Vehicle, vehicle control device and vehicle control method

Abstract

To properly suppress pump noise while raising a temperature of a battery as needed.SOLUTION: A vehicle 1 comprises a battery 10, a heat management system 30, and an ECU 50. The heat management system 30: includes an electric pump 371 which circulates a heat medium for heat exchange with the battery 10; and performs heat management of the vehicle 1. While raising a temperature of the battery 10 using the heat management system 30, when background noise is not generated from sources other than the electric pump 371, the ECU 50 controls the electric pump 371 to suppresses noise caused by operation of the electric pump 371 compared to a case when the background noise is generated.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present disclosure relates to a vehicle, a vehicle control device, and a vehicle control method. [Background technology]

[0002] The temperature control system disclosed in JP 2023-118569 A (Patent Document 1) includes a battery temperature control circuit. The battery temperature control circuit is a circuit that circulates a battery heat medium, and the battery heat medium discharged from a water pump flows through the battery. The battery temperature is raised by heat exchange in the battery temperature control circuit (see

[0017] ). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2023-118569 [Patent Document 2] Japanese Patent Publication No. 2023-140375 Summary of the Invention [Problem to be solved by the invention]

[0004] For example, as described in Patent Document 1, a vehicle equipped with a so-called liquid-cooled thermal management system has been proposed. The thermal management system includes a pump that circulates a heat medium that exchanges heat with the battery. This type of thermal management system can be used not only to cool the battery but also to heat (increase the temperature) the battery.

[0005] Generally, a battery (typically a secondary battery) has a temperature range suitable for charging and discharging. It is possible to warm up the battery before charging or discharging it. By warming up the battery in advance, it is possible to increase the charging power to the battery compared to when the battery is at a low temperature, thereby shortening the charging time of the vehicle. Furthermore, by warming up the battery in advance, it is possible to increase the discharging power from the battery compared to when the battery is at a low temperature, thereby improving the driving performance of the vehicle. In this way, warming up the battery contributes to improving the marketability of the vehicle. The marketability of a vehicle refers to the attractiveness of the vehicle as a product and / or its suitability to customer needs.

[0006] The inventors have noticed that the following problem may arise when the battery temperature rises. When the battery temperature rises, noise may be generated due to the operation of the pump. Hereinafter, this noise will be referred to as "pump noise." Pump noise may reduce the marketability of the vehicle. In other words, while battery temperature rise improves the marketability of the vehicle by shortening the battery charge / discharge time, it may also reduce the marketability of the vehicle due to the generation of pump noise. It is desirable to strike a balance between the necessary temperature rise and the suppression of pump noise.

[0007] The present disclosure has been made to solve the above-mentioned problems, and one of the purposes of the present disclosure is to provide a vehicle, a vehicle control device, and a vehicle control method that can appropriately suppress pump noise while performing the necessary battery temperature increase. [Means for solving the problem]

[0008] (1) A vehicle according to an aspect of the present disclosure includes a battery, a thermal management system, and a control device. The thermal management system includes a pump that circulates a heat medium that exchanges heat with the battery, and performs thermal management in the vehicle. The control device controls the thermal management system. When a predetermined condition indicating that background noise, which is noise caused by factors other than the pump, is low is met during heating of the battery using the thermal management system, the control device controls the pump so that pump noise, which is noise caused by driving the pump, is suppressed compared to when the predetermined condition is not met.

[0009] In the above (1), if a predetermined condition is met when the battery is heating up and the background noise is low, the pump noise is suppressed. In other words, if the background noise is high, the pump noise is not suppressed. This means that if the background noise is high, the battery heating takes priority over the suppression of the pump noise. This is because even if pump noise occurs, it is buried in the background noise and is less likely to be perceived as annoying or unpleasant. This allows the pump noise to be appropriately suppressed while performing the necessary heating.

[0010] (2) The pump is an electric pump whose flow rate of the heat transfer medium is determined according to the drive frequency. When a predetermined condition is not met, the control device sets the drive frequency regardless of the resonance band of the electric pump, but when the predetermined condition is met, the control device sets the drive frequency outside the resonance band.

[0011] (3) The control device controls the drive frequency by outputting a PWM (Pulse Width Modulation) signal to the electric pump. When a predetermined condition is met, the control device sets the duty of the PWM signal so that the drive frequency is lower than the lower limit of the resonance band.

[0012] In the above (2) and (3), when predetermined conditions are met and background noise is small, the drive frequency of the electric pump is set outside the resonance band (for example, lower than the lower limit of the resonance band), thereby preventing resonance of the electric pump and appropriately suppressing pump noise.

[0013] (4) The vehicle is configured to externally supply power from the battery to an external device of the vehicle. When external power supply is performed, the control device controls the pump so that pump noise is suppressed compared to when external power supply is not performed.

[0014] When external power feeding is performed (for example, when V2H is performed at a user's home), the pump noise may be bothersome or may cause a nuisance to neighbors. In the above (4), when external power feeding is performed, the pump noise can be appropriately suppressed.

[0015] (5) The vehicle is configured to charge the battery from a charging facility external to the vehicle. When charging power to the vehicle is smaller than a reference power, the control device controls the pump so that pump noise is suppressed compared to when charging power is greater than the reference power.

[0016] When charging at a power greater than the reference power, the charging equipment itself generates background noise (mainly the cooling noise of the charging equipment), so the pump noise is buried in the background noise of the charging equipment and becomes inconspicuous. In the above (5), when the power is less than the reference power and the background noise is small, the pump noise can be appropriately suppressed.

[0017] (6) When a user operation is performed to request rapid heating of the battery, the control device controls the pump so as not to suppress pump noise.

[0018] When a user operation is performed to request a rapid increase in the temperature of the battery, the user may wish to immediately increase the temperature of the battery to make it suitable for charging. In the above (6), when a user operation is performed to request a rapid increase in the temperature of the battery, increasing the temperature of the battery is given priority over suppressing pump noise. This allows the user's wishes to be respected.

[0019] (7) When the vehicle's traveling speed is slower than a specified speed, the control device controls the pump so that pump noise is suppressed more than when the vehicle's traveling speed is faster than the specified speed.

[0020] When the vehicle is traveling at a speed faster than the specified speed, the pump noise is buried in road noise, wind noise, and other traveling noises and becomes inaudible. In the above (7), when the vehicle is traveling at a speed slower than the specified speed and no traveling noise is being generated, the pump noise can be appropriately suppressed.

