In-vehicle temperature control system

Abstract

To provide an in-vehicle temperature control system which controls a temperature of target in-vehicle equipment with improved efficiency when a special mode is selected.SOLUTION: An in-vehicle temperature control system 10 comprises: a temperature control device 20 which cools a plurality of target in-vehicle equipment 100, which generates heat as a vehicle travels, to control temperature thereof; and a temperature controller 12 which controls driving of the temperature control device 20. The temperature controller 12 is configured to estimate a start time of special traveling and time required for controlling the temperature of the plurality of target in-vehicle equipment 100 when a special mode, a mode for the special traveling, is set and cause the temperature control device 20 to start temperature control at a timing obtained by counting backward the required time for the temperature control from the estimated start time of the special traveling.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present specification discloses an in-vehicle temperature control system that controls the temperature of one or more target in-vehicle devices. [Background technology]

[0002] Some on-board equipment generates 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 equipment become excessively hot, the vehicle cannot run properly. Therefore, temperature control systems that control the temperature of these on-board equipment have been proposed.

[0003] For example, Patent Document 1 discloses a cooling system 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] In many cases, there is a waiting period after the user selects the sport driving mode before actually starting high-speed driving. If temperature control of the target in-vehicle devices is started at the timing when the sport driving mode is selected despite the long waiting period, this may result in an increase in power consumption.

[0006] Therefore, this specification discloses an in-vehicle temperature control system that more efficiently controls the temperature of target in-vehicle devices when a special mode that prioritizes driving performance over fuel efficiency is selected. [Means for solving the problem]

[0007] The in-vehicle temperature control system disclosed in this specification comprises a temperature control device that cools and controls the temperature of multiple target in-vehicle devices that generate heat as the vehicle is traveling, and a temperature control controller that controls the operation of the temperature control device, and is configured so that when a special mode, which is a mode for special traveling, is set, the temperature control controller estimates the start time of the special traveling and the time required to control the temperature of the multiple target in-vehicle devices, and starts temperature control by the temperature control device at a timing calculated backward from the estimated start time of the special traveling to the time required for temperature control.

[0008] With this configuration, temperature control is started at a necessary and sufficient timing, so that the power consumption required for temperature control of the target in-vehicle device can be reduced.

[0009] In this case, the temperature control device may be configured to control the temperature of multiple target vehicle equipment, and the temperature control controller may estimate the time required for temperature control for each of the multiple target vehicle equipment as an individual temperature control time, identify the longest time among the estimated individual temperature control times as the required temperature control time, and start temperature control by the temperature control device at a time calculated backward from the start time of the special driving to determine the required temperature control time.

[0010] With this configuration, temperature control can be started at a more appropriate timing.

[0011] In addition, the vehicle may be an electric vehicle having a battery and a traction motor driven by power supplied from the battery, and the temperature control controller may be configured to estimate the SOC required for the special driving as a required SOC, and stop the temperature control if the current SOC of the battery is less than the required SOC.

[0012] This configuration ensures that the power required for special driving is secured, allowing the user to drive as desired.

[0013] The temperature controller may be configured to correct the control of the vehicle interior air conditioning in accordance with a comparison result between the current temperature of each of the plurality of target vehicle-mounted devices and a target temperature.

[0014] With this configuration, it is possible to achieve a balance between temperature control of the target vehicle-mounted device and air conditioning.

[0015] The vehicle may be an electric vehicle having a battery and a traction motor driven by power supplied from the battery, the plurality of target on-board devices may include the battery, the traction motor, and a PCU, the temperature control device may include a radiator fan, a compressor, and a water pump, the special driving may be a course driving on a circuit course, the start time of the special driving may be the start time of the course driving, and the temperature control controller may be configured to estimate the start time of the course driving based on instructions from a user or information obtained by communication with an external communication device. [Effects of the Invention]

[0016] According to the in-vehicle temperature control system disclosed in this specification, when the special mode is selected, the temperature of the target in-vehicle device can be controlled more efficiently. [Brief explanation of the drawings]

