Thermal management system

Abstract

To provide a heat management system capable of performing heat storage and heat storage use without waste during travel by using information usable for heat storage control of a V2X information or the like.SOLUTION: A control device 8 exchanges a heat storage mode and a heat storage use mode to perform execution. The control device 8 includes an information acquisition part 66 for acquiring information usable for heat storage control in a travel route of a vehicle, and a heat storable section estimation part 68 for estimating a heat storable section which can store heat in a heat storage part in the travel route, from the information acquired by the information acquisition part 66, and controls switching of the heat storage mode and the heat storage use mode on the basis of a result estimated by the heat storable section estimation part 68.SELECTED DRAWING: Figure 2

Description

Technical Field

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[0005]

[0001] The present invention relates to a heat management system that stores heat generated by a heat source in a heat storage unit and uses the heat stored in this heat storage unit in a heat utilization unit.

Background Art

[0002] Conventionally, for example, batteries (electric cells), traveling motors, etc. mounted on electric vehicles (electric cars, hybrid cars, etc.) generate heat. Therefore, while circulating a heat medium (such as water) through them for temperature control, the battery is used as a heat storage unit, waste heat from the motor, etc. is stored in the battery, and the heat stored is conveyed by the refrigerant of a heat pump device (refrigerant circuit) to a heat exchanger for vehicle interior air conditioning (heat utilization unit) and used for air conditioning in the vehicle interior. Devices have been developed (see, for example, Patent Document 1).

[0003] Also, vehicle air conditioning devices that determine a heat storage section from a traveling section and operate the heat pump device when it is efficient have been developed (see, for example, Patent Document 2). Furthermore, devices that optimize the battery temperature and air conditioning temperature based on V2X (Vehicle to Everything) information such as traffic information while connected to a charger have also been developed (see, for example, Patent Document 3).

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Patent Document 2

Patent Document 3

Summary of the Invention

Problems to be Solved by the Invention

[0005] However, conventional vehicle air conditioning systems lacked a function to optimally switch between heat storage and heat utilization based on information usable for heat storage control, such as V2X information, while the vehicle was in motion, and improvement was desired.

[0006] This invention was made to solve the aforementioned conventional technical problems, and provides a thermal management system that can efficiently store and utilize heat during driving using information usable for heat storage control, such as V2X information. [Means for solving the problem]

[0007] To solve the above problems, the heat management system of the present invention comprises a heat storage unit that stores heat generated by a heat source, a heat utilization unit that utilizes the heat stored in the heat storage unit, and a control device that switches between a heat storage mode in which heat is stored in the heat storage unit and a heat utilization mode in which the heat stored in the heat storage unit is utilized by the heat utilization unit, wherein the control device comprises an information acquisition unit that acquires information usable for heat storage control along the vehicle's travel path, and a heat storage possible section estimation unit that estimates the heat storage possible section along the travel path in which heat can be stored in the heat storage unit from the information acquired by the information acquisition unit. The system also includes a heat storage availability time estimation unit that estimates the heat storage availability time during which the heat stored in the heat storage unit can be used in the heat utilization unit, and is characterized in that it executes a heat storage utilization mode when the heat storage availability time estimation unit estimates that the heat storage availability time is equal to or greater than the time it takes to reach the heat storage availability interval estimated by the heat storage availability interval estimation unit.

[0008] The thermal management system of the second invention is, in the present invention described above, The heat storage area estimation unit estimates the heat storage efficiency and / or the amount of heat that can be stored in a predetermined section of the travel route from information acquired by the information acquisition unit, and if the estimated result is greater than or equal to a predetermined value, it estimates that section as a heat storage area.

[0009] Third Invention The thermal management system of the above invention is characterized in that the heat storage section estimation unit estimates the heat storage efficiency and / or the amount of heat that can be stored in a tunnel on the travel route from information acquired by the information acquisition unit, and estimates the tunnel as a heat storage section if the estimated result is greater than or equal to a predetermined value.

[0010] The thermal management system of the fourth invention is the same as the second inventionThe heat storage section estimation unit estimates the amount of heat that can be stored on a slope along the travel route from the information acquired by the information acquisition unit, and if the estimated result is greater than or equal to a predetermined value, it estimates that slope as a heat storage section.

[0011] The fifth invention's thermal management system is the second invention The heat storage area estimation unit estimates the heat storage efficiency and / or the amount of heat that can be stored in a sunny area along the travel path from the information acquired by the information acquisition unit, and if the estimated result is greater than or equal to a predetermined value, it estimates that sunny area as a heat storage area.

[0012] The thermal management system of the sixth invention is the same as the second invention The heat storage area estimation unit estimates the heat storage efficiency and / or the amount of heat that can be stored in shaded areas along the travel route from information acquired by the information acquisition unit, and if the estimated result is greater than or equal to a predetermined value, it estimates that shaded area as a heat storage area.

[0013] The seventh invention is a thermal management system, as described above. In this system, the information acquired by the information acquisition unit that can be used for heat storage control is characterized by being V2X (Vehicle to Everything) information.

[0014] The thermal management system of the eighth invention is the present invention. In this system, the information acquired by the information acquisition unit that can be used for heat storage control is characterized by being past driving data.

[0015] The ninth invention The thermal management system is characterized in that, in each of the above inventions, the heat source is one of the following: a heat pump device having a refrigerant circuit, a motor for driving an electric vehicle, an inverter that drives the motor, or an electric heater, or a combination thereof; the heat storage unit is a battery mounted on the electric vehicle; and the heat utilization unit is a heat exchanger that air-conditions the interior of the electric vehicle.

[0016] The 10th Invention The thermal management system of the above invention is characterized by comprising a heat transfer medium circuit that circulates a heat transfer medium to a heat source, a heat storage unit, and a heat utilization unit. [Effects of the Invention]

[0017] According to the present invention, in a heat management system including a heat storage unit that stores heat generated by a heat source, a heat utilization unit that uses the heat stored in the heat storage unit, and a control device that switches between and executes a heat storage mode for storing heat in the heat storage unit and a heat storage utilization mode for using the heat stored in the heat storage unit in the heat utilization unit, the control device includes an information acquisition unit that acquires information that can be used for heat storage control in the driving route of the vehicle, and a heat storage possible section estimation unit that estimates a heat storage possible section in which heat can be stored in the heat storage unit in the driving route from the information acquired by the information acquisition unit. Based on the result estimated by the heat storage possible section estimation unit, the switching between the heat storage mode and the heat storage utilization mode is controlled. Therefore, for example, when the heat storage possible section estimation unit estimates from the information acquired by the information acquisition unit that there is a heat storage possible section in which the heat storage unit can store sufficient heat, the heat currently stored in the heat storage unit is effectively used until reaching the heat storage possible section, and the heat storage mode and the heat storage utilization mode are switched so that heat can be efficiently stored in the heat storage unit in the heat storage possible section. As a result, effective use of heat in the heat utilization unit and efficient heat storage in the heat storage unit can be realized, and a decrease in the cruising distance of the vehicle can be suppressed. <00000r> especially The control device has a heat storage utilization available time estimation unit that estimates the heat storage utilization available time during which the heat stored in the heat storage unit can be used in the heat utilization unit, and when the heat storage utilization available time estimated by the heat storage utilization available time estimation unit is longer than the time until reaching the heat storage possible section estimated by the heat storage possible section estimation unit, the heat storage utilization mode is executed. So The heat currently stored in the heat storage unit is used up until reaching the heat storage possible section estimated by the heat storage possible section estimation unit, and furthermore, maximum heat can be stored in the heat storage unit in the heat storage possible section. As a result, both effective use of heat by the heat utilization unit and efficient heat storage in the heat storage unit can be realized.

[0019] [[ID=X]]Also, Second inventionIf the heat storage possible section estimation unit estimates the heat storage efficiency and / or the heat storage amount that can be stored in a predetermined section on the travel route from the information acquired by the information acquisition unit, and when the estimated result is greater than or equal to a predetermined value, the section is estimated as a heat storage possible section, sufficient heat can be stored in the heat storage unit in the heat storage possible section and can be used by the heat utilization unit.

[0020] For example, Third Invention If the heat storage possible section estimation unit estimates the heat storage efficiency and / or the heat storage amount that can be stored in a tunnel on the travel route from the information acquired by the information acquisition unit, and when the estimated result is greater than or equal to a predetermined value, the tunnel is estimated as a heat storage possible section, the heat stored in the heat storage unit before reaching the tunnel can be used up by the heat utilization unit, and when passing through the tunnel where the temperature is relatively high in winter, the heat storage unit can store the maximum amount of warm heat, and when passing through the tunnel where the temperature is relatively low in summer, the heat storage unit can store the maximum amount of cold heat.

[0021] Also, for example, The fourth invention If the heat storage possible section estimation unit estimates the heat storage amount that can be stored on a slope on the travel route from the information acquired by the information acquisition unit, and when the estimated result is greater than or equal to a predetermined value, the slope is estimated as a heat storage possible section, the heat stored in the heat storage unit before reaching the slope can be used up by the heat utilization unit, and during the downhill, regenerative power can be utilized and the heat storage unit can store the maximum amount of heat.

[0022] Furthermore, for example, The fifth invention If the heat storage possible section estimation unit estimates the heat storage efficiency and / or the heat storage amount that can be stored in a sunny area on the travel route from the information acquired by the information acquisition unit, and when the estimated result is greater than or equal to a predetermined value, the sunny area is estimated as a heat storage possible section, the heat stored in the heat storage unit before reaching the sunny area can be used up by the heat utilization unit, and when passing through the sunny area, the heat storage unit can store the maximum amount of warm heat.

[0023] Still further, for example, The sixth inventionAs described above, the heat storage section estimation unit estimates the heat storage efficiency and / or the amount of heat that can be stored in shaded areas along the travel path from the information acquired by the information acquisition unit. If the estimated result is greater than or equal to a predetermined value, the shaded area is estimated to be a heat storage section. This allows the heat stored in the heat storage unit to be used up by the heat utilization unit before reaching the shaded area, and the maximum amount of cooling energy to be stored in the heat storage unit when passing through the shaded area.

[0024] In this case, the information acquired by the information acquisition unit that can be used for heat storage control is: The seventh invention Such V2X information can be envisioned, and by utilizing such V2X information, it becomes possible to accurately achieve efficient heat utilization in the heat utilization section and maximum heat storage in the heat storage section based on current environmental conditions and traffic information.

[0025] still, The eighth invention If the information acquisition unit uses past driving data as information that can be used for heat storage control, The seventh invention Even when V2X information such as the above cannot be obtained, past driving data can be used to achieve efficient heat utilization in the heat utilization section and maximum heat storage in the heat storage section.

[0026] Here, the heat source in each of the above inventions is The ninth invention A heat pump device having a refrigerant circuit like the one described above, a motor for driving an electric vehicle, an inverter that drives this motor, an electric heater, or a combination thereof can be considered. The heat storage unit can be a battery mounted on the electric vehicle, and the heat utilization unit can be a heat exchanger that air-conditions the interior of the electric vehicle, thereby enabling efficient air conditioning of the vehicle's interior.