[0021] (8) The thermal management system further includes a compressor for the air conditioner. When the compressor is stopped, the control device controls the pump so that pump noise is suppressed compared to when the compressor is operating.

[0022] (9) The thermal management system further includes a radiator blower, and the control device controls the pump so that, when the blower is stopped, pump noise is suppressed compared to when the blower is operating.

[0023] When the compressor or blower is operating, the pump noise is buried in the operating noise of the compressor or blower and becomes inaudible. In the above (8) and (9), when the compressor or blower is stopped and no operating noise is being generated, the pump noise can be appropriately suppressed.

[0024] (10) In a vehicle control device according to another aspect of the present disclosure, the vehicle is equipped with a thermal management system including a pump that circulates a heat medium that exchanges heat with a battery. The vehicle control device includes a processor that, when a predetermined condition indicating that background noise, which is noise caused by factors other than the pump, is low, is met when the battery is heated using the thermal management system, suppresses pump noise caused by driving the pump compared to when the predetermined condition is not met.

[0025] (11) In a vehicle control method according to yet another aspect of the present disclosure, the vehicle is equipped with a thermal management system including a pump that circulates a heat medium that exchanges heat with a battery. The vehicle control method includes a step of raising the temperature of the battery using the thermal management system. The heating step includes a step of suppressing pump noise caused by driving the pump when a predetermined condition indicating that background noise, which is noise caused by factors other than the pump, is satisfied compared to a case where the predetermined condition is not satisfied.

[0026] According to the above (10) and (11), similarly to the above (1), it is possible to appropriately suppress pump noise while raising the temperature of the battery as required. [Effects of the Invention]

[0027] According to the present disclosure, in a vehicle, a vehicle control device, and a vehicle control method, it is possible to appropriately suppress pump noise while performing the necessary battery temperature increase. [Brief explanation of the drawings]

[0028] [Figure 1] 1 is a diagram showing an example of the overall configuration of a vehicle according to a first embodiment. [Figure 2] FIG. 1 is a diagram illustrating an example of the overall configuration of a thermal management system. [Figure 3] FIG. 2 is a diagram illustrating an example of a detailed configuration of a thermal management system. [Figure 4] FIG. 2 is a diagram illustrating an example of the configuration of an ECU. [Figure 5] FIG. 4 is a conceptual diagram showing the relationship between the duty of a PWM signal and the drive frequency of an electric pump. [Figure 6] 5 is a flowchart showing an example of a processing procedure for setting a duty of a PWM signal according to the first embodiment. [Figure 7] 10 is a flowchart showing an example of a procedure for setting the duty of a PWM signal according to a modification of the first embodiment. [Figure 8] 10 is a flowchart showing an example of a procedure for setting a duty cycle of a PWM signal according to the second embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0029] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are designated by the same reference numerals, and description thereof will not be repeated.

[0030] <Terminology> In the present disclosure and its embodiments, "charging and discharging" of a battery may mean only charging, only discharging (power supply), or both charging and discharging.

[0031] [Embodiment 1] <Vehicle configuration> <Overall structure> FIG. 1 is a diagram showing an example of the overall configuration of a vehicle according to a first embodiment. Vehicle 1 is a vehicle equipped with a driving battery. In this embodiment, vehicle 1 is an electric vehicle (BEV: Battery Electric Vehicle) or a plug-in hybrid electric vehicle (PHEV: Plug-in Hybrid Electric Vehicle). However, vehicle 1 may also be a normal hybrid electric vehicle (HEV: Hybrid Electric Vehicle) or a fuel cell electric vehicle (FCEV: Fuel Cell Electric Vehicle).

[0032] In the following, an example will be described in which the vehicle 1 is a BEV. The vehicle 1 is configured to be connectable to an external device 9 provided outside the vehicle 1. The external device 9 may be a charging facility that supplies power for charging the vehicle 1. The charging facility may be a facility that performs AC charging (normal charging) or a facility that performs DC charging (rapid charging). The external device 9 may be an electrical facility that receives external power from the vehicle 1. The electrical facility may be a house where V2H (Vehicle to Home) is performed, another vehicle where V2V (Vehicle to Vehicle) is performed, or an electrical device where V2L (Vehicle to Load) is performed. A power transmission cable 91 is used to connect the vehicle 1 and the external device 9. A connector 92 is provided at the end of the cable 91.

[0033] The vehicle 1 includes a battery 10, an inlet 21, a power conversion device 22, a power control unit (PCU) 23, a motor generator 24, a thermal management system 30, a digital communication module (DCM) 41, an HMI (Human Machine Interface) 42, and an ECU (Electronic Control Unit) 50.

[0034] The battery 10 is a secondary battery, typically a liquid-based secondary battery. In this example, the battery 10 is a lithium-ion battery. The battery 10 may be another type of liquid-based secondary battery (such as a nickel-metal hydride battery). The battery 10 may also be an all-solid-state battery. Although not shown, the battery 10 is provided with sensors (a voltage sensor, a current sensor, and a temperature sensor) for monitoring the state of the battery 10.

[0035] The inlet 21 has a shape that allows a connector 92 of a cable 91 for transmitting power to be attached. The power conversion device 22 performs power conversion (DC / AC conversion, DC / DC conversion) between the inlet 21 and the battery 10 in accordance with a control command from the ECU 50. The PCU 23 includes an inverter, and is configured to be able to convert DC power from the battery 10 into AC power from the motor generator 24 in both directions in accordance with a control command from the ECU 50. The motor generator 24 is a drive source that drives the drive wheels of the vehicle 1 using power supplied from the PCU 23, and is, for example, a three-phase AC rotating electric machine.

[0036] The thermal management system 30 performs thermal management to cool or heat the components of the vehicle 1 in accordance with control commands from the ECU 50. The thermal management system 30 includes an electric pump 371 that circulates a heat medium that exchanges heat with the battery 10. The configuration of the thermal management system 30 will be described in detail with reference to FIGS. 2 and 3.

[0037] The digital communication module 41 is configured to be capable of two-way communication with a user device 8 provided outside the vehicle 1. The user device 8 is a smartphone, a tablet, a PC (Personal Computer), etc. The digital communication module 41 outputs a signal indicating a user operation on the user device 8 to the ECU 50.

