Temperature control system control method and temperature control system control device

Abstract

An aspect of the present invention is a control method for a temperature control system that heats the cabin of a vehicle using heat generated in the vehicle by a heat generation part, which is a portion that generates heat. The control method for the temperature control system involves presetting a target temperature to be maintained by the heat generation part. The control method also involves computing a required cooling capability that is the cooling capability required to reduce the temperature of the heat generation part to the target temperature when the temperature of the heat generation part has exceeded the target temperature, and a cooling capability of a cooling circuit that cools the heat generation part. The control method also involves deferring starting to cool the heat generation part until the required cooling capability and the cooling capability of the cooling circuit are equal if the temperature of the heat generation part has exceeded the target temperature, and starting to cool the heat generation part when the required cooling capability and the cooling capability of the cooling circuit have become equal after the temperature of the heat generation part has exceeded the target temperature.

Description

[Technical Field]

[0001] The present invention relates to a control method for a temperature adjustment system and a control device for a temperature adjustment system. [Background technology]

[0002] JP5433387B discloses a vehicle air conditioning system that uses thermal energy obtained by adjusting the temperature of heat generating elements included in an electric vehicle, such as a battery, a motor generator, and an inverter, for interior air conditioning. This document also mentions changing the set temperatures (target temperatures) of the air conditioning cooling medium and the equipment cooling medium according to the electric vehicle's driving plan. Summary of the Invention

[0003] In a temperature control system that uses heat generated by a battery, an electric powertrain, or the like (hereinafter referred to as a battery, etc.) to heat the vehicle interior, it is preferable to maintain the temperature of the battery, etc. high to improve heating efficiency. On the other hand, a target temperature is set for the battery, etc., as the temperature during use, and the battery, etc. is cooled when the temperature of the battery, etc. exceeds the target temperature. Therefore, in a temperature control system that uses heat from a battery, etc. for heating, when the temperature of the battery, etc. exceeds the target temperature, there is a conflict between the desire to maintain the temperature of the battery, etc. high so that it can be used as a heat source for heating, and the desire to cool the battery, etc. to maintain the target temperature.

[0004] When the temperature of the battery or the like exceeds the target temperature, the battery or the like is usually immediately cooled. For this reason, in a temperature control system that uses heat from a battery or the like for heating, the energy efficiency of heating is essentially determined by the target temperature of the battery or the like used as a heat source, making it difficult to improve the energy efficiency of heating.

[0005] The present invention relates to a temperature control system that heats the passenger compartment using heat generated by a heat-generating part of a vehicle, and aims to provide a control method for a temperature control system that can improve the energy efficiency of heating, and a control device for a temperature control system.

[0006] One aspect of the present invention is a control method for a temperature control system that heats a vehicle cabin using heat generated by a heat-generating component, which is a heat-generating part of the vehicle. In this control method for a temperature control system, a target temperature to be maintained by the heat-generating component is set in advance. A required cooling capacity, which is the cooling capacity required to lower the temperature of the heat-generating component to the target temperature when the temperature of the heat-generating component exceeds the target temperature, and a cooling capacity of a cooling circuit that cools the heat-generating component are calculated. When the temperature of the heat-generating component exceeds the target temperature, the start of cooling of the heat-generating component is suspended until the required cooling capacity and the cooling capacity of the cooling circuit become equal. After the temperature of the heat-generating component exceeds the target temperature, cooling of the heat-generating component is started when the required cooling capacity and the cooling capacity of the cooling circuit become equal. [Brief explanation of the drawings]

[0007] [Figure 1] FIG. 1 is a block diagram showing a schematic configuration of a temperature adjustment system. [Figure 2] FIG. 2 is a block diagram showing the configuration of the temperature controller. [Figure 3] FIG. 3 is a flowchart relating to the control of the temperature adjustment system. [Figure 4] FIG. 4 is a graph showing an example of a change in the temperature of a battery. [Figure 5] FIG. 5 is a graph schematically showing the energy efficiency of heating by the temperature control system. [Figure 6] FIG. 6 is a block diagram showing a schematic configuration of a temperature adjustment system according to a modified example. DETAILED DESCRIPTION OF THE INVENTION

[0008] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0009] 1 is a block diagram showing the schematic configuration of a temperature control system 100. This temperature control system 100 is installed in a vehicle and adjusts the temperature of components of the vehicle and a passenger compartment 10. In particular, the temperature control system 100 of this embodiment is installed integrally with the vehicle and efficiently heats the passenger compartment 10 by utilizing heat from components of the vehicle that generate heat due to use of the vehicle (hereinafter referred to as heat generating section 11).

[0010] The vehicle in which the temperature control system 100 is installed may be an electric vehicle such as an electric car or a hybrid vehicle, or other vehicles, and the temperature control system 100 may be installed in any vehicle as long as it has a heat-generating unit 11. In this embodiment, the temperature control system 100 is installed in an electric vehicle, as an example. Therefore, the heat-generating unit 11 is, for example, a battery 12, an electric powertrain 13, or both of these. In this embodiment, the heat-generating unit 11 is the battery 12 and the electric powertrain 13.

[0011] The battery 12 is a power source that supplies power to each part of the electric vehicle, such as the electric powertrain 13. The battery 12 is a secondary battery such as a lithium-ion battery, and can supply power to the electric powertrain 13 by discharging, and can also be charged by regenerative control of the electric vehicle or by connecting to an external charging facility. Charging methods using external charging facilities include normal charging, which uses normal AC power supplied by a commercial power source, and quick charging (QC), which converts AC power supplied by a commercial power source into DC power and charges more quickly than normal charging. When quick charging is performed, the battery 12 generates a particularly large amount of heat, and the temperature of the battery 12 (hereinafter referred to as the battery temperature T bat In this embodiment, the heat generated by the battery 12 is used to heat the vehicle interior 10. Therefore, in the temperature adjustment system 100, the battery 12 essentially functions as a heat source for heating.

[0012] The electric powertrain 13 is composed of an electric motor that generates driving force for the electric vehicle, an inverter that drives the electric motor, and the like. Depending on the type of electric vehicle, the electric powertrain 13 may also include a power generation system that generates power to charge the battery 12. This power generation system is composed of, for example, a generator, an internal combustion engine that inputs power to the generator, and an inverter that converts AC power generated by the generator into DC power and inputs it to the battery 12. The electric powertrain 13 generates heat in each of the above-mentioned components as the electric vehicle is driven. In this embodiment, the heat generated by the electric powertrain 13 is used to heat the vehicle interior 10. Therefore, in the temperature control system 100, the electric powertrain 13 essentially functions as a heat source for heating.

[0013] 1, a temperature adjustment system 100 includes a temperature adjustment device 101 and a temperature adjustment controller 102 that controls the temperature adjustment device 101. The temperature adjustment device 101 of this embodiment includes a cooling circuit 21, a heat transport circuit 22, and an air conditioning device 23.

[0014] The cooling circuit 21 is a thermal circuit that cools the heat-generating part 11 by circulating water or another refrigerant (hereinafter referred to as a first refrigerant for distinction) through the heat-generating part 11. In this embodiment, the first refrigerant used in the cooling circuit 21 is cooling water. The cooling circuit 21 also includes a refrigerant circulation path 31, a pump 32, and a heat exchanger 33.

[0015] The refrigerant circulation path 31 is a flow path for the first refrigerant that is circulated through the heat generating portion 11. The pump 32 and the heat exchanger 33 are provided in the refrigerant circulation path 31.

[0016] The pump 32 circulates the first refrigerant in the refrigerant circulation path 31. In this embodiment, the first refrigerant is cooling water, and therefore the pump 32 is a water pump.

[0017] The heat exchanger 33 exchanges heat between the first refrigerant, which carries the heat generated in the heat-generating portion 11, and the outside air by flowing through the heat-generating portion 11. This allows the cooling circuit 21 to dissipate the heat generated in the heat-generating portion 11 to the outside air. The heat exchanger 33 is, for example, a radiator. In this embodiment, the heat exchanger 33 includes a fan (hereinafter referred to as a first fan 34 for distinction) that promotes the flow of the outside air. The first fan 34 is a so-called motor fan. The introduction of the outside air into the heat exchanger 33 by the first fan 34 promotes the above-mentioned heat exchange in the heat exchanger 33. In other words, the heat-generating portion 11 is more easily cooled. The flow rate of the outside air introduced into the heat exchanger 33 by the first fan 34 is adjusted by controlling the rotation speed of the first fan 34.

[0018] In addition, refrigerant circulation path 31 includes a bypass path 35 that circulates the first refrigerant while bypassing heat exchanger 33, and an electrically operated valve 36 is provided at the branch point to bypass path 35. Valve 36 switches the flow path of the first refrigerant between a path that passes through heat exchanger 33 and a path that passes through bypass path 35 but does not pass through heat exchanger 33. In other words, cooling of heat-generating portion 11 is started or stopped by controlling valve 36.

[0019] Furthermore, the refrigerant circulation path 31 circulates the first refrigerant through the chiller 44 of the heat transport circuit 22 downstream of the heat-generating unit 11 and upstream of the valve 36 (heat exchanger 33). As a result, as indicated by the hatched arrows, at least a portion of the heat generated in the heat-generating unit 11 is transported by the heat transport circuit 22 via the chiller 44, regardless of the control state of the valve 36. In other words, heat is removed from the heat-generating unit 11 by the heat transport circuit 22. Therefore, whether to start cooling the heat-generating unit 11, i.e., whether to circulate the first refrigerant through the heat exchanger 33, is determined taking into account the heat removal by the heat transport circuit 22.

[0020] In this embodiment, the heat-generating unit 11 is configured by the battery 12 and the electric powertrain 13, and in principle, a refrigerant circulation path 31 is provided for each of the battery 12 and the electric powertrain 13. Therefore, when the heat-generating unit 11 includes multiple components such as the battery 12 and the electric powertrain 13, the temperature, heat capacity, etc. of the heat-generating unit 11 refer to the individual temperature, heat capacity, etc. of each component. Also, the bypass path 35 and the valve 36 are provided in each of the cooling circuits 21 of the battery 12 and the electric powertrain 13. However, the refrigerant circulation path 31 can be configured so that the refrigerant circulation path 31 of the electric powertrain is connected to the refrigerant circulation path 31 of the battery 12 and the battery 12 can be warmed up by heat generated in the electric powertrain 13.

[0021] The heat transport circuit 22 is configured by, for example, a compressor 41, a water-cooled condenser 42 (WCDS), an expansion valve 43 (EXV), and a chiller 44.

[0022] The compressor 41 compresses the refrigerant (hereinafter referred to as the second refrigerant) circulating through the heat transport circuit 22. The second refrigerant, which has thus become high-pressure and high-temperature, is sent to the water-cooled condenser .

[0023] The water-cooled condenser 42 exchanges heat between the high-pressure, high-temperature second refrigerant and water introduced from the air conditioner 23, thereby transporting the heat of the second refrigerant to the air conditioner 23 and condensing the second refrigerant. The second refrigerant condensed in the water-cooled condenser 42 is introduced into the expansion valve 43.

[0024] The expansion valve 43 expands the second refrigerant, which is then sent to the chiller 44 at a low pressure and a low temperature.

[0025] Chiller 44 exchanges heat between the second refrigerant and the first refrigerant in cooling circuit 21. As a result, the second refrigerant absorbs (endothermically absorbs) heat from the first refrigerant. Having absorbed the heat from the first refrigerant, the second refrigerant becomes gaseous and is introduced back into compressor 41.

[0026] Therefore, as indicated by the hatched arrows, the heat transport circuit 22 is a thermal circuit (so-called heat pump system) that transports the heat of the first refrigerant absorbed by the second refrigerant in the chiller 44 to the air conditioner 23 in the water-cooled condenser 42. As described above, the heat carried by the first refrigerant is heat generated in the heat-generating unit 11. Therefore, the heat transport circuit 22 is a thermal circuit that transports the heat generated in the heat-generating unit 11 to the air conditioner 23.

[0027] The air conditioner 23 is a device that adjusts the temperature of air in the vehicle interior 10. In this embodiment, the air conditioner 23 is a heating device that heats the vehicle interior 10, and includes a heater 51, a second fan 52, and a pump 53.

[0028] The heater 51 is a direct heat source in the air conditioner 23. The second fan 52 is a so-called blower fan, and sends outside air or air from the vehicle interior 10 into the vehicle interior 10 via the heated heater 51. As a result, the vehicle interior 10 is heated by the heat of the heater 51.

[0029] The pump 53 circulates water between the water-cooled condenser 42 of the heat transport circuit 22 and the heater 51. Therefore, the heater 51 is heated by the heat that the water obtains from the second refrigerant in the water-cooled condenser 42. Therefore, the heat generating unit 11 is essentially the heat source for heating. In other words, as indicated by the hatched arrows, the air conditioner 23 is essentially a heating device that heats the vehicle interior 10 by the heat generated by the heat generating unit 11.

[0030] The energy efficiency COP (Coefficient of Performance) of heating by the temperature adjustment system 100 is substantially determined by the energy efficiency of the compressor 41. The higher the temperature of the heat generating unit 11, which is the heat source, the less energy the compressor 41 consumes. Therefore, the higher the temperature of the heat generating unit 11, which is the heat source, the higher the energy efficiency COP of heating. As a result, the higher the temperature of the heat generating unit 11, which is the heat source, the less power the battery 12 consumes to drive the compressor 41.

[0031] The temperature controller 102 is a control device of the temperature control system 100 that controls the temperature control device 101 configured as described above, and is configured by one or more computers. The temperature controller 102 is programmed to control the temperature control device 101 at a predetermined control cycle. The temperature controller 102 can be configured substantially integrally with a vehicle drive controller that drives a vehicle equipped with the temperature control system 100. In this embodiment, the part of the controller (control device) of the vehicle equipped with the temperature control system 100 that is involved in controlling the temperature control device 101 is referred to as the temperature controller 102. Therefore, the temperature controller 102 can acquire various control parameters from other controllers, etc., and use them to control the temperature control device 101.

[0032] In this embodiment, the temperature controller 102 sets, for example, a target temperature T target , the heat capacity C of the heat generating unit 11, the temperature of the heat generating unit 11, the planned travel time to the next destination (hereinafter referred to as travel time τ d the instantaneous heat generation amount Q1 of the heat generating unit 11, the amount of heat absorbed by the heat transport circuit 22 (chiller 44) from the heat generating unit 11 when the heat generating unit 11 is at the target temperature (hereinafter referred to as the heat extraction amount Q2), and the outside air temperature T out The acquired data is used to control the temperature adjusting device 101.

[0033] Target temperature T of the heat generating part 11 target is determined in advance by experiment, simulation, or the like, depending on the specific configuration of the heat generating unit 11. In this embodiment, the target temperature T target The target temperature T must be achieved by the time the vehicle arrives at its destination. target is not the temperature at a single point, but may depend on the temperature range that the heat generating unit 11 should maintain. For example, in this embodiment, the battery 12 does not exceed the heat resistance limit temperature U even when rapid charging is performed. lim In order to prevent the battery temperature from reaching T , the temperature is predetermined to be within the range of the first temperature θ1 to the second temperature θ2, taking into consideration the temperature rise due to rapid charging. bat Target temperature T targetis set within the range from the first temperature θ1 to the second temperature θ2. The first temperature θ1 and the second temperature θ2 are determined in advance by experiment, simulation, or the like.

[0034] Furthermore, the temperature controller 102 can acquire the target temperature of the heat generating unit 11 from another controller or the like, but in this embodiment, the temperature controller 102 sets (stores) the target temperature of the heat generating unit 11 by itself in advance.

[0035] The heat capacity of the heat generating unit 11 is determined in advance by experiment, simulation, or the like, depending on the specific configuration of the heat generating unit 11. The temperature adjustment controller 102 can acquire this from another controller, etc., but in this embodiment, the temperature adjustment controller 102 sets (stores) the heat capacity of the heat generating unit 11 in advance itself.

[0036] The temperature of the heat generating unit 11 can be measured by a sensor (not shown) or estimated by calculation using parameters that represent the operating state of the heat generating unit 11. The temperature adjustment controller 102 can measure or estimate the temperature of the heat generating unit 11. In this embodiment, the temperature adjustment controller 102 obtains the temperature of the heat generating unit 11 from another controller or the like.

[0037] Travel time τ d is obtained from a car navigation system or other infotainment system, or is calculated based on information such as location information and information on the planned driving route (including gradients, speed limits, etc.) obtained from these systems. d However, in this embodiment, the temperature controller 102 calculates the running time τ d Obtain from other controllers, etc.

[0038] The instantaneous heat generation amount Q1 of the heat generating unit 11 is the heat generation amount of the heat generating unit 11 at each time. The instantaneous heat generation amount Q1 varies depending on the gradient of the road surface, the vehicle speed, etc. The instantaneous heat generation amount Q1 can be measured or calculated based on, for example, the temperature transition of the heat generating unit 11 or the specific usage mode of the heat generating unit 11. In this embodiment, the temperature adjustment controller 102 obtains the instantaneous heat generation amount Q1 of the heat generating unit 11 from another controller, etc.

[0039] The amount of heat Q2 removed by the heat transport circuit 22 varies depending on the number of heat-generating units 11 connected to the chiller 44, the specific temperatures of each unit, and other factors. The temperature controller 102 can calculate the amount of heat Q2 removed by the heat transport circuit 22 from each component in accordance with the temperature and other factors of each component included in the heat-generating unit 11. However, in this embodiment, the temperature controller 102 obtains the amount of heat Q2 removed by the heat transport circuit 22 from another controller or the like.

[0040] Outside temperature T out is measured by a sensor (not shown). The temperature controller 102 uses this sensor to determine the outside air temperature T out In this embodiment, the temperature controller 102 receives the outside air temperature T out Get.

[0041] The pump 32, the first fan 34, the valve 36, the compressor 41, the second fan 52, the pump 53, and the like are controlled by the temperature controller 102. Therefore, parameters representing the operating states of these components are known to the temperature controller 102. Therefore, the temperature controller 102 can, for example, control the flow rate F of the first refrigerant controlled by the pump 32. w1 , the rotation speed ω of the first fan 34 f1 (flow rate of outside air introduced into the heat exchanger 33), and the temperature of the first refrigerant at the inlet of the heat exchanger 33 (hereinafter referred to as the first refrigerant temperature T w1 The parameters such as the temperature (temperature) and the like can be arbitrarily acquired and used to control the temperature adjusting device 101.

[0042] For simplicity, the electric powertrain 13 is referred to as its target temperature Ttarget The battery temperature T bat The target temperature T target and the battery temperature T bat the target temperature T target Therefore, the temperature controller 102 reduces the target temperature T target and the thermal capacity C of the battery 12 bat The temperature controller 102 also sets the battery temperature T bat , travel time τ d , the instantaneous heat generation amount Q1 of the battery 12, and the battery 12 reaches the target temperature T target The amount of heat dissipated from the battery 12 when the temperature reaches the ambient temperature T out , first refrigerant temperature T w1 , the rotation speed ω of the first fan 34 f1 , and the flow rate F of the first refrigerant w1 etc. and controls the temperature adjustment device 101.

[0043] The electric powertrain 13 reaches its target temperature T target The temperature of the battery 12 fluctuates from the target value T target When the battery 12 and the electric powertrain 13 are maintained at their respective target temperatures T target Even when the temperature varies from the target temperature T target The same applies to the case where the target temperature T is set. That is, in either case, in the manner described below, the parameters for the battery 12 can be replaced with parameters for the electric power train 13, etc., as necessary. In addition, when the battery 12 is driven at high speed or due to a factor other than rapid charging, the target temperature T target The same applies when the number of units exceeds 100.

[0044] 2 is a block diagram showing the configuration of the temperature controller 102. The temperature controller 102 controls the battery temperature T batis the target temperature T target 2, the temperature adjustment controller 102 includes a required cooling capacity calculation unit 61, an actual cooling capacity calculation unit 62, a cooling necessity determination unit 63, and a valve control unit 64.

[0045] The required cooling capacity calculation unit 61 calculates the target temperature T target Battery temperature exceeds T bat The target temperature T target The cooling capacity required to reduce the req The required cooling capacity Q for the battery 12 is calculated. req In principle, the target temperature T target , the thermal capacity of the battery 12 C bat , battery temperature T bat , and travel time τ d Using the above, the travel time τ can be calculated according to the following formula (1). d If the expected cooling capacity Q is req is effectively the actual battery temperature T bat and target temperature T target is determined by the difference between

[0046]

number

[0047] In this embodiment, the required cooling capacity calculation unit 61 further calculates the instantaneous heat generation amount Q1 of the battery 12 and the battery temperature T bat is the target temperature T target The required cooling capacity Q is corrected by taking into account the amount of heat dissipation Q2 when req That is, the required cooling capacity calculation unit 61 of this embodiment calculates the required cooling capacity Q by correcting the basic value (first term) calculated by the formula (1) using the instantaneous heat generation amount Q1 and the heat extraction amount Q2. reqSpecifically, the required cooling capacity calculation unit 61 of this embodiment calculates the required cooling capacity Q according to the following equation (2): req Calculate the following.

[0048]

number

[0049] Required cooling capacity Q based on equation (2) req is a value that corrects for the amount of heat that increases at the moment of calculation (instantaneous heat generation amount Q1) and the fluctuation of the amount of heat dissipation Q2 at the moment of calculation. Therefore, the required cooling capacity Q based on equation (2) req is the particularly accurate required cooling capacity Q depending on the specific driving conditions of the vehicle. req Represents.

[0050] The actual cooling capacity calculation unit 62 calculates the actual maximum cooling capacity (hereinafter referred to as actual cooling capacity Q cap The actual cooling capacity calculation unit 62 calculates the first refrigerant temperature T w1 , outside temperature T out , the individual cooling performance of the heat exchanger 33 (hereinafter referred to as the individual heat exchanger performance S HEX Using the margin M, the actual cooling capacity Q is calculated according to the following formula (3): cap Calculate the following.

[0051]

number

[0052] The first term in equation (3) represents the maximum cooling capacity of the cooling circuit 21 under ideal conditions. Therefore, the actual cooling capacity Q cap represents the practical maximum cooling capacity with a margin M secured with respect to the ideal maximum cooling capacity of the cooling circuit 21.

[0053] Heat exchanger unit performance S HEX is the vehicle speed and the rotation speed ω of the first fan 34 f1 (i.e., the flow rate of the outside air introduced into the heat exchanger 33) and the flow rate F of the first refrigerant.w1 (the performance of the pump 32). The actual cooling capacity calculation unit 62 calculates, for example, these parameters and the performance S HEX By referring to a heat exchanger unit performance map (not shown) that associates the above parameters, the heat exchanger unit performance S HEX The heat exchanger unit performance map is determined in advance by experiment, simulation, or the like, depending on the specific configuration of the heat exchanger 33.

[0054] In this embodiment, the heat exchanger unit performance S is particularly high when the vehicle is stopped, that is, when the vehicle speed is zero, there is no wind while the vehicle is running, and outside air is introduced into the heat exchanger 33 substantially only by the first fan 34. HEX This is the heat exchanger unit performance S HEX Furthermore, in this embodiment, the rotation speed ω of the first fan 34 is particularly low. f1 is maximum, and the flow rate F of the first refrigerant is w1 Under the condition that is maximum, the heat exchanger performance S HEX Therefore, in this embodiment, the heat exchanger unit performance S HEX is a fixed value, and the ideal maximum cooling capacity of the cooling circuit 21 in the first term of equation (3) is the maximum cooling capacity of the cooling circuit 21 when the vehicle is stopped.

[0055] The margin M in the second term of equation (3) is the required cooling capacity Q req and actual cooling capacity Q cap The margin M is set according to the error that may be included in the parameters used in the calculation (error in the internal calculation value related to the heat quantity). Specifically, the margin M is set according to the calculation error of the instantaneous heat generation amount Q1 of the battery 12 and the heat dissipation amount Q2, the time delay until the heat dissipation amount Q2 is actually dissipated from the battery 12, the battery temperature T bat , first refrigerant temperature T w1 , and outside temperature T outFor example, the margin M is set in advance by experiment or simulation so as to be the maximum value of the error that can occur due to these factors. cap represents the maximum practical cooling capacity of the cooling circuit 21 when the vehicle is stationary.

[0056] The cooling necessity determination unit 63 determines the required cooling capacity Q req and the actual cooling capacity Q of the cooling circuit 21 cap Based on this, the cooling necessity determining unit 63 determines whether or not it is necessary to cool the battery 12, that is, the timing to start and end cooling of the battery 12. Specifically, the cooling necessity determining unit 63 determines the actual cooling capacity Q cap is the required cooling capacity Q req On the other hand, the cooling necessity determining unit 63 determines that the required cooling capacity Q req is the actual cooling capacity Q cap When this is the case, the required cooling capacity Q req is the actual cooling capacity Q cap When the battery 12 is equal to the battery 12 temperature, it is determined that the battery 12 needs to be cooled.

[0057] The valve control unit 64 opens and closes the valve 36 of the cooling circuit 21 based on the determination result of the cooling necessity determination unit 63. In this way, the valve control unit 64 controls the timing to start and end cooling of the battery 12 in accordance with the determination result of the cooling necessity determination unit 63. Specifically, the battery temperature T bat is the target temperature T target Even if the actual cooling capacity Q cap is the required cooling capacity Q req While the battery temperature T bat is the target temperature T target If it exceeds the required cooling capacity Q req is the actual cooling capacity Q cap The start of cooling the battery 12 is postponed until the battery temperature T bat is the target temperature T target After exceeding the required cooling capacity Q req is the actual cooling capacity Qcap When the battery 12 reaches a temperature equal to the temperature of the battery 12, the battery 12 starts to cool down.

[0058] The following describes the control operation of the temperature adjustment system 100 configured as above.

[0059] 3 is a flowchart relating to the control of the temperature adjustment system 100. As shown in FIG. 3, in step S10, the required cooling capacity calculation unit 61 calculates the battery temperature T bat , travel time τ d In step S11, the required cooling capacity calculation unit 61 calculates the instantaneous heat generation amount Q1 and the heat dissipation amount Q2 of the battery 12 based on the obtained parameters and the preset target temperature T target and the thermal capacity C of the battery 12 bat Based on this, the required cooling capacity Q req Calculate the following.

[0060] On the other hand, in step S12, the actual cooling capacity calculation unit 62 calculates the outside air temperature T out and the first refrigerant temperature T w1 Then, in step S13, the actual cooling capacity calculation unit 62 calculates the obtained outside air temperature T out and the first refrigerant temperature T w1 and the preset heat exchanger unit performance S HEX Based on this, the actual cooling capacity Q of the cooling circuit 21 is cap Calculate the following.

[0061] Then, in step S14, the cooling necessity determination unit 63 determines the required cooling capacity Q req and the actual cooling capacity Q of the cooling circuit 21 cap By comparing the voltage Vcc and the voltage Vdc, it is determined whether the battery 12 needs to be cooled.

[0062] In step S14, the actual cooling capacity Q of the cooling circuit 21 cap is the required cooling capacity Q req If it is greater than (Q req cap ​), it is determined that cooling of the battery 12 is not necessary. Therefore, the process proceeds to step S15, and the cooling of the battery 12 is turned off. That is, in step S15, when the cooling of the battery 12 by the heat exchanger 33 has already started, the valve control unit 64 controls the valve 36 to circulate the first refrigerant through the bypass 35. This ends the cooling of the battery 12 by the heat exchanger 33. Also, in step S15, when the cooling of the battery 12 by the heat exchanger 33 has not yet started, the valve control unit 64 maintains the controlled state of the valve 36. This causes the battery temperature T bat is the target temperature T target , the start of cooling of the battery 12 by the heat exchanger 33 is postponed.

[0063] On the other hand, in step S14, the required cooling capacity Q req is the actual cooling capacity Q of the cooling circuit 21 cap If this is the case, it is determined that cooling of the battery 12 is necessary. Therefore, the process proceeds to step S16, where the cooling of the battery 12 is turned on. That is, in step S16, if the cooling of the battery 12 by the heat exchanger 33 has already started, the valve control unit 64 maintains the controlled state of the valve 36. As a result, the cooling of the battery 12 by the heat exchanger 33 continues. Also, in step S16, if the cooling of the battery 12 by the heat exchanger 33 has not yet started, the valve control unit 64 controls the valve 36 to circulate the first refrigerant through the heat exchanger 33. As a result, the cooling of the battery 12 by the heat exchanger 33 starts.

[0064] Then, as shown in step S17, the above-mentioned control of the start or end of cooling is performed until the vehicle arrives at the destination, that is, for example, until the travel time τ d This is repeatedly executed at a predetermined control period until the value of the control signal becomes zero.

[0065] 4 is a graph showing an example of the temperature change of the battery 12. In FIG. 4, as an example, the battery temperature T bat The graph shows the transition of the battery temperature T bat is shown by a solid line, and the battery temperature T bat is indicated by a two-dot chain line. In the control of the comparative example, the temperature of the battery 12 is set to the target temperature T target If the battery temperature T exceeds the predetermined value, the battery 12 starts to be cooled by the heat exchanger 33 immediately after the vehicle is started. bat is the target temperature T target When this happens, the target temperature T target (Here, the target temperature T target This is a control to maintain the temperature below.

[0066] As shown in Fig. 4, it is assumed that the vehicle starts traveling at time t0, arrives at the destination at time t1, and starts rapid charging of the battery 12. At this time, while the vehicle is traveling, the battery temperature T bat is the target temperature T target Although the battery temperature did not exceed T bat rises sharply, and the target temperature T target Exceeds.

[0067] Therefore, when the quick charging is completed at time t2 and the vehicle starts to run, the control of the comparative example immediately starts cooling the battery 12 by the heat exchanger 33. Then, at time t3, the battery temperature T bat is the target temperature T target (particularly, the first temperature θ1, which is the lower limit thereof) and cooling of the battery 12 by the heat exchanger 33 is completed. Furthermore, the battery temperature T bat is the target temperature T target That is, in the control of the comparative example, the battery temperature T bat is almost the target temperature T target is maintained.

[0068] On the other hand, in the control of this embodiment, the battery temperature T bat is the target temperature T target (especially the upper limit, the second temperature θ2) even if it exceeds the actual cooling capacity Q cap is the required cooling capacity Q req Therefore, even if the quick charging is completed at time t2 and the vehicle starts to run, the cooling of the battery 12 does not start immediately at this time t2. Then, at a later time t4, the actual cooling capacity Q of the cooling circuit 21 cap is the required cooling capacity Q req When the battery temperature T bat is exactly the target temperature T target (especially the upper limit, the second temperature θ2).

[0069] That is, in the control of this embodiment, during the running from time t2 to time t5, the battery temperature T bat is almost the target temperature T target However, if fast charging is started next, the battery temperature T bat At time t5, the battery temperature T bat is the target temperature T target Therefore, at time t5, fast charging is started and the battery temperature T bat Even if the battery temperature T bat is the heat resistance limit temperature U lim does not reach.

[0070] The control modes of the present embodiment and the comparative example described above also apply when the vehicle travels and the rapid charging of the battery 12 are repeated after time t6.

[0071] Therefore, the control of this embodiment (solid line) is more effective in reducing the battery temperature T batAt the same time, the control of this embodiment can maintain the battery temperature T bat The target temperature T is set taking into consideration the sudden temperature rise caused by fast charging. target Therefore, the control of this embodiment can reduce the battery temperature T bat While keeping the battery temperature T high, rapid charging bat is the heat resistance limit temperature U lim can be made not to exceed.

[0072] 5 is a graph showing a schematic diagram of the energy efficiency COP of heating by the temperature adjustment system 100. In FIG. 5, the battery temperature T bat 5 shows the heating energy efficiency COP by the temperature adjustment system 100 when there is a change in COP. The solid line in Fig. 5 shows the heating energy efficiency COP by the control of this embodiment, and the two-dot chain line in Fig. 5 shows the heating energy efficiency COP by the control of the comparative example.

[0073] As shown in FIG. 5, the energy efficiency COP of the heating by the temperature control system 100 is bat This is because the energy efficiency COP of heating is determined by the energy efficiency of the compressor 41, and the higher the temperature of the battery 12, which is the heat source, the more the energy efficiency of the compressor 41 improves.

[0074] Therefore, the control in this embodiment is performed based on the actual cooling capacity Q of the cooling circuit 21. cap is the required cooling capacity Q req By postponing the start of cooling the battery 12 until the battery temperature T bat Therefore, as shown in FIG. 5, the control of this embodiment can improve the heating energy efficiency COP more than the control of the comparative example.

[0075] In the above embodiment, specifically, the battery temperature T batThe target temperature T target and the battery temperature T bat the target temperature T target However, the present invention is not limited to this. target When the temperature of the electric powertrain 13 exceeds the target temperature T target Even when the battery temperature T bat and the temperature of the electric powertrain 13 reach their respective target temperatures T target The same applies to the case where the target temperature T target Furthermore, the same applies when a vehicle component other than the battery 12 and the electric powertrain 13 is used as a heat source for heating.

[0076] Therefore, the above embodiment relates to a temperature control system 100 that heats the vehicle interior 10 using heat generated by a heat generating unit 11, which is a heat generating part in the vehicle. target is set in advance, and the required cooling capacity Q req and the cooling capacity of the cooling circuit 21 (actual cooling capacity Q cap ) is calculated, and when the temperature of the heat generating part 11 exceeds the target temperature, the required cooling capacity Q req and the cooling capacity (Q cap ) is equal to the target temperature T target After exceeding the required cooling capacity Q req and the cooling capacity (Q cap ) become equal to each other, the cooling of the heat generating portion 11 is started.

[0077] Additionally, the configuration of the temperature adjustment system 100 for transporting the heat generated in the heat generating unit 11 to the air conditioning unit 23 is not limited to that described in the above embodiment. As long as the heat generated in the heat generating unit 11 can be transported to the air conditioning unit 23 and used to heat the vehicle interior 10, the specific configuration of the heat transport circuit 22 and the like may be changed, for example, as follows.

[0078] Fig. 6 is a block diagram showing a schematic configuration of a temperature control system 200 of a modified example. As shown in Fig. 6, in the temperature control system 200 of the modified example, the heat transport circuit 22 includes an inner condenser 201 instead of the water-cooled condenser 42. The air conditioner 23 is configured such that, instead of including a heater 51, a second fan 52 sends outside air or air from the vehicle interior 10 into the vehicle interior 10 via the inner condenser 201. The other configurations are the same as those of the temperature control system 100 of the above embodiment. The temperature control system 200 of the modified example configured in this manner also functions in the same way as the above embodiment.

[0079] Furthermore, in the above embodiment and variant examples, the heat generated in the heat generating portion 11 such as the battery 12 is transported to the air conditioning device 23 by a so-called heat pump system, but the heat transport may be performed by a system other than a heat pump system.

[0080] As described above, the control method of the temperature control system according to the above embodiment is a control method of the temperature control system 100, 200 that heats the vehicle interior 10 using heat generated by the heat generating unit 11, which is a heat generating part in the vehicle. target is set in advance, and the temperature of the heat generating portion 11 (for example, the battery temperature T bat ) is the target temperature T target When the temperature of the heating element 11 exceeds the target temperature T target The required cooling capacity Q is the cooling capacity required to reduce the req and the cooling capacity (actual cooling capacity Q cap ) is calculated. Then, the temperature of the heat generating portion 11 reaches the target temperature T target If it exceeds the required cooling capacity Q reqand the cooling capacity (Q cap ) is equal to the target temperature T target After exceeding the required cooling capacity Q req and the cooling capacity (Q cap ) become equal, the cooling of the heat generating portion 11 starts.

[0081] In this way, the required cooling capacity Q req and the actual cooling capacity Q of the cooling circuit 21 cap The necessity of cooling is judged by comparing the temperature of the heat generating portion 11 with the target temperature T target Even if it exceeds the required cooling capacity Q req and actual cooling capacity Q cap If the start of cooling of the heat generating unit 11 is postponed until the required cooling capacity Q req and actual cooling capacity Q cap When the temperature of the heat generating unit 11 reaches the target temperature T target Therefore, the target temperature T target If it is sufficient that the target temperature T is reached by the time the vehicle arrives at its destination, the purpose of controlling the temperature of the heat generating unit 11 is achieved. target This makes it possible to control the heating energy consumption while improving the heating energy efficiency COP compared to conventional methods.

[0082] In the control method of the temperature regulation system according to the above embodiment, the heat capacity of the heat generating unit 11 (for example, the heat capacity C bat ), the temperature of the heat generating portion 11 (for example, the battery temperature T bat ), target temperature T target , and the time the vehicle is scheduled to travel (travel time τ d ), based on the required cooling capacity Q req is calculated.

[0083] In this way, the travel time τ dThe required cooling capacity Q req By calculating the above, the appropriate required cooling capacity Q according to the specific driving schedule of the vehicle can be obtained. req is calculated, the required cooling capacity Q req As a result, the timing for starting cooling of the heat generating portion 11 is more likely to be determined correctly.

[0084] In the control method of the temperature regulation system according to the above embodiment, in particular, the instantaneous heat generation amount of the heat generating unit 11 (for example, the instantaneous heat generation amount Q1 of the battery 12) and the temperature at which the heat generating unit 11 reaches the target temperature T target The required cooling capacity Q is calculated based on the amount of heat dissipated from the heat generating unit 11 (for example, the amount of heat dissipated from the battery 12) when the required cooling capacity Q is reached. req Then, the corrected required cooling capacity Q req (Q in Eq. (2) req ) is used to determine the timing to start cooling the heat generating portion 11 (for example, the battery 12).

[0085] In this way, the required cooling capacity Q is calculated by further considering the instantaneous heat generation amount Q1 and the heat dissipation amount Q2. req As a result, the cooling start time for the heat generating portion 11 is more likely to be determined correctly.

[0086] In the control method of the temperature regulation system according to the above embodiment, the temperature T w1 and the outside temperature T out Based on this, the cooling capacity (actual cooling capacity Q cap ) is calculated.

[0087] In this way, the first refrigerant temperature T w1 and the outside temperature T out Based on this, the actual cooling capacity Q of the cooling circuit 21 cap By calculating the actual cooling capacity Q cap As a result, the cooling start time of the heat generating portion 11 is particularly likely to be determined correctly.

[0088] In the control method of the temperature adjustment system according to the above embodiment, in particular, the cooling capacity (actual cooling capacity Q cap ) is calculated by subtracting a predetermined margin M from the maximum cooling capacity of the cooling circuit 21 (the first term of equation (3)).

[0089] In this way, taking into account the predetermined margin M, the actual cooling capacity Q of the cooling circuit 21 cap By calculating the target temperature T , it is possible to prevent a delay in the start of cooling of the heat generating unit 11. Therefore, it is possible to ensure that the heat generating unit 11 reaches the target temperature T target can be achieved.

[0090] In the control method of the temperature regulation system according to the above embodiment, in particular, the margin M is set to the required cooling capacity Q req and the cooling capacity of the cooling circuit 21 (actual cooling capacity Q cap ) is set according to the error that may be included in the parameters for calculating the

[0091] In this way, the required cooling capacity Q req and actual cooling capacity Q cap By canceling out the calculation errors of the above, it becomes possible to particularly accurately determine the timing for starting to cool the heat generating portion 11. Furthermore, it is possible to ensure that the heat generating portion 11 is at the target temperature T target can be achieved.

[0092] In the control method of the temperature regulation system according to the above embodiment, the cooling capacity (actual cooling capacity Q cap ) the timing to start cooling the heat generating portion 11 is determined.

[0093] When the vehicle is stopped, the heat exchanger performance S HEX In other words, under the most severe conditions, the actual cooling capacity Q cap Therefore, the actual cooling capacity Q when the vehicle is stopped is calculated. capBy determining the cooling start time of the heat generating part 11 based on the above, the cooling start time of the heat generating part 11 can be determined regardless of the actual vehicle speed and its changes. target This makes it possible to control the heating temperature and improve the heating energy efficiency COP.

[0094] In the control method of the temperature regulation system according to the above embodiment, the heat generating unit 11 is the battery 12 that supplies power to the vehicle, the electric power train 13 that drives the vehicle, or the battery 12 and the electric power train 13.

[0095] The battery 12 and the electric powertrain 13 (or components thereof) are the parts of the vehicle that tend to generate heat. Therefore, by using these as the heat generating unit 11, i.e., as a heat source for heating, particularly efficient heating can be achieved.

[0096] In the control method of the temperature regulation system according to the above embodiment, if the heat generating unit 11 includes the battery 12, the cooling start time for the battery 12 is determined at least when the battery 12 is quick charged.

[0097] The battery 12 not only generates heat while the vehicle is running, but also may experience a sudden rise in temperature due to rapid charging after the vehicle is stopped. For this reason, the battery 12 is suitable as a heat source for heating, and is also configured to maintain a target temperature T target is set, this is a goal that should be achieved by the time the vehicle arrives at the destination. Therefore, in a scenario where the battery 12 is rapidly charged, the heating energy efficiency COP can be particularly easily improved by the control method of the temperature adjustment system according to the above embodiment.

[0098] In the control method for the temperature regulation system according to the above embodiment, the target temperature T target is set within a predetermined range from the first temperature θ1 to the second temperature θ2. After starting to cool the heat generating part 11, the heat generating part 11 is cooled to the second temperature θ2 (see FIG. 4).

[0099] In the control of the comparative example, the target temperature T target Even if the target temperature T target In order to maintain the target temperature T, the heat generating unit 11 (battery 12) must be cooled to the first temperature θ1, which is the lower limit, or below that. In contrast, in the control method of the temperature regulation system according to the above embodiment, it is sufficient for the temperature of the heat generating unit 11 (battery 12) to reach the second temperature θ2, which is the upper limit, just when the vehicle arrives at the destination. target When is determined by a range, the heating energy efficiency COP is particularly likely to be improved by cooling the heat generating portion 11 to the second temperature θ2, which is the upper limit of the range, as described above.

[0100] The control device of the temperature control system according to the above embodiment is a control device (temperature control controller 102) of the temperature control system 100, 200 that heats the passenger compartment of the vehicle using heat generated by the heat generating unit 11, which is a heat generating part in the vehicle. This control device (temperature control controller 102) sets a target temperature T target is set, and the temperature of the heating element 11 reaches the target temperature T target When the temperature of the heating element 11 exceeds the target temperature T target The required cooling capacity Q is the cooling capacity required to reduce the req and the cooling capacity (actual cooling capacity Q cap ) and the temperature of the heat generating part 11 is calculated to reach the target temperature T target If it exceeds the required cooling capacity Q req and the cooling capacity (Q cap ) is equal to the target temperature T target After exceeding the required cooling capacity Q req and the cooling capacity (Q cap ) become equal, the cooling of the heat generating portion 11 begins.

[0101] In this way, the required cooling capacity Q req and the actual cooling capacity Q of the cooling circuit 21 capThe necessity of cooling is judged by comparing the temperature of the heat generating portion 11 with the target temperature T target Even if it exceeds the required cooling capacity Q req and actual cooling capacity Q cap If the start of cooling of the heat generating unit 11 is postponed until the required cooling capacity Q req and actual cooling capacity Q cap When the temperature of the heat generating unit 11 reaches the target temperature T target Therefore, the target temperature T target If it is sufficient that the target temperature T is reached by the time the vehicle arrives at the destination, the purpose of controlling the temperature of the heat generating unit 11 is achieved. Therefore, the control device of the temperature regulation system according to the above embodiment controls the heat generating unit 11 to the target temperature T target This makes it possible to control the heating energy consumption while improving the heating energy efficiency COP compared to conventional methods.

[0102] The above describes embodiments of the present invention, but the configurations described in the above embodiments and each modified example only show some of the application examples of the present invention and are not intended to limit the technical scope of the present invention.

Claims

1. A control method for a temperature control system that heats a passenger compartment of a vehicle using heat generated by a heat generating portion of the vehicle, the method comprising: A target temperature to be maintained by the heat generating unit is set in advance; calculating a cooling capacity required to lower the temperature of the heat-generating portion to the target temperature when the temperature of the heat-generating portion exceeds the target temperature, the required cooling capacity being determined based on the difference between the actual temperature of the heat-generating portion and the target temperature, and a cooling capacity of a cooling circuit that cools the heat-generating portion; When the temperature of the heat generating part exceeds the target temperature, the start of cooling of the heat generating part is suspended until the requested cooling capacity becomes equal to the cooling capacity of the cooling circuit; and after the temperature of the heat generating part exceeds the target temperature, when the required cooling capacity becomes equal to the cooling capacity of the cooling circuit, cooling of the heat generating part is started. A method for controlling a temperature control system.

2. A control method for a temperature adjustment system according to claim 1, calculating the required cooling capacity based on the heat capacity of the heat generating portion, the temperature of the heat generating portion, the target temperature, and a time period during which the vehicle is scheduled to travel; A method for controlling a temperature control system.

3. A control method for a temperature adjustment system according to claim 2, correcting the required cooling capacity based on an instantaneous heat generation amount of the heat generating portion and an amount of heat dissipated from the heat generating portion when the heat generating portion reaches the target temperature; determining a timing to start cooling the heat generating portion based on the corrected required cooling capacity; A method for controlling a temperature control system.

4. A control method for a temperature adjustment system according to claim 1, calculating a cooling capacity of the cooling circuit based on the temperature of the refrigerant circulating through the cooling circuit and an outside air temperature; A method for controlling a temperature control system.

5. A control method for a temperature adjustment system according to claim 1, The cooling capacity of the cooling circuit is calculated by subtracting a predetermined margin from the maximum cooling capacity of the cooling circuit. A method for controlling a temperature control system.

6. A control method for a temperature adjustment system according to claim 5, The margin is set according to an error that may be included in the required cooling capacity and a parameter for calculating the cooling capacity of the cooling circuit. A method for controlling a temperature control system.

7. A control method for a temperature adjustment system according to claim 1, determining a timing to start cooling the heat generating portion based on the cooling capacity of the cooling circuit when the vehicle is stopped; A method for controlling a temperature control system.

8. A control method for a temperature adjustment system according to claim 1, The heat generating unit is a battery that supplies power to the vehicle, an electric power train that drives the vehicle, or the battery and the electric power train. A method for controlling a temperature control system.

9. A control method for a temperature adjustment system according to claim 8, If the heat generating unit includes the battery, at least when the battery is fast charged, a determination is made as to whether to start cooling or suspend cooling of the battery. A method for controlling a temperature control system.

10. A control method for a temperature adjustment system according to claim 1, the target temperature is set within a predetermined range from a first temperature to a second temperature, After starting to cool the heat generating portion, the heat generating portion is cooled to the second temperature. A method for controlling a temperature control system.

11. A control device for a temperature control system that heats a passenger compartment of a vehicle using heat generated by a heat generating portion of the vehicle, The control device setting a target temperature to be maintained by the heat generating unit; calculating a cooling capacity required to lower the temperature of the heat-generating portion to the target temperature when the temperature of the heat-generating portion exceeds the target temperature, the required cooling capacity being determined based on the difference between the actual temperature of the heat-generating portion and the target temperature, and a cooling capacity of a cooling circuit that cools the heat-generating portion; When the temperature of the heat generating part exceeds the target temperature, the start of cooling of the heat generating part is suspended until the requested cooling capacity becomes equal to the cooling capacity of the cooling circuit; and after the temperature of the heat generating part exceeds the target temperature, when the required cooling capacity and the cooling capacity of the cooling circuit become equal, starting cooling of the heat generating part. Temperature control system control device.

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