[0017] [Figure 1] FIG. 2 is a block diagram showing the configuration of a temperature adjustment system. [Figure 2] 10 is a flowchart showing the first half of the flow of control of the temperature adjustment device when a special mode is set. [Figure 3] 10 is a flowchart showing the latter half of the flow of control of the temperature adjustment device when a special mode is set. [Figure 4]10 is a diagram showing changes in vehicle speed, SOC of a battery, and detected temperature of the battery when a special mode is set. FIG. [Figure 5] 10 is a flowchart showing additional processing. [Figure 6] FIG. 4 is a diagram showing a map indicating correction amounts of air conditioning parameters. DETAILED DESCRIPTION OF THE INVENTION

[0018] The configuration of an in-vehicle temperature control system 10 will be described below with reference to the drawings. FIG. 1 is a block diagram showing the configuration of the temperature control system 10. This temperature control system 10 is mounted on a vehicle and adjusts the temperature of some of the in-vehicle equipment (hereinafter referred to as "target in-vehicle equipment 100"). There are no particular limitations on the type of vehicle in which the temperature control system 10 is mounted. Therefore, the vehicle in which the temperature control 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 temperature control system 10 mounted on a battery electric vehicle as an example.

[0019] The temperature control system 10 includes a temperature control device 20 and a temperature control controller 12. The temperature control device 20 is a device that cools and controls the temperature of the target in-vehicle device 100. Here, the target in-vehicle device 100 is a device that contributes to the running of the vehicle and generates heat as the vehicle runs. For example, a traction motor 100a, a PCU 100b, and a battery 100c correspond to the target in-vehicle device. Hereinafter, when there is no need to distinguish between the traction motor 100a, the PCU 100b, and the battery 100c, they will be collectively referred to as the "target in-vehicle device 100." The traction motor 100a is a motor generator that outputs running 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, etc. The PCU 100b controls the power supplied to the traction motor 100a.

[0020] 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.

[0021] 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.

[0022] 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.

[0023] 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 temperature adjustment controller 12.

[0024] The temperature controller 12 controls the operation of the temperature adjustment device 20. The temperature controller 12 is physically a computer having a processor 14 and a memory 16. Note that in FIG. 1, the temperature controller 12 is illustrated as a single computer. However, the temperature controller 12 may be configured by combining multiple physically separated computers.

[0025] The temperature controller 12 controls the operation of the temperature adjustment device 20 based on the air conditioning request input by the user and 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 temperature controller 12 increases the output 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, described below, is enabled, the temperature controller 12 changes the control 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.

[0026] 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 on a circuit corresponds to "special driving." The special mode is a mode for performing this special driving. A vehicle equipped with the temperature control 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 vehicle's current location or the results of communication with an external communication device. For example, if the vehicle's current location is within 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.

[0027] 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 temperature adjustment controller 12 changes the control parameters of the temperature adjustment device 20 so as to improve the cooling capacity.

[0028] A more specific explanation follows. Normally, the temperature controller 12 keeps the output of the compressor 42, water pumps 30, 54, 58, and radiator fan 57 (hereinafter collectively referred to as "temperature control electrical equipment") below a predetermined standard limit threshold P1, taking into consideration fuel economy, quietness, etc. Furthermore, the temperature controller 12 normally starts cooling the target in-vehicle equipment 100 when the detected temperature Td of the target in-vehicle equipment 100 is higher than the standard target temperature T1.

[0029] When the special mode is enabled, the temperature controller 12 changes the limit threshold for the output of the temperature control electrical equipment to a special limit threshold P2, which is higher than the standard limit threshold P1. This increases fuel economy and noise, but improves the cooling capacity of the temperature adjustment device 20, allowing the target in-vehicle equipment 100 to be cooled quickly. As a result, even if the amount of heat generated by the target in-vehicle equipment 100 increases due to high-speed driving, the temperature of the target in-vehicle equipment 100 can be prevented from reaching the limit temperature T_max.

[0030] Furthermore, when the special mode is set, the temperature controller 12 determines the start time of the special driving and controls the operation of the temperature adjustment device 20 so that the target in-vehicle device 100 is at or below a special target temperature T2 at this start time. Note that the special target temperature T2 is sufficiently lower than the standard target temperature T1. This control will be described in detail below with reference to FIGS. 2 and 3.

[0031] 2, when the special mode is set (Yes in S10), the temperature controller 12 changes (S12) the control parameters of the temperature adjustment device 20. Specifically, the output limit thresholds of the compressor 42, the water pumps 54 and 58, and the radiator fan 57 are changed from the standard limit threshold P1 to the special limit threshold P2.