[0038] The HMI 42 is typically a touch panel of a navigation system. Alternatively, the HMI 42 may be a physical switch provided around the driver's seat. The HMI 42 receives a user operation and outputs a signal indicating the user operation to the ECU 50.

[0039] The ECU 50 controls the components of the vehicle 1 so that the vehicle 1 is in a desired state, based on signals from various sensors and information such as maps and programs stored in memory. For example, when charging the vehicle 1, the ECU 50 communicates with a control unit in an external device 9 (charging equipment) via a cable 91 and controls the power conversion device 22 so that the external device 9 charges the vehicle 1 with appropriate power. When external power is supplied to the vehicle 1, the ECU 50 controls the power conversion device 22 so that appropriate power is supplied from the vehicle 1 to the external device 9 (such as a house). When the vehicle 1 is running, the ECU 50 controls the PCU 23 so that a required driving force is output. Simultaneously with these controls, the ECU 50 determines whether cooling or heating of the battery 10 is necessary, based on signals from a voltage sensor, a current sensor, and a temperature sensor of the battery 10. If cooling or heating of the battery 10 is necessary, the ECU 50 controls the thermal management system 30 so that the temperature of the battery 10 is adjusted (changed and maintained) within an appropriate temperature range. Control by the ECU 50 will also be described in detail later. The ECU 50 corresponds to the "control device" according to the present disclosure.

[0040] <Configuration of the thermal management system> 2 is a diagram showing an example of the overall configuration of the thermal management system 30. The thermal management system 30 includes a circuit configured to circulate (circulate) a long life coolant (LLC) that exchanges heat with the components of the vehicle 1. The LLC is an example of a "heat medium" according to the present disclosure. The "heat medium" may also be another type of liquid (such as water).

[0041] The thermal management system 30 includes, for example, a high-temperature circuit 31, a radiator 32, a low-temperature circuit 33, a condenser 34, a refrigeration cycle 35, a chiller 36, a battery circuit 37, and five-way valves 38 and 39.

[0042] The high-temperature circuit 31 includes, for example, a water pump 311, an electric heater 312, a three-way valve 313, a heater core 314, and a reservoir tank 315. The radiator 32 is connected to both the high-temperature circuit 31 and the low-temperature circuit 33 (in other words, shared by both). The low-temperature circuit 33 includes, for example, a water pump 331, a PCU 23, an oil cooler 332, a power conversion device 22, and a reservoir tank 333. The condenser 34 is connected to both the high-temperature circuit 31 and the refrigeration cycle 35. The refrigeration cycle 35 includes, for example, a compressor 351, an expansion valve 352, an evaporator 353, an evaporative pressure regulator (EPR) 354, and an expansion valve 355. The chiller 36 is connected to both the refrigeration cycle 35 and a battery circuit 37. The battery circuit 37 includes, for example, an electric pump 371, an electric heater 372, the battery 10, and a bypass path 373. The five-way valve 38 and the five-way valve 39 are connected to the low-temperature circuit 33 and the battery circuit 37, respectively.

[0043] 3 is a diagram showing an example of a detailed configuration of the thermal management system 30. The high-temperature circuit 31 includes a first path and a second path. The first path connects a water pump 311, a condenser 34, an electric heater 312, a three-way valve 313, a heater core 314, a reservoir tank 315, and the water pump 311 in this order. The second path connects the water pump 311, the condenser 34, the electric heater 312, the three-way valve 313, a high-temperature radiator 321, the reservoir tank 315, and the water pump 311 in this order. The three-way valve 313 switches the flow path of the heat medium so that the heat medium flows through at least one of the first path and the second path.

[0044] The water pump 311 circulates the heat medium in the high-temperature circuit 31 in accordance with a control command from the ECU 50. The condenser 34 exchanges heat between the heat medium and the working medium in the refrigeration cycle 35. The electric heater 312 heats the heat medium. The heater core 314 heats the air supplied to the passenger compartment of the vehicle 1 by heat exchange with the heat medium. The high-temperature radiator 321 is provided with an electric fan (not shown) for blowing air when wind is not available while the vehicle is running. The reservoir tank 315 maintains the pressure and amount of the heat medium in the high-temperature circuit 31 by storing a portion of the heat medium in the high-temperature circuit 31.

[0045] The heat medium in the low-temperature circuit 33 circulates through the water pump 331, PCU 23, oil cooler 332, power conversion device 22, five-way valve 38, low-temperature radiator 322, five-way valve 39, reservoir tank 333, and water pump 331 in this order.

[0046] The water pump 331 circulates the heat medium in the low-temperature circuit 33 in accordance with a control command from the ECU 50. The oil cooler 332 circulates lubricating oil for the motor using an electric oil pump (EOP) (not shown). The PCU 23, the oil cooler 332, and the power conversion device 22 are cooled by the heat medium circulating in the low-temperature circuit 33. The reservoir tank 333 maintains the pressure and amount of the heat medium in the low-temperature circuit 33 by storing a portion of the heat medium in the low-temperature circuit 33. The five-way valve 38 and the five-way valve 39 each switch the flow path of the heat medium in the low-temperature circuit 33 and the battery circuit 37 in accordance with a control command from the ECU 50. The low-temperature radiator 322 is disposed near the high-temperature radiator 321 so that the heat medium flowing in the low-temperature radiator 322 exchanges heat with the heat medium flowing in the high-temperature radiator 321. The low-temperature radiator 322 is provided with an electric fan (not shown) similar to the high-temperature radiator 321.

[0047] The refrigeration cycle 35 includes a first path and a second path. The first path connects the compressor 351, the condenser 34, the expansion valve 352, the evaporator 353, the EPR 354, and the compressor 351 in this order. The second path connects the compressor 351, the condenser 34, the expansion valve 355, the chiller 36, and the compressor 351 in this order. The expansion valves 352 and 355 switch the flow path of the working medium in the refrigeration cycle 35 so that the working medium flows through at least one of the first path and the second path.