[0027] In that case, The 10th Invention By providing a heat transfer medium circuit that circulates a heat transfer medium between the heat source, heat storage unit, and heat utilization unit, the heat generated in the heat source can be smoothly transported to the heat storage unit and stored there, and the heat stored in the heat storage unit can be smoothly transported to the heat utilization unit and used there. [Brief explanation of the drawing]

[0028] [Figure 1] This is a block diagram illustrating the configuration of one embodiment of the thermal management system of the present invention. [Figure 2] Figure 1 is a functional block diagram related to the heat storage amount optimization control of the control device. [Figure 3] This is a circuit diagram of the heat transfer medium and refrigerant according to one embodiment of the thermal management system of the present invention (heating operation + heat storage mode of the control device in Figure 1). [Figure 4] Figure 1 shows the heat transfer medium circuit and refrigerant circuit diagram for the heating operation + heat storage utilization mode of the control device. [Figure 5] Figure 1 shows the heat transfer medium circuit and refrigerant circuit diagram for the cooling operation + heat storage mode of the control device. [Figure 6] Figure 1 shows the heat transfer medium circuit and refrigerant circuit diagram for the cooling operation + heat storage utilization mode of the control device. [Figure 7] This figure shows an example of a control map for the control device during heating operation. [Figure 8] This figure shows an example of a control map for the control device shown in Figure 1 during cooling operation. [Figure 9] Figure 1 is a flowchart illustrating one embodiment of the heat storage optimization control of the control device (Embodiment 1). [Figure 10] This is a flowchart that continues from Figure 9. [Figure 11] Figure 1 is a flowchart illustrating another embodiment of the heat storage optimization control of the control device (Embodiment 2). [Figure 12] This is a flowchart that continues from Figure 11. [Figure 13] Figure 1 is a flowchart illustrating another embodiment of the heat storage optimization control of the control device (Embodiment 3). [Figure 14] This is a flowchart that continues from Figure 13. [Figure 15] Figure 1 is a flowchart illustrating another embodiment of the heat storage optimization control of the control device (Embodiment 4). [Figure 16] This is a flowchart that continues from Figure 15. [Figure 17]Figure 1 is a flowchart illustrating another embodiment of the heat storage optimization control of the control device (Embodiment 5). [Figure 18] This is a flowchart that continues from Figure 17. [Modes for carrying out the invention]

[0029] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. [Examples]

[0030] (1) Configuration of Thermal Management System 1 Figures 1 and 2 show the functional block of one embodiment of the thermal management system 1 of the present invention, and Figure 3 shows the configuration of the heat transfer medium circuit 2 and the refrigerant circuit 3 of the thermal management system 1. The thermal management system 1 of the embodiment air-conditions the cabin of electric vehicles (EVs) such as electric vehicles and hybrid vehicles, stores (heat storage) the heat or cold generated by the heat source, and further performs thermal management using this stored heat. It is configured to include a heat pump device HP having a heat transfer medium circuit 2 and a refrigerant circuit 3, a heat storage unit 4, a heat generation unit 6, a heat utilization unit 7, and a control device 8.

[0031] Furthermore, the heat storage unit 4 includes equipment with a large heat capacity, such as batteries installed in electric vehicles (EVs). It is also possible to provide a tank for storing the heat transfer medium in the heat transfer medium circuit 2 to form the heat storage unit 4.

[0032] Furthermore, the heat-generating section 6 includes the drive motor of the electric vehicle (EV) that generates heat (waste heat) while the EV is running, the inverter that drives it, and an electric heater (ECH) that generates heat when energized. The heat radiator 43 (described later) that constitutes the refrigerant circuit 3 of the heat pump device HP is also included in this heat-generating section 6. This heat-generating section 6 (including the heat pump device HP) is the heat source in this invention.

[0033] Furthermore, the heat utilization section 7 is a part that utilizes the heat stored in the heat storage section 4, and includes the heater core 13H and cooler core 13C, which are provided in the HVAC unit 37 described later. These heater core 13H and cooler core 13C are heat exchangers for air conditioning the interior of an electric vehicle (EV).

[0034] (1-1) Configuration of heat transfer circuit 2 and refrigerant circuit 3 Next, with reference to Figure 3, the configuration of the heat transfer medium circuit 2 of the heat management system 1 of the embodiment and the refrigerant circuit 3 of the heat pump device HP will be described. The heat transfer medium circuit 2 consists of pumps 9 and 10, a heating unit 12 (heat exchanger), a cooling unit 11 (heat exchanger), the aforementioned heater core 13H (heat exchanger), cooler core 13C (heat exchanger), a high-temperature side radiator (outdoor heat exchanger) 14H, a low-temperature side radiator (outdoor heat exchanger) 14C, and three-way valves 16 to 31 (flow path switching devices), etc. These are connected to the heat storage unit 4 and the heat generating unit 6 by heat transfer medium piping 32 as shown in Figure 3.

[0035] Furthermore, the heat storage unit 4 (battery) and the heat generating unit 6 (driving motor, inverter, electric heater) are surrounded by a jacket structure, and a heat transfer medium (water, etc.) flows through this jacket, allowing the heat storage unit 4 and the heat generating unit 6 to exchange heat with the heat transfer medium. In addition, the high-temperature side radiator 14H and the low-temperature side radiator 14C are located outside the passenger compartment of the electric vehicle (EV), and are supplied with outside air by outdoor fans 33 and 34, respectively.

[0036] Furthermore, the cooler core 13C and heater core 13H are positioned in the airflow passage 38 of the aforementioned HVAC unit 37, which supplies conditioned air to the passenger compartment of the electric vehicle (EV). This airflow passage 38 is ventilated by an interior fan 39, supplying both interior and exterior air. The cooler core 13C is positioned on the windward side of the airflow within the airflow passage 38 relative to the heater core 13H. Note that 36 is an air mix damper for adjusting the proportion of air flowing to the heater core 13H, and 41 is an intake switching damper for switching between interior and exterior air.

[0037] Furthermore, the refrigerant circuit 3 of the heat pump device HP is configured such that a compressor 42 compresses the refrigerant (R1234yf refrigerant in this embodiment), a heat exchanger 43 (heat radiator) discharged from the compressor 42 releases heat from the refrigerant (high-temperature refrigerant), an expansion valve 44 acting as a pressure reducing device to reduce the pressure of the refrigerant released by the heat exchanger 43, and a heat absorber 46 (heat exchanger) absorbs heat as the refrigerant reduced in pressure by the expansion valve 44 evaporates. These components are sequentially connected in a ring shape by refrigerant piping 47. The heat exchanger 43 of the refrigerant circuit 3 and the heating section 12 of the heat transfer medium circuit 2 are arranged in a heat exchange relationship, and the heat absorber 46 and the cooling section 11 are also arranged in a heat exchange relationship.

[0038] (1-2) Configuration of the control device 8 Next, the configuration of the control device 8 will be described in Figures 1 and 2. The control device 8 is composed of a microcomputer equipped with a processor, memory, and input / output interfaces, and as shown in Figure 1, its functions include an operating mode determination unit 51, a control target value calculation unit 52, an operating mode switching control unit 53, and a control target value control unit 54. The control device 8 receives detection data from sensors (represented by reference numeral 56 in Figure 1) that detect the temperature of the air inside the cabin of the electric vehicle (EV), the temperature of the air blown into the cabin, the outside temperature, the temperature and pressure of each part of the refrigerant circuit 3 of the heat pump device HP, and the amount of solar radiation into the cabin.

[0039] Furthermore, the control device 8 is connected to the aforementioned three-way valves 16-31, pumps 9 and 10 (represented by reference numeral 57 in Figure 1), the compressor 42 of the aforementioned refrigerant circuit 3, expansion valve 44, outdoor blowers 33 and 34, indoor blower 39, air mix damper 36, suction switching damper 41, and electric heater (ECH; represented by reference numeral 58 in Figure 1), and these are controlled by the control device 8. In addition, the control device 8 is configured to transmit and receive data (temperature data, etc.) to and from a battery management system 61 that controls the charging and discharging of the battery (heat storage unit 4) via the CAN 59 of the electric vehicle EV, and a motor controller 62 that controls the driving of the traction motor (heat generating unit 6) using an inverter.

[0040] Furthermore, the control unit 8 obtains necessary data (such as vehicle speed) from other ECUs (not shown) of the electric vehicle EV via CAN 59. In particular, 63 is a navigation system installed in the electric vehicle EV, and the control unit 8 obtains information regarding the driving route from this navigation system 63. Note that this navigation system 63 may be included in the communication controller 64, which will be described later.

[0041] The communication controller 64, described above, transmits and receives information wirelessly to and from an external network, and includes, for example, a DSRC radio. In this embodiment, the communication controller 64 obtains V2X (Vehicle to Everything) information wirelessly from an external network (server) or other vehicles, and the control device 8 acquires this V2X information (information usable for heat storage control along the driving route) via the communication controller 64. This V2X information includes environmental information such as advanced map data and weather data, as well as various information about automobiles, pedestrians, and infrastructure facilities.

[0042] The operating mode determination unit 51 of the control device 8 determines the air conditioning in the vehicle cabin, such as cooling or heating, and the operating modes of the heat transfer medium circuit 2 and refrigerant circuit 3, which will be described later, based on the detection data from the aforementioned sensor 56. The control target value calculation unit 52 calculates the control target value for the operating mode determined by the operating mode determination unit 51. The operating mode switching control unit 53 controls the three-way valves 16-31 and pumps 9 and 10 of the heat transfer medium circuit 2 based on the operating mode determined by the operating mode determination unit 51. The control target value control unit 54 controls the pumps 9 and 10 of the heat transfer medium circuit 2, the compressor 42 and expansion valve 44, the blowers 33, 34, and 39, and the electric heater (ECH: heating element 6) of the refrigerant circuit 3 based on the control target value calculated by the control target value calculation unit 52.

[0043] Figure 2 shows the functional blocks related to the heat storage amount optimization control of the control device 8 of the embodiment. In Figure 2, 66 is the information acquisition unit, 67 is the driving data storage unit, 68 is the heat storage possible section estimation unit, 69 is the heat storage usable time estimation unit, and 71 is the heat management control unit. The heat storage amount optimization control by each of these units will be described in detail later.

[0044] (2) Operating mode of control device 8 Next, the operating modes of the control device 8 of the embodiment will be described with reference to Figures 3 to 6. (2-1) Heating operation + heat storage mode (heat storage mode) Figure 3 shows the heating operation + heat storage mode as a heat storage mode controlled by the control device 8. In this heating operation + heat storage mode, the control device 8 operates the compressor 42, the outdoor fan 34, the indoor fan 39, and the pumps 9 and 10. The electric heater (heating part) 6 is energized as needed. The control device 8 switches the three-way valves 16 to 31 so that the flow of the heat transfer medium in the heat transfer medium circuit 2 is indicated by the solid arrows and white arrows shown next to the heat transfer medium piping 32 in Figure 3.

