Control method for temperature control system and control device for temperature control system

Abstract

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

Description

Temperature control system control method and temperature control system control device

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

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

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

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

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

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

[0007] FIG. 1 is a block diagram showing a schematic configuration of a temperature control system. FIG. 2 is a block diagram showing a configuration of a temperature control controller. FIG. 3 is a flowchart related to the control of the temperature control system. FIG. 4 is a graph showing an example of temperature change of a battery. FIG. 5 is a graph schematically showing the energy efficiency of heating by the temperature control system. FIG. 6 is a block diagram showing a schematic configuration of a modified temperature control system.

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

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

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

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

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

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

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

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

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

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

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

[0019] Furthermore, the refrigerant circulation path 31 circulates the first refrigerant through the chiller 44 of the heat transport circuit 22 downstream of the heat-generating unit 11 and upstream of the valve 36 (heat exchanger 33). As a result, as indicated by the hatched arrows, at least a portion of the heat generated in the heat-generating unit 11 is transported by the heat transport circuit 22 via the chiller 44, regardless of the control state of the valve 36. In other words, heat is removed from the heat-generating unit 11 by the heat transport circuit 22. Therefore, whether or not to start cooling the heat-generating unit 11, i.e., whether or not to circulate the first refrigerant through the heat exchanger 33, is determined taking into account the heat removal by the heat transport circuit 22.

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

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

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

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

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

[0025] The chiller 44 exchanges heat between the second refrigerant and the first refrigerant in the cooling circuit 21. As a result, the second refrigerant absorbs (endotherms) the heat of the first refrigerant. Having absorbed the heat of the first refrigerant, the second refrigerant becomes gas and is introduced back into the compressor 41.

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

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

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

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

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

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

[0032] In this embodiment, the temperature controller 102 sets, for example, a target temperature T ｔａｒｇｅｔ , the heat capacity C of the heat generating portion 11, the temperature of the heat generating portion 11, the time to travel to the next destination (hereinafter referred to as travel time τ ｄ ), the instantaneous heat generation amount Q of the heat generating portion 11 １ When the heat generating portion 11 is at the target temperature, the amount of heat absorbed by the heat transport circuit 22 (chiller 44) from the heat generating portion 11 (hereinafter referred to as the heat dissipation amount Q ２ ), and the outside temperature T ｏｕｔ etc. are acquired and used to control the temperature adjustment device 101.

[0033] Target temperature T of the heat generating unit 11 ｔａｒｇｅｔ is determined in advance by experiment, simulation, or the like depending on the specific configuration of the heat generating unit 11. In this embodiment, the target temperature T ｔａｒｇｅｔ It is sufficient that the target temperature T is achieved by the time the vehicle arrives at the destination. ｔａｒｇｅｔ is not the temperature at a single point, but may depend on the temperature range that the heat generating unit 11 should maintain. For example, in this embodiment, the battery 12 does not exceed the heat resistance limit temperature U even when rapid charging is performed. ｌｉｍ In order to prevent the temperature from rising due to rapid charging, the first temperature θ １ to the second temperature θ ２ That is, the battery temperature is set to be within the range of T ｂａｔ The target temperature Tｔａｒｇｅｔ is the first temperature θ １ to the second temperature θ ２ The first temperature θ １ and the second temperature θ ２ is determined in advance by experiment, simulation, or the like.

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

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

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

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

[0038] Instantaneous heat generation amount Q of the heat generating portion 11 １ is the amount of heat generated by the heat generating unit 11 at each time. １ changes depending on the road gradient, vehicle speed, etc. １can be measured or calculated based on, for example, the temperature transition of the heat generating unit 11 or the specific usage of the heat generating unit 11. In this embodiment, the temperature adjustment controller 102 calculates the instantaneous heat generation amount Q of the heat generating unit 11. １ Obtain from other controllers, etc.

[0039] The amount of heat removed by the heat transport circuit 22 Q ２ The temperature controller 102 determines the amount of heat Q removed from each component by the heat transport circuit 22 according to the temperature of each component included in the heat generating unit 11. ２ However, in this embodiment, the temperature controller 102 receives the amount of heat removed by the heat transport circuit 22 from other controllers, etc., and calculates the amount of heat removed by the heat transport circuit 22. ２ Get.