[0048] The compressor 351 compresses the gas-phase working medium flowing out from the chiller 36. The condenser 34 condenses the working medium by exchanging heat between the gas-phase working medium discharged from the compressor 351 and the heat medium flowing through the high-temperature circuit 31. The expansion valve 352 expands the working medium flowing out from the condenser 34. The evaporator 353 evaporates the working medium by exchanging heat between the working medium flowing out from the expansion valve 352 and air supplied to the passenger compartment of the electric vehicle. The EPR 354 adjusts the pressure of the working medium flowing out from the evaporator 353. The expansion valve 355 expands the working medium flowing out from the condenser 34.

[0049] The battery circuit 37 includes a first path and a second path. The first path connects the electric pump 371, chiller 36, five-way valve 38, electric heater 372, battery 10, five-way valve 39, and electric pump 371 in this order. The second path connects the electric pump 371, chiller 36, five-way valve 38, bypass path 373, five-way valve 39, and electric pump 371 in this order. The five-way valves 38 and 39 switch the flow path of the heat medium so that the heat medium flows through at least one of the first path and the second path.

[0050] The electric pump 371 circulates the heat medium within the battery circuit 37 in accordance with a control command from the ECU 50. More specifically, the electric pump 371 in this embodiment includes a rotating body (not shown) and is controlled by PWM (Pulse Width Modulation). The ECU 50 controls the drive frequency f of the electric pump 371 by setting the duty of the PWM signal. The electric pump 371 delivers a discharge amount of the heat medium according to the drive frequency f. The higher the drive frequency f of the electric pump 371, the greater the discharge amount of the heat medium.

[0051] The electric pump 371 corresponds to the "pump" according to the present disclosure. The control method of the "pump" is not limited to PWM control. The "pump" may be controlled by other control methods such as PID (Proportional-Integral-Differential) control or vector control. The "pump" is not limited to a rotary pump, but may also be a reciprocating pump (a pump that changes the volume inside the cylinder by reciprocating motion).

[0052] The chiller 36 cools the heat medium circulating through the battery circuit 37 by exchanging heat between the working medium circulating through the refrigeration cycle 35 and the heat medium circulating through the battery circuit 37. The electric heater 372 heats the heat medium in accordance with a control command from the ECU 50. In this manner, the battery 10 is heated using the electric heater 372 and cooled using the chiller 36. The bypass path 373 connects the five-way valve 38 and the five-way valve 39 so that the heat medium bypasses the electric heater 372 and the battery 10.

[0053] The five-way valve 38 is provided with five ports P11 to P15. The port P11 is an inlet port through which the heat medium flows in from the chiller 36. The port P12 is an outlet port through which the heat medium flows out toward the electric heater 372 of the battery circuit 37 and the battery 10. The port P13 is an inlet port through which the heat medium flows in after passing through the PCU 23, the oil cooler 332, and the power conversion device 22. The port P14 is an outlet port through which the heat medium flows out toward the bypass path 373 of the battery circuit 37. The port P15 is an outlet port through which the heat medium flows out toward the low-temperature radiator 322.

[0054] The five-way valve 39 is provided with five ports P21 to P25. The port P21 is an outlet port through which the heat medium flows out toward the chiller 36. The port P22 is an inlet port through which the heat medium flows in after passing through the electric heater 372 of the battery circuit 37 and the battery 10. The port P23 is an outlet port through which the heat medium flows out toward the PCU 23, the oil cooler 332, and the power conversion device 22. The port P24 is an inlet port through which the heat medium flows in from the bypass path 373 of the battery circuit 37. The port P25 is an inlet port through which the heat medium flows in from the low-temperature radiator 322.

[0055] Although not shown, a blower (fan, blower, etc.) may be provided to cool the PCU 23. The same applies to the battery 10.

[0056] <ECU configuration> 4 is a diagram showing an example of the configuration of the ECU 50. The ECU 50 includes a processor 51, a memory 52, and an interface 53. The components of the ECU 50 are connected to the digital communication module 41 and the HMI 42 via a bus 54.

[0057] The processor 51 is an arithmetic processing device such as a central processing unit (CPU) or a microprocessing unit (MPU). The memory 52 may include a volatile memory such as a random access memory (RAM) and a rewritable nonvolatile memory such as a solid state drive (SSD) or flash memory. The memory 52 stores system programs including an operating system (OS) and control programs including computer-readable code required for arithmetic processing. The memory 52 also stores a table (upper limit duty table) for setting an upper limit duty, which will be described later. The processor 51 performs various processes by reading the system program and the control program and loading them into the memory 52. ​​The interface 53 controls communication between the ECU 50 and the digital communication module 41 and the HMI 42, as well as communication between the ECU 50 and the components of the thermal management system 30.

[0058] The ECU 50 may be divided into multiple ECUs for different functions. While Fig. 4 shows an example in which the ECU 50 includes one processor 51, the ECU 50 may include multiple processors. The same applies to the memory 52.

[0059] In this specification, the term "processor" is not limited to a processor in the narrow sense that executes processing using a stored program, but may also include hardwired circuits such as an ASIC (Application Specific Integrated Circuit) or an FPGA (Field-Programmable Gate Array). Therefore, the term "processor" can also be interpreted as processing circuitry whose processing is predefined by computer-readable code and / or hardwired circuitry.

[0060] <Battery temperature rise> In the vehicle 1, when the battery 10 is at a low temperature (a temperature below freezing, at which charging and discharging of the battery 10 is limited), a "rapid temperature increase request" is generated to rapidly increase the temperature of the battery 10. By using the thermal management system 30 to increase the temperature of the battery 10 before charging the vehicle 1, it is possible to increase the charging power to the battery 10 compared to when the battery 10 is at a low temperature. This reduces the charging time of the vehicle 1. Furthermore, by using the thermal management system 30 to increase the temperature of the battery 10 before external power feeding from the vehicle 1, it is possible to increase the power fed from the battery 10 compared to when the battery 10 is at a low temperature. This allows power to be fed from the vehicle 1 to more electrical appliances in a house, for example.

[0061] Additionally, vehicle 1 in this embodiment has a preconditioning mode. When the user selects the preconditioning mode, a rapid heating request is generated even under conditions under which a rapid heating request would not be generated automatically. This allows thermal management system 30 to operate before using vehicle 1 (before charging, before external power supply, before driving, etc.) to heat battery 10 in advance, so that the temperature of battery 10 can be kept within a temperature range suitable for charging and discharging when vehicle 1 is in use.