[0045] In other words, in this heating operation + heat storage mode, the high-temperature refrigerant discharged from the compressor 42 releases heat into the heat transfer medium flowing through the heating section 12 via the radiator 43, and the refrigerant, which has been depressurized by the expansion valve 44, evaporates in the heat absorber 46 and absorbs heat from the heat transfer medium flowing through the cooling section 11 (shown by dashed arrows in Figure 3).

[0046] Meanwhile, the heat transfer fluid discharged from the pump 10 reaches the cooling unit 11, where it is cooled by the refrigerant, and then passes through three-way valves 29, 31, and 30 to the low-temperature side radiator 14C, and returns to the pump 10 through three-way valves 28 and 27 (indicated by the white arrows next to the heat transfer fluid piping 32 in Figure 3).

[0047] On the other hand, the heat transfer fluid discharged from the pump 9 reaches the heating section 12, where it is heated by the refrigerant (the heat transfer fluid absorbs heat from the refrigerant), and then passes through the three-way valve 16 to the heater core 13H. Here, the heat transfer fluid releases heat into the air blown into the passenger compartment, and then passes through three-way valves 17, 18, 19, 21, and 22 to the heat storage section 4 (battery). The heat transfer fluid that reaches the heat storage section 4 releases heat to heat the heat storage section 4 (battery). After passing through the heat storage section 4, the heat transfer fluid passes through three-way valves 23 and 24 to the heat-generating section 6 (driving motor, inverter, electric heater), where it exchanges heat with the heat-generating section 6. In the heat-generating section 6, the heat transfer fluid is heated by the waste heat from the driving motor and inverter, and the heat from the electric heater. The heat transfer fluid that has passed through this heat-generating section 6 then returns to the pump 9 via three-way valves 25 and 20, repeating the circulation (indicated by the solid arrows next to the heat transfer fluid piping 32 in Figure 3).

[0048] As a result, in heating operation + heat storage mode, air heated by the heater core 13H is blown into the vehicle interior, heating the interior. In addition, heat (thermal energy) from the radiator 43 and the heat-generating part 6 is stored in the heat storage unit 4.

[0049] (2-2) Heating operation + heat storage utilization mode (heat storage utilization mode) Next, Figure 4 shows the heating operation + heat storage utilization mode as a heat storage utilization mode controlled by the control device 8. In this heating operation + heat storage utilization mode, the control device 8 operates the compressor 42, the outdoor fan 34, the indoor fan 39, and the pumps 9 and 10. The electric heater (heating part) 6 is energized as needed. Furthermore, the control device 8 switches the three-way valves 16 to 31 so that the flow of the heat transfer medium in the heat transfer medium circuit 2 is indicated by the solid arrows and white arrows shown alongside the heat transfer medium piping 32 in Figure 4.

[0050] In other words, even in this heating operation + heat storage utilization mode, the high-temperature refrigerant discharged from the compressor 42 releases heat from the heat exchanger 43 to the heat transfer medium flowing through the heating section 12, and the refrigerant, which has been depressurized by the expansion valve 44, evaporates in the heat absorber 46 and absorbs heat from the heat transfer medium flowing through the cooling section 11 (shown by dashed arrows in Figure 4).

[0051] Meanwhile, the heat transfer fluid discharged from the pump 10 reaches the cooling unit 11, where it is cooled by the refrigerant (the refrigerant absorbs heat from the heat transfer fluid), and then passes through three-way valves 29, 31, and 22 to the heat storage unit 4. In the heat storage unit 4, the heat transfer fluid is heated, and the heat stored in the heat storage unit 4 (battery) is drawn up. After passing through the heat storage unit 4, the heat transfer fluid passes through three-way valves 23 and 24 to the heat-generating unit 6 (driving motor, inverter, electric heater), where it exchanges heat with the heat-generating unit 6. In the heat-generating unit 6, the heat transfer fluid is heated by the waste heat from the driving motor and inverter, as well as the heat from the electric heater. The heat transfer fluid that has passed through the heat-generating unit 6 then returns to the pump 10 via three-way valves 25, 26, and 27, repeating this circulation (indicated by the white arrows next to the heat transfer fluid piping 32 in Figure 4).

[0052] On the other hand, the heat transfer fluid discharged from the pump 9 reaches the heating section 12, where it is heated by the refrigerant, and then passes through the three-way valve 16 to the heater core 13H. Here, the heat transfer fluid releases heat into the air blown into the passenger compartment, and then circulates back to the pump 9 through the three-way valves 17, 18, 19, and 20 (indicated by the solid arrows next to the heat transfer fluid piping 32 in Figure 4).

[0053] As a result, even in the heating operation + heat storage utilization mode, the air heated by the heater core 13H is blown into the vehicle interior, heating the interior. In addition, the heat stored in the heat storage unit 4 is pumped up to the heat transfer medium, drawn up by the refrigerant flowing through the heat absorber 46 in the cooling unit 11, and transported to the heat radiator 43. The heat transported to the heat radiator 43 is then pumped up to the heat transfer medium in the heating unit 12 and transported to the heater core 13H. Therefore, the heat (thermal energy) stored in the heat storage unit 4 (battery) in the aforementioned heating operation + heat storage mode is used for heating the vehicle interior in this heating operation + heat storage utilization mode (heat storage utilization).

[0054] (2-3) Cooling operation + heat storage mode (heat storage mode) Next, Figure 5 shows the cooling operation + heat storage mode, which is another heat storage mode controlled by the control device 8. In this cooling operation + heat storage mode, the control device 8 also operates the compressor 42, the outdoor fan 33, the indoor fan 39, and the pumps 9 and 10. The electric heater (heating part) 6 is not energized. Furthermore, the control device 8 switches the three-way valves 16 to 31 so that the flow of the heat transfer medium in the heat transfer medium circuit 2 is indicated by the solid arrows and white arrows shown alongside the heat transfer medium piping 32 in Figure 5.

[0055] In other words, even in this cooling operation + heat storage mode, the high-temperature refrigerant discharged from the compressor 42 releases heat from the heat exchanger 43 to the heat transfer medium flowing through the heating unit 12, and the refrigerant, which has been depressurized by the expansion valve 44, evaporates in the heat absorber 46 and absorbs heat from the heat transfer medium flowing through the cooling unit 11 (shown by dashed arrows in Figure 5).

[0056] Meanwhile, the heat transfer fluid discharged from the pump 10 reaches the cooling unit 11, where it is cooled by the refrigerant (the refrigerant absorbs heat from the heat transfer fluid), and then passes through the three-way valve 29 to the cooler core 13C. Here, the heat transfer fluid absorbs heat from the air blown into the passenger compartment, and then passes through the three-way valves 31 and 22 to the heat storage unit 4 (battery). The heat transfer fluid that reaches the heat storage unit 4 cools the heat storage unit 4 (battery) and absorbs heat. The heat transfer fluid that has passed through the heat storage unit 4 returns to the pump 10 via the three-way valves 23, 26, and 27, repeating this circulation (indicated by the white arrows next to the heat transfer fluid piping 32 in Figure 5).

[0057] On the other hand, the heat transfer fluid discharged from pump 9 reaches heating section 12, where it is heated by the refrigerant before passing through three-way valves 16, 17, and 18 to the high-temperature side radiator 14H. Here, the heat transfer fluid releases heat to the outside air, then passes through three-way valves 19, 21, and 24 to the heat-generating section 6 (driving motor, inverter, electric heater), where it exchanges heat with the heat-generating section 6. In the heat-generating section 6, the heat transfer fluid is heated by the waste heat from the driving motor and inverter. The heat transfer fluid that has passed through the heat-generating section 6 then returns to pump 9 via three-way valves 25 and 20, repeating this circulation (indicated by the solid arrows next to the heat transfer fluid piping 32 in Figure 5).

[0058] As a result, in the cooling operation + heat storage mode, the air cooled by the cooler core 13C is blown into the vehicle interior, and the vehicle interior is cooled. In addition, the heat storage unit 4 is cooled by the heat transfer medium that has passed through the cooling unit 11, so so-called cold energy is stored in the heat storage unit 4 (so-called cold storage. In this application, cold storage is also considered as one of the concepts of heat storage).

[0059] (2-4) Cooling operation + heat storage mode (heat storage mode) Next, Figure 6 shows another heat storage utilization mode operated by the control device 8: the cooling operation + heat storage utilization mode. In this cooling operation + heat storage utilization mode, the control device 8 operates the compressor 42, the outdoor fan 33, the indoor fan 39, and the pumps 9 and 10. The electric heater (heating part) 6 is not energized. The control device 8 switches the three-way valves 16 to 31 so that the flow of the heat transfer medium in the heat transfer medium circuit 2 is indicated by the solid arrows and white arrows shown next to the heat transfer medium piping 32 in Figure 6.

[0060] In other words, even in this cooling operation + heat storage utilization mode, the high-temperature refrigerant discharged from the compressor 42 dissipates heat from the heat exchanger 43 to the heat transfer medium flowing through the heating section 12, and the refrigerant, which has been depressurized by the expansion valve 44, evaporates in the heat absorber 46 and absorbs heat from the heat transfer medium flowing through the cooling section 11 (shown by dashed arrows in Figure 6).

[0061] Meanwhile, the heat transfer fluid discharged from the pump 10 reaches the cooling unit 11, where it is cooled by the refrigerant (the refrigerant absorbs heat from the heat transfer fluid), and then passes through the three-way valve 29 to the cooler core 13C. Here, the heat transfer fluid absorbs heat from the air blown into the passenger compartment, and then repeats a circulation back to the pump 10 via the three-way valves 31, 30, 28, and 27 (indicated by the white arrows next to the heat transfer fluid piping 32 in Figure 6).

[0062] On the other hand, the heat transfer fluid discharged from the pump 9 reaches the heating section 12, where it is heated by the refrigerant, and then passes through three-way valves 16, 17, and 18 to the high-temperature side radiator 14H. Here, the heat transfer fluid releases heat to the outside air, and then passes through three-way valves 19, 21, and 22 to the heat storage section 4 (battery), where it exchanges heat with the heat storage section 4. In the heat storage section 4, the heat transfer fluid is cooled by the heat storage section 4 (battery) (the heat transfer fluid releases heat to the heat storage section 4). After passing through the heat storage section 4, the heat transfer fluid passes through three-way valves 23 and 24 to the heat-generating section 6 (driving motor, inverter, electric heater), where it exchanges heat with the heat-generating section 6. In the heat-generating section 6, the heat transfer fluid is heated by the waste heat from the driving motor and inverter. The heat transfer fluid that has passed through this heat-generating section 6 then returns to the pump 9 via three-way valves 25 and 20, repeating the circulation (indicated by the solid arrows next to the heat transfer fluid piping 32 in Figure 6).

