on the load amount of the target in-vehicle equipment.

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