[0062] The user can select the preconditioning mode by operating the HMI 42 (i.e., operating within the vehicle cabin). This allows the warming up of the battery 10 to start at a desired timing regardless of the automatic generation conditions for a rapid warming request. The user can also select the preconditioning mode by operating the user device 8. This allows the warming up of the battery 10 to start even if the vehicle 1 is parked far from the user's current location.

[0063] <Pump noise generation> The inventors have noticed that the following problem may arise when the temperature of the battery 10 is increased in response to a request for rapid temperature increase. When the temperature of the battery 10 is increased, noise may be generated due to the operation of the electric pump 371 of the battery circuit 37. More specifically, the electric pump 371 is fixed to a housing (not shown) that houses the battery circuit 37 using a fixture (e.g., a bracket). As described above, the electric pump 371 is configured to increase the discharge rate of the heat medium as the drive frequency f increases. In order to increase the discharge rate of the heat medium, it is necessary to increase the drive frequency f. Depending on the drive frequency f, resonance may occur between the electric pump 371 and its fixed location (the housing or the fixture), generating noise. This noise is referred to as "pump noise." Pump noise includes both noise and vibration of the electric pump 371, i.e., both noise and vibration.

[0064] When the temperature of the battery 10 is raised, the marketability of the vehicle 1 is improved by shortening the charging time of the battery 10, but the marketability of the vehicle 1 may be reduced by generating pump noise (so-called deterioration of NV performance). It is desirable to ensure high marketability by appropriately suppressing the disadvantage of pump noise while enjoying the benefits of shortening the charging time by raising the temperature as required.

[0065] Therefore, in this embodiment, ECU 50 determines drive frequency f of electric pump 371 after taking into consideration the conditions under which background noise occurs. Background noise is noise generated by sources other than electric pump 371 (i.e., noise other than pump noise). When the background noise is large, the pump noise is buried in the background noise and is not particularly noticeable. Therefore, battery 10 may be heated without giving special consideration to suppressing pump noise. On the other hand, when the background noise is small, the pump noise may be perceived as annoying, so it is desirable to prioritize suppressing pump noise over raising the temperature of battery 10. In this way, when a predetermined condition (described below) indicating small background noise is met, ECU 50 suppresses pump noise more than when the condition is not met.

[0066] <Driving electric pumps> As described above, ECU 50 in this embodiment controls drive frequency f of electric pump 371 by setting duty D of the PWM signal for driving electric pump 371.

[0067] 5 is a conceptual diagram showing the correspondence relationship between the duty D of the PWM signal and the drive frequency f of the electric pump 371. The horizontal axis represents the duty D of the PWM signal, and the vertical axis represents the drive frequency f of the electric pump 371.

[0068] The electric pump 371 has a plurality of natural vibration modes. Fig. 5 shows a correspondence relationship indicating a first-order natural vibration mode and a correspondence relationship indicating a second-order natural vibration mode. Although not shown to avoid complexity, there are generally also correspondence relationships indicating higher-order (third- and fourth-order) natural vibration modes.

[0069] When the drive frequency f of the electric pump 371 matches the resonant frequency, resonance occurs, generating pump noise. In this embodiment, a resonance band including the resonant frequency is determined taking into account tolerance variations of the electric pump 371 (tolerance variations of the electric pump 371 itself and tolerance variations depending on how the electric pump 371 is fixed). The upper limit of the resonance band is denoted as UL, and the lower limit is denoted as LL. When the drive frequency f is within the resonant band, resonance of the electric pump 371 may occur. On the other hand, when the drive frequency f is outside the resonant band, resonance of the electric pump 371 can be prevented.

[0070] When background noise is small, the duty D of the PWM signal is determined so that the drive frequency f of the electric pump 371 does not fall within the resonance band. In the example shown in Fig. 5, by setting the duty D to less than D1, it is possible to prevent resonance (primary resonance) caused by the primary natural vibration mode of the electric pump 371. As a result, it is possible to suitably suppress pump noise.

[0071] However, if the duty D is set to a value less than D2, resonance (secondary resonance) due to the second natural vibration mode of the electric pump 371 may occur. Although the secondary resonance is weaker than the primary resonance, it may be noticeable to the user. Therefore, the duty D may be set in a range greater than D2 and less than D1 to prevent both the primary and secondary resonances.

[0072] Here, an example has been described in which the duty D is set so that the drive frequency f is lower than the lower limit LL of the resonance band. However, to prevent resonance of the electric pump 371, it is sufficient that the drive frequency f is outside the resonance band. Therefore, depending on the correspondence relationship between the duty D and the drive frequency f, the duty D may be set so that the drive frequency f is higher than the upper limit UL of the resonance band.

[0073] <Processing flow> The process for setting the duty of the PWM signal for driving the electric pump 371 will be described in detail below.

[0074] 6 is a flowchart showing an example of a processing procedure for setting the duty of a PWM signal in the first embodiment. The processing shown in this flowchart is executed when a predetermined condition is met (for example, at predetermined intervals while the electric pump 371 is being driven). Each step is realized by software processing by the ECU 50 (processor 51 shown in FIG. 4), but may also be realized by hardware (electrical circuitry) arranged within the ECU 50. Hereinafter, steps are abbreviated as S. The same applies to the processing shown in other flowcharts described later.

[0075] It is assumed that the following processing is being executed in another flowchart (not shown). First, the ECU 50 calculates the flow rate (required flow rate) of the heat medium for adjusting the temperatures of the devices (battery 10, PCU 23, etc.) managed by the thermal management system 30 to target temperatures. The ECU 50 calculates the drive frequency f (required frequency) of the electric pump 371 according to the required flow rate, and further calculates the duty (required duty) of the PWM signal for achieving the required frequency. The ECU 50 temporarily stores the calculated required duty in the memory 52 (see FIG. 4).

[0076] In this embodiment, the ECU 50 is configured to set the duty of the PWM signal so as not to exceed an upper limit, which is a so-called guard value. Hereinafter, this process will be referred to as "upper limit card." The upper limit set for the duty D will be referred to as "upper limit duty."

[0077] 1 to 3 and 6, in S101, ECU 50 determines whether or not a request for rapid cooling of battery 10 has been generated. A request for rapid cooling is generated mainly when the temperature of battery 10 exceeds a warning temperature indicating an excessive temperature rise of battery 10 (a temperature at which it is desirable to immediately cool battery 10 in order to protect battery 10).