[0063] As a result, even in the cooling operation + heat storage utilization mode, the air cooled by the cooler core 13C is blown into the vehicle interior, and the vehicle interior is cooled. In addition, the heat stored in the heat storage unit 4 cools the heat transfer medium and cools the refrigerant flowing through the heat exchanger 43, so the refrigerant in the heat absorber 46 becomes even colder. Then, in the heat absorber 46, the heat transfer medium is cooled in the cooling unit 11, and the temperature of the heat transfer medium flowing through the cooler core 13C is further reduced, so the heat stored in the heat storage unit 4 (battery) in the aforementioned cooling operation + heat storage mode is used to cool the vehicle interior in this cooling operation + heat storage utilization mode (heat storage utilization).

[0064] (3) Basic switching control of the operating mode by the control device 8 Next, the basic switching control of the above operating mode by the operating mode determination unit 51 of the control device 8 in the embodiment will be described with reference to Figures 7 and 8. The operating mode determination unit 51 of the control device 8 has, for example, the control map shown in Figures 7 and 8. This control map switches the operating mode based on the state (temperature) of the heat storage unit 4. In the illustrated example, the operating mode is set based on the temperature of the battery as the heat storage unit 4 (battery temperature) obtained from the battery management system 61 and the ambient temperature obtained from the sensor 56.

[0065] In this process, a controlled temperature range is set for the temperature of the battery, which is the heat storage unit 4 (battery temperature). If the temperature exceeds the upper limit of the controlled temperature range (for example, +40°C), the heat transfer medium circuit 2 is controlled to cool the battery (heat storage unit 4). If the temperature falls below the upper limit of the controlled temperature range (for example, +10°C), the heat transfer medium circuit 2 is controlled to heat the battery (heat storage unit 4).

[0066] Figure 7 is a control map that switches between the aforementioned heating operation + heat storage mode and the heating operation + heat storage utilization mode, and is applied when the outside air temperature is lower than the preset upper limit temperature for heating use. Figure 8 is a control map that switches between the aforementioned cooling operation + heat storage mode and the cooling operation + heat storage utilization mode, and is applied when the outside air temperature is higher than the preset lower limit temperature for cooling use.

[0067] When applying the control map shown in Figure 7, the battery temperature is within the controlled temperature range when heating the vehicle interior. Based on the current outside temperature and battery temperature, the heat transfer circuit 2 is set to either a heating operation + heat storage mode (Figure 3) that stores heat in the heat storage unit 4 (battery), or a heating operation + heat storage utilization mode (Figure 4) that utilizes the heat stored in the heat storage unit 4 (battery).

[0068] Similarly, when applying the control map shown in Figure 8, if the battery temperature is within the controlled temperature range when cooling the vehicle interior, the heat transfer circuit 2 is set to either a cooling operation + heat storage mode (Figure 5) that stores cold energy in the heat storage unit 4 (battery), or a cooling operation + heat storage utilization mode (Figure 6) that utilizes the cold energy stored in the heat storage unit 4 (battery).

[0069] In these control maps, the operating mode switching region is set so that the battery temperature reaches a target temperature within the controlled temperature range. The operating mode switching region is the region between the upper limit and lower limit of the switching region, and the upper limit and lower limit of the switching region are the upper and lower limits of the target temperature when controlling the temperature of the battery (heat storage unit 4).

[0070] Specifically, the upper and lower limits of the switching range are set according to the outside temperature. The upper limit of the switching range is set to Battery Temperature (Target Temperature) = Outside Temperature + First Set Temperature, and the lower limit of the switching range is set to Battery Temperature (Target Temperature) = Outside Temperature + Second Set Temperature. In this case, when heating the vehicle interior (Figure 7), for example, with an outside temperature of 0°C, the first set temperature is set to +15°C to +20°C and the second set temperature is set to +10°C. When cooling the vehicle interior (Figure 8), for example, with an outside temperature of +35°C, the first set temperature is set to -10°C and the second set temperature is set to -20°C.

[0071] The operating mode switching region in the control map is a value used for basic switching control of the operating mode, and in this case, the difference between the first set temperature and the second set temperature is set to a range of, for example, 5 degrees to 10 degrees.

[0072] When the battery temperature is within the controlled temperature range, if the current ambient temperature and battery temperature exceed the upper limit of the switching range, the control map in Figure 7 will be set to heating operation + heat storage mode, and the control map in Figure 8 will be set to cooling operation + heat storage mode. Also, when the battery temperature is within the controlled temperature range, if the current ambient temperature and battery temperature fall below the lower limit of the switching range, the control map in Figure 7 will be set to heating operation + heat storage mode, and the control map in Figure 8 will be set to cooling operation + heat storage mode.

[0073] In the control map shown in Figure 7, when the heating operation + heat storage mode is set, the battery temperature gradually rises due to heat storage (warmth), and when the heating operation + heat storage utilization mode is set, the battery temperature gradually decreases due to the utilization of heat storage (warmth). Also, in the control map shown in Figure 8, when the cooling operation + heat storage mode is set, the battery temperature gradually decreases due to heat storage (coldness), and when the cooling operation + heat storage utilization mode is set, the battery temperature gradually rises due to the utilization of heat storage (coldness).

[0074] Therefore, when the battery temperature is within the controlled temperature range, either the heating operation + heat storage mode or the heating operation + heat storage utilization mode, or either the cooling operation + heat storage mode or the cooling operation + heat storage utilization mode, is set, and that operating mode is maintained or switched as appropriate, causing the battery temperature to enter the operating mode switching range and be adjusted to the target temperature.

[0075] (4) Heat storage amount optimization control by control device 8 Next, an embodiment of the heat storage amount optimization control by the control device 8 will be described with reference to Figures 2, 9, and 10. The information acquisition unit 66 of the control device 8 shown in Figure 2 acquires the aforementioned V2X information, which is information that can be used for heat storage control along the vehicle's travel route, from the communication controller 64 and the navigation system 63. If V2X information cannot be acquired, past travel data of the vehicle stored in the travel data storage unit 67 is acquired as information that can be used for heat storage control along the aforementioned travel route.

[0076] The driving data storage unit 67 of the control device 8 shown in Figure 2 stores data on the vehicle's past travels. The driving data stored in the driving data storage unit 67 includes at least the date and time of travel, vehicle speed data at that time, map data, weather data, and other environmental information.

[0077] The heat storage section estimation unit 68 of the control device 8 shown in Figure 2 estimates the heat storage section in the vehicle's travel path where heat (warmth / coldness) can be stored in the heat storage unit 4 (battery) based on information acquired by the information acquisition unit 66. In this case, the heat storage section estimation unit 68 of the embodiment estimates the heat storage efficiency and the amount of heat that can be stored in a predetermined section on the travel path based on information acquired by the information acquisition unit 66, and estimates that section as a heat storage section if the estimated heat storage efficiency is equal to or greater than a predetermined value and the amount of heat that can be stored is equal to or greater than a predetermined value.

[0078] The heat storage usable time estimation unit 69 of the control device 8 shown in Figure 2 estimates the usable time for which the heat (thermal / cold) currently stored in the heat storage unit 4 (battery) can be used in the heat utilization unit 7 (heater core 13H and cooler core 13C).

[0079] In the embodiment shown in Figure 2, the thermal management control unit 71 of the control device 8 executes control to switch the operating mode to the aforementioned heating operation + thermal storage utilization mode or cooling operation + thermal storage utilization mode if the thermal storage utilization time estimated by the thermal storage utilization time estimation unit 69 is greater than or equal to the time it takes for the vehicle to reach the thermal storage utilization section estimated by the thermal storage utilization section estimation unit 68.

[0080] (4-1) Specific example of heat storage optimization control by control device 8 (tunnel: thermal) Next, a specific example of heat storage optimization control by the control device 8 will be described with reference to the flowcharts in Figures 9 and 10. The example described below is, for example, the case where there is a tunnel (tunnel section) on the vehicle's route during winter. In winter, the temperature inside the tunnel is often higher than the outside temperature in other parts of the route. Therefore, in the following embodiment, control for efficiently storing heat in the heat storage unit 4 (battery) inside the tunnel will be described.

[0081] In step S1 of Figure 9, the information acquisition unit 66 determines whether or not it can acquire V2X information. If it can, in step S2, the information acquisition unit 66 acquires the time to the next tunnel on the travel route, the length of the tunnel, and the temperature inside the tunnel from the acquired V2X information.

[0082] If V2X information cannot be obtained in step S1, the process proceeds to step S3, where the information acquisition unit 66 searches the past driving data stored in the driving data storage unit 67 based on the day of the week, time of day, etc. Then, it determines whether the destination can be identified from the past driving data, such as commuting or shopping. If the destination cannot be identified, the process returns; if the destination can be identified, the process proceeds to step S4, where the time to the next tunnel on the driving route to the identified destination, the length of the tunnel, and the temperature inside the tunnel (estimated from the current outside temperature) are obtained from the past driving data.

[0083] Next, in step S5, the heat storage section estimation unit 68 estimates the time to pass through the next tunnel from the tunnel length (considering the vehicle speed). Next, in step S6, the heat storage section estimation unit 68 estimates the amount of heat that can be stored in the heat storage unit 4 (battery) when passing through the next tunnel (heat storage capacity Qs1) from the time to pass through the tunnel (tunnel passage time t1), the temperature inside the tunnel (temperature inside the tunnel T1), the current heating load, etc.

[0084] More specifically, the heat storage interval estimation unit 68 estimates (calculates) the amount of heat that can be stored Qs1 (thermal energy) using the following formula (I). Qs1 = f(t1, T1, Tset1, Qw1) =k1×t1+k2×T1+k3×Tset1+k4×Qw1 ···(I)

[0085] Here, the parameters of equation (I) are t1, the time taken to pass through the tunnel; T1, the temperature inside the tunnel; Tset1, the set temperature of the air conditioning inside the vehicle; and Qw1, the amount of heat that can be generated by the heat source (heat generating unit 6 or heat pump device HP) (waste heat from the driving motor and inverter, and the heat generated by the heat radiator 43 of the heat pump device HP). Also, k1 to k4 are coefficients, which are determined in advance by experiment.

[0086] The longer the tunnel passage time t1, the greater the amount of heat that can be stored Qs1, so the coefficient k1 is a positive value. Also, the higher the temperature inside the tunnel T1, the greater the amount of heat that can be stored Qs1, so the coefficient k2 is also a positive value. Furthermore, the air conditioning set temperature Tset1 inside the vehicle represents the current heating load, and the higher it is, the less heat can be used for heat storage (the amount of heat that can be stored Qs1 decreases), so the coefficient k3 is a negative value. In addition, the higher the amount of heat that the heat source can generate Qw1, the greater the amount of heat that can be stored Qs1, so the coefficient k4 is a positive value.

[0087] Next, the heat storage section estimation unit 68 determines in step S7 of Figure 10 whether the tunnel temperature T1 is greater than or equal to the outside temperature Tam + predetermined value. This is because efficient heat storage is possible if the tunnel temperature T1 is greater than or equal to the outside temperature Tam + predetermined value. If the tunnel temperature T1 is lower than the outside temperature Tam + predetermined value, the unit returns to the previous step. If the tunnel temperature T1 is greater than or equal to the outside temperature Tam + predetermined value, the unit determines that the heat storage efficiency is greater than or equal to the predetermined value and proceeds to step S8.