[0032] Next, the temperature controller 12 determines whether or not the temperature of the target in-vehicle device 100 needs to be adjusted by the temperature adjustment device 20 (S14 to S20). Specifically, the temperature controller 12 first acquires the detected temperature Td of the target in-vehicle device 100 (S14). In this example, the target in-vehicle devices 100 are the traction motor 100a, the PCU 100b, and the battery 100c. In other words, in this example, there are multiple target in-vehicle devices 100. The temperature controller 12 acquires the detected temperature Td of each of the multiple target in-vehicle devices 100.

[0033] Next, the temperature controller 12 calculates the time required to control the temperatures of the multiple target in-vehicle devices 100 as a required temperature control time (S16). To calculate this required temperature control time, the temperature controller 12 acquires the time required to control the temperatures of each of the multiple target in-vehicle devices 100 as an individual temperature control time. The individual temperature control time is calculated based on at least the difference temperature between the detected temperature Td of the target in-vehicle device 100 and the special target temperature T2. The individual temperature control time may also be calculated taking into account the outside air temperature, an air conditioning request from the user, and the like, in addition to the difference temperature. The special target temperature T2 is an independent value for each of the multiple target in-vehicle devices 100. For example, the special target temperature T2_m of the traction motor 100a and the special target temperature T2_v of the battery 100c are different from each other. In any case, the temperature controller 12 calculates multiple individual temperature control times corresponding to each of the multiple target in-vehicle devices 100. Then, the temperature controller 12 specifies the longest time among the plurality of individual temperature adjustment times as the required temperature adjustment time.

[0034] Next, the temperature control controller 12 acquires the time to start the special run (S18). The run start time may be specified, for example, by the user. Alternatively, the temperature control controller 12 may estimate the run start time. For example, if a race program is provided by the circuit operator, the temperature control controller 12 may estimate the run start time based on the acquired race program. Next, the temperature control controller 12 calculates the temperature control start time by counting back the required temperature control time from the run start time (S20).

[0035] Once the temperature control start time has been calculated, the temperature control controller 12 determines whether the current time has reached the temperature control start time (S22). If the temperature control start time has not been reached (No in S22), the temperature control controller 12 returns to step S14 and recalculates the temperature control start time. That is, the required temperature control time varies depending on the state of the vehicle (e.g., charging, driving, or parked) and the outside air temperature. If the required temperature control time varies, the temperature control start time will also vary. Therefore, the temperature control controller 12 periodically recalculates the temperature control start time until the temperature control start time is reached.

[0036] When the temperature control start time arrives (Yes in S22), the temperature control controller 12 determines that temperature control processing is necessary for the target in-vehicle device 100 and starts special temperature control (S24). That is, the temperature control controller 12 drives the temperature control electrical devices (i.e., the compressor 42, water pumps 30, 54, 58, and radiator fan 57) to cool the target in-vehicle device 100 within a range in which the outputs of the temperature control electrical devices do not exceed the special limit threshold P2. Naturally, the special limit thresholds P2 of the multiple temperature control electrical devices are different from one another. Therefore, for example, the special limit threshold P2c of the compressor 42 is different from the special limit threshold P2f of the radiator fan 57.

[0037] Thereafter, the temperature controller 12 monitors whether or not the temperature adjustment is complete (S26). Specifically, the temperature controller 12 determines that the temperature adjustment is complete when the detected temperature Td of the target in-vehicle device 100 becomes equal to or lower than the special target temperature T2. When the temperature adjustment is complete (Yes in S26), the temperature controller 12 temporarily suspends the temperature adjustment process (S28). Thereafter, the temperature controller 12 appropriately executes the temperature adjustment process according to the difference temperature between the detected temperature Td and the special target temperature T2, but a description of this will be omitted.

[0038] Next, the temperature change of the target in-vehicle device 100 due to such temperature adjustment processing will be described using the battery 100c as an example. Fig. 4 is a diagram showing changes in the vehicle speed, the SOC of the battery 100c, and the detected temperature Td_v of the battery 100c when the special mode is set.

[0039] In the example of FIG. 4, the vehicle travels on an ordinary road and arrives at the circuit at time t1. Then, at this time t1, the special mode is set. Once the special mode is set, the temperature controller 12 calculates the temperature adjustment start time based on a comparison between the detected temperature Td_v of the battery 100c (solid line L1 in the third row of FIG. 4) and the special target temperature T2_v. In the example of FIG. 4, the detected temperature Td_v is not high at time t1, so the temperature controller 12 does not start the special temperature adjustment process.