[0078] If a rapid cooling request has been issued (YES in S101), the ECU 50 proceeds to S110 and sets the requested duty stored in the memory 52 as the duty D of the PWM signal as is. That is, the ECU 50 sets the duty D without considering the resonance band of the electric pump 371. No upper limit guard is performed.

[0079] If a rapid cooling request has not been generated (NO in S101), the ECU 50 determines whether a rapid heating request for the battery 10 has been generated (S102). The rapid heating request is generated automatically mainly when the temperature of the battery 10 is lower than a predetermined reference temperature. In addition, the rapid heating request may also be generated by a user operation on the user device 8 or the HMI 42.

[0080] If a rapid temperature increase request has not been generated (NO in S102), ECU 50 proceeds to S103 and sets upper limit duty Dlim0 assuming that the temperature of battery 10 will not be increased. Dlim0 is determined independently of the resonance frequency (resonance band) of electric pump 371.

[0081] If a rapid temperature increase request has occurred (YES in S102), ECU 50 determines whether or not to suppress pump noise in the subsequent processing of S104 to S109. In other words, ECU 50 determines which of raising the temperature of battery 10 and suppressing pump noise should be prioritized. In this embodiment, it is determined whether the following three conditions are met.

[0082] The first condition relates to external power feeding of the vehicle 1. As mentioned above, external power feeding includes V2H, V2V, V2L, and the like. For example, when V2H is performed at the home of the user of the vehicle 1, the pump noise may be annoying to the user at home. The pump noise may also be a nuisance to neighbors. Similar problems may occur in V2V, V2L, and the like. Therefore, it is desirable to suppress pump noise during external power feeding.

[0083] The second condition relates to the charging of the vehicle 1. Generally, DC charging (fast charging) equipment incorporates a liquid-cooling cooling system, which generates a loud operating noise. Furthermore, even high-power AC charging (normal charging) equipment (e.g., charging equipment with a charging power of 22 kW or more and installed in commercial facilities) incorporates a liquid-cooling cooling system, which generates a loud operating noise. When charging the vehicle 1 using such charging equipment, pump noise is less likely to be a problem. In contrast, lower-power AC charging equipment (e.g., charging equipment with a charging power of 3 kW or less and installed in an ordinary home) does not incorporate a liquid-cooling cooling system and generates only a quiet operating noise. Therefore, pump noise may be a nuisance to those around the vehicle (typically, the home and neighborhood). Therefore, it is desirable to suppress pump noise even during AC charging, which uses a low charging power.

[0084] The third condition relates to preconditioning of the vehicle 1. Selection of the preconditioning mode means that the user wishes to warm up the battery 10. There may be various reasons for this, but one typical reason is that the user plans to go out soon and wants to finish charging the battery 10 as quickly as possible before going out. Therefore, it is desirable to quickly warm up the battery 10 in accordance with the user's wishes.

[0085] In S104, the ECU 50 determines whether or not external power feeding is being performed for the vehicle 1. The ECU 50 can determine whether or not external power feeding is being performed based on the cable 91 connected to the inlet 21.

[0086] When external power feeding is performed (YES in S104), in this example, the ECU 50 sets the upper limit duty of the PWM signal to Dlim1 so that the drive frequency f of the electric pump 371 is lower than the lower limit LL of the resonance band (S105). Dlim1 is determined in advance at the time of shipping the vehicle 1 assuming a mode of external power feeding (e.g., V2H) of the vehicle 1, and is stored in the upper limit duty table 520 (see FIG. 4). Dlim1 can be adaptively determined, for example, so that the power required in many V2H cases can be fed while appropriately suppressing pump noise. Thereafter, the ECU 50 proceeds to S111 and executes the upper limit guard. That is, the ECU 50 controls the duty D of the PWM signal within a range that does not exceed the upper limit duty Dlim1.

[0087] If external power feeding is not being performed (NO in S104), the ECU 50 determines whether AC charging with charging power less than the reference power REF is being performed (S106). In the example described above, the reference power REF may be set to a power greater than 3 kW and less than 22 kW (e.g., 15 kW). The ECU 50 can determine whether the charging power is less than the reference power REF by communicating with the external device 9 (AC charging equipment) via the cable 91. Hereinafter, AC charging with charging power less than the reference power REF will be referred to as "low-power AC charging."

[0088] If low-power AC charging is being performed (YES in S106), ECU 50 sets the upper limit duty to Dlim2 so that drive frequency f is lower than lower limit LL of the resonance band (S107). Dlim2 is determined in advance at the time of shipping vehicle 1, assuming the manner in which AC charging of vehicle 1 will be performed (for example, charging at a typical home), and is stored in upper limit duty table 520 (see FIG. 4). Dlim2 can be adaptively determined, for example, so that pump noise is appropriately suppressed while the charging time increases to a certain extent as the charging power decreases, but does not increase excessively. Dlim2 may be equal to or different from Dlim1. ECU 50 executes an upper limit guard and controls duty D of the PWM signal within a range that does not exceed upper limit duty Dlim2 (S111).

[0089] If low-power AC charging is not being performed (NO in S106), ECU 50 determines whether vehicle 1 is in the preconditioning mode (S108).

[0090] If the vehicle 1 is in the preconditioning mode (YES in S108), the ECU 50 sets the upper limit duty of the PWM signal to Dlim3 so that the temperature of the battery 10 can be raised quickly regardless of whether the drive frequency f of the electric pump 371 falls within the resonance band (S109). Dlim3 is determined in advance at the time of shipping the vehicle 1 in consideration of the temperature raising performance required for the preconditioning mode, and is stored in the upper limit duty table 520 (see FIG. 4). The ECU 50 executes an upper limit guard and controls the duty D of the PWM signal within a range that does not exceed the upper limit duty Dlim3 (S111).

[0091] If the vehicle 1 is not in the preconditioning mode (NO in S108), that is, if neither external power supply nor low-power AC charging is being performed on the vehicle 1 and the vehicle 1 is not in the preconditioning mode, the ECU 50 proceeds to S110 and sets the required duty stored in the memory 52 as the duty D of the PWM signal as is.

[0092] It is also possible to control the electric pump 371 so that pump noise is always suppressed without using the resonance band of the electric pump 371. However, in this case, even in a situation where the generation of pump noise is acceptable, the setting range of the drive frequency f is limited, which may result in the temperature rise of the battery 10 becoming excessively gradual.

[0093] In contrast, in the first embodiment, when external power feeding or low-power AC charging of the vehicle 1 is performed, the duty D of the PWM signal is adjusted so that the drive frequency f of the electric pump 371 does not fall within the resonance band, thereby suppressing pump noise. This allows the temperature of the battery 10 to be increased more quickly without unnecessarily suppressing pump noise. Therefore, according to the first embodiment, it is possible to appropriately suppress pump noise while performing the necessary temperature increase of the battery 10. As a result, the marketability of the vehicle 1 can be improved.

[0094] Furthermore, when the vehicle 1 is in the preconditioning mode, raising the temperature of the battery 10 takes priority over suppressing pump noise. This improves user convenience, thereby further improving the marketability of the vehicle 1.

[0095] [Modification of the first embodiment] As will be explained in this modification, the order in which the above three conditions for setting the upper limit duty are determined can be changed.

[0096] 7 is a flowchart showing an example of a processing procedure for setting the duty of a PWM signal in a modification of Embodiment 1. This flowchart differs from the flowchart in Embodiment 1 (see FIG. 6) in that it includes steps S104A to S109A instead of steps S104 to S109.

[0097] 1 to 3 and 7, when a rapid temperature increase request has occurred (YES in S102), ECU 50 determines whether or not a condition for suppressing pump noise is met. In this modification, first, in S104A, ECU 50 determines whether or not vehicle 1 is in a preconditioning mode.

[0098] When the vehicle 1 is in the preconditioning mode (YES in S104A), the ECU 50 prioritizes the temperature increase of the battery 10 and sets the upper limit duty of the PWM signal to Dlim3, regardless of whether the drive frequency f of the electric pump 371 falls within the resonance band (S105A).

[0099] If the vehicle 1 is not in the preconditioning mode (NO in S104A), the ECU 50 determines (S106A) whether external power feeding is performed for the vehicle 1. If external power feeding is performed (YES in S106A), the ECU 50 sets the upper limit duty to Dlim1 so that the drive frequency f is lower than the lower limit LL of the resonance band (S107A).

[0100] If external power feeding is not performed (NO in S106A), ECU 50 determines whether low-power AC charging is performed (S108A). If low-power AC charging is performed (YES in S108A), ECU 50 sets the upper limit duty to Dlim2 so that drive frequency f is lower than lower limit LL of the resonance band (S109A).

[0101] If low-power AC charging is not performed (NO in S108A), that is, if the vehicle 1 is not in preconditioning mode and neither external power supply nor low-power AC charging of the vehicle 1 is performed, the ECU 50 sets the required duty stored in the memory 52 as the duty D of the PWM signal (S110).

[0102] The processes other than those described above are similar to the corresponding processes in the first embodiment, and therefore description thereof will not be repeated.

[0103] As described above, in the modification of the first embodiment, as in the first embodiment, the upper limit duty is set to Dlim1 or Dlim2. These upper limit duties are determined so that the drive frequency f of the electric pump 371 does not enter a resonance band in order to prevent resonance caused by the natural vibration mode of the electric pump 371. By controlling the duty D of the PWM signal so that the upper limit duty is not exceeded by implementing an upper limit guard, it is possible to appropriately suppress pump noise while raising the temperature of the battery 10 as required. This can improve the marketability of the vehicle 1.

[0104] The vehicle 1 transitions to the preconditioning mode in response to a user operation requesting a temperature increase of the battery 10. In this modification, however, it is determined whether the vehicle 1 is in the preconditioning mode before determining whether external power feeding and low-power AC charging are performed. If the vehicle 1 is in the preconditioning mode, an upper limit duty Dlim3 corresponding to preconditioning is set regardless of the state of the vehicle 1, such as external power feeding or low-power AC charging. Determining first whether the preconditioning mode has been selected in this manner means that the user's wishes are given top priority. This improves user convenience, thereby further improving the marketability of the vehicle 1.

[0105] In the first embodiment (see FIG. 6) and the modified example (see FIG. 7), examples have been described in which it is determined whether three conditions for suppressing pump noise are met. However, some of the three conditions may be omitted. In other words, the ECU 50 may determine whether only one or two of the three conditions are met, and set the upper limit duty according to the determination result.

[0106] [Embodiment 2] In embodiment 2, other conditions related to background noise are further taken into consideration. Note that the configuration of the vehicle according to embodiment 2 is similar to the configuration of vehicle 1 according to embodiment 1 (see FIGS. 1 to 4), and therefore description thereof will not be repeated.

[0107] 8 is a flowchart showing an example of a processing procedure for setting the duty of a PWM signal according to Embodiment 2. This flowchart differs from the flowchart according to Embodiment 1 (see FIG. 6) in that it further includes processing at S210.

[0108] 1 to 3 and 8, in the processes of S203, S205, S207, and S209, ECU 50 sets the upper limit duties to Dlim0, Dlim1, Dlim2, and Dlim3, respectively, as in the first embodiment. Thereafter, ECU 50 proceeds to the process of S210, and determines whether or not background noise conditions other than external power feeding (S204) and AC charging (S206) are met.

[0109] More specifically, the other background noise condition may be met when the vehicle speed (travel speed of the vehicle 1) is faster than a specified speed (for example, 10 km / h). When the vehicle speed is faster than the specified speed, relatively loud traveling noise (mainly road noise and wind noise) is generated, so the pump noise is buried in the noise and is not noticeable.

[0110] Another implicit condition may be met when a component other than the electric pump 371 in the thermal management system 30 is operating. This condition is met, for example, when the compressor 351 of the refrigeration cycle 35 is operating. This condition may also be met while the electric fans provided in the radiators 32 (the high-temperature radiator 321 and the low-temperature radiator 322) are operating. If a fan, blower, or the like is provided to air-cool the PCU 23 and / or the battery 10, this condition may also be met while the fan, blower, or the like is operating. Even when a component other than the electric pump 371 is operating, the pump noise is not noticeable because it is drowned out by the operating noise of the other components. The compressor 351 of the refrigeration cycle 35 corresponds to the "compressor" according to the present disclosure. The electric fan of the radiator 32 and the air-cooling fan and blower correspond to the "blowers" according to the present disclosure.