[0088] In step S8, the heat storage section estimation unit 68 determines whether the heat storage capacity Qs1 calculated in step S6 is equal to or greater than a predetermined heat storage capacity. If the heat storage capacity Qs1 is equal to or greater than the predetermined heat storage capacity due to factors such as a long tunnel length, it is determined that sufficient heat storage is possible. If the heat storage capacity Qs1 is less than the predetermined heat storage capacity, the unit returns to the previous step; if it determines that the heat storage capacity Qs1 is equal to or greater than the predetermined heat storage capacity, the unit proceeds to step S9.

[0089] In other words, in step S8, the heat storage section estimation unit 68 estimates that the tunnel is a heat storage section if the heat storage efficiency of the next tunnel is equal to or greater than a predetermined value, and the amount of heat that can be stored when passing through the tunnel Qs1 is equal to or greater than a predetermined value of heat storage, and proceeds to step S9.

[0090] In step S9, the heat storage availability time estimation unit 69 estimates the time during which heat storage is available in heating operation + heat storage utilization mode (heat storage availability time tu1) based on the current vehicle speed, the temperature of the heat storage unit 4 (battery temperature), etc. Specifically, the heat storage availability time estimation unit 69 estimates (calculates) the heat storage availability time tu1 using the following formula (II). tu1=f(Vs, Tb, Tset1, th1) =k5×Vs+k6×Tb+k7×Tset1+k8×th1 ·(II)

[0091] Here, the parameters in equation (II) are: Vs is the current average vehicle speed, Tb is the current temperature of the battery (battery temperature), which is the heat storage unit 4, Tset1 is the in-cabin air conditioning set temperature as described above, and th1 is the lower limit of the switching region in Figure 7 (the threshold for switching from heating operation + heat storage utilization mode to heating operation + heat storage mode). Also, k5 to k8 are coefficients, which are determined in advance by experiment.

[0092] The higher the average vehicle speed Vs, the more heat is generated in the drive motor, inverter (heat-generating part 6), and battery (heat-storage part 4). Since the heat generated by these drive motors, inverters, and batteries is also utilized during heat storage, the usable heat storage time tu1 becomes longer, so the coefficient k5 becomes a positive value. Also, the higher the battery temperature Tb, the longer the usable heat storage time tu1 becomes, so the coefficient k6 also becomes a positive value. Furthermore, the higher the in-cabin air conditioning set temperature Tset1, the more stored heat is used for air conditioning (the usable heat storage time tu1 becomes shorter), so the coefficient k7 becomes a negative value. In addition, the lower limit of the switching range th1, the longer the usable heat storage time tu1 becomes, so the coefficient k8 becomes a negative value.

[0093] Next, in step S10, the thermal management control unit 71 determines whether the heat storage availability time tu1 estimated by the heat storage availability time estimation unit 69 in step S9 is equal to or greater than the time it takes for the vehicle to reach the tunnel which is a heat storage section estimated by the heat storage section estimation unit 68 in step S8 (time to the next tunnel td1). If the heat storage availability time tu1 is shorter than the time to the next tunnel td1, the unit returns to the previous step. If the heat storage availability time tu1 is equal to or greater than the time to the next tunnel td1, the unit proceeds to step S11, where the operating mode is changed to heating operation + heat storage utilization mode (Figure 4), taking precedence over the basic operating mode switching control shown in Figure 7. That is, even if the heating operation + heat storage mode (Figure 3) is currently being executed, the unit switches to heating operation + heat storage utilization mode.

[0094] As described above, the control device 8 has an information acquisition unit 66 that acquires information usable for heat storage control along the vehicle's travel path, and a heat storage possible section estimation unit 68 that estimates a heat storage possible section along the travel path in which heat can be stored in the heat storage unit 4, based on the information acquired by the information acquisition unit 66. Based on the results estimated by the heat storage possible section estimation unit 68, the control device controls the switching between the heating operation + heat storage mode and the heating operation + heat storage utilization mode. Therefore, if the heat storage possible section estimation unit 68 estimates from the information acquired by the information acquisition unit 66 that there is a heat storage possible section in which sufficient heat can be stored in the heat storage unit 4, it becomes possible to control the switching between the heating operation + heat storage mode and the heating operation + heat storage utilization mode so that the heat currently stored in the heat storage unit 4 can be effectively utilized up to the heat storage possible section, and heat can be efficiently stored in the heat storage unit 4 in the heat storage possible section. This makes it possible to achieve effective use of heat in the heat utilization unit 7 and efficient heat storage in the heat storage unit 4, thereby suppressing a decrease in the vehicle's driving range.

[0095] especially,The control device 8 has a heat storage availability time estimation unit 69 that estimates the heat storage availability time tu1 during which the heat stored in the heat storage unit 4 can be used by the heat utilization unit 7. If the heat storage availability time tu1 estimated by the heat storage availability time estimation unit 69 is equal to or greater than the time td1 until the heat storage available section estimated by the heat storage available section estimation unit 68 is reached, the heating operation + heat storage utilization mode is executed. This ensures that the heat currently stored in the heat storage unit 4 is used up before reaching the heat storage available section estimated by the heat storage available section estimation unit 68, and furthermore, the heat storage unit 4 can store the maximum amount of heat within the heat storage available section. This makes it possible to achieve both effective heat utilization by the heat utilization unit 7 and efficient heat storage in the heat storage unit 4.

[0096] Furthermore, in this embodiment, the heat storage section estimation unit 68 estimates the heat storage efficiency and the amount of heat that can be stored Qs1 in a predetermined section of the travel route from the information acquired by the information acquisition unit 66. If the estimated result is greater than or equal to a predetermined value, the section is estimated to be a heat storage section. This allows sufficient heat to be stored in the heat storage unit 4 in the heat storage section and utilized by the heat utilization unit 7.

[0097] Furthermore, in this embodiment, the heat storage section estimation unit 68 estimates the heat storage efficiency and the amount of heat that can be stored Qs1 in tunnels along the travel route from the information acquired by the information acquisition unit 66. If the estimated result is greater than or equal to a predetermined value, the unit estimates that tunnel is a heat storage section. This allows the heat stored in the heat storage unit 4 to be used up by the heat utilization unit 7 before reaching the tunnel, and in winter, the heat storage unit 4 can store the maximum amount of heat when passing through tunnels where the temperature is relatively high.

[0098] Furthermore, in this embodiment, V2X information is used as information that can be used for heat storage control acquired by the information acquisition unit 66. This makes it possible to accurately achieve efficient heat utilization in the heat utilization unit 7 and maximum heat storage in the heat storage unit 4 based on current environmental conditions and traffic information.

[0099] Furthermore, in this embodiment, past driving data stored in the driving data storage unit 67 is also used as information that can be used for heat storage control acquired by the information acquisition unit 66. Therefore, even when V2X information cannot be acquired, efficient heat utilization in the heat utilization unit 7 and maximum heat storage in the heat storage unit 4 can be achieved based on past performance.

[0100] Furthermore, in this embodiment, a heat pump device HP having a refrigerant circuit 3, the driving motor of the electric vehicle, an inverter, and an electric heater are used as the heat source, the battery mounted on the electric vehicle is used as the heat storage unit 4, and the heater core 13H and cooler core 13C that air condition the interior of the electric vehicle are used as the heat utilization unit 7, thereby enabling efficient interior air conditioning of the vehicle.

[0101] Furthermore, in this embodiment, a heat transfer medium circuit 2 is provided to circulate the heat transfer medium between the heat source, the heat storage unit 4, and the heat utilization unit 7. This allows the heat generated by the heat source to be smoothly transported to the heat storage unit 4 and stored there, and the heat stored in the heat storage unit 4 to be smoothly transported to the heat utilization unit 7 and utilized there. [Examples]

[0102] (4-2) Specific example 2 of heat storage optimization control by control device 8 (tunnel: cooling) Next, with reference to the flowcharts in Figures 11 and 12, other specific examples of heat storage optimization control by the control device 8 will be described. The example described below is, for example, the case when there is a tunnel (tunnel section) on the vehicle's route during the summer. During the summer, the temperature inside the tunnel is often lower than the outside temperature in other parts of the route. Therefore, in the following embodiment, control for efficiently storing heat (storing cold energy: so-called cold storage) in the heat storage unit 4 (battery) inside the tunnel will be described.

[0103] Furthermore, steps indicated by the same reference numerals in Figures 11 and 12 as in Figures 9 and 10 are considered to be the same operations, and in the following description, only steps that are different from those in Figures 9 and 10 will be explained.

[0104] That is, after proceeding to steps S1 to S5 as in the above-described embodiment, the heat storage section estimation unit 68 estimates in step S6A the amount of heat that can be stored in the heat storage unit 4 (battery) when passing through the next tunnel (heat storage capacity Qs2) based on the time to pass through the tunnel (tunnel passage time t2), the temperature inside the tunnel (temperature inside the tunnel T2), the current cooling load, etc.

[0105] More specifically, the heat storage interval estimation unit 68 estimates (calculates) the amount of heat that can be stored Qs2 (cold energy) using the following formula (III). Qs² = f(t², T², Tset²) =k9×t2+k10 / T2+k11 / Tset2 (III)

[0106] Here, the parameters in equation (III) are t2, the time taken to pass through the tunnel; T2, the temperature inside the tunnel; and Tset2, the set temperature of the air conditioning inside the vehicle. Also, k9 to k11 are coefficients that are determined in advance by experiment.

[0107] The longer the tunnel passage time t2, the greater the amount of heat that can be stored Qs2, so the coefficient k9 becomes a positive value. Also, the lower the temperature inside the tunnel T2, the greater the amount of heat that can be stored Qs2 (cooling), so the coefficient k10 also becomes a positive value. Furthermore, the air conditioning set temperature Tset2 inside the vehicle represents the current cooling load, and the lower it is, the less heat can be allocated to heat storage (cooling) (the amount of heat that can be stored Qs2 decreases), so the coefficient k11 becomes a negative value.

[0108] Next, the heat storage section estimation unit 68 determines in step S7A of Figure 12 whether the tunnel temperature T2 is less than or equal to the outside temperature Tam minus a predetermined value. This is because if the tunnel temperature T2 is less than or equal to the outside temperature Tam minus a predetermined value, heat can be efficiently stored (cold energy). If the tunnel temperature T2 is greater than or equal to the outside temperature Tam minus a predetermined value, the unit returns to the previous step. If the tunnel temperature T2 is less than or equal to the outside temperature Tam minus a predetermined value, the unit determines that the heat storage efficiency (efficiency of storing cold energy) is greater than or equal to a predetermined value and proceeds to step S8A.

[0109] In step S8A, the heat storage section estimation unit 68 determines whether the heat storage capacity Qs2 (cold energy) calculated in step S6A is equal to or greater than a predetermined heat storage capacity. If the heat storage capacity Qs2 (cold energy) is equal to or greater than the predetermined heat storage capacity due to factors such as a long tunnel length, it is determined that sufficient heat storage (cold energy) is possible. If the heat storage capacity Qs2 is less than the predetermined heat storage capacity, the unit returns to the previous step; if it determines that the heat storage capacity Qs2 is equal to or greater than the predetermined heat storage capacity, the unit proceeds to step S9A.