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

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

[0042] For simplicity, the electric powertrain 13 is assumed to have a target temperature T ｔａｒｇｅｔ The battery temperature T ｂａｔ The target temperature T ｔａｒｇｅｔand the battery temperature T ｂａｔ is the target temperature T ｔａｒｇｅｔ Therefore, the temperature controller 102 reduces the target temperature T ｔａｒｇｅｔ and the thermal capacity C of the battery 12 ｂａｔ The temperature controller 102 also sets the battery temperature T ｂａｔ , travel time τ ｄ , the instantaneous heat generation amount Q of the battery 12 １ , the battery 12 reaches the target temperature T ｔａｒｇｅｔ The amount of heat Q dissipated from the battery 12 when ２ , outside temperature T ｏｕｔ , first refrigerant temperature T ｗ１ , the rotation speed ω of the first fan 34 ｆ１ , and the flow rate F of the first refrigerant ｗ１ etc. and controls the temperature adjustment device 101.

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

[0044] 2 is a block diagram showing the configuration of the temperature controller 102. The temperature controller 102 controls the battery temperature T ｂａｔ is the target temperature T ｔａｒｇｅｔ2, the temperature adjustment controller 102 includes a required cooling capacity calculation unit 61, an actual cooling capacity calculation unit 62, a cooling necessity determination unit 63, and a valve control unit 64.

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

[0046]

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

[0048]

[0049] Required cooling capacity Q based on equation (2) ｒｅｑ is the amount of heat that increases at the moment of calculation (instantaneous heat generation amount Q １ ) and the amount of heat dissipated at the moment of calculation Q ２ Therefore, the required cooling capacity Q based on the formula (2) is ｒｅｑ is a particularly accurate required cooling capacity Q according to the specific driving state of the vehicle. ｒｅｑ Represents.

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

[0051]

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

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

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

[0055] The margin M in the second term of equation (3) is the required cooling capacity Q ｒｅｑ and actual cooling capacity Q ｃａｐ The margin M is set according to the error that may be included in the parameters used in the calculation of the instantaneous heat generation amount Q of the battery 12. １ and heat dissipation amount Q ２ Calculation error, heat dissipation amount Q ２ The time delay until the heat quantity is actually removed from the battery 12, the battery temperature T ｂａｔ , first refrigerant temperature T ｗ１ , and the outside temperature T ｏｕｔ For example, the margin M is set in advance by experiment or simulation so as to be the maximum value of the error that can occur due to these factors. ｃａｐ represents the maximum practical cooling capacity of the cooling circuit 21 when the vehicle is stationary.

[0056] The cooling necessity determination unit 63 determines the required cooling capacity Q ｒｅｑ and the actual cooling capacity Q of the cooling circuit 21ｃａｐ Based on the actual cooling capacity Q ｃａｐ is the required cooling capacity Q ｒｅｑ On the other hand, the cooling necessity determining unit 63 determines that the required cooling capacity Q ｒｅｑ is the actual cooling capacity Q ｃａｐ When this is the case, the required cooling capacity Q ｒｅｑ is the actual cooling capacity Q ｃａｐ When the battery 12 is equal to the battery 12 , it is determined that the battery 12 needs to be cooled.

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

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

[0059] 3 is a flowchart relating to the control of the temperature adjustment system 100. As shown in FIG. 3, in step S10, the required cooling capacity calculation unit 61 calculates the battery temperature T ｂａｔ , travel time τ ｄ, the instantaneous heat generation amount Q of the battery 12 １ , and the amount of heat dissipation Q ２ In step S11, the required cooling capacity calculation unit 61 calculates the required cooling capacity by comparing the obtained parameters with the target temperature T ｔａｒｇｅｔ and the thermal capacity C of the battery 12 ｂａｔ Based on this, the required cooling capacity Q ｒｅｑ Calculate the following.

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

[0061] Thereafter, in step S14, the cooling necessity determination unit 63 determines the required cooling capacity Q ｒｅｑ and the actual cooling capacity Q of the cooling circuit 21 ｃａｐ By comparing the battery voltage with the voltage of the battery 12, it is determined whether or not the battery 12 needs to be cooled.

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

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

[0064] As shown in step S17, the cooling start or cooling end control is continued until the vehicle arrives at the destination, that is, for example, until the vehicle reaches the destination, that is ... ｄ This is repeatedly executed at a predetermined control period until the value of the control signal becomes zero.

[0065] 4 is a graph showing an example of the temperature change of the battery 12. In FIG. 4, as an example, the battery temperature T ｂａｔ The graph shows the transition of the battery temperature T ｂａｔ is shown by a solid line, and the battery temperature T ｂａｔ is indicated by a two-dot chain line. In the control of the comparative example, the temperature of the battery 12 is set to the target temperature T ｔａｒｇｅｔ If the battery temperature T exceeds the predetermined value, the heat exchanger 33 starts cooling the battery 12 immediately after the vehicle starts operating. ｂａｔ is the target temperature T ｔａｒｇｅｔ When this happens, the target temperature T ｔａｒｇｅｔ (Here, the target temperature T ｔａｒｇｅｔ This is a control to maintain the temperature below 100°C.

[0066] As shown in FIG. 4, the vehicle ０ Start running from time t １ Assume that the vehicle arrives at the destination and starts rapid charging of the battery 12. At this time, while the vehicle is running, the battery temperature T ｂａｔ is the target temperature T ｔａｒｇｅｔ Although the voltage did not exceed the time t １ Hereafter, the battery temperature T ｂａｔ rises sharply, and the target temperature T ｔａｒｇｅｔ Exceeds.

[0067] Therefore, at time t ２ When the quick charging is completed and the vehicle starts to run, the cooling of the battery 12 by the heat exchanger 33 is immediately started in the control of the comparative example. ３ The battery temperature T ｂａｔ is the target temperature T ｔａｒｇｅｔ (In particular, the first temperature θ １ ), and the cooling of the battery 12 by the heat exchanger 33 is completed. Also, the vehicle arrives at the next destination at time t ５ Battery temperature T ｂａｔ is the target temperature T ｔａｒｇｅｔ That is, in the control of the comparative example, the time t ２ From time t ５ Battery temperature T ｂａｔ is almost the target temperature T ｔａｒｇｅｔ is maintained.

[0068] On the other hand, in the control of this embodiment, the battery temperature T ｂａｔ is the target temperature T ｔａｒｇｅｔ (In particular, the upper limit of the second temperature θ ２ ), the actual cooling capacity Q of the cooling circuit 21 ｃａｐ is the required cooling capacity Q ｒｅｑ Therefore, the start of cooling the battery 12 is postponed until the time t ２ Even if the quick charging is completed and the vehicle starts to run at time t ２ At the time t ４ The actual cooling capacity Q of the cooling circuit 21 ｃａｐis the required cooling capacity Q ｒｅｑ When the battery 12 is cooled by the heat exchanger 33, the battery 12 starts to be cooled at time t ５ When the vehicle arrives at the next destination and fast charging starts, the battery temperature T ｂａｔ is exactly the target temperature T ｔａｒｇｅｔ (In particular, the upper limit of the second temperature θ ２ ) to reach

[0069] That is, in the control of this embodiment, at time t ２ From time t ５ During driving, the battery temperature T ｂａｔ is almost the target temperature T ｔａｒｇｅｔ However, when rapid charging is started, the battery temperature T ｂａｔ The time t when ５ At this time, the battery temperature T ｂａｔ is the target temperature T ｔａｒｇｅｔ Therefore, at time t ５ When the battery temperature reaches T ｂａｔ Even if the battery temperature T ｂａｔ is the heat resistance limit temperature U ｌｉｍ does not reach.

[0070] The control mode of the present embodiment and the comparative example is as follows: ６ The same applies when the vehicle is subsequently driven and the battery 12 is rapidly charged.

[0071] Therefore, the control of this embodiment (solid line) is more effective in reducing the battery temperature T ｂａｔ At the same time, the control of this embodiment can maintain the battery temperature T ｂａｔ The target temperature T ｔａｒｇｅｔ Therefore, the control of this embodiment can reduce the battery temperature T ｂａｔ While maintaining a high battery temperature T ｂａｔ is the heat resistance limit temperature U ｌｉｍ can be made not to exceed.

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

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

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

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

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

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

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

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

[0080] As described above, the control method of the temperature control system according to the above embodiment is a control method of the temperature control system 100, 200 that heats the vehicle interior 10 using heat generated by the heat generating part 11, which is a heat generating part in the vehicle. ｔａｒｇｅｔ is set in advance, and the temperature of the heat generating portion 11 (for example, the battery temperature T ｂａｔ ) is the target temperature T ｔａｒｇｅｔ When the temperature of the heat generating portion 11 exceeds the target temperature T ｔａｒｇｅｔ The required cooling capacity Q is the cooling capacity required to reduce ｒｅｑ and the cooling capacity of the cooling circuit 21 that cools the heat generating portion 11 (actual cooling capacity Q ｃａｐ ) is calculated. Then, the temperature of the heat generating portion 11 reaches the target temperature T ｔａｒｇｅｔ If it exceeds the required cooling capacity Q ｒｅｑ and the cooling capacity (Q ｃａｐ ) is equal to the target temperature T ｔａｒｇｅｔ After exceeding the required cooling capacity Q ｒｅｑ and the cooling capacity (Q ｃａｐ ) become equal, cooling of the heat generating portion 11 begins.

[0081] In this way, the required cooling capacity Q ｒｅｑ and the actual cooling capacity Q of the cooling circuit 21 ｃａｐ The necessity of cooling is judged by comparing the temperature of the heat generating portion 11 with the target temperature T ｔａｒｇｅｔ Even if it exceeds the required cooling capacity Q ｒｅｑ and actual cooling capacity Q ｃａｐ If the start of cooling of the heat generating unit 11 is postponed until the required cooling capacity Q ｒｅｑ and actual cooling capacity Q ｃａｐ When the temperatures of the heat generating unit 11 and the target temperature T are equal to each other, the cooling of the heat generating unit 11 is started. ｔａｒｇｅｔ Therefore, the target temperature T ｔａｒｇｅｔ Therefore, the control method of the temperature regulation system according to the above embodiment can achieve the temperature control of the heat generating unit 11 by controlling the heat generating unit 11 to the target temperature T ｔａｒｇｅｔ It is possible to control the heating energy consumption while improving the heating energy efficiency COP more than before.

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

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

[0084] In the control method of the temperature regulation system according to the above embodiment, in particular, the instantaneous heat generation amount of the heat generating unit 11 (for example, the instantaneous heat generation amount Q １ ), and the heating unit 11 reaches the target temperature T ｔａｒｇｅｔ When the heat dissipation amount from the heat generating portion 11 reaches ２ ), based on the required cooling capacity Q ｒｅｑ is corrected. Then, the corrected required cooling capacity Q ｒｅｑ (Q in Equation (2) ｒｅｑ ) the timing to start cooling the heat generating portion 11 (for example, the battery 12) is determined.

[0085] In this way, the instantaneous heat generation amount Q １ and heat dissipation amount Q ２ Further considering the required cooling capacity Q ｒｅｑ As a result, the timing to start cooling the heat generating portion 11 can be determined particularly accurately.

[0086] In the control method for the temperature adjustment system according to the above embodiment, the temperature T ｗ１ and the outside temperature T ｏｕｔ Based on this, the cooling capacity of the cooling circuit 21 (actual cooling capacity Q ｃａｐ ) is calculated.

[0087] In this way, the first refrigerant temperature T ｗ１ and the outside temperature T ｏｕｔ Based on this, the actual cooling capacity Q of the cooling circuit 21 ｃａｐ By calculating the actual cooling capacity Q ｃａｐ As a result, the timing for starting cooling of the heat generating portion 11 can be determined particularly accurately.

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

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

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

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

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

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

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

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

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

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

[0098] In the control method for the temperature regulation system according to the above embodiment, the target temperature T ｔａｒｇｅｔ is a predetermined first temperature θ １ to the second temperature θ ２ After the cooling of the heat generating portion 11 is started, the heat generating portion 11 is cooled to the second temperature θ ２ (See Figure 4).

[0099] In the control of the comparative example, the target temperature T ｔａｒｇｅｔ Even if the target temperature T ｔａｒｇｅｔ In order to maintain the first temperature θ １ In contrast, in the control method of the temperature regulation system according to the above embodiment, the temperature of the heat generating unit 11 (battery 12) must be cooled to the upper limit of the second temperature θ ２ Therefore, it is sufficient to reach the target temperature T ｔａｒｇｅｔ is determined by a range, the heat generating portion 11 is heated to the second temperature θ２ By cooling to this temperature, the heating energy efficiency COP can be particularly easily improved.

[0100] The control device of the temperature control system according to the above embodiment is a control device (temperature control controller 102) of the temperature control system 100, 200 that heats the passenger compartment of the vehicle using heat generated by a heat generating unit 11, which is a heat generating part in the vehicle. This control device (temperature control controller 102) sets a target temperature T ｔａｒｇｅｔ is set, and the temperature of the heat generating unit 11 reaches the target temperature T ｔａｒｇｅｔ When the temperature of the heat generating portion 11 exceeds the target temperature T ｔａｒｇｅｔ The required cooling capacity Q is the cooling capacity required to reduce ｒｅｑ and the cooling capacity of the cooling circuit 21 that cools the heat generating portion 11 (actual cooling capacity Q ｃａｐ ) and the temperature of the heat generating portion 11 is calculated to reach the target temperature T ｔａｒｇｅｔ If it exceeds the required cooling capacity Q ｒｅｑ and the cooling capacity (Q ｃａｐ ) is equal to the target temperature T ｔａｒｇｅｔ After exceeding the required cooling capacity Q ｒｅｑ and the cooling capacity (Q ｃａｐ ) become equal, the cooling of the heat generating portion 11 begins.

[0101] In this way, the required cooling capacity Q ｒｅｑ and the actual cooling capacity Q of the cooling circuit 21 ｃａｐ The necessity of cooling is judged by comparing the temperature of the heat generating portion 11 with the target temperature T ｔａｒｇｅｔ Even if it exceeds the required cooling capacity Q ｒｅｑ and actual cooling capacity Q ｃａｐ If the start of cooling of the heat generating unit 11 is postponed until the required cooling capacity Q ｒｅｑ and actual cooling capacity Q ｃａｐ When the temperatures of the heat generating unit 11 and the target temperature T are equal to each other, the cooling of the heat generating unit 11 is started. ｔａｒｇｅｔ Therefore, the target temperature T ｔａｒｇｅｔIf it is sufficient that the target temperature T is reached by the time the vehicle arrives at the destination, the purpose of controlling the temperature of the heat generating unit 11 is achieved. ｔａｒｇｅｔ It is possible to control the heating energy consumption while improving the heating energy efficiency COP more than before.

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

Claims

1. A control method for a temperature control system that heats a vehicle cabin using heat generated by a heat generating part that is a part that generates heat in a vehicle, comprising: presetting a target temperature to be maintained by the heat generating part; calculating a required cooling capacity required to lower the temperature of the heat generating part to the target temperature when the temperature of the heat generating part exceeds the target temperature, the required cooling capacity being determined based on the difference between the actual temperature of the heat generating part and the target temperature, and the cooling capacity of a cooling circuit that cools the heat generating part; when the temperature of the heat generating part exceeds the target temperature, holding off on starting cooling of the heat generating part until the required cooling capacity and the cooling capacity of the cooling circuit become equal; after the temperature of the heat generating part exceeds the target temperature, starting cooling of the heat generating part when the required cooling capacity and the cooling capacity of the cooling circuit become equal. A control method for a temperature control system.

2. The control method for a temperature control system according to claim 1, comprising: calculating the required cooling capacity based on the heat capacity of the heat generating part, the temperature of the heat generating part, the target temperature, and the time for which the vehicle is scheduled to travel. A control method for a temperature control system.

3. The control method for a temperature control system according to claim 2, comprising: correcting the required cooling capacity based on the instantaneous heat generation amount of the heat generating part and the heat removal amount from the heat generating part when the heat generating part reaches the target temperature; determining the start time of cooling of the heat generating part based on the corrected required cooling capacity. A control method for a temperature control system.

4. The control method for a temperature control system according to claim 1, comprising: calculating the cooling capacity of the cooling circuit based on the temperature of the refrigerant circulating in the cooling circuit and the outside air temperature. A control method for a temperature control system.

5. The control method for a temperature control system according to claim 1, comprising: calculating the cooling capacity of the cooling circuit by subtracting a predetermined margin from the maximum cooling capacity of the cooling circuit. A control method for a temperature control system.

6. The control method for a temperature control system according to claim 5, comprising: setting the margin according to an error that may be included in parameters for calculating the required cooling capacity and the cooling capacity of the cooling circuit. A control method for a temperature control system.

7. The control method for a temperature control system according to claim 1, comprising: determining the start time of cooling of the heat generating part based on the cooling capacity of the cooling circuit when the vehicle is stopped. A control method for a temperature control system.

8. A control method for a temperature control system according to claim 1, wherein the heat generating part is a battery that supplies power to the vehicle, an electric powertrain that drives the vehicle, or the battery and the electric powertrain. A control method for a temperature control system.

9. A control method for a temperature control system according to claim 8, wherein when the heat generating part includes the battery, at least when the battery is rapidly charged, it is determined whether to start cooling or hold cooling for the battery. A control method for a temperature control system.

10. A control method for a temperature control system according to claim 1, wherein the target temperature is set by a range from a predetermined first temperature to a second temperature, after starting to cool the heat generating part, the heat generating part is cooled to the second temperature. A control method for a temperature control system.

11. A control device for a temperature control system that heats a vehicle compartment using heat generated by a heat generating part that generates heat in a vehicle, wherein the control device sets a target temperature to be maintained by the heat generating part, calculates a required cooling capacity required to lower the temperature of the heat generating part to the target temperature when the temperature of the heat generating part exceeds the target temperature, the required cooling capacity determined based on the difference between the actual temperature of the heat generating part and the target temperature, and the cooling capacity of a cooling circuit that cools the heat generating part, when the temperature of the heat generating part exceeds the target temperature, holds the start of cooling of the heat generating part until the required cooling capacity and the cooling capacity of the cooling circuit become equal, after the temperature of the heat generating part exceeds the target temperature, when the required cooling capacity and the cooling capacity of the cooling circuit become equal, starts cooling the heat generating part. A control device for a temperature control system.