[0111] If the other background noise conditions are not satisfied (NO in S210), the ECU 50 sets the duty of the PWM signal so as not to exceed the upper limit duty set in any one of the processes of S203, S205, S207, and S209, and executes the upper limit guard (S212). That is, when the vehicle speed is slower than the specified speed, the ECU 50 suppresses the pump noise more than when the vehicle speed is faster than the specified speed. Furthermore, when both the compressor 351 and the electric fan, etc. are stopped, the ECU 50 suppresses the pump noise more than when at least one of the compressor 351 and the electric fan, etc. is operating.

[0112] On the other hand, if other implicit conditions are met (YES in S210), the pump noise is unlikely to be perceived as annoying, and therefore ECU 50 does not implement upper limit protection. ECU 50 sets the duty of the PWM signal to a required duty for realizing a required frequency according to the required flow rate of electric pump 371 (S211).

[0113] As described above, in the second embodiment, as in the first embodiment, the upper limit duty is set to Dlim1 or Dlim2. These upper limit duties are determined so that the drive frequency of the electric pump 371 does not enter a resonance band in order to prevent resonance caused by the natural vibration mode of the electric pump 371. By controlling the duty D of the PWM signal so that the upper limit duty is not exceeded by implementing an upper limit guard, it is possible to appropriately suppress pump noise while raising the temperature of the battery 10 as required. This can improve the marketability of the vehicle 1.

[0114] In the second embodiment, unlike the first embodiment, the upper limit guard is not performed when other undesired conditions are met. This is because when other undesired conditions are met, the annoyance and discomfort caused by the pump noise are relatively reduced. This means that raising the temperature of the battery 10 takes priority over suppressing the pump noise. This allows the temperature of the battery 10 to be raised more quickly, further improving the marketability of the vehicle 1.

[0115] Although not shown, a modified example of the first embodiment (see FIG. 7) may be combined with the second embodiment (see FIG. 8). That is, prior to making a determination regarding external power feeding and low-power AC charging, the ECU 50 may determine whether the vehicle 1 is in the preconditioning mode, set the upper limit duty according to the determination result, and determine whether to execute the upper limit guard according to whether other implicit conditions are met.

[0116] The embodiments disclosed herein should be considered to be illustrative in all respects and not restrictive. The scope of the present disclosure is defined by the claims, not by the description of the above embodiments, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0117] 1 vehicle, 10 battery, 21 inlet, 22 power conversion device, 23 inverter, 24 motor generator, 30 thermal management system, 31 high-temperature circuit, 311 water pump, 312 electric heater, 313 three-way valve, 314 heater core, 315 reservoir tank, 32 radiator, 321 high-temperature radiator, 322 low-temperature radiator, 33 low-temperature circuit, 331 water pump, 332 oil cooler, 333 reservoir tank, 34 condenser, 35 refrigeration cycle, 351 compressor, 352 expansion valve, 353 evaporator, 355 expansion valve, 36 chiller, 37 battery circuit, 371 electric pump, 372 electric heater, 373 bypass path, 38, 39 five-way valve, 41 communication module, 42 HMI, 50 ECU, 51 processor, 52 Memory, 53 Interface, 54 Bus, 8 User equipment, 9 External devices, 91 Cable, 92 Connector.

Claims

1. A vehicle, A battery, a thermal management system that performs thermal management in the vehicle, the thermal management system including a pump that circulates a heat medium that exchanges heat with the battery; a control device for controlling the thermal management system, When the temperature of the battery is raised using the thermal management system, if a predetermined condition indicating that background noise, which is noise caused by factors other than the pump, is low is met, the control device controls the pump so that pump noise, which is noise caused by the operation of the pump, is suppressed compared to when the predetermined condition is not met.

2. the pump is an electric pump whose flow rate of the heat medium is determined according to a drive frequency, 2. The vehicle according to claim 1, wherein the control device sets the drive frequency regardless of a resonance band of the electric pump when the predetermined condition is not met, and sets the drive frequency outside the resonance band when the predetermined condition is met.

3. The control device controlling the drive frequency by outputting a PWM (Pulse Width Modulation) signal to the electric pump; 3. The vehicle according to claim 2, wherein, when the predetermined condition is met, the duty of the PWM signal is set so that the drive frequency is lower than a lower limit of the resonance band.

4. the vehicle is configured to externally supply power from the battery to an external device of the vehicle; The vehicle according to any one of claims 1 to 3, wherein, when the external power feeding is performed, the control device controls the pump so that the pump noise is suppressed compared to when the external power feeding is not performed.

5. the vehicle is configured to charge the battery from a charging facility external to the vehicle; The vehicle according to any one of claims 1 to 3, wherein the control device controls the pump so that the pump noise is suppressed when the charging power to the vehicle is smaller than a reference power, compared to when the charging power is greater than the reference power.

6. The vehicle according to any one of claims 1 to 3, wherein the control device controls the pump so as not to suppress the pump noise when a user operation requesting rapid heating of the battery is performed.

7. The vehicle according to any one of claims 1 to 3, wherein the control device controls the pump when the vehicle's traveling speed is slower than a specified speed so that the pump noise is suppressed compared to when the vehicle's traveling speed is faster than the specified speed.

8. the thermal management system further includes an air conditioner compressor; The vehicle according to any one of claims 1 to 3, wherein the control device controls the pump so that, when the compressor is stopped, the pump noise is suppressed compared to when the compressor is operating.

9. the thermal management system further includes a radiator blower; The vehicle according to any one of claims 1 to 3, wherein the control device controls the pump so that, when the blower is stopped, the pump noise is suppressed compared to when the blower is operating.

10. A control device for a vehicle equipped with a thermal management system including a pump that circulates a heat medium that exchanges heat with a battery, A vehicle control device including a processor that suppresses pump noise caused by operation of the pump when a predetermined condition indicating that background noise, which is noise caused by factors other than the pump, is low is met when the battery is heated using the thermal management system, compared to when the predetermined condition is not met.

11. A control method for a vehicle equipped with a thermal management system including a pump that circulates a heat medium that exchanges heat with a battery, comprising: warming the battery using the thermal management system; The vehicle control method, wherein the step of raising the temperature includes a step of suppressing pump noise caused by driving the pump when a predetermined condition indicating that background noise, which is noise caused by factors other than the pump, is satisfied, compared to a case where the predetermined condition is not satisfied.

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