[0110] In other words, in step S8A, the heat storage section estimation unit 68 estimates that the tunnel is a heat storage section if the heat storage efficiency of the next tunnel is equal to or greater than a predetermined value, and the amount of heat that can be stored when passing through the tunnel Qs2 (cold energy) is equal to or greater than a predetermined value, and proceeds to step S9A.

[0111] In step S9A, the heat storage availability time estimation unit 69 estimates the time during which heat storage is available in the cooling operation + heat storage utilization mode (heat storage availability time tu2) based on the current temperature of the heat storage unit 4 (battery temperature), etc. Specifically, the heat storage availability time estimation unit 69 estimates (calculates) the heat storage availability time tu2 using the following formula (IV). tu2 = f(Tb, Tset2, th2) =k12 / Tb+k13 / Tset2+k14×th2 ···(IV)

[0112] Here, the parameter Tb in equation (IV) is the current temperature of the battery, which is the heat storage unit 4, as described above (battery temperature), Tset2 is the air conditioning set temperature inside the vehicle cabin as described above, and th2 is the upper limit of the switching region in Figure 8 as described above (the threshold for switching from cooling operation + heat storage utilization mode to cooling operation + heat storage mode). Also, k12 to k14 are coefficients, which are determined in advance by experiment.

[0113] The lower the battery temperature Tb, the longer the usable heat storage time tu2 (cooling), so the coefficient k12 is a positive value. Also, the lower the in-cabin air conditioning setting temperature Tset2, the more heat storage (cooling) is used for air conditioning (the usable heat storage time tu2 is shorter), so the coefficient k13 is a negative value. Furthermore, the higher the upper limit of the switching range th2, the longer the usable heat storage time tu2, so the coefficient k14 is a positive value.

[0114] Next, in step S10A, the thermal management control unit 71 determines whether the heat storage availability time tu2 estimated by the heat storage availability time estimation unit 69 in step S9A is equal to or greater than the time it takes for the vehicle to reach the tunnel which is a heat storage area estimated by the heat storage area estimation unit 68 in step S8A (time to the next tunnel td2). If the heat storage availability time tu2 is shorter than the time to the next tunnel td2, the unit returns to the previous step. If the heat storage availability time tu2 is equal to or greater than the time to the next tunnel td2, the unit proceeds to step S11A, and, taking precedence over the basic operating mode switching control shown in Figure 8, the operating mode is set to cooling operation + heat storage utilization mode (Figure 6). That is, even if the cooling operation + heat storage mode (Figure 5) is currently being executed, the unit switches to the cooling operation + heat storage utilization mode.

[0115] As described above, in this embodiment as well, it is possible to control the system to switch between cooling operation + heat storage mode and cooling operation + heat storage utilization mode so that the heat (cooling) currently stored in the heat storage unit 4 is effectively utilized before reaching the heat storage-capable section, and heat (cooling) is efficiently stored in the heat storage unit 4 in the heat storage-capable section. This makes it possible to achieve effective utilization of heat (cooling) in the heat utilization unit 7 and efficient heat (cooling) storage in the heat storage unit 4, thereby suppressing a decrease in the vehicle's driving range.

[0116] Furthermore, in this embodiment as well, the cooling operation + heat storage utilization mode is executed when the heat storage availability time tu2 estimated by the heat storage availability time estimation unit 69 is equal to or greater than the time td2 until the heat storage availability section estimated by the heat storage availability section estimation unit 68 is reached. As a result, the heat (cooling energy) currently stored in the heat storage unit 4 is used up before reaching the heat storage availability section estimated by the heat storage availability section estimation unit 68, and furthermore, the heat storage unit 4 can store the maximum amount of heat (cooling energy) within the heat storage availability section. This makes it possible to achieve both effective utilization of heat (cooling energy) by the heat utilization unit 7 and efficient heat storage (cooling energy) in the heat storage unit 4.

[0117] In this embodiment as well, the heat storage section estimation unit 68 estimates the heat storage efficiency and the amount of heat that can be stored Qs2 in a predetermined section of the travel route from the information acquired by the information acquisition unit 66. If the estimated result is greater than or equal to a predetermined value, the unit estimates that section as a heat storage section. This allows sufficient heat (cold) to be stored in the heat storage section 4 and utilized by the heat utilization unit 7.

[0118] Furthermore, in this embodiment as well, the heat storage section estimation unit 68 estimates the heat storage efficiency and the amount of heat that can be stored Qs2 in tunnels along the travel route from the information acquired by the information acquisition unit 66. If the estimated result is greater than or equal to a predetermined value, the tunnel is estimated to be a heat storage section. As a result, the heat (cold) stored in the heat storage unit 4 is used up by the heat utilization unit 7 before reaching the tunnel, and in the summer, the maximum amount of heat (cold) can be stored in the heat storage unit 4 when passing through tunnels where the temperature is relatively low. [Examples]

[0119] (4-3) Specific example 3 of heat storage amount optimization control by control device 8 (slope: downhill) Next, with reference to the flowcharts in Figures 13 and 14, another specific example of heat storage optimization control by the control device 8 will be described. The example described below is for a case where there is a slope (downhill section) on the vehicle's travel path. On a downhill slope, if the heat from the electric heater operated by the regenerative power generated by the driving motor is excessive for heating, the excess can be stored as heat. Therefore, in the following embodiment, control for efficiently storing heat in the heat storage unit 4 (battery) on a slope (downhill) will be described.

[0120] In step S1B of Figure 13, the information acquisition unit 66 determines whether or not it can acquire V2X information. If it can acquire it, in step S2B, the information acquisition unit 66 obtains from the acquired V2X information the time to the next slope (downhill) on the travel route, the length of the slope, and the average gradient of the slope.

[0121] If V2X information cannot be obtained in step S1B, the process proceeds to step S3B, where the information acquisition unit 66 searches the past driving data stored in the driving data storage unit 67 based on the day of the week, time of day, etc. Then, it determines whether the destination can be identified from the past driving data, such as commuting or shopping. If the destination cannot be identified, the process returns; if the destination can be identified, the process proceeds to step S4B, where the time to the next slope (downhill) on the driving route to the identified destination, the length of the slope, and the average gradient of the slope are obtained from the past driving data.

[0122] Next, in step S5B, the heat storage section estimation unit 68 estimates the time it will take to pass the next slope (downhill) from the length of the slope (considering the vehicle speed). Next, in step S6B, the heat storage section estimation unit 68 estimates the amount of heat that can be stored in the heat storage unit 4 (battery) when passing the next slope (downhill) (capable heat storage amount Qs3) from the time it takes to pass the slope (slope passage time t3), the average slope of the slope (average slope Inc1), the amount of heat Qr1 that can be generated by the heat source (electric heater of the heat-generating unit 6) with the amount of regenerated power, the current heating load, etc.

[0123] More specifically, the heat storage interval estimation unit 68 estimates (calculates) the amount of heat that can be stored Qs3 (thermal energy) using the following formula (V). Qs3=f(t3, Inc1, Qr1, Tset1) =k15×t3+k16×Inc1+k17×Qr1+k18×Tset1 ··(V)

[0124] Here, the parameters of equation (V) are t3, the time taken to travel up the slope; Inc1, the average slope of the slope; Qr1, the amount of heat that can be generated by the heat source (electric heater of the heat generating part 6) with the amount of regenerated energy; and Tset1, the same as the air conditioning set temperature inside the vehicle. Also, k15 to k18 are coefficients that are determined in advance by experiment.

[0125] The longer the time t3 spent traveling up the slope, the greater the amount of heat that can be stored (Qs3), so the coefficient k15 becomes a positive value. Also, the steeper the average slope Inc1, the greater the amount of regenerated power and the greater the heat generated by the electric heater (heating part 6), so the coefficient k16 also becomes a positive value. Furthermore, the higher the amount of heat that the heat source can generate (Qr1), the greater the amount of heat that can be stored (Qs3), so the coefficient k17 becomes a positive value. In addition, the air conditioning set temperature Tset1 inside the vehicle cabin similarly represents the current heating load, and the higher it is, the less heat can be used for heat storage (the amount of heat that can be stored (Qs3) decreases), so the coefficient k18 becomes a negative value.

[0126] Next, in step S8B of Figure 14, the heat storage interval estimation unit 68 determines whether the heat storage capacity Qs3 calculated in step S6B is equal to or greater than a predetermined heat storage capacity. If the heat storage capacity Qs3 is equal to or greater than the predetermined heat storage capacity due to a long downhill slope, etc., it is determined that sufficient heat storage is possible. If the heat storage capacity Qs3 is less than the predetermined heat storage capacity, the unit returns to the previous step; if it determines that the heat storage capacity Qs3 is equal to or greater than the predetermined heat storage capacity, the unit proceeds to step S9B.

[0127] In other words, in step S8B, the heat storage section estimation unit 68 estimates the slope as a heat storage section if the amount of heat storage Qs3 that can be stored when passing the next slope is equal to or greater than a predetermined value, and proceeds to step S9B. Alternatively, in step S8B, the determination may simply be made based on whether or not the length of the downhill slope is equal to or greater than a predetermined value. In that case, if the length of the downhill slope is equal to or greater than the predetermined value, the system proceeds to step S9B.

[0128] In step S9B, the heat storage availability time estimation unit 69 estimates the time during which heat storage is available in the heating operation + heat storage utilization mode (heat storage availability time tu1) using the formula (II) described above, based on the current vehicle speed, the temperature of the heat storage unit 4 (battery temperature), etc.

[0129] Next, in step S10B, the thermal management control unit 71 determines whether the heat storage availability time tu1 estimated by the heat storage availability time estimation unit 69 in step S9B is equal to or greater than the time it takes for the vehicle to reach the slope that is the heat storage available section estimated by the heat storage available section estimation unit 68 in step S8B (time to the next slope td3). If the heat storage availability time tu1 is shorter than the time to the next slope td3, the unit returns to the previous step. If the heat storage availability time tu1 is equal to or greater than the time to the next slope td3, the unit proceeds to step S11B, and, taking precedence over the basic operating mode switching control shown in Figure 7, the operating mode is set to heating operation + heat storage utilization mode (Figure 4). That is, even if the heating operation + heat storage mode (Figure 3) is currently being executed, the unit switches to heating operation + heat storage utilization mode.

[0130] As described above, in this embodiment as well, it is possible to control the system by switching between a heating operation + heat storage mode and a heating operation + heat storage utilization mode so that the heat currently stored in the heat storage unit 4 can be effectively utilized before reaching the heat storage-capable section, and so that heat can be efficiently stored in the heat storage unit 4 in the heat storage-capable section. This makes it possible to achieve effective utilization of heat in the heat utilization unit 7 and efficient heat storage in the heat storage unit 4, thereby suppressing a decrease in the vehicle's driving range.

[0131] Furthermore, in this embodiment as well, the heating operation + heat storage utilization mode is executed when the heat storage availability time tu1 estimated by the heat storage availability time estimation unit 69 is equal to or greater than the time td3 until the heat storage availability section estimated by the heat storage availability section estimation unit 68 is reached. As a result, the heat currently stored in the heat storage unit 4 is used up before reaching the heat storage availability section estimated by the heat storage availability section estimation unit 68, and furthermore, the heat storage unit 4 can store the maximum amount of heat within the heat storage availability section. This makes it possible to achieve both effective heat utilization by the heat utilization unit 7 and efficient heat storage in the heat storage unit 4.

[0132] Furthermore, in this embodiment, the heat storage section estimation unit 68 estimates the amount of heat that can be stored Qs3 in a predetermined section of the travel route from the information acquired by the information acquisition unit 66, and if the estimated result is greater than or equal to a predetermined value, it estimates that section as a heat storage section. As a result, sufficient heat can be stored in the heat storage unit 4 in the heat storage section and utilized by the heat utilization unit 7.

[0133] Furthermore, in this embodiment as well, the heat storage section estimation unit 68 estimates the amount of heat that can be stored Qs3 on a slope (downhill) along the travel route from the information acquired by the information acquisition unit 66. If the estimated result is greater than or equal to a predetermined value, the slope (downhill) is estimated to be a heat storage section. As a result, the heat stored in the heat storage unit 4 is used up by the heat utilization unit 7 before reaching the slope (downhill), and regenerative power is used on the downhill to maximize the amount of heat stored in the heat storage unit 4. [Examples]

[0134] (4-4) Specific example of heat storage amount optimization control by control device 8 (Hyuga) Next, with reference to the flowcharts in Figures 15 and 16, we will describe yet another specific example of heat storage optimization control by the control device 8. The example described below concerns, for example, sunny areas on a vehicle's travel route in winter. In sunny areas not shaded by buildings, the temperature is higher than the outside temperature in other parts of the travel route. Therefore, in the following embodiment, we will describe control for efficiently storing heat in the heat storage unit 4 (battery) in sunny areas during winter.

[0135] In step S1C of Figure 15, the information acquisition unit 66 determines whether or not it can acquire V2X information. If it can, in step S2C, the information acquisition unit 66 acquires from the acquired V2X information the time to the next sunny spot on the driving route (a section not shaded by a building, obtained from the map data), the length of that sunny spot, and the temperature of that sunny spot.

[0136] If V2X information cannot be obtained in step S1C, the process proceeds to step S3C, where the information acquisition unit 66 searches the past driving data stored in the driving data storage unit 67 based on the day of the week, time of day, etc. Then, it determines whether the destination can be identified from the past driving data, such as for commuting or shopping. If the destination cannot be identified, the process returns; if the destination can be identified, the process proceeds to step S4C, where the time to the next sunny spot on the driving route to the identified destination, the length of that sunny spot, and the temperature of that sunny spot (estimated from the current outside temperature) are obtained from the past driving data.

[0137] Next, in step S5C, the heat storage section estimation unit 68 estimates the time to pass the next sunny spot from the length of the sunny spot (considering the vehicle speed). Next, in step S6C, the heat storage section estimation unit 68 estimates the amount of heat that can be stored in the heat storage unit 4 (battery) when passing the next sunny spot (heat storage capacity Qs4) from the time to pass the sunny spot (sunny spot passage time t4), the temperature in the sunny spot T4, the current heating load, etc.

[0138] More specifically, the heat storage interval estimation unit 68 estimates (calculates) the amount of heat that can be stored Qs4 (thermal energy) using the following formula (VI). Qs4 = f(t4, T4, Tset1, Qw1) =k19×t4+k20×T4+k21×Tset1+k22×Qw1 (VI)

[0139] Here, the parameters of equation (VI) are t4, the time of sun exposure; T4, the sun-exposed temperature; Tset1, the set temperature of the air conditioning inside the vehicle; and Qw1, the amount of heat that can be generated by the heat source (heat-generating unit 6 and heat pump device HP) (waste heat from the driving motor and inverter, and the heat generated by the heat radiator 43 of the heat pump device HP). Also, k19 to k22 are coefficients that are determined in advance by experiment.

[0140] As the above sun exposure time t4 increases, the amount of heat that can be stored Qs4 increases, so the coefficient k19 becomes a positive value. Also, as the sun exposure temperature T4 increases, the amount of heat that can be stored Qs4 increases, so the coefficient k20 also becomes a positive value. Furthermore, the air conditioning setting temperature Tset1 inside the vehicle represents the current heating load as described above, and as it is higher, the amount of heat that can be used for heat storage decreases (the amount of heat that can be stored Qs4 decreases), so the coefficient k21 becomes a negative value. In addition, as described above, as the amount of heat that the heat source can generate Qw1 increases, the amount of heat that can be stored Qs4 increases, so the coefficient k22 becomes a positive value.

[0141] Next, the heat storage interval estimation unit 68 determines in step S7C of Figure 16 whether the temperature in sunlight T4 is greater than or equal to the ambient temperature Tam + predetermined value. This is because heat can be efficiently stored if the temperature in sunlight T4 is greater than or equal to the ambient temperature Tam + predetermined value. If the temperature in sunlight T4 is lower than the ambient temperature Tam + predetermined value, the unit returns to the previous step. If the temperature in sunlight T4 is greater than or equal to the ambient temperature Tam + predetermined value, the unit determines that the heat storage efficiency is greater than or equal to the predetermined value and proceeds to step S8C.

[0142] In step S8C, the heat storage interval estimation unit 68 determines whether the heat storage capacity Qs4 calculated in step S6C is equal to or greater than a predetermined heat storage capacity. If the heat storage capacity Qs4 is equal to or greater than the predetermined heat storage capacity due to factors such as a long sun exposure period, it is determined that sufficient heat storage is possible. If the heat storage capacity Qs4 is less than the predetermined heat storage capacity, the unit returns to the previous step; if it determines that the heat storage capacity Qs4 is equal to or greater than the predetermined heat storage capacity, the unit proceeds to step S9C.

[0143] In other words, in step S8C, the heat storage area estimation unit 68 estimates a sunny area as a heat storage area if the heat storage efficiency of the next sunny area is equal to or greater than a predetermined value, and the amount of heat that can be stored when passing through the sunny area is equal to or greater than a predetermined value of heat storage, and proceeds to step S9C.

[0144] In step S9C, the heat storage availability time estimation unit 69 estimates the time during which heat storage is available in heating operation + heat storage utilization mode (heat storage availability time tu1) using the formula (II) above, based on the current vehicle speed, the temperature of the heat storage unit 4 (battery temperature), etc. Specifically, the heat storage availability time estimation unit 69 estimates (calculates) the heat storage availability time tu1 using the following formula (II).

[0145] Next, in step S10C, the thermal management control unit 71 determines whether the heat storage availability time tu1 estimated by the heat storage availability time estimation unit 69 in step S9C is equal to or greater than the time it takes for the vehicle to reach a sunny spot, which is the heat storage available section estimated by the heat storage available section estimation unit 68 in step S8C (time to the next sunny spot td4). If the heat storage availability time tu1 is shorter than the time to the next sunny spot td4, the unit returns to the previous step. If the heat storage availability time tu1 is equal to or greater than the time to the next sunny spot td4, the unit proceeds to step S11C, and, taking precedence over the basic operating mode switching control shown in Figure 7, the operating mode is set to heating operation + heat storage utilization mode (Figure 4). That is, even if the heating operation + heat storage mode (Figure 3) is currently being executed, the unit switches to heating operation + heat storage utilization mode.

[0146] As described above, in this embodiment as well, it is possible to control the system by switching between a heating operation + heat storage mode and a heating operation + heat storage utilization mode so that the heat currently stored in the heat storage unit 4 can be effectively utilized before reaching the heat storage-capable section, and so that heat can be efficiently stored in the heat storage unit 4 in the heat storage-capable section. This makes it possible to achieve effective utilization of heat in the heat utilization unit 7 and efficient heat storage in the heat storage unit 4, thereby suppressing a decrease in the vehicle's driving range.

[0147] Furthermore, in this embodiment as well, the heating operation + heat storage utilization mode is executed when the heat storage availability time tu1 estimated by the heat storage availability time estimation unit 69 is equal to or greater than the time td4 until the heat storage availability section estimated by the heat storage availability section estimation unit 68 is reached. As a result, the heat currently stored in the heat storage unit 4 is used up before reaching the heat storage availability section estimated by the heat storage availability section estimation unit 68, and furthermore, the heat storage unit 4 can store the maximum amount of heat within the heat storage availability section. This makes it possible to achieve both effective heat utilization by the heat utilization unit 7 and efficient heat storage in the heat storage unit 4.

[0148] Furthermore, in this embodiment, the heat storage section estimation unit 68 estimates the heat storage efficiency and the amount of heat that can be stored Qs4 in a predetermined section of the travel route from the information acquired by the information acquisition unit 66. If the estimated result is greater than or equal to a predetermined value, the unit estimates that section as a heat storage section. This allows sufficient heat to be stored in the heat storage unit 4 in the heat storage section and utilized by the heat utilization unit 7.

[0149] Furthermore, in this embodiment as well, the heat storage section estimation unit 68 estimates the heat storage efficiency and the amount of heat that can be stored Qs4 in sunny areas along the travel path from the information acquired by the information acquisition unit 66. If the estimated result is greater than or equal to a predetermined value, the unit estimates that sunny area as a heat storage section. This allows the heat stored in the heat storage unit 4 to be used up by the heat utilization unit 7 before reaching the sunny area, and maximizes the amount of heat stored in the heat storage unit 4 when passing through the sunny area where the temperature is high. [Examples]

[0150] (4-5) Specific example of heat storage amount optimization control by control device 8 (shade: cooling) Next, with reference to the flowcharts in Figures 17 and 18, we will describe yet another specific example of heat storage optimization control by the control device 8. The example described below concerns, for example, shaded areas on a vehicle's route during the summer. In shaded areas such as those under buildings, the temperature is lower than the ambient temperature on other parts of the route. Therefore, in the following embodiment, we will describe control for efficiently storing heat (storing cold energy: so-called cooling) in the heat storage unit 4 (battery) in the shade during the summer.

[0151] In step S1D of Figure 17, the information acquisition unit 66 determines whether or not it can acquire V2X information. If it can, in step S2D, the information acquisition unit 66 obtains from the acquired V2X information the time to the next shaded area on the driving route (the section of the road shaded by a building, obtained from the map data), the length of the shaded area, and the temperature of the shaded area.

[0152] If V2X information cannot be obtained in step S1D, the process proceeds to step S3D, where the information acquisition unit 66 searches the past driving data stored in the driving data storage unit 67 based on the day of the week, time of day, etc. Then, it determines whether the destination can be identified from the past driving data, such as for commuting or shopping. If the destination cannot be identified, the process returns; if the destination can be identified, the process proceeds to step S4D, where the time to the next shaded area, the length of the shaded area, and the temperature of the shaded area (estimated from the current outside temperature) on the driving route to the identified destination are obtained from the past driving data.

[0153] Next, in step S5D, the heat storage interval estimation unit 68 estimates the time to pass through the next shaded area from the length of the shade (considering the vehicle speed). Next, in step S6D, the heat storage interval estimation unit 68 estimates the amount of heat that can be stored in the heat storage unit 4 (battery) when passing through the next shaded area (heat storage capacity Qs5) from the time to pass through the shade (shade passage time t5), the temperature in the shade (shade temperature T5), the current cooling load, etc.

[0154] More specifically, the heat storage interval estimation unit 68 estimates (calculates) the amount of heat that can be stored Qs5 (cold energy) using the following formula (VII). Qs5 = f(t5, T5, Tset2) =k23×t5+k24 / T5+k25 / Tset2 ···(VII)

[0155] Here, the parameters t5 in equation (VII) are the time spent in the shade, T5 is the temperature in the shade, and Tset2 is the set temperature of the air conditioning inside the vehicle. Also, k23 to k25 are coefficients that are determined in advance by experiment.

[0156] The longer the shaded passage time t5, the greater the amount of heat that can be stored Qs5, so the coefficient k23 becomes a positive value. Also, the lower the shaded temperature T5, the greater the amount of heat that can be stored Qs5 (cooling), so the coefficient k24 also becomes a positive value. Furthermore, the air conditioning setting temperature Tset2 inside the vehicle represents the current cooling load, and as mentioned above, the lower the setting, the less heat can be allocated to heat storage (cooling) (the amount of heat that can be stored Qs5 decreases), so the coefficient k25 becomes a negative value.

[0157] Next, the heat storage interval estimation unit 68 determines in step S7D of Figure 18 whether the shaded temperature T5 is less than or equal to the outside temperature Tam - predetermined value. If the shaded temperature T5 is less than or equal to the outside temperature Tam - predetermined value, it is because heat can be efficiently stored (cold energy). If the shaded temperature T5 is greater than or equal to the outside temperature Tam - predetermined value, the unit returns to the previous step. If the shaded temperature T5 is less than or equal to the outside temperature Tam - predetermined value, the unit determines that the heat storage efficiency (efficiency of storing cold energy) is greater than or equal to a predetermined value and proceeds to step S8D.

[0158] In step S8D, the heat storage interval estimation unit 68 determines whether the heat storage capacity Qs5 (cold heat) calculated in step S6D is equal to or greater than a predetermined heat storage capacity value. If the heat storage capacity Qs5 (cold heat) is equal to or greater than the predetermined heat storage capacity value due to factors such as a long shaded area, then sufficient heat storage (cold heat) is possible. If the heat storage capacity Qs5 is less than the predetermined heat storage capacity value, the unit returns to the previous step. If it determines that the heat storage capacity Qs5 is equal to or greater than the predetermined heat storage capacity value, the unit proceeds to step S9D.

[0159] In other words, in step S8D, the heat storage area estimation unit 68 estimates the shaded area as a heat storage area if the heat storage efficiency of the next shaded area is equal to or greater than a predetermined value, and the amount of heat that can be stored when passing through the shaded area (cooling) is equal to or greater than a predetermined value, and proceeds to step S9D.

[0160] In step S9D, the heat storage availability time estimation unit 69 estimates the time during which heat storage is available in the cooling operation + heat storage utilization mode (heat storage availability time tu2) using the formula (IV) described above, based on the current temperature of the heat storage unit 4 (battery temperature), etc.

[0161] Next, in step S10D, the thermal management control unit 71 determines whether the heat storage availability time tu2 estimated by the heat storage availability time estimation unit 69 in step S9D is equal to or greater than the time it takes for the vehicle to reach the shaded area, which is the heat storage area estimation unit 68 estimated in step S8D (time to the next shaded area td5). If the heat storage availability time tu2 is shorter than the time to the next shaded area td5, the unit returns to the previous step. If the heat storage availability time tu2 is equal to or greater than the time to the next shaded area td5, the unit proceeds to step S11D, and, taking precedence over the basic operating mode switching control shown in Figure 8, the operating mode is set to cooling operation + heat storage utilization mode (Figure 6). That is, even if the cooling operation + heat storage mode (Figure 5) is currently being executed, the unit switches to the cooling operation + heat storage utilization mode.

[0162] As described above, in this embodiment as well, it is possible to control the system to switch between cooling operation + heat storage mode and cooling operation + heat storage utilization mode so that the heat (cooling) currently stored in the heat storage unit 4 is effectively utilized before reaching the heat storage-capable section, and heat (cooling) is efficiently stored in the heat storage unit 4 in the heat storage-capable section. This makes it possible to achieve effective utilization of heat (cooling) in the heat utilization unit 7 and efficient heat (cooling) storage in the heat storage unit 4, thereby suppressing a decrease in the vehicle's driving range.

[0163] Furthermore, in this embodiment as well, the cooling operation + heat storage utilization mode is executed when the heat storage availability time tu2 estimated by the heat storage availability time estimation unit 69 is equal to or greater than the time td5 until the heat storage availability section estimated by the heat storage availability section estimation unit 68 is reached. As a result, the heat (cooling energy) currently stored in the heat storage unit 4 is used up before reaching the heat storage availability section estimated by the heat storage availability section estimation unit 68, and furthermore, the heat storage unit 4 can store the maximum amount of heat (cooling energy) within the heat storage availability section. This makes it possible to achieve both effective utilization of heat (cooling energy) by the heat utilization unit 7 and efficient heat storage (cooling energy) in the heat storage unit 4.

[0164] In this embodiment as well, the heat storage section estimation unit 68 estimates the heat storage efficiency and the amount of heat that can be stored Qs5 in a predetermined section of the travel route from the information acquired by the information acquisition unit 66. If the estimated result is greater than or equal to a predetermined value, the unit estimates that section as a heat storage section. This allows sufficient heat (cold) to be stored in the heat storage section 4 and utilized by the heat utilization unit 7.

[0165] Furthermore, in this embodiment as well, the heat storage section estimation unit 68 estimates the heat storage efficiency and the amount of heat that can be stored Qs5 in shaded areas along the travel path from the information acquired by the information acquisition unit 66. If the estimated result is greater than or equal to a predetermined value, the unit estimates that shaded area as a heat storage section. This ensures that the heat (cold) stored in the heat storage unit 4 is used up by the heat utilization unit 7 before reaching the shaded area, and that the heat storage unit 4 can store the maximum amount of warm (cold) heat when passing through shaded areas where the temperature is relatively low during the summer.

[0166] In Examples 1, 2, 4, and 5 described above, a section of the travel route (tunnel, sunny area, shaded area) was estimated to be a heat-storage section if its heat storage efficiency and the amount of heat that can be stored were above a predetermined value. However, the determination may be made based on either the heat storage efficiency or the amount of heat that can be stored. Furthermore, the numerical values ​​and configurations shown in each example are not limited to those shown, and it goes without saying that they can be modified without departing from the spirit of the present invention.

[0167] Furthermore, in this embodiment, the amount of heat that can be stored and the usable time for heat storage were calculated using mathematical formulas, but the method is not limited to this, and AI may be used to derive them. [Explanation of symbols]

[0168] EV (Electric Vehicle) HP Heat Pump System 1. Thermal Management System 2 Heat medium circuit 3. Refrigerant Circuit 4. Heat storage unit (battery) 6. Heat-generating components (driving motor, inverter, electric heater) 7 Heat utilization section 8 Control device 9, 10 Pumps 11 Cooling section 12 Heating section 13H Heater core (heat exchanger) 13C Cooler core (heat exchanger) 16-31 Three-way valve 32 Heat medium piping 42 Compressor 43 Heat sink 44. Expansion valve (pressure reducing device) 46 Heat sink 63 Navigation System 64 Communication Controller 66 Information Acquisition Department 67 Driving data storage unit 68 Heat storage possible section estimation unit 69 Heat storage available time estimator 71 Thermal Management Control Unit

Claims

1. A thermal management system comprising a heat storage unit that stores heat generated by a heat source, a heat utilization unit that utilizes the heat stored in the heat storage unit, and a control device that switches between a heat storage mode in which heat is stored in the heat storage unit and a heat utilization mode in which the heat stored in the heat storage unit is utilized by the heat utilization unit, The control device is An information acquisition unit that acquires information usable for heat storage control along the vehicle's travel path, A heat storage possible section estimation unit estimates the heat storage possible section in the travel route in which heat can be stored in the heat storage unit, based on the information acquired by the information acquisition unit. The heat storage unit has a heat storage usable time estimation unit that estimates the usable time for which the heat stored in the heat storage unit can be used in the heat utilization unit. A thermal management system characterized in that, if the heat storage utilization time estimated by the heat storage utilization time estimation unit is greater than or equal to the time it takes to reach the heat storage available section estimated by the heat storage available section estimation unit, the heat storage utilization mode is executed.

2. The heat management system according to Claim 1, wherein the heat storage area estimation unit estimates the heat storage efficiency and / or the amount of heat that can be stored in a predetermined section on the travel path from the information acquired by the information acquisition unit, and estimates the section as the heat storage area if the estimated result is greater than or equal to a predetermined value.

3. The heat management system according to claim 2, wherein the heat storage section estimation unit estimates the heat storage efficiency and / or the amount of heat that can be stored in a tunnel on the travel route from the information acquired by the information acquisition unit, and estimates the tunnel as the heat storage section if the estimated result is greater than or equal to a predetermined value.

4. The heat management system according to claim 2, characterized in that the heat storage section estimation unit estimates the amount of heat that can be stored on a slope on the travel route from the information acquired by the information acquisition unit, and estimates the slope as the heat storage section if the estimated result is greater than or equal to a predetermined value.

5. The heat management system according to claim 2, wherein the heat storage area estimation unit estimates the heat storage efficiency and / or the amount of heat that can be stored in a sunny area on the travel path from the information acquired by the information acquisition unit, and estimates the sunny area as the heat storage area if the estimated result is greater than or equal to a predetermined value.

6. The heat management system according to claim 2, wherein the heat storage area estimation unit estimates the heat storage efficiency and / or the amount of heat that can be stored in the shade on the travel path from the information acquired by the information acquisition unit, and estimates the shade as the heat storage area if the estimated result is greater than or equal to a predetermined value.

7. The thermal management system according to claim 1, characterized in that the information usable for heat storage control acquired by the information acquisition unit is V2X (Vehicle to Everything) information.

8. The thermal management system according to claim 1, characterized in that the information acquired by the information acquisition unit that can be used for heat storage control is past driving data.

9. The heat source is any one of a heat pump device having a refrigerant circuit, a motor for driving an electric vehicle, an inverter for driving the motor, an electric heater, or a combination thereof. The heat storage unit is a battery mounted on the electric vehicle, The heat management system according to any one of claims 1 to 8, characterized in that the heat utilization unit is a heat exchanger for air conditioning the interior of the electric vehicle.

10. The heat management system according to claim 9, further comprising a heat transfer medium circuit for circulating a heat transfer medium in the heat source, the heat storage unit, and the heat utilization unit.

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