Cooling control device for electrical components mounted to vehicle

Abstract

This cooling control device for electrical components mounted to a vehicle comprises a first flow path, a second flow path, a third flow path, and a first circulation device. The first flow path can circulate a coolant to a first electrical component and a first heat exchanger. The second flow path can circulate the coolant to a second electrical component and a second heat exchanger. In a first mode, if the temperature of the coolant is equal to or less than a predetermined value, the coolant is circulated to the first electrical component via the third flow path after being passed through the second heat exchanger. In a second mode, if the temperature of the coolant is greater than a predetermined value, the coolant is passed through the first heat exchanger and circulated in the first flow path. In a third mode, if the temperature of the coolant becomes greater than a predetermined value during execution of the first mode, prior to executing the second mode, the coolant is circulated to the first electrical component via the third flow path after being passed through the second heat exchanger, is passed through the first heat exchanger, and is circulated in the first flow path.

Description

Cooling control device for electrical components mounted on a vehicle

[0001] The present invention relates to a cooling control device for electrical components mounted on a vehicle.

[0002] Patent Document 1 discloses a cooling device having a cooling water line with a radiator, a battery cooling water line that circulates cooling water to a battery module, a valve that connects the cooling water line and the battery cooling water line, and a chiller that exchanges heat with the cooling water in the battery cooling water line to adjust the temperature of the cooling water.

[0003] Japanese Patent Application Laid-Open No. 2021-195116

[0004] When the temperature of an electrical component to be cooled rises significantly, heat is exchanged between the electrical component and the coolant passing through the electrical component, causing the temperature of the coolant to rise. When the heated coolant is cooled by passing it through a heat exchanger, the heