Battery temperature regulation device

Abstract

To provide a battery temperature adjusting device capable of appropriately suppressing progress of deterioration of a secondary battery.SOLUTION: A battery temperature adjusting device 1 is mounted on a vehicle, and comprises: a refrigeration cycle device 10 and a low temperature side heat medium circuit 50 as a temperature adjusting section for adjusting a battery temperature TB that is a temperature of a battery 5; a temperature adjustment control section 60a for controlling actuation of the temperature adjusting section; and a charge / discharge information acquiring section 64 for acquiring charge / discharge information relating to whether or not the battery 5 is charged / discharged. The charge / discharge information acquiring section 64 acquires absence information when present charge / discharge of the battery 5 is absent or when absence of future charge / discharge of the battery 5 is predicted, and acquires presence information when the present charge / discharge of the battery 5 is present or when presence of the future charge / discharge of the secondary battery is predicted. The temperature adjustment control section 60a controls actuation of the temperature adjusting section based on the charge / discharge information.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a battery temperature regulator that cools a secondary battery mounted in a vehicle. [Background technology]

[0002] Patent Document 1 discloses a battery temperature regulator that cools a secondary battery. This type of battery temperature regulator cools the secondary battery so that the battery temperature becomes lower than a target cooling temperature when the battery temperature of the secondary battery reaches or exceeds a cooling start temperature. The battery temperature regulator in Patent Document 1 sets both the cooling start temperature and the target cooling temperature to the same value in an attempt to efficiently cool the secondary battery. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2014-63577 Summary of the Invention [Problem to be solved by the invention]

[0004] It is known that secondary battery degradation can be classified into calendar degradation and cycle degradation. Calendar degradation is defined as degradation that progresses over time. Cycle degradation is defined as degradation that progresses with charging and discharging. Furthermore, it is known that lowering the battery temperature is effective in suppressing the progression of calendar degradation in lithium-ion batteries, a typical secondary battery.

[0005] Therefore, when the battery temperature regulator of Patent Document 1 is applied to cooling a lithium-ion battery, a method of lowering the target cooling temperature can be considered to suppress the progression of calendar deterioration. However, in the battery temperature regulator of Patent Document 1, simply lowering the target cooling temperature will not adequately lower the battery temperature if the cooling capacity that the battery temperature regulator can exert is insufficient. Therefore, the progression of calendar deterioration cannot be adequately suppressed.

[0006] Furthermore, in lithium-ion batteries, charging and discharging at low temperatures may accelerate cycle degradation. However, Patent Document 1 does not disclose any control for suppressing the progression of cycle degradation of secondary batteries. In other words, the battery temperature regulator in Patent Document 1 does not disclose any control for appropriately suppressing the progression of degradation of secondary batteries in accordance with the respective causes of calendar degradation and cycle degradation.

[0007] In view of the above, an object of the present invention is to provide a battery temperature regulator that can appropriately suppress the progression of deterioration of a secondary battery. [Means for solving the problem]

[0008] To achieve the above object, a battery temperature regulator according to a first aspect of the present invention is mounted on a vehicle and includes a temperature regulator (10, 50), a temperature regulation control unit (60a), and a charge / discharge information acquisition unit (64).

[0009] The temperature adjusting unit adjusts the battery temperature (TB) of the secondary battery (5). The temperature adjustment control unit controls the operation of the temperature adjusting unit. The charge / discharge information acquiring unit acquires charge / discharge information regarding whether the secondary battery is being charged or discharged.

[0010] The charge / discharge information acquisition unit acquires "no" information as charge / discharge information when the secondary battery is not currently being charged or discharged or when it is predicted that the secondary battery will not be charged or discharged in the future. Also, the charge / discharge information acquisition unit acquires "yes" information as charge / discharge information when the secondary battery is currently being charged or discharged or when it is predicted that the secondary battery will be charged or discharged in the future.

[0011] The temperature adjustment control unit controls the operation of the temperature adjustment unit based on the charge / discharge information. The temperature adjustment control unit has a target cooling temperature setting unit (S11, S19). The target cooling temperature setting unit sets a target cooling temperature (TBOC) when the temperature adjustment unit cools the secondary battery. Furthermore, the temperature adjustment control unit controls the operation of the temperature adjustment unit so that the battery temperature approaches the target cooling temperature when cooling the secondary battery. The target cooling temperature setting unit sets the target cooling temperature using at least the latest charge / discharge information acquired by the charge / discharge information acquisition unit. Furthermore, when the heat generation amount (QB) of the secondary battery is smaller than the maximum cooling amount (CBmax) that the temperature adjustment unit can exert and the charge / discharge information acquisition unit has acquired no information as the latest charge / discharge information, the target cooling temperature setting unit changes the already set target cooling temperature to lower it.

[0012] According to this, the temperature adjustment control section (60a) controls the operation of the temperature adjustment sections (10, 50) based on the charge / discharge information.

[0013] Therefore, the temperature adjustment control section (60a) can control the operation of the temperature adjustment section (10, 50) based on the no information and the present information so as to suppress the progress of deterioration of the secondary battery (5) that progresses with time. Furthermore, the temperature adjustment control section (60a) can control the operation of the temperature adjustment section (10, 50) based on the no information and the present information so as to suppress the progress of deterioration of the secondary battery (5) that progresses with charging and discharging.

[0014] That is, according to the battery temperature adjustment device described in claim 1, it is possible to control the operation of the temperature adjustment unit (10, 50) according to the cause of deterioration of the secondary battery (5), and the progression of deterioration of the secondary battery can be appropriately suppressed.

[0015] Furthermore, the temperature adjustment control unit may have a target heating temperature setting unit (S21, S23). The target heating temperature setting unit sets the target heating temperature using at least the latest charge / discharge information acquired by the charge / discharge information acquisition unit. The temperature adjustment control unit controls the operation of the temperature adjustment unit when heating the secondary battery so that the battery temperature approaches the target heating temperature.

[0016] This allows the target heating temperature setting unit (S21, S23) to set the target heating temperature (TBOH) using the charge / discharge information, thereby enabling control to be performed to suppress the progress of deterioration of the secondary battery (5) that progresses with charge / discharge.

[0017] Furthermore, the temperature adjustment control unit has a target cooling temperature setting unit (S11, S19). RThe target cooling temperature setting unit sets the target cooling temperature using at least the latest charge / discharge information acquired by the charge / discharge information acquisition unit. The temperature adjustment control unit controls the operation of the temperature adjustment unit when cooling the secondary battery so that the battery temperature approaches the target cooling temperature.

[0018] This allows the target cooling temperature setting unit (S11, S19) to set the target cooling temperature (TBOC) using the charge / discharge information, thereby enabling control to be performed to suppress the progress of deterioration of the secondary battery (5) that progresses over time.

[0019] The symbols in parentheses for each means described in this section and in the claims are examples showing the correspondence with the specific means described in the embodiments to be described later. [Brief explanation of the drawings]

[0020] [Figure 1] 1 is an explanatory diagram of a vehicle system to which a battery temperature regulator according to a first embodiment is applied; [Figure 2] 1 is a schematic overall configuration diagram of a battery temperature regulator according to a first embodiment. [Figure 3] 4 is a flowchart showing a subroutine of a control program for temperature regulation of the battery temperature regulator of the first embodiment. [Figure 4] 6 is a flowchart showing another subroutine of the temperature regulation control program of the battery temperature regulator of the first embodiment. [Figure 5] 4 is a time chart showing changes in battery temperature and the like in a warm-up mode of the battery temperature regulator of the first embodiment. [Figure 6] 4 is a time chart showing changes in battery temperature and the like when a rapid charger is connected to the electric vehicle of the first embodiment. [Figure 7] 6 is a time chart showing changes in battery temperature and the like when a rapid charger is connected to an electric vehicle of a second embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0021] Hereinafter, several embodiments for carrying out the present invention will be described with reference to the drawings. In each embodiment, parts corresponding to matters described in the preceding embodiment will be assigned the same reference numerals, and duplicate explanations may be omitted. In each embodiment, when only a part of the configuration is described, other previously described embodiments may be applied to the other parts of the configuration. In addition to combinations of parts that are specifically specified as being combinable in each embodiment, it is also possible to partially combine embodiments even if not specified, as long as there is no particular problem with the combination.

[0022] (First embodiment) A first embodiment of a battery temperature regulator 1 according to the present invention will be described with reference to Figures 1 to 6. As shown in Figure 1, the battery temperature regulator 1 is applied to an electric vehicle 2. The electric vehicle 2 is a vehicle that obtains driving power for traveling from a motor generator 3. The electric vehicle 2 is equipped with a battery 5 that supplies power to the motor generator 3 and other on-board devices.

[0023] The battery 5 stores power to be supplied to electrical in-vehicle devices. The battery 5 is a rechargeable secondary battery. In this embodiment, a lithium-ion battery is used as the battery 5. The battery 5 is an assembled battery formed by electrically connecting a plurality of stacked battery cells in series or parallel so that a predetermined voltage can be output.

[0024] These types of secondary batteries deteriorate over time and with repeated charging and discharging. Here, secondary battery deterioration is defined as a decrease in the full charge capacity percentage (SOH), which is the ratio of the current full charge capacity to the full charge capacity at the time of manufacture. Furthermore, lithium-ion battery deterioration can be classified into calendar deterioration and cycle deterioration.

[0025] Calendar degradation is a degradation in which the surface film of the electrode changes over time, resulting in a decrease in the full charge capacity percentage (SOH). Therefore, calendar degradation is defined as degradation that progresses over time. Furthermore, it is known that lowering the battery temperature (TB) is effective in suppressing the progression of calendar degradation in lithium-ion batteries.

[0026] However, when the battery temperature TB becomes low, the chemical reaction of the battery 5 becomes difficult to proceed, and sufficient input / output characteristics cannot be obtained. In the battery 5 of this embodiment, when the battery temperature TB becomes equal to or lower than the minimum operating temperature TBmin (-30°C in this embodiment), the output of the battery 5 decreases and the vehicle cannot be driven.

[0027] Cycle degradation is a degradation in which the full charge capacity percentage SOH decreases due to changes in the internal state of the battery caused by repeated charging and discharging. Therefore, cycle degradation is defined as degradation that progresses with charging and discharging. In lithium-ion batteries, it is known that maintaining the battery temperature TB at a reference temperature (25°C in this embodiment) or higher when the battery 5 is charged and discharged is effective in suppressing the progression of cycle degradation.

[0028] However, the battery 5 generates heat during operation (i.e., during charging and discharging). Furthermore, if the battery temperature TB rises more than necessary, it becomes difficult to suppress the progression of calendar deterioration. In the battery 5 of this embodiment, if the battery temperature TB exceeds the maximum operating temperature TBmax (55°C in this embodiment), deterioration may progress to the point where it is no longer possible to store power.

[0029] Therefore, in the electric vehicle 2 of this embodiment, when the battery temperature TB falls below the minimum operating temperature TBmin or exceeds the maximum operating temperature TBmax, the input and output of electric power to the battery 5 is stopped in a controlled manner. Furthermore, in the electric vehicle 2, the battery temperature TB is maintained within an appropriate temperature range (approximately 15°C to 40°C in this embodiment) to fully utilize the capacity of the battery 5 to run the vehicle.

[0030] Furthermore, when the battery 5 approaches a fully charged state where the state of charge (SOC) is 100% or an out-of-charge state where the state of charge is 0%, storage degradation, which is a type of cycle degradation, is more likely to progress. Therefore, in the electric vehicle 2 of this embodiment, the charge / discharge amount of the battery 5 is adjusted so that the actual state of charge (SOC) becomes an appropriate state of charge (in this embodiment, approximately 10% to 90%). Here, the state of charge (SOC) is defined as the ratio of the remaining power capacity to the current fully charged capacity of the battery 5.

[0031] The battery temperature regulator 1 regulates the battery temperature TB. Furthermore, the battery temperature regulator 1 of this embodiment regulates the temperature of the battery 5, and also regulates the air conditioning of the vehicle cabin, which is the space to be air-conditioned. Therefore, the battery temperature regulator 1 of this embodiment can be called a vehicle battery temperature regulator with an air conditioning function, or a vehicle air conditioner with a battery temperature regulation function.

[0032] The battery temperature regulator 1 includes a refrigeration cycle device 10, an indoor air conditioning unit 30, a high-temperature side heat medium circuit 40, a low-temperature side heat medium circuit 50, and a control device 60.

[0033] First, the refrigeration cycle device 10 will be described with reference to Fig. 2. The refrigeration cycle device 10 adjusts the temperatures of the air blown into the vehicle cabin, the high-temperature side heat medium circulating through the high-temperature side heat medium circuit 40, and the low-temperature side heat medium circulating through the low-temperature side heat medium circuit 50 in order to air-condition the vehicle cabin and regulate the temperature of the battery 5.

[0034] The refrigeration cycle device 10 is configured to be able to switch the refrigerant circuit in accordance with each operation mode, which will be described later, in order to air-condition the interior of the vehicle and adjust the temperature of the battery 5.

[0035] The refrigeration cycle apparatus 10 uses an HFO refrigerant (specifically, R1234yf) as a refrigerant. The refrigeration cycle apparatus 10 forms a subcritical refrigeration cycle in which the pressure of the high-pressure refrigerant discharged from the compressor 11 does not exceed the critical pressure of the refrigerant. Refrigeration oil for lubricating the compressor 11 is mixed into the refrigerant. The refrigeration oil is a PAG oil that is compatible with liquid-phase refrigerants. A portion of the refrigeration oil circulates through the cycle together with the refrigerant.

[0036] The compressor 11 draws in, compresses, and discharges the refrigerant in the refrigeration cycle device 10. The rotation speed NC of the compressor 11 (that is, the refrigerant discharge capacity) is controlled by a control signal output from the control device 60.

[0037] The discharge port of the compressor 11 is connected to the inlet side of the refrigerant passage of the water-refrigerant heat exchanger 12. The water-refrigerant heat exchanger 12 is a high-temperature side water-refrigerant heat exchanger that exchanges heat between the high-pressure refrigerant discharged from the compressor 11 and the high-temperature side heat medium circulating in the high-temperature side heat medium circuit 40. In the water-refrigerant heat exchanger 12, heat contained in the high-pressure refrigerant is dissipated to the heat medium, thereby heating the high-temperature side heat medium.

[0038] The inlet side of the first refrigerant joint 13a is connected to the outlet of the refrigerant passage of the water-refrigerant heat exchanger 12. The first refrigerant joint 13a is a three-way joint having three inlet and outlet ports that communicate with each other. Furthermore, the refrigeration cycle apparatus 10 has second refrigerant joints 13b to sixth refrigerant joints 13f, as will be described later. The second refrigerant joints 13b to sixth refrigerant joints 13f have the same basic configuration as the first refrigerant joint 13a.

[0039] One outlet of the first refrigerant joint 13a is connected to the inlet side of the heating expansion valve 14a, and the other outlet of the first refrigerant joint 13a is connected to one inlet side of the second refrigerant joint 13b via a dehumidification passage 22a.

[0040] The dehumidification passage 22a forms a refrigerant flow path through which the refrigerant flows during a parallel dehumidification heating mode, which will be described later. A dehumidification on-off valve 15a is disposed in the dehumidification passage 22a. The dehumidification on-off valve 15a is an electromagnetic valve that opens and closes the dehumidification passage 22a. The operation of the dehumidification on-off valve 15a is controlled by a control voltage output from the control device 60.

[0041] Furthermore, the refrigeration cycle apparatus 10 has a heating on-off valve 15b, as will be described later. The basic configuration of the heating on-off valve 15b is similar to that of the dehumidification on-off valve 15a. The dehumidification on-off valve 15a and the heating on-off valve 15b can switch the refrigerant circuit of the refrigeration cycle apparatus 10 by opening and closing a refrigerant passage. Therefore, the dehumidification on-off valve 15a and the heating on-off valve 15b are refrigerant circuit switching units that switch the refrigerant circuit.

[0042] The heating expansion valve 14a is a heating pressure reducing section that reduces the pressure of the high-pressure refrigerant flowing out from the refrigerant passage of the water-refrigerant heat exchanger 12 and adjusts the flow rate (mass flow rate) of the refrigerant flowing downstream during a heating mode, which will be described later. The heating expansion valve 14a is an electrically operated variable throttle mechanism whose operation is controlled by a control signal (specifically, a control pulse) output from the control device 60.

[0043] The heating expansion valve 14a has a full-open function in which the valve body fully opens the throttle passage, thereby functioning simply as a refrigerant passage without performing any flow rate adjustment or refrigerant pressure reduction functions.The heating expansion valve 14a also has a full-close function in which the throttle passage is fully closed, thereby blocking the refrigerant passage.

[0044] Furthermore, the refrigeration cycle apparatus 10 is provided with a cooling expansion valve 14b and a cooling expansion valve 14c, as will be described later. The cooling expansion valve 14b and the cooling expansion valve 14c have the same basic configuration as the heating expansion valve 14a. Therefore, the cooling expansion valve 14b and the cooling expansion valve 14c have a fully open function and a fully closed function.

[0045] The heating expansion valve 14a, the cooling expansion valve 14b, and the cooling expansion valve 14c use the above-mentioned fully closing function to switch the refrigerant circuit of the refrigeration cycle apparatus 10. Therefore, the heating expansion valve 14a, the cooling expansion valve 14b, and the cooling expansion valve 14c also function as a refrigerant circuit switching unit.

[0046] The outlet of the heating expansion valve 14a is connected to the refrigerant inlet side of the outdoor heat exchanger 16. The outdoor heat exchanger 16 is an outdoor heat exchange unit that exchanges heat between the refrigerant flowing out from the heating expansion valve 14a and outside air blown by a cooling fan (not shown).

[0047] An inlet side of a third refrigerant joint 13c is connected to a refrigerant outlet of the outdoor heat exchanger 16. One outlet side of the third refrigerant joint 13c is connected to one inlet side of a fourth refrigerant joint 13d via a heating passage 22b. The heating passage 22b forms a refrigerant flow path through which the refrigerant flows during a heating mode, which will be described later. A heating on-off valve 15b is arranged in the heating passage 22b. The heating on-off valve 15b opens and closes the heating passage 22b.

[0048] The other outlet of the third refrigerant coupling 13c is connected to the other inlet of the second refrigerant coupling 13b. A check valve 17 is arranged in the refrigerant passage connecting the other outlet of the third refrigerant coupling 13c and the other inlet of the second refrigerant coupling 13b. The check valve 17 allows the refrigerant to flow from the third refrigerant coupling 13c side to the second refrigerant coupling 13b side, and prevents the refrigerant from flowing from the second refrigerant coupling 13b side to the third refrigerant coupling 13c side.

[0049] The outlet of the second refrigerant joint 13b is connected to the inlet side of the fifth refrigerant joint 13e. One outlet of the fifth refrigerant joint 13e is connected to the inlet side of the cooling expansion valve 14b. The other outlet of the fifth refrigerant joint 13e is connected to the inlet side of the cooling expansion valve 14c.

[0050] The cooling expansion valve 14b is a cooling pressure reducing unit that reduces the pressure of the refrigerant and adjusts the flow rate of the refrigerant flowing downstream during a cooling mode, etc. The outlet of the cooling expansion valve 14b is connected to the refrigerant inlet side of the indoor evaporator 18.

[0051] The interior evaporator 18 is disposed in an air conditioning case 31 of the interior air conditioning unit 30, which will be described later. The interior evaporator 18 is a cooling heat exchanger that exchanges heat between a low-pressure refrigerant decompressed by the cooling expansion valve 14b and the air to be blown into the vehicle cabin. The interior evaporator 18 evaporates the low-pressure refrigerant to exert a heat absorption effect, thereby cooling the air to be blown. A refrigerant outlet of the interior evaporator 18 is connected to one inlet side of a sixth refrigerant joint 13f.

[0052] The cooling expansion valve 14c is a cooling pressure reducing section that reduces the pressure of the refrigerant and adjusts the flow rate of the refrigerant flowing downstream during a battery cooling mode, etc., which will be described later. The outlet of the cooling expansion valve 14c is connected to the refrigerant passage inlet side of the chiller 20.

[0053] The chiller 20 is a low-temperature side water-refrigerant heat exchanger that exchanges heat between the low-pressure refrigerant decompressed by the cooling expansion valve 14c and a heat medium passage through which the low-temperature side heat medium circulating in the low-temperature side heat medium circuit 50 flows. The chiller 20 cools the low-temperature side heat medium by evaporating the low-pressure refrigerant and exerting a heat absorption effect. The outlet of the refrigerant passage of the chiller 20 is connected to the other inlet side of the sixth refrigerant joint 13f. The outlet of the sixth refrigerant joint part 13f is connected to the inlet side of an evaporation pressure adjustment valve 19. The evaporation pressure adjustment valve 19 is a variable throttle mechanism that changes the valve opening so as to maintain the refrigerant evaporation pressure in the indoor evaporator 18 at or above a predetermined set pressure in order to suppress frost formation on the indoor evaporator 18.

[0054] The outlet of the evaporation pressure adjustment valve 19 is connected to the other inlet side of the fourth refrigerant joint 13d. The outlet of the fourth refrigerant joint 13d is connected to the inlet side of the accumulator 21. The accumulator 21 is a low-pressure gas-liquid separator that separates the refrigerant that flows into it into gas and liquid and stores excess liquid-phase refrigerant in the cycle. The gas-phase refrigerant outlet of the accumulator 21 is connected to the suction side of the compressor 11.

[0055] Next, the high-temperature side heat medium circuit 40 will be described. The high-temperature side heat medium circuit 40 is a circuit that circulates the high-temperature side heat medium. The high-temperature side heat medium circuit 40 uses an ethylene glycol aqueous solution as the high-temperature side heat medium. The high-temperature side heat medium circuit 40 includes a heat medium passage of the water-refrigerant heat exchanger 12, a high-temperature side pump 41, a heater core 42, etc.

[0056] The high-temperature side pump 41 is a high-temperature side heat medium pumping unit that sucks in and pumps out the high-temperature side heat medium. The high-temperature side pump 41 pumps out the high-temperature side heat medium to the inlet side of the heat medium passage of the water-refrigerant heat exchanger 12. The high-temperature side pump 41 is an electric water pump whose rotation speed (i.e., pumping capacity) is controlled by a control voltage output from the control device 60.

[0057] The heat medium inlet side of a heater core 42 is connected to the outlet of the heat medium passage of the water-refrigerant heat exchanger 12. The heater core 42 is disposed in the air conditioning case 31 of the indoor air conditioning unit 30. The heater core 42 is a heating heat exchanger that exchanges heat between the high-temperature side heat medium heated in the water-refrigerant heat exchanger 12 and the blown air. The heater core 42 heats the blown air by dissipating heat possessed by the high-temperature side heat medium to the blown air. The heat medium outlet of the heater core 42 is connected to the suction port side of the high-temperature side pump 41.

[0058] Therefore, in this embodiment, the water-refrigerant heat exchanger 12 and the components of the high-temperature side heat medium circuit 40 form an air conditioning blown air heating section that heats the blown air using the high-pressure refrigerant discharged from the compressor 11 as a heat source.

[0059] Next, the low-temperature side heat medium circuit 50 will be described. The low-temperature side heat medium circuit 50 is a circuit that circulates the low-temperature side heat medium. The low-temperature side heat medium circuit 50 uses the same type of fluid as the high-temperature side heat medium as the low-temperature side heat medium. The low-temperature side heat medium circuit 50 is configured to be able to switch the heat medium circuit according to various operation modes described below.

[0060] The low-temperature side heat medium circuit 50 includes a low-temperature side pump 51, a bypass passage 52, a radiator 54, a heat medium three-way valve 55, an electric heater 56, a heat medium passage for the chiller 20, a cooling water passage 5a for the battery 5, and the like.

[0061] The low-temperature side pump 51 is a low-temperature side heat medium pumping unit that sucks in and pumps out the low-temperature side heat medium. The low-temperature side pump 51 pumps out the low-temperature side heat medium to the inlet side of the heat medium joint unit 53. The basic configuration of the low-temperature side pump 51 is similar to that of the high-temperature side pump 41. The basic configuration of the heat medium joint unit 53 is similar to that of the first refrigerant joint unit 13a of the refrigeration cycle apparatus 10, etc.

[0062] A radiator 54 is disposed at one outlet of the heat medium joint 53. The radiator 54 is an outside air heat exchanger that exchanges heat between outside air and the low-temperature side heat medium flowing out of the heat medium joint 53. A bypass passage 52 is connected to the other outlet of the heat medium joint 53. The bypass passage 52 forms a heat medium flow path that causes the low-temperature side heat medium, pumped from the low-temperature side pump 51, to bypass the radiator 54.

[0063] A heat medium outlet of the radiator 54 is connected to one inlet side of a heat medium three-way valve 55. An outlet portion of the bypass passage 52 is connected to the other inlet side of the heat medium three-way valve 55.

[0064] The heat medium three-way valve 55 is a three-way flow control valve that can continuously adjust the flow rate ratio between the flow rate of the low-temperature side heat medium circulating through the radiator 54 and the flow rate of the low-temperature side heat medium circulating through the bypass passage 52. The operation of the heat medium three-way valve 55 is controlled by a control signal output from the control device 60.

[0065] The heat medium three-way valve 55 adjusts the flow rate ratio so that the low-temperature side heat medium flows only through either the radiator 54 or the bypass passage 52. Therefore, the heat medium three-way valve 55 is a heat medium circuit switching unit that switches the circuit configuration of the low-temperature side heat medium circuit 50.

[0066] The outlet of the heat medium three-way valve 55 is connected to the inlet side of the heat medium passage of the chiller 20. The outlet of the heat medium passage of the chiller 20 is connected to the inlet side of the cooling water passage 5a of the battery 5.

[0067] An electric heater 56 is disposed in the heat medium flow path extending from the outlet of the heat medium path of the chiller 20 to the inlet of the coolant path 5a of the battery 5. The electric heater 56 is a heat medium heating section that generates heat using power supplied from the control device 60 to heat the low-temperature side heat medium. In this embodiment, a PTC heater having a PTC element (i.e., a positive temperature coefficient thermistor) is used as the electric heater 56.

[0068] The cooling water passage 5a of the battery 5 is a heat exchanger that exchanges heat between the multiple battery cells and the low-temperature side heat medium. The cooling water passage 5a of the battery 5 is formed inside the case of the battery 5 that houses the multiple battery cells. Furthermore, the outlet of the cooling water passage 5a of the battery 5 is connected to the suction port side of the low-temperature side pump 51.

[0069] Therefore, in this embodiment, the components of the refrigeration cycle device 10 and the components of the low-temperature side heat medium circuit 50 form a temperature adjustment unit that adjusts the temperature of the battery 5. Furthermore, the temperature adjustment unit adjusts the temperature of the battery 5 by consuming the power that can be charged to the battery 5 or the power that has already been stored in the battery 5.

[0070] Next, the interior air conditioning unit 30 will be described. The interior air conditioning unit 30 is a unit that integrates multiple components to blow out air adjusted to an appropriate temperature to appropriate locations within the vehicle cabin for air conditioning. The interior air conditioning unit 30 is located inside the instrument panel at the front of the vehicle cabin.

[0071] The indoor air conditioning unit 30 is formed by accommodating an indoor fan 32, an indoor evaporator 18, a heater core 42, etc. in an air conditioning case 31 that forms an air passage for the blown air. The air conditioning case 31 is molded from a resin (e.g., polypropylene) that has a certain degree of elasticity and excellent strength.

[0072] An inside / outside air switching device 33 is disposed on the most upstream side of the blown air flow of the air conditioning case 31. The inside / outside air switching device 33 switches between introducing inside air (i.e., air inside the vehicle cabin) and outside air (i.e., air outside the vehicle cabin) into the air conditioning case 31. The operation of the inside / outside air switching device 33 is controlled by a control signal output from the control device 60.

[0073] An interior blower 32 is disposed downstream of the inside / outside air switching device 33 in the flow of blown air. The interior blower 32 blows the air drawn in through the inside / outside air switching device 33 toward the vehicle interior. The rotation speed (i.e., blowing capacity) of the interior blower 32 is controlled by a control voltage output from the control device 60.

[0074] The interior evaporator 18 and the heater core 42 are arranged in this order in the airflow downstream of the interior blower 32. That is, the interior evaporator 18 is arranged upstream of the heater core 42 in the airflow. A cool air bypass passage 35 is formed in the air conditioning case 31, allowing the air that has passed through the interior evaporator 18 to bypass the heater core 42.

[0075] An air mix door 34 is disposed downstream of the interior evaporator 18 in the air conditioning case 31 in the direction of the blown air flow, and upstream of the heater core 42 and the cool air bypass passage 35 in the direction of the blown air flow.

[0076] The air mix door 34 adjusts the ratio of the volume of the blown air that passes through the heater core 42 side to the volume of the blown air that passes through the cool air bypass passage 35 after passing through the indoor evaporator 18. The operation of the drive unit of the air mix door 34 is controlled by a control signal output from the control device 60.

[0077] A mixing space 36 is disposed downstream of the heater core 42 and the cold air bypass passage 35 in the flow direction of the blown air. The mixing space 36 is a space where the blown air heated by the heater core 42 and the blown air that has passed through the cold air bypass passage 35 and has not been heated are mixed.

[0078] Therefore, in the indoor air conditioning unit 30, the temperature of the blown air (that is, the conditioned air) mixed in the mixing space can be adjusted by adjusting the opening degree of the air mix door .

[0079] A plurality of openings are formed in the most downstream portion of the airflow of the air-conditioning case 31 for blowing conditioned air toward various locations in the vehicle cabin. Each of the openings is provided with a blow-out mode door that opens and closes the opening. The operation of the drive unit for the blow-out mode door is controlled by a control signal output from the control device 60.

[0080] Therefore, in the interior air conditioning unit 30, by switching the opening holes that the blow-out mode door opens and closes, conditioned air that has been adjusted to an appropriate temperature can be blown out to an appropriate location in the vehicle interior.

[0081] Next, an overview of the electrical control unit of this embodiment will be described. The control device 60 has a well-known microcomputer including a CPU, ROM, RAM, etc., and its peripheral circuits, etc. As shown in FIG. 1, the control device 60 is connected to a battery 5. The control device 60 and the battery 5 can exchange power with each other. In other words, the control device 60 can receive power from the battery 5 and can also supply power to the battery 5.

[0082] In addition, the control device 60 performs various calculations and processes based on control programs stored in the ROM, and controls the operation of various electrical in-vehicle devices such as the inverter 4 and the battery temperature regulator 1 connected to its output side.

[0083] The inverter 4 is a power conversion device that changes the frequency of the power supplied from the battery 5 to the motor generator 3 via the control device 60, and also converts the AC power generated by the motor generator 3 into DC power and outputs it to the battery 5. When supplied with power, the motor generator 3 functions as an electric motor that outputs driving force for traveling, and as a power generation device that generates regenerative power when the vehicle is decelerating or traveling downhill.

[0084] 1, a group of various control sensors 61 is connected to the input side of the control device 60. The group of various sensors 61 includes a battery temperature sensor 61a, a current / voltage sensor 61b, a low-temperature side heat medium temperature sensor 61c, etc. Detection signals from the group of various sensors 61 are input to the control device 60.

[0085] The battery temperature sensor 61a is a battery temperature detection unit that detects the battery temperature TB. The battery temperature sensor 61a of this embodiment has multiple temperature sensors and detects the temperatures of multiple locations on the battery 5. This allows the control device 60 to detect the temperature difference between the battery cells that make up the battery 5. Furthermore, the average value of the detection values ​​of the multiple temperature sensors is used as the battery temperature TB.

[0086] The current / voltage sensor 61b is a detection unit that integrates a current detection unit that detects the internal current IB of the battery 5 and a voltage detection unit that detects the terminal voltage VB of the battery 5. Of course, the current detection unit and voltage detection unit may be formed separately. The low-temperature side heat medium temperature sensor 61c is a heat medium temperature detection unit that detects the low-temperature side heat medium temperature TWL, which is the temperature of the low-temperature side heat medium flowing into the coolant passage 5a of the battery 5.

[0087] 1, the various sensors 61 including the battery temperature sensor 61a, the current / voltage sensor 61b, and the low-temperature side heat medium temperature sensor 61c are shown in a schematic manner, and therefore the exact detection positions of the various sensors 61 are not shown in FIG.

[0088] An air conditioning operation panel (not shown) is also connected to the control device 60. The air conditioning operation panel is located near the instrument panel at the front of the vehicle interior. Various operation switches that are operated by the user are arranged on the operation panel. Operation signals from the various operation switches are input to the control device 60.

[0089] The control device 60 also has a connector 62 to which the rapid charger 6 is connected and a connector 63 to which the V2H charger / discharger 7 is connected.

[0090] The quick charger 6 is a charging device that supplies external power, i.e., commercial power, from outside the vehicle to the battery 5. Therefore, the connector 62 is a connection part for charging. The quick charger 6 is installed in a parking lot or the like. The quick charger 6 can perform both constant current charging (hereinafter referred to as CC charging) and constant voltage charging (hereinafter referred to as CV charging).

[0091] CC charging is a charging mode in which external power is supplied to the battery 5 so that the applied current IC applied from the rapid charger 6 to the secondary battery approaches the target applied current ICO. CV charging is a charging mode in which external power is supplied to the battery 5 so that the applied voltage VC applied from the rapid charger 6 to the secondary battery approaches the target applied voltage VCO.

[0092] In CC charging, in order to bring the applied current IC closer to the target applied current ICO, the applied voltage VC is increased as the internal resistance RB of the battery 5 increases. For this reason, although CC charging can shorten the charging time compared to CV charging, the amount of heat generated by the battery 5 QB (unit: W) is greater, and the battery temperature TB is more likely to rise than with CV charging.

[0093] The maximum cooling amount CBmax of the battery temperature regulator 1 of this embodiment is smaller than the heat generation amount QB of the battery 5 during CC charging. The maximum cooling amount CBmax is the maximum value of the cooling amount CB (unit: W) that the refrigeration cycle device 10 and the low-temperature side heat medium circuit 50 can exert to cool the battery. The cooling amount CB is a value equivalent to the amount of heat absorbed by the refrigerant of the refrigeration cycle device 10 from the battery 5.

[0094] Here, the heat generation amount QB of the battery 5 can be calculated using the following formula F1. QB=IB 2 ×RB...(F1) The internal current IB can be a value detected by the current / voltage sensor 61b, and the internal resistance RB can be determined based on the battery temperature TB by referring to a control map stored in advance in the control device 60.

[0095] Furthermore, in CV charging, the applied voltage VC is set to the target applied voltage VCO, so the internal current IB decreases as the internal resistance RB of the battery 5 increases. Therefore, in CV charging, the amount of heat QB generated by the battery 5 decreases, and the battery temperature TB does not rise as easily as in CC charging, but the charging time is longer than in CV charging.

[0096] The maximum cooling amount CBmax of the battery temperature regulator 1 of this embodiment is greater than the heat generation amount QB of the battery 5 during CV charging.

[0097] Furthermore, the rapid charger 6 of this embodiment performs CC charging when charging of the battery 5 starts, and then performs CV charging after CC charging is completed, thereby shortening the charging time and suppressing the rise in battery temperature TB when charging is completed.

[0098] More specifically, the quick charger 6 completes CC charging when the inter-terminal voltage VB reaches or exceeds a predetermined reference voltage KVB. The inter-terminal voltage VB is a parameter correlated with the open circuit voltage OCV of the battery 5 and can be used to estimate the state of charge (SOC) of the battery 5. The reference voltage KVB is set to a voltage at which the state of charge (SOC) is approximately 80%.

[0099] The V2H charger / discharger 7 is disposed outside the electric vehicle 2 in a V2H (i.e., Vehicle to Home) connection, and electrically connects the electric vehicle 2 to a building such as a house or a factory. The V2H charger / discharger 7 is a power transfer device that transfers power to and from the battery 5. Therefore, the connector 63 is a connection part for transferring power.

[0100] V2H is a system that allows the vehicle-side power stored in the battery 5 of the electric vehicle 2 to be effectively utilized in the house, and allows the house-side power stored in the house to be effectively utilized by the electric vehicle 2. With V2H, not only can the house-side power be supplied to the vehicle-side battery 5 via the V2H charger / discharger 7, but the vehicle-side power can also be supplied to the house via the V2H charger / discharger 7 and used as a household power source.

[0101] The control device 60 also has a charge / discharge information acquisition unit 64. The charge / discharge information acquisition unit 64 acquires charge / discharge information regarding whether or not there will be future charge / discharge of the battery 5 at predetermined intervals, and stores the latest charge / discharge information. Therefore, the control device 60 can use the charge / discharge information acquisition unit 64 as a flag (i.e., a storage area) when executing a control process.

[0102] The charge / discharge information acquired by the charge / discharge information acquisition unit 64 includes no information that is acquired when the battery 5 is not currently being charged or discharged, when it is predicted that the battery 5 will not be charged or discharged in the near future, or when it is predicted that the amount of charge / discharge will be so small that almost no cycle deterioration will occur.Furthermore, the charge / discharge information includes present information that is acquired when the battery 5 is currently being charged or discharged, or when it is predicted that the battery 5 will be charged or discharged in the near future.The charge / discharge information acquisition unit 64 may not store any of the no information or present information.

[0103] For example, the charge / discharge information acquisition unit 64 of this embodiment acquires no information when the absolute value of the change amount ΔSOC in the charging rate SOC detected at predetermined intervals (e.g., every 5 minutes) while the vehicle is stopped is smaller than the reference charging rate change amount KΔSOC. On the other hand, when the vehicle is stopped and the absolute value of the change amount ΔSOC in the charging rate SOC detected at predetermined intervals is equal to or larger than the reference charging rate change amount KΔSOC, it acquires presence information.

[0104] Furthermore, when the V2H charger / discharger 7 is connected to the connector 63, the charge / discharge information acquisition unit 64 acquires the presence information in preference to the absence information. Furthermore, when the motor generator 3 is capable of generating regenerative power to charge the battery 5, the charge / discharge information acquisition unit 64 acquires the presence information in preference to the absence information.

[0105] Although the charge / discharge information acquisition unit 64 in this embodiment is formed integrally with the control device 60, the charge / discharge information acquisition unit 64 may be formed separately from the control device 60.

[0106] Furthermore, the control device 60 of this embodiment is configured as an integrated unit with a control section that controls various control target devices connected to its output side. The components (hardware and software) of the control device 60 that control the operation of each control target device constitute the control section that controls the operation of each control target device.

[0107] For example, the component of the control device 60 that controls the operation of each component of the refrigeration cycle device 10 and each component of the low-temperature side heat medium circuit 50 that form the temperature adjustment unit is a temperature adjustment control unit 60a.

[0108] Next, the operation of the battery temperature regulator 1 of this embodiment configured as described above will be described. As described above, the battery temperature regulator 1 can perform air conditioning in the vehicle cabin and temperature regulation of the battery 5. To achieve this, the battery temperature regulator 1 switches the refrigerant circuit of the refrigeration cycle device 10 to execute various operation modes.

[0109] The operating modes of the battery temperature regulator 1 include an air conditioning operating mode for conditioning the air inside the vehicle cabin and a temperature adjustment operating mode for adjusting the temperature of the battery 5. The battery temperature regulator 1 can execute an appropriate combination of the air conditioning operating mode and the temperature adjustment operating mode.

[0110] Therefore, the battery temperature regulator 1 can only condition the air inside the vehicle cabin without regulating the temperature of the battery 5. Also, the temperature of the battery 5 can be regulated without conditioning the air inside the vehicle cabin. Also, the temperature of the battery 5 can be regulated simultaneously with conditioning the air inside the vehicle cabin.

[0111] First, the air conditioning operation modes will be described. The air conditioning operation modes of this embodiment include a cooling mode, a series dehumidifying and heating mode, a parallel dehumidifying and heating mode, and a heating mode.

[0112] The cooling mode is an operating mode in which the vehicle cabin is cooled by cooling the blown air and blowing it into the vehicle cabin. The series dehumidifying heating mode is an operating mode in which the cooled and dehumidified blown air is reheated and blown into the vehicle cabin, thereby dehumidifying and heating the vehicle cabin. The parallel dehumidifying heating mode is an operating mode in which the cooled and dehumidified blown air is reheated with a heating capacity higher than in the series dehumidifying heating mode and blown into the vehicle cabin, thereby dehumidifying and heating the vehicle cabin. The heating mode is an operating mode in which the blown air is heated and blown into the vehicle cabin, thereby heating the vehicle cabin.

[0113] The air conditioning operation mode is switched by executing an air conditioning control program stored in the control device 60. The air conditioning control program is executed when automatic control operation of the vehicle interior air conditioning is set using the operation panel. The air conditioning control program switches the operation mode based on detection signals detected by the various sensors 61 and operation signals from the operation panel.

[0114] The air conditioning control program switches to cooling mode when the outside temperature is relatively high, such as in summer. It also switches to series dehumidifying and heating mode mainly in spring or autumn. It also switches to parallel dehumidifying and heating mode when it is necessary to heat the supply air with a higher heating capacity than in series dehumidifying and heating mode, such as in early spring or late autumn. It also switches to heating mode when the outside temperature is relatively low, such as in winter. The detailed operation of each air conditioning operating mode is explained below.

[0115] (a) Cooling mode In the refrigeration cycle device 10 in cooling mode, the refrigerant circuit is switched so that the refrigerant discharged from the compressor 11 circulates in the following order: water-refrigerant heat exchanger 12, heating expansion valve 14a which is fully open, outdoor heat exchanger 16, cooling expansion valve 14b which is in a throttled state to exert a pressure reducing effect, indoor evaporator 18, evaporation pressure control valve 19, accumulator 21, and the intake port of compressor 11.

[0116] In the high-temperature side heat medium circuit 40 in the cooling mode, the high-temperature side heat medium pumped from the high-temperature side pump 41 circulates through the heat medium passage of the water-refrigerant heat exchanger 12, the heater core 42, and the intake port of the high-temperature side pump 41 in that order.

[0117] Therefore, in the refrigeration cycle device 10 in cooling mode, a vapor compression refrigeration cycle is configured in which the water-refrigerant heat exchanger 12 and the outdoor heat exchanger 16 function as condensers (in other words, radiators) that radiate heat to condense the refrigerant, and the indoor evaporator 18 functions as an evaporator that evaporates the refrigerant.

[0118] As a result, in the refrigeration cycle device 10 in the cooling mode, the high-temperature side heat medium is heated in the water-refrigerant heat exchanger 12. Furthermore, the indoor evaporator 18 cools the blown air.

[0119] In addition, in the high temperature side heat medium circuit 40 in the cooling mode, the heat medium heated in the water-refrigerant heat exchanger 12 is supplied to the heater core 42.

[0120] In addition, in the interior air conditioning unit 30 in the cooling mode, the air blown from the interior blower 32 is cooled by the interior evaporator 18. The temperature of the air cooled by the interior evaporator 18 is adjusted by adjusting the opening degree of the air mix door 34 so that the temperature approaches the target blown-out temperature TAO calculated as the target temperature of the conditioned air. The temperature-adjusted air is then blown into the vehicle cabin, thereby cooling the vehicle cabin.

[0121] (b) Series dehumidifying and heating mode In the refrigeration cycle device 10 in the serial dehumidifying heating mode, the refrigerant circuit is switched so that the refrigerant discharged from the compressor 11 circulates in the following order: water-refrigerant heat exchanger 12, heating expansion valve 14a in a throttled state, outdoor heat exchanger 16, cooling expansion valve 14b in a throttled state, indoor evaporator 18, evaporation pressure control valve 19, accumulator 21, and the intake port of compressor 11.

[0122] In the high-temperature side heat medium circuit 40 in the serial dehumidifying and heating mode, the high-temperature side heat medium pumped from the high-temperature side pump 41 circulates through the heat medium passage of the water-refrigerant heat exchanger 12, the heater core 42, and the suction port of the high-temperature side pump 41, in that order.

[0123] Therefore, the refrigeration cycle device 10 in the serial dehumidifying heating mode configures a vapor compression refrigeration cycle in which the water-refrigerant heat exchanger 12 functions as a condenser and the indoor evaporator 18 functions as an evaporator. Furthermore, when the saturation temperature of the refrigerant in the outdoor heat exchanger 16 is higher than the outdoor air temperature Tam, the outdoor heat exchanger 16 functions as a condenser. Furthermore, when the saturation temperature of the refrigerant in the outdoor heat exchanger 16 is lower than the outdoor air temperature Tam, the outdoor heat exchanger 16 functions as an evaporator.

[0124] As a result, in the refrigeration cycle device 10 in the serial dehumidifying heating mode, the high-temperature side heat medium is heated in the water-refrigerant heat exchanger 12. Furthermore, the indoor evaporator 18 cools the blown air.

[0125] In the high-temperature side heat medium circuit 40 in the series dehumidifying and heating mode, the heat medium heated in the water-refrigerant heat exchanger 12 is supplied to the heater core 42.

[0126] In the interior air conditioning unit 30 in the serial dehumidifying heating mode, the air blown from the interior blower 32 is cooled and dehumidified by the interior evaporator 18. The temperature of the air cooled and dehumidified by the interior evaporator 18 is adjusted to approach the target outlet temperature TAO by adjusting the opening degree of the air mix door 34. The temperature-adjusted air is then blown into the vehicle cabin, thereby achieving dehumidifying and heating the vehicle cabin.

[0127] (c) Parallel dehumidifying and heating mode The parallel dehumidifying and heating mode is an operating mode in which cooled and dehumidified blown air is reheated with a heating capacity higher than that in the series dehumidifying and heating mode and blown into the passenger compartment, thereby dehumidifying and heating the passenger compartment.

[0128] In the refrigeration cycle apparatus 10 in the parallel dehumidifying and heating mode, the refrigerant discharged from the compressor 11 circulates in the following order: water-refrigerant heat exchanger 12, heating expansion valve 14a in a throttled state, outdoor heat exchanger 16, heating passage 22b, accumulator 21, and the suction port of the compressor 11. At the same time, the refrigerant discharged from the compressor 11 circulates in the following order: water-refrigerant heat exchanger 12, dehumidifying passage 22a, cooling expansion valve 14b in a throttled state, indoor evaporator 18, evaporation pressure control valve 19, accumulator 21, and the suction port of the compressor 11. In other words, the outdoor heat exchanger 16 and the indoor evaporator 18 are switched to a refrigerant circuit connected in parallel with respect to the refrigerant flow.

[0129] In the high-temperature side heat medium circuit 40 in the parallel dehumidifying and heating mode, the high-temperature side heat medium pumped from the high-temperature side pump 41 circulates through the heat medium passage of the water-refrigerant heat exchanger 12, the heater core 42, and the inlet of the high-temperature side pump 41, in that order.

[0130] Therefore, in the refrigeration cycle apparatus 10 in the parallel dehumidifying and heating mode, a vapor compression refrigeration cycle is configured in which the water-refrigerant heat exchanger 12 functions as a condenser, and the outdoor heat exchanger 16 and the indoor evaporator 18 function as evaporators. As a result, in the refrigeration cycle apparatus 10 in the parallel dehumidifying and heating mode, the high-temperature side heat medium is heated in the water-refrigerant heat exchanger 12. Furthermore, the blown air is cooled in the indoor evaporator 18.

[0131] In the parallel dehumidifying and heating mode, the heat medium heated in the water-refrigerant heat exchanger 12 is supplied to the heater core 42 in the high-temperature side heat medium circuit 40.

[0132] In the interior air conditioning unit 30 in the parallel dehumidifying heating mode, the air blown from the interior blower 32 is cooled and dehumidified by the interior evaporator 18. The temperature of the air cooled and dehumidified by the interior evaporator 18 is adjusted to approach the target blowing temperature TAO by adjusting the opening degree of the air mix door 34. The temperature-adjusted air is then blown into the vehicle cabin, thereby achieving dehumidifying and heating the vehicle cabin.

[0133] Furthermore, in the refrigeration cycle apparatus 10 in the parallel dehumidifying and heating mode, the opening degree of the heating expansion valve 14a can be reduced below the opening degree of the cooling expansion valve 14b. This allows the refrigerant evaporation temperature in the outdoor heat exchanger 16 to be lower than the refrigerant evaporation temperature in the indoor evaporator 18.

[0134] Therefore, in the parallel dehumidifying heating mode, the amount of heat absorbed by the refrigerant from the outside air in the outdoor heat exchanger 16 can be increased more than in the series dehumidifying heating mode, and the amount of heat released from the refrigerant to the heat medium in the water-refrigerant heat exchanger 12 can be increased. As a result, in the parallel dehumidifying heating mode, the heating capacity of the heater core 42 for the blown air can be improved more than in the series dehumidifying heating mode.

[0135] (d) Heating mode In the refrigeration cycle device 10 in the heating mode, the refrigerant discharged from the compressor 11 is switched to a refrigerant circuit in which the refrigerant circulates in the following order: the water-refrigerant heat exchanger 12, the heating expansion valve 14a in a throttled state, the outdoor heat exchanger 16, the heating passage 22b, the accumulator 21, and the intake port of the compressor 11.

[0136] In the high-temperature side heat medium circuit 40 in the heating mode, the high-temperature side heat medium pumped from the high-temperature side pump 41 circulates through the heat medium passage of the water-refrigerant heat exchanger 12, the heater core 42, and the intake port of the high-temperature side pump 41 in that order.

[0137] Therefore, in the refrigeration cycle device 10 in the heating mode, a vapor compression refrigeration cycle is configured in which the water-refrigerant heat exchanger 12 functions as a condenser and the outdoor heat exchanger 16 functions as an evaporator. As a result, in the refrigeration cycle device 10 in the heating mode, the high-temperature side heat medium is heated in the water-refrigerant heat exchanger 12.

[0138] In the high temperature side heat medium circuit 40 in the heating mode, the heat medium heated in the water-refrigerant heat exchanger 12 is supplied to the heater core 42.

[0139] In addition, in the interior air conditioning unit 30 in the heating mode, the air blown from the interior blower 32 passes through the interior evaporator 18. The temperature of the air that has passed through the interior evaporator 18 is adjusted to approach the target blow-out temperature TAO by adjusting the opening degree of the air mix door 34. The temperature-adjusted air is then blown into the vehicle cabin, thereby heating the vehicle cabin.

[0140] Next, the operation modes for temperature adjustment will be described. The operation modes for temperature adjustment in this embodiment include a normal cooling mode, a maximum cooling mode, and a warm-up mode. The normal cooling mode and the maximum cooling mode are operation modes in which the battery 5 is cooled by the low-temperature side heat medium cooled by the refrigeration cycle device 10. The warm-up mode is an operation mode in which the battery 5 is heated by the low-temperature side heat medium heated by the electric heater 56.

[0141] More specifically, the maximum cooling mode is an operation mode in which the battery 5 is cooled at the maximum cooling capacity that the refrigeration cycle device 10 can exhibit. The normal cooling mode is an operation mode in which the battery 5 is cooled at a cooling capacity that is equal to or lower than that of the maximum cooling mode. The maximum cooling capacity of the refrigeration cycle device 10 is the cooling capacity that is exhibited when the refrigerant discharge capacity of the compressor 11 is maximized (in this embodiment, the rotation speed NC is the maximum rotation speed NCmax).

[0142] The maximum rotation speed NCmax is a value determined based on the durability of the compressor 11. In other words, operating the compressor 11 at a value higher than the maximum rotation speed NCmax may adversely affect the durable life of the compressor 11. For this reason, the control device 60 has a control limiter that controls the operation of the compressor 11 so that the rotation speed of the compressor 11 does not exceed the maximum rotation speed NCmax.

[0143] The operation mode for temperature adjustment is switched by executing a control program for temperature adjustment stored in the control device 60. The control program for temperature adjustment is executed when the vehicle system is running, when the quick charger 6 is connected to the connector 62, when the V2H charger / discharger 7 is connected to the connector 63, etc., regardless of whether the user has requested air conditioning in the vehicle cabin.

[0144] The temperature adjustment control program executes the control flows shown in the flowcharts of Figures 3 and 4. The control flows shown in Figures 3 and 4 are executed as subroutines of the main routine of the temperature adjustment control program. Each control step shown in the flowcharts of Figures 3 and 4 is a function realization unit possessed by the control device 60.

[0145] First, the control flow shown in FIG. 3 is a control flow for the cooling mode for executing the normal cooling mode and the maximum cooling mode.

[0146] 3, a target cooling temperature TBOC is set. The target cooling temperature TBOC is a target value of the battery temperature TB when cooling the battery 5. Therefore, step S11 forms a target cooling temperature setting unit. In step S11, the target cooling temperature TBOC is set to a value that is within the appropriate temperature range of the battery temperature TB and is higher than the lower limit (specifically, 20°C to 30°C).

[0147] Next, in step S12, the battery temperature TB is read and it is determined whether or not the battery temperature TB is higher than the target cooling temperature TBOC.

[0148] If it is determined in step S12 that the battery temperature TB is higher than the target cooling temperature TBOC, it is determined that cooling of the battery 5 is necessary, and the process proceeds to step S13. If it is determined in step S12 that the battery temperature TB is equal to or lower than the target cooling temperature TBOC, it is determined that cooling of the battery 5 is not necessary, and the process proceeds to step S14.

[0149] In step S14, a cooling stop process is performed to stop the cooling of the battery 5, and after a predetermined control period (for example, about 1 second to 1 minute) has elapsed, the process returns to step S11. In the cooling stop process, the control device 60 fully closes the cooling expansion valve 14c.

[0150] In step S13, the internal current IB, the rotation speed NC of the compressor 11, etc. are read, and it is determined whether the heat generation amount QB of the battery 5 is equal to or greater than the maximum cooling amount CBmax.

[0151] The maximum cooling amount CBmax is determined by referring to a control map stored in advance in the control device 60, based on the maximum rotation speed NCmax and the current rotation speed NC of the compressor 11. The control map of the temperature adjustment control program determines the maximum cooling amount CBmax to increase as the rotation speed difference, obtained by subtracting the current rotation speed NC from the maximum rotation speed NCmax, increases.

[0152] Therefore, the value of the maximum cooling amount CBmax is larger when the compressor 11 is stopped, such as when air conditioning is not in operation, than when the air conditioning control program is being executed and the compressor 11 is operating.

[0153] If it is determined in step S13 that the heat generation amount QB is equal to or greater than the maximum cooling amount CBmax, it is determined that there is no remaining capacity in the cooling capacity of the battery 5 of the temperature adjustment unit, and the process proceeds to step S15. Also, if it is determined in step S13 that the heat generation amount QB is smaller than the maximum cooling amount CBmax, it is determined that there is remaining capacity in the cooling capacity of the battery 5 of the temperature adjustment unit, and the process proceeds to step S16.

[0154] In step S15, the maximum cooling mode is executed to delay the temperature rise of the battery 5, and after a predetermined control period (for example, about 1 second to 1 minute) has elapsed, the process returns to step S12.

[0155] In steps S16 to S18, it is determined whether or not the target cooling temperature change condition is satisfied. If it is determined in steps S16 to S18 that the target cooling temperature change condition is satisfied, the target cooling temperature TBOC that was set in step S11 before the target cooling temperature change condition was satisfied is changed.

[0156] More specifically, in step S16, it is determined whether or not the latest charge / discharge information stored in the charge / discharge information acquisition unit 64 is no information. In other words, it is determined whether or not the charge / discharge information acquisition unit 64 has acquired no information as the latest charge / discharge information.

[0157] If it is determined in step S16 that the charge / discharge information acquisition unit 64 has acquired no information as the latest charge / discharge information, the process proceeds to step S17. If it is determined in step S16 that the charge / discharge information acquisition unit 64 has not acquired no information as the latest charge / discharge information, the process proceeds to step S20.

[0158] In step S17, the connection state of the connector 62 for the rapid charger 6 is read to determine whether the rapid charger 6 is connected to the connector 62 or not.

[0159] If it is determined in step S17 that the rapid charger 6 is connected to the connector 62, the process proceeds to step S18 regardless of whether or not power is being supplied from the rapid charger 6 to the battery 5. If it is determined in step S17 that the rapid charger 6 is not connected to the connector 62, the process proceeds to step S20.

[0160] In step S18, it is determined whether CC charging is complete. If it is determined in step S18 that CC charging is complete, it is determined that the charging rate SOC of battery 5 has reached a relatively high value, and the process proceeds to step S19. If it is determined in step S18 that CC charging is not complete, the process proceeds to step S20.

[0161] In step S19, the target cooling temperature TBOC is set again, and the process proceeds to step S20. In other words, in step S19, the target cooling temperature TBOC determined in step S11 is changed, and the process proceeds to step S20. In step S19 of this embodiment, the target cooling temperature TBOC is lowered to a value (specifically, 15°C to 20°C) that is lower than the lower limit of the appropriate temperature range of the battery temperature TB and higher than the minimum operating temperature TBmin. Therefore, step S19, together with step S11, constitutes a target cooling temperature setting section.

[0162] In step S20, the normal cooling mode is executed to cool the battery 5, and after a predetermined control period (for example, about 1 second to 1 minute) has elapsed, the process returns to step S12.

[0163] As is clear from the above description, the target cooling temperature change condition of this embodiment is met when the charge / discharge information acquisition unit 64 has acquired no information as the latest charge / discharge information. More specifically, the target cooling temperature change condition of this embodiment is met when the heat generation amount QB is smaller than the maximum cooling amount CBmax and the charge / discharge information acquisition unit 64 has acquired no information as the latest charge / discharge information.

[0164] The target cooling temperature change condition of this embodiment is met when the heat generation amount QB is smaller than the maximum cooling amount CBmax, the charge / discharge information acquisition unit 64 has acquired no information as the latest charge / discharge information, and the rapid charger 6 is connected to the connector 62. Furthermore, the target cooling temperature change condition of this embodiment is met when low-voltage charging of the secondary battery from the rapid charger 6 is completed.

[0165] Furthermore, the target cooling temperature setting unit formed by steps S11 and S19 can change the target cooling temperature TBOC that was set before the target cooling temperature change condition was met when the target cooling temperature change condition is met. In other words, the target cooling temperature setting unit of this embodiment can set the target cooling temperature TBOC to a different value depending on whether the target cooling temperature change condition is met.

[0166] Next, detailed operation of the battery temperature regulator 1 in the normal cooling mode and the maximum cooling mode will be described. In the normal cooling mode and the maximum cooling mode, when the compressor 11 of the refrigeration cycle device 10 is operating, such as during air conditioning, the control device 60 throttles the cooling expansion valve 14c. Furthermore, when the air conditioning operation mode is the heating mode, the control device 60 opens the dehumidification on-off valve 15a and the heating on-off valve 15b.

[0167] Therefore, in the refrigeration cycle device 10 in the normal cooling mode and the maximum cooling mode, the low-pressure refrigerant decompressed by the cooling expansion valve 14c flows into the refrigerant passage of the chiller 20. The refrigerant that flows out of the refrigerant passage of the chiller 20 flows into the accumulator 21 via the evaporation pressure control valve 19.

[0168] Furthermore, in the normal cooling mode and maximum cooling mode while the heating mode is being executed, the refrigerant discharged from the compressor 11 circulates in the following order: water-refrigerant heat exchanger 12, heating expansion valve 14a in a throttled state, outdoor heat exchanger 16, heating passage 22b, accumulator 21, and the suction port of the compressor 11. At the same time, the refrigerant discharged from the compressor 11 circulates in the following order: water-refrigerant heat exchanger 12, dehumidification passage 22a, cooling expansion valve 14c in a throttled state, chiller 20, evaporation pressure control valve 19, accumulator 21, and the suction port of the compressor 11. In other words, the outdoor heat exchanger 16 and chiller 20 are switched to a refrigerant circuit connected in parallel with respect to the refrigerant flow.

[0169] Furthermore, in the normal cooling mode, the control device 60 increases the rotation speed NC of the compressor 11 to a value obtained by adding a predetermined reference rotation speed to the current rotation speed. Furthermore, in the maximum cooling mode, the control device 60 sets the rotation speed of the compressor 11 to the maximum rotation speed NCmax. Of course, in both the normal cooling mode and the maximum cooling mode, the rotation speed of the compressor 11 does not exceed the maximum rotation speed NCmax.

[0170] Furthermore, the control device 60 controls the throttle opening of the cooling expansion valve 14c so that the throttle opening becomes a predetermined throttle opening for the normal cooling mode or maximum cooling mode.

[0171] In addition, in the low-temperature side heat medium circuit 50 in the normal cooling mode and the maximum cooling mode, the low-temperature side heat medium pumped by the low-temperature side pump 51 flows into the bypass passage 52 and the radiator 54 according to the flow rate ratio adjustment of the heat medium three-way valve 55. The low-temperature side heat medium flowing out of the bypass passage 52 and the low-temperature side heat medium flowing out of the radiator 54 join together at the heat medium three-way valve 55 and circulate through the heat medium passage of the chiller 20 and the inlet of the low-temperature side pump 51 in that order.

[0172] Furthermore, the control device 60 controls the operation of the heat medium three-way valve 55 so that the battery temperature TB approaches the target cooling temperature TBOC set in step S11 or step S19.

[0173] Other operations are the same as those in each operating mode during air conditioning. Therefore, in the refrigeration cycle apparatus 10 in the normal cooling mode and maximum cooling mode during air conditioning, a vapor compression refrigeration cycle is configured in which the water-refrigerant heat exchanger 12 or the outdoor heat exchanger 16 functions as a condenser and at least the chiller 20 functions as an evaporator. As a result, in the refrigeration cycle apparatus 10 in the normal cooling mode and maximum cooling mode during air conditioning, the low-temperature side heat medium is cooled by the chiller 20.

[0174] Furthermore, in the low-temperature side heat medium circuit 50 in the normal cooling mode and maximum cooling mode during air conditioning, all or part of the low-temperature side heat medium cooled by the chiller 20 flows into the coolant passage 5a of the battery 5 and absorbs heat from each battery cell of the battery 5. This cools the battery 5 so that the battery temperature TB approaches the target cooling temperature TBOC.

[0175] Next, the normal cooling mode and maximum cooling mode during non-air-conditioning will be described. In the normal cooling mode and maximum cooling mode during non-air-conditioning, the refrigerant discharged from the compressor 11 is switched to a refrigerant circuit in which it circulates in the following order: water-refrigerant heat exchanger 12, heating expansion valve 14a (which is fully open), outdoor heat exchanger 16, cooling expansion valve 14c, chiller 20, evaporation pressure control valve 19, accumulator 21, and the intake port of compressor 11.

[0176] Other operations are the same as those in the normal cooling mode and maximum cooling mode during air conditioning. Therefore, in the refrigeration cycle device 10 in the normal cooling mode and maximum cooling mode during non-air conditioning, a vapor compression refrigeration cycle is configured in which the outdoor heat exchanger 16 functions as a condenser and the chiller 20 functions as an evaporator. As a result, in the refrigeration cycle device 10 in the normal cooling mode and maximum cooling mode during non-air conditioning, the low-temperature side heat medium is cooled by the chiller 20.

[0177] Furthermore, in the low-temperature side heat medium circuit 50 in the normal cooling mode and maximum cooling mode when air conditioning is not being performed, all or part of the low-temperature side heat medium cooled by the chiller 20 flows into the coolant passage 5a of the battery 5 and absorbs heat from each battery cell of the battery 5, just as in the normal cooling mode and maximum cooling mode when air conditioning is being performed. This cools the battery 5 so that the battery temperature TB approaches the target cooling temperature TBOC.

[0178] Next, the control flow shown in FIG. 4 is a control flow for executing the warm-up mode.

[0179] 4, a target heating temperature TBOH (specifically, 20° C. to 25° C.) is set. The target heating temperature TBOH is a target value of the battery temperature TB when heating the battery 5. Therefore, step S21 forms a target heating temperature setting section.

[0180] In step S22, it is determined whether the target heating temperature change condition is satisfied. If it is determined in step S22 that the target heating temperature change condition is satisfied, the target heating temperature TBOH that was set in step S21 before the target heating temperature change condition was satisfied is changed.

[0181] More specifically, in step S22, it is determined whether the latest charging / discharging information stored in the charging / discharging information acquisition unit 64 is present information. In other words, it is determined whether the charging / discharging information acquisition unit 64 has acquired present information as the latest charging / discharging information.

[0182] If it is determined in step S22 that the charge / discharge information acquisition unit 64 has acquired presence information as the latest charge / discharge information, the process proceeds to step S23. If it is determined in step S22 that the charge / discharge information acquisition unit 64 has not acquired presence information as the latest charge / discharge information, the process proceeds to step S24.

[0183] In step S23, the target heating temperature TBOH is set again, and the process proceeds to step S24. In other words, in step S23, the target heating temperature TBOH determined in step S21 is changed, and the process proceeds to step S24. In step S23 of this embodiment, the target heating temperature TBOH is increased to a value lower than the maximum operating temperature TBmax and higher than the value set in step S21 (specifically, a value greater than 25°C). Therefore, step S23, together with step S21, form a target heating temperature setting section.

[0184] Next, in step S24, the battery temperature TB is read and it is determined whether the battery temperature TB is lower than the target heating temperature TBOH.

[0185] If it is determined in step S24 that the battery temperature TB is lower than the target heating temperature TBOH, it is determined that heating of the battery 5 is necessary, and the process proceeds to step S25. If it is determined in step S24 that the battery temperature TB is not lower than the target heating temperature TBOH, it is determined that heating of the battery 5 is not necessary, and the process proceeds to step S26.

[0186] In step S25, a warm-up mode is executed to warm up the battery 5, and the process returns to step S21 after a predetermined control period (for example, about 1 second to 1 minute) has elapsed. In step S26, a warm-up stop process is performed to stop the warm-up of the battery 5, and the process returns to step S21 after a predetermined control period (for example, about 1 second to 1 minute) has elapsed. In the warm-up stop process, the control device 60 stops the supply of power to the electric heater 56.

[0187] As is clear from the above description, the target heating temperature change condition of this embodiment is met when the charge / discharge information acquisition unit 64 acquires presence information as the latest charge / discharge information.

[0188] Furthermore, the target heating temperature setting unit formed by steps S21 and S23 can change the target heating temperature TBOH that was set before the target heating temperature change condition was met when the target heating temperature change condition is met. In other words, the target heating temperature setting unit of this embodiment can set the target heating temperature TBOH to a different value depending on whether the target heating temperature change condition is met.

[0189] Next, detailed operation of the battery temperature regulator 1 in the warm-up mode will be described. In the low-temperature side heat medium circuit 50 in the warm-up mode, the control device 60 supplies power to the electric heater 56. The control device 60 also operates the low-temperature side pump 51 so as to exert a predetermined pumping capacity for the warm-up mode. The control device 60 also controls the operation of the heat medium three-way valve 55 so that the battery temperature TB becomes equal to or higher than the target heating temperature TBOH set in step S21 or step S23.

[0190] Therefore, in the warm-up mode, in the low-temperature side heat medium circuit 50, the low-temperature side heat medium pumped from the low-temperature side pump 51 flows into the bypass passage 52 and the radiator 54 according to the flow rate ratio adjustment of the heat medium three-way valve 55. The low-temperature side heat medium flowing out of the bypass passage 52 and the low-temperature side heat medium flowing out of the radiator 54 join together at the heat medium three-way valve 55 and circulate through the heat medium passage of the chiller 20, the electric heater 56, the coolant passage 5a of the battery 5, and the inlet port of the low-temperature side pump 51 in that order.

[0191] Therefore, in the warm-up mode, in the low-temperature side heat medium circuit 50, the low-temperature side heat medium heated by the electric heater 56 flows into the coolant passage 5a of the battery 5 and dissipates heat to each battery cell of the battery 5. In this way, the battery 5 is heated so that the battery temperature TB becomes equal to or higher than the target heating temperature TBOH. In the low-temperature side heat medium circuit 50 of this embodiment, the low-temperature side heat medium heated by the electric heater 56 can be caused to flow into the coolant passage 5a of the battery 5, so that the energy efficiency when warming up the battery 5 is good.

[0192] As described above, the battery temperature adjustment device 1 of this embodiment can perform comfortable air conditioning in the vehicle cabin and appropriate temperature adjustment of the battery 5 by appropriately combining and executing an operating mode for air conditioning and an operating mode for temperature adjustment.

[0193] Furthermore, according to the battery temperature regulator 1 of this embodiment, the progress of deterioration of the battery 5 can be appropriately suppressed.

[0194] More specifically, the battery temperature regulator 1 of this embodiment includes the charge / discharge information acquisition unit 64, and can acquire and store charge / discharge information, such as no information and present information. Furthermore, the temperature regulation control unit 60a controls the operation of the temperature regulators, such as the refrigeration cycle device 10 or each component of the low-temperature side heat medium circuit 50, based on the charge / discharge information.

[0195] Therefore, the temperature adjustment control unit 60a can control the operation of the temperature adjustment unit based on the no information and the present information to suppress the progression of calendar deterioration, which is deterioration that progresses over time. Furthermore, the temperature adjustment control unit 60a can control the operation of the temperature adjustment unit based on the no information and the present information to suppress the progression of cycle deterioration, which is deterioration that progresses with charging and discharging.

[0196] That is, according to the battery temperature adjustment device 1 of this embodiment, it is possible to control the operation of the temperature adjustment unit in accordance with the cause of deterioration of the battery 5, and the progress of deterioration of the battery 5 can be appropriately suppressed.

[0197] Furthermore, the battery temperature regulator 1 of this embodiment has a target heating temperature setting unit formed by steps S21 and S23. The target heating temperature setting unit sets the target heating temperature TBOH when the target heating temperature change condition is met. More specifically, in this embodiment, when the charge / discharge information acquisition unit 64 acquires the necessary information, the target heating temperature change condition is considered to be met, and the target heating temperature setting unit changes the target heating temperature TBOH.

[0198] This allows the target heating temperature setting unit to set the target heating temperature TBOH using the latest charge / discharge information. Therefore, when a lithium ion battery is used as the battery 5 as in this embodiment, the target heating temperature setting unit can increase the target heating temperature TBOH to effectively suppress the progression of cycle deterioration.

[0199] Furthermore, the battery temperature regulator 1 of this embodiment has a target cooling temperature setting unit formed by steps S11 and S19. The target cooling temperature setting unit sets the target cooling temperature TBOC when the target cooling temperature change condition is met. More specifically, in this embodiment, when the charge / discharge information acquisition unit 64 acquires no information, the target cooling temperature change condition is considered to be met, and the target cooling temperature setting unit changes the target cooling temperature TBOC.

[0200] This allows the target cooling temperature setting unit to set the target cooling temperature TBOC using the latest charge / discharge information. Therefore, when a lithium ion battery is used as the battery 5 as in this embodiment, the target cooling temperature setting unit can lower the target cooling temperature TBOC to effectively suppress the progression of calendar deterioration.

[0201] In addition, in the battery temperature regulator 1 of this embodiment, when the heat generation amount QB of the battery 5 is smaller than the maximum cooling amount CBmax of the temperature regulator and the charge / discharge information acquisition unit 64 has acquired no information as the latest information, the target cooling temperature change condition is met and the target cooling temperature setting unit sets the target cooling temperature TBOC. In this embodiment, the target cooling temperature setting unit lowers the target cooling temperature TBOC.

[0202] In other words, when the temperature adjustment unit has a cooling capacity margin and it is predicted that cycle deterioration will not progress easily, the target cooling temperature TBOC is lowered. Therefore, the battery temperature TB can be reliably lowered, and the progression of calendar deterioration can be appropriately suppressed.

[0203] In addition, in the battery temperature regulator 1 of this embodiment, when the charge / discharge information acquisition unit 64 acquires the latest information, the target heating temperature setting unit sets the target heating temperature TBOH as the target heating temperature change condition is satisfied. In this embodiment, the target heating temperature setting unit increases the target cooling temperature TBOC.

[0204] According to this, when it is predicted that cycle degradation is likely to progress as shown in Fig. 5, the battery temperature TB can be raised from the temperature range where cycle degradation is likely to progress, shown in the dotted hatched area in Fig. 5, to a temperature range where the progress of cycle degradation can be suppressed. Therefore, the progress of cycle degradation can be appropriately suppressed.

[0205] Furthermore, in the battery temperature regulator 1 of this embodiment, when the target cooling temperature setting unit changes the target cooling temperature TBOC, it changes it to a value lower than the lower limit of the appropriate temperature range of the battery temperature TB and higher than the minimum operating temperature TBmin. Therefore, even if the target cooling temperature TBOC is lowered to suppress deterioration of the battery 5, it is possible to avoid a situation in which the output of the battery 5 is limited and the vehicle cannot run.

[0206] Furthermore, in the battery temperature regulator 1 of this embodiment, as described in step S13 of the temperature regulation control program, the maximum cooling amount CBmax is determined using the rotation speed NC of the compressor 11. More specifically, the maximum cooling amount CBmax is determined using the rotation speed difference obtained by subtracting the current rotation speed NC from the maximum rotation speed NCmax.

[0207] This makes it possible to accurately determine the maximum cooling amount CBmax even in a case where the refrigeration cycle device 10 forming the temperature adjustment unit is a device used not only for cooling the battery 5 but also for other purposes such as air conditioning, as in the battery temperature adjustment device 1 of this embodiment. Furthermore, the progression of calendar deterioration of the battery 5 can be suppressed without affecting the other purposes.

[0208] Here, the battery temperature regulator 1 of this embodiment uses the power that can be charged to the battery 5 or the power that is already stored in the battery 5 to cool the battery 5. Therefore, if the battery 5 is cooled to suppress the progression of deterioration of the battery 5, the state of charge (SOC) may decrease, which may shorten the cruising distance of the vehicle.

[0209] In contrast, the target cooling temperature setting unit of this embodiment lowers the target cooling temperature TBOC when the heat generation amount QB of the battery 5 is smaller than the maximum cooling amount CBmax of the temperature adjustment unit and the rapid charger 6 is connected to the connector 62, as described in step S17.

[0210] This allows the battery temperature regulator 1 to cool the battery 5 using the power supplied from the rapid charger 6. Alternatively, even if the battery temperature regulator 1 cools the battery 5 using the power stored in the battery 5, the battery 5 can be charged with the power supplied from the rapid charger 6. Therefore, it is possible to suppress the progress of calendar deterioration while suppressing a decrease in the charging rate SOC of the battery 5.

[0211] Furthermore, as explained in step S18, the target cooling temperature setting unit of this embodiment changes the target cooling temperature TBOC after CC charging ends, that is, lowers the target cooling temperature TBOC during CV charging.

[0212] During CV charging, the heat generation amount QB of the battery 5 is smaller than during CC charging, as shown in the time chart of Fig. 6, so that it is possible to create a cooling capacity surplus in the temperature adjustment unit. Therefore, according to the battery temperature adjustment device 1 of this embodiment, when the battery 5 is connected to the rapid charger 6, not only can the battery 5 be charged, but also the progression of calendar deterioration can be suppressed.

[0213] Furthermore, in the battery temperature regulator 1 of this embodiment, when the V2H charger / discharger 7 is connected to the connector 63, which is the power transfer connection part, the charge / discharge information acquisition unit 64 acquires presence information in preference to absence information. As a result, when input / output of power between the battery 5 and the house is predicted, that is, when cycle deterioration is likely to progress, the warm-up mode is implemented, and the progress of cycle deterioration can be appropriately suppressed.

[0214] Furthermore, in the battery temperature regulation device 1 of this embodiment, the charge / discharge information acquisition unit 64 acquires the presence information in preference to the absence information when the motor generator 3 becomes capable of generating regenerative power to charge the battery 5. As a result, when it is predicted that regenerative power will be supplied to the battery 5, that is, when cycle deterioration is likely to progress, the warm-up mode is implemented, and the progression of cycle deterioration can be appropriately suppressed.

[0215] (Second embodiment) The rapid charger 6 of this embodiment does not perform CV charging but only CC charging. That is, the rapid charger 6 of this embodiment performs CC charging until the state of charge (SOC) reaches approximately 80%, and stops supplying power to the battery 5 after CC charging is completed. The configuration and operation of the battery temperature regulator 1 are the same as those of the first embodiment. Therefore, the battery temperature regulator 1 of this embodiment can also achieve the same effects as those of the first embodiment.

[0216] Furthermore, in this embodiment, when the target cooling temperature setting unit lowers the target cooling temperature TBOC after CC charging ends, as in step S18 in the first embodiment, the battery temperature TB can be quickly lowered as shown in the time chart of Fig. 7. Therefore, the power consumed to lower the battery temperature TB can be reduced.

[0217] Furthermore, by lowering the battery temperature TB, it is possible to delay the battery temperature TB from again becoming higher than the target cooling temperature TBOC. That is, it is possible to delay the battery temperature regulator 1 from starting to consume the power stored in the battery 5 to cool the battery 5. This makes it possible to prevent the vehicle's cruising range from being shortened even if the initial state of charge (SOC) is reduced by not performing CV charging.

[0218] (Other embodiments) The present invention is not limited to the above-described embodiment, and various modifications can be made as follows without departing from the spirit of the present invention.

[0219] (1) In the above embodiment, the battery temperature regulator 1 according to the present invention is applied to an electric vehicle, but is not limited thereto. For example, the battery temperature regulator 1 according to the present invention can be widely applied to vehicles equipped with a secondary battery, such as so-called hybrid vehicles that obtain driving force for vehicle running from both an internal combustion engine and an electric motor.

[0220] (2) In the above-described embodiment, the battery temperature regulator 1 is configured as a vehicle battery temperature regulator with an air conditioning function or a vehicle air conditioning function with a battery cooling function, but the battery temperature regulator according to the present invention does not have to have an air conditioning function as long as it has at least the function of regulating the temperature of a secondary battery mounted in a vehicle.

[0221] (3) In the above embodiment, an example was described in which a temperature adjustment unit formed by each component of the refrigeration cycle device 10 and each component of the low-temperature side heat medium circuit 50 was used as the temperature adjustment unit, but the temperature adjustment unit is not limited to this.

[0222] For example, it is possible to employ a temperature adjustment unit formed of a Peltier element that generates cold heat by being supplied with power that can be charged into the battery 5 or power already stored in the battery 5. In this case, the maximum cooling amount CBmax can be determined based on the maximum power that can be supplied to the temperature adjustment unit.

[0223] Furthermore, the heat medium heating unit is not limited to a PTC heater. For example, an electric heating wire or the like may be used as the electric heater 56. Furthermore, the arrangement of the heat medium heating unit is not limited to the heat medium flow path extending from the outlet of the heat medium passage of the chiller 20 to the inlet of the coolant passage 5a of the battery 5. For example, the heat medium heating unit may be arranged in the heat medium flow path extending from the discharge port of the low-temperature side pump 51 to the inlet of the heat medium joint unit 53. In this way, by controlling the operation of the heat medium three-way valve 55, the temperature of the low-temperature side heat medium flowing into the coolant passage 5a of the battery 5 can be adjusted.

[0224] Furthermore, the coolant passage of the inverter 4 or the coolant passage of the motor generator 3 may be connected to the low-temperature side heat medium circuit 50, and waste heat from the inverter 4 or the motor generator 3 may be used as a heat source to warm up the battery 5 during warm-up mode. In other words, the inverter 4 or the motor generator 3 may be used as a heat medium heating section.

[0225] A connecting passage may be provided to connect the high-temperature side heat medium circuit 40 and the low-temperature side heat medium circuit 50. Then, in the warm-up mode, the high-temperature side heat medium heated in the water-refrigerant heat exchanger 12 may be guided to the low-temperature side heat medium circuit 50 via the connecting passage to warm up the battery 5.

[0226] (4) In the above embodiment, the battery temperature regulation device 1 is described as being supplied with power from the rapid charger 6 as the charging device, but the charging device is not limited to this. It may also be a charger that can perform only CV charging. In this case, the target cooling temperature setting unit may be configured to lower the target cooling temperature TBOC during CV charging or after charging is completed when the heat generation amount QB of the battery 5 is smaller than the maximum cooling amount CBmax of the temperature regulation unit and the rapid charger 6 is connected to the connector 62.

[0227] Furthermore, when a rapid charger capable of CC charging is used as in the above-described embodiment, the target cooling temperature TBOC may be reduced when the heat generation amount QB of the battery 5 is smaller than the maximum cooling amount CBmax of the temperature adjustment unit, even during CC charging.

[0228] (5) The conditions under which the charge / discharge information acquisition unit 64 acquires the absence information and the presence information are not limited to the conditions disclosed in the above embodiment.

[0229] For example, the charge / discharge information acquisition unit 64 may acquire no information when the vehicle is stopped and the distance between the user's registered address and the current location is shorter than a predetermined reference distance.

[0230] For example, the charge / discharge information acquisition unit 64 may acquire presence information when the vehicle is stopped and the distance between the destination set by the user and the current location is equal to or greater than a predetermined reference distance, or may acquire absence information when the vehicle is stopped and the distance between the destination set by the user and the current location is shorter than a predetermined reference distance.

[0231] For example, the charge / discharge information acquisition unit 64 may acquire the presence information when it is determined that downhill driving will begin based on map information from a car navigation system.

[0232] For example, the charge / discharge information acquisition unit 64 may acquire presence information during a time period when the vehicle is frequently used, based on the planned use information input by the user or the user's riding history. Similarly, the charge / discharge information acquisition unit 64 may acquire absence information during a time period when the vehicle is rarely used.

[0233] For example, the charge / discharge information acquisition unit 64 may acquire no information when there is no current charge / discharge of the secondary battery.

[0234] For example, the charge / discharge information acquisition unit 64 may acquire presence information when the secondary battery is currently being charged or discharged.

[0235] (6) In the above-described embodiment, an example in which the V2H charger / discharger 7 is used as the power transfer device 7 has been described, but this is not limiting. For example, a power transfer device for a system that realizes a concept known as V2X may be used.

[0236] Specifically, it may be a power transfer device in V2V (i.e., Vehicle to Vehicle). V2V is a system that connects the electric vehicle 2 with other electric vehicles to mutually effectively utilize their electric power. It may also be a power transfer device in V2G (i.e., Vehicle to Grid). V2G is a system that connects the electric vehicle 2 with a city-wide power grid to mutually effectively utilize their electric power.

[0237] (7) The temperature adjustment control program is not limited to the one disclosed in the above embodiment. For example, in step S11 of forming the target cooling temperature setting unit, the target cooling temperature TBOC is set to a fixed value, but it may also be set to a variable value. Specifically, the target cooling temperature TBOC set in step S11 may be set to increase with an increase in the outside air temperature as long as it is within an appropriate temperature range.

[0238] In step S19 for forming the target cooling temperature setting unit, the target cooling temperature TBOC is set to a fixed value, but it may also be set to a variable value. For example, if the target cooling temperature TBOC set in step S19 is a value higher than the minimum operating temperature TBmin, it may be set to a value obtained by subtracting a predetermined correction amount from the target cooling temperature TBOC set as a variable value in step S11.

[0239] Similarly, the target cooling temperature TBOC set in steps S21 and S23 that form the target heating temperature setting unit is not limited to a fixed value, but may be a variable value.

[0240] In the above-described embodiment, the target cooling temperature setting unit changes the target cooling temperature TBOC when a predetermined target cooling temperature change condition is met. However, the present invention is not limited to this. For example, the target cooling temperature setting unit may set a target cooling temperature TBOC that is highly effective in suppressing calendar deterioration or cycle deterioration at every predetermined cycle, using at least the latest charge / discharge information acquired by the charge / discharge information acquisition unit.

[0241] Similarly, in the above-described embodiment, the target heating temperature setting unit changes the target heating temperature TBOH when a predetermined target heating temperature change condition is met. However, the present invention is not limited to this. For example, the target heating temperature setting unit may set the target heating temperature TBOH at a predetermined cycle time by using at least the latest charge / discharge information acquired by the charge / discharge information acquisition unit. This setting is highly effective in suppressing calendar deterioration or cycle deterioration.

[0242] (8) In the above-described embodiment, the battery temperature regulator according to the present invention is applied to regulate the temperature of the battery 5, which is a lithium-ion battery, but is not limited to this. The battery temperature regulator according to the present invention can change its control mode depending on the cause of deterioration of the secondary battery whose temperature is to be regulated.

[0243] For example, the target heating temperature setting unit may be configured to lower the target heating temperature TBOH when the target heating temperature change condition is met. In other words, the target heating temperature TBOH may be lowered when the charge / discharge information acquisition unit 64 acquires presence information as the latest charge / discharge information.

[0244] Furthermore, the target heating temperature change condition may be satisfied when the charge / discharge information acquisition unit 64 acquires no information as the latest charge / discharge information. In other words, when no information is acquired, the target heating temperature TBOH may be increased or decreased.

[0245] The target cooling temperature setting unit may also be configured to increase the target cooling temperature TBOC when the target cooling temperature change condition is met. In other words, the target cooling temperature TBOC may be increased when the charge / discharge information acquisition unit 64 has acquired no information as the latest charge / discharge information.

[0246] Furthermore, the target cooling temperature change condition may be satisfied when the charge / discharge information acquisition unit 64 acquires presence information as the latest charge / discharge information. In other words, when presence information is acquired, the target heating temperature TBOH may be increased or decreased.

[0247] Furthermore, the control aspect of the battery temperature regulator according to the present invention can also be applied to a temperature regulator that heats an object to be temperature-regulated, the progress of which is easily suppressed by raising the temperature to a high temperature. [Explanation of symbols]

[0248] 3 Motor generator (in-vehicle equipment) 5 Battery (secondary battery) 6 Quick charger (charging device) 7 Power transfer device 10 Refrigeration cycle device (temperature control unit) 11 Compressor 50 Low temperature side heat medium circuit (temperature adjustment section) 60a Temperature adjustment control unit S11, S19 Target cooling temperature setting section S21, S23 Target heating temperature setting section

Claims

1. A battery temperature regulation device mounted on a vehicle, a temperature adjusting unit (10, 50) that adjusts the battery temperature (TB) of the secondary battery (5); a temperature adjustment control unit (60a) for controlling the operation of the temperature adjustment unit; a charge / discharge information acquisition unit (64) that acquires charge / discharge information regarding whether or not the secondary battery is being charged / discharged, the charge / discharge information acquisition unit acquires no information as the charge / discharge information when there is no current charge / discharge of the secondary battery or when it is predicted that there will be no future charge / discharge of the secondary battery, and acquires presence information as the charge / discharge information when there is current charge / discharge of the secondary battery or when it is predicted that there will be future charge / discharge of the secondary battery; the temperature adjustment control unit controls the operation of the temperature adjustment unit based on the charge / discharge information, the temperature adjustment control unit has a target cooling temperature setting unit (S11, S19) that sets a target cooling temperature (TBOC) when the temperature adjustment unit cools the secondary battery, the temperature adjustment control unit controls the operation of the temperature adjustment unit when cooling the secondary battery so that the battery temperature approaches the target cooling temperature; the target cooling temperature setting unit sets the target cooling temperature using at least the latest charge / discharge information acquired by the charge / discharge information acquisition unit; The target cooling temperature setting unit changes the already set target cooling temperature to a lower value when the heat generation amount (QB) of the secondary battery is smaller than the maximum cooling amount (CBmax) that can be exerted by the temperature adjustment unit and the charge / discharge information acquisition unit acquires no information as the latest charge / discharge information.

2. the temperature adjustment control unit has a target heating temperature setting unit (S21, S23) that sets a target heating temperature (TBOH) when the temperature adjustment unit heats the secondary battery, the target heating temperature setting unit sets the target heating temperature using at least the latest charge / discharge information acquired by the charge / discharge information acquisition unit; The battery temperature regulation device according to claim 1 , wherein the temperature regulation control unit controls the operation of the temperature regulation unit when heating the secondary battery so that the battery temperature approaches the target heating temperature.

3. The battery temperature control device according to claim 2 , wherein the target heating temperature setting unit sets the target heating temperature when the charge / discharge information acquisition unit acquires the presence information as the latest charge / discharge information.

4. The temperature adjusting unit has a vapor compression refrigeration cycle device (10) having a compressor (11) that compresses and discharges a refrigerant, 4. The battery temperature regulator according to claim 1, wherein the maximum cooling amount is determined using a refrigerant discharge capacity of the compressor.

5. a charging connection section (62) to which a charging device (6) for supplying external power to the secondary battery is connected; the temperature adjustment unit adjusts the battery temperature by consuming power that can be charged to the secondary battery; A battery temperature adjustment device as described in any one of claims 1 to 4, wherein the target cooling temperature setting unit sets the target cooling temperature when the heat generation amount is smaller than the maximum cooling amount, the charge / discharge information acquisition unit acquires no information as the latest charge / discharge information, and the charging device is connected to the charging connection unit.

6. the charging device is capable of performing constant current charging by supplying the external power to the secondary battery so that an applied current (IC) applied to the secondary battery approaches a target applied current (ICO); The battery temperature regulator according to claim 5 , wherein the target cooling temperature setting unit sets the target cooling temperature when the constant current charging is completed.

7. 7. The battery temperature regulator according to claim 6, wherein the charging device stops supplying power to the secondary battery after the constant current charging is completed.

8. a power transfer connection section (63) to which a power transfer device (7) that transfers power to and from the secondary battery is connected; The battery temperature control device according to claim 1 , wherein the charge / discharge information acquisition unit acquires the charge / discharge information when the power transfer device is connected to the power transfer connection unit.

9. The battery temperature control device according to any one of claims 1 to 8, wherein the charge / discharge information acquisition unit acquires the charge / discharge information when the in-vehicle device (3) becomes capable of generating regenerative power to be supplied to the secondary battery.

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