[0040] Meanwhile, the user charges the vehicle's battery 100c in advance before traveling on the course (i.e., special traveling). As a result, the SOC of the battery 100c rises sharply after time t1. During this time, the temperature controller 12 repeatedly recalculates the temperature adjustment start time. In the example of FIG. 4, the temperature controller 12 reaches the temperature adjustment start time at time t2. In this case, after time t2, the temperature controller 12 drives the temperature adjustment electrical equipment to cool the target in-vehicle equipment 100, such as the battery 100c, within a range that does not exceed the special limit threshold P2. As a result, after time t2, the detected temperature Td_v of the battery 100c gradually decreases.

[0041] As described above, the temperature controller 12 calculates the temperature adjustment start time so that the detected temperature Td_v becomes equal to or lower than the special target temperature T2_v at the start time of the special traveling. Therefore, in the example of Fig. 4, the detected temperature Td_v becomes the special target temperature T2_v at t4, which is the traveling start time.

[0042] The reason why special temperature control is started in accordance with the driving start time when the special mode is selected will now be explained. The dashed-dotted line L2 in the third row of FIG. 4 indicates the battery detected temperature Td_v when the special mode is not set. In this case, the temperature controller 12 starts the temperature control process (i.e., the cooling process) at time t3 when the detected temperature Td_v exceeds the standard target temperature T1. In this case, because the cooling start time is late, the detected temperature Td_v of the battery 100c is relatively high at driving start time t4. If special driving is performed in this state, the detected temperature Td_v of the battery 100c will exceed the limit temperature T_max at time t5. In this case, the output of the battery 100c is limited, and the vehicle speed drops sharply. The dashed-dotted line in the first row of FIG. 4 indicates the vehicle speed in this case. As a result, it becomes impossible to continue the special driving mode desired by the user.

[0043] On the other hand, in the case of the technology of this example, the battery 100c is sufficiently cooled at the start of driving. Therefore, even if the vehicle performs special driving after time t4, the detected temperature Td_v does not reach the limit temperature T_max. As a result, the technology of this example allows the user to perform the special driving desired by the user in a satisfactory manner.

[0044] Furthermore, the dashed-double-dashed line L3 in the third row of Fig. 4 indicates the battery detected temperature Td_v when the special temperature control is immediately started when the special mode is set. In this case, the temperature control controller 12 drives the temperature control electrical device and starts cooling the target in-vehicle device 100 before time t2. This poses a problem of consuming more power than necessary. On the other hand, in the case of the technology of this example, cooling starts at a timing that is just necessary and sufficient, so power consumption is reduced compared to the case of the dashed-double-dashed line L3.

[0045] Incidentally, since special driving emphasizes driving performance over fuel efficiency, the power consumption increases. In order to ensure the power required to perform this special driving, the temperature control controller 12 may change the control of the temperature control process according to the current SOC of the battery 100c (hereinafter referred to as "current SOC_dt"). For example, the temperature control controller 12 may calculate the SOC required for special driving (hereinafter referred to as "required SOC_rq"), and if the current SOC_dt is less than the required SOC_rq, the special temperature control process may be aborted.

[0046] That is, for example, between steps S22 and S24 in FIGS. 2 and 3, the flow of FIG. 5 may be added. In this case, at the timing when the temperature control start time is reached, the temperature control controller 12 calculates the required SOC_rq (S30), and compares this required SOC_rq with the current SOC_dt (S32). As a result of the comparison, if SOC_dt ≧ SOC_rq (Yes in S32), the temperature control controller 12 proceeds to step S24 and starts the special temperature control process. On the other hand, if SOC_dt < SOC_rq (No in S32), the temperature control controller 12 waits without starting the special temperature control process. During this waiting period, the temperature control controller 12 may notify the user of the SOC shortage and prompt the charging of the battery 100c. Also, in the above description, the flow of FIG. 5 is executed at the time when the temperature control start time is reached, but the flow of FIG. 5 may be performed at an earlier stage, for example, after step S12 or after step S18.

[0047] In addition, the temperature control controller 12 may correct the control of the vehicle cabin air conditioner according to the comparison result between the detected temperature Td of the target vehicle-mounted device 100 and the special target temperature T2. That is, when the difference temperature between the detected temperature Td and the special target temperature T2 is large, the amount of power required for temperature control also increases. Therefore, in order to ensure the power required for this temperature control and special driving, the temperature control controller 12 may change the air conditioning parameters in the direction of decreasing the air conditioning capacity as the difference temperature increases.

[0048] For example, the temperature controller 12 may correct the air conditioning parameters based on a map such as that shown in Figure 6. Figure 6 is a map showing the correction amount of the air conditioning parameters during cooling operation. In Figure 6, the first line is the level determined by the difference temperature between the detected temperature Td and the special target temperature T2. The larger the difference temperature, the larger the level value. The second line is the correction value for the air volume from the evaporator 44 to the passenger compartment. The third line is the correction value for the target temperature of the evaporator 44.

[0049] As shown in FIG. 6, the larger the differential temperature and the higher the level, the lower the airflow rate of the air conditioning and the higher the target temperature of the evaporator 44. As a result, the larger the differential temperature, the lower the comfort level of the vehicle interior. On the other hand, since the amount of power available for temperature control of the target in-vehicle device 100 increases, the larger the differential temperature, the more the temperature control capability of the temperature control device 20 can be improved. As a result, the target in-vehicle device 100 can be maintained at an appropriate temperature at the start of special driving, enabling smooth special driving. Note that the map illustrated in FIG. 6 is merely an example and may be modified as appropriate. For example, while FIG. 6 corrects both the airflow rate and the target temperature of the evaporator 44, it is also possible to correct only one of them. Furthermore, if sufficient power can be secured, the temperature control parameters need not be corrected at all.

[0050] Furthermore, all of the configurations described above are merely examples, and other configurations may be modified as appropriate as long as the configuration of claim 1 is included. For example, the above description has been given using an example of a temperature control 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 temperature control system 10 may be installed in an engine vehicle or a hybrid electric vehicle, etc. In this case, the temperature control device 20 includes a cooling circuit that cools the engine, and the temperature control electrical equipment includes a water pump that circulates engine coolant. [Explanation of symbols]

[0051] 10 Vehicle temperature control system, 12 Temperature control controller, 14 Processor, 16 Memory, 20 Temperature control device, 22 High temperature cooling circuit, 24, 56 Radiator, 26, 52 Electric heater, 28 Heater core, 30, 54, 58 Water pump, 32 Water-cooled condenser, 40 Refrigerant circuit, 42 Compressor, 44 Evaporator, 46 Chiller, 50 Low temperature cooling circuit, 57 Radiator fan, 100 Target vehicle equipment, 100a Drive motor, 100b PCU, 100c Battery.

Claims

1. a temperature control device that cools and controls the temperature of a plurality of target in-vehicle devices that generate heat as the vehicle travels; a temperature control controller for controlling the driving of the temperature control device; and when a special mode for special driving is set, the temperature control controller estimates a start time of the special driving and a time required for temperature control of the plurality of target in-vehicle devices, and starts temperature control by the temperature control device at a timing obtained by calculating back the time required for temperature control from the estimated start time of the special driving. An in-vehicle temperature control system.

2. The vehicle temperature control system according to claim 1, the temperature control device controls the temperatures of a plurality of target in-vehicle devices; The temperature control controller is configured to estimate the time required for temperature control for each of a plurality of target in-vehicle devices as an individual temperature control time, identify the longest time among the estimated individual temperature control times as a required temperature control time, and start temperature control by the temperature control device at a timing calculated by back-calculating the required temperature control time from the start time of the special driving. An in-vehicle temperature control system.

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

4. The vehicle temperature control system according to claim 1, The temperature control controller is configured to correct the control of the vehicle interior air conditioning in accordance with a comparison result between the current temperature of each of the plurality of target in-vehicle devices and a target temperature. An in-vehicle temperature control system.

5. The vehicle temperature control system according to claim 1, the vehicle is an electric vehicle having a battery and a traction motor driven by electric power supplied from the battery, the plurality of target in-vehicle devices include the battery, the traction motor, and a PCU; The temperature adjustment device includes a radiator fan, a compressor, and a water pump, The special driving is a course driving on a circuit course, The start time of the special running is the start time of the course running, The temperature control controller is configured to estimate the start time of the course running based on an instruction from a user or information obtained through communication with an external communication device. An in-vehicle temperature control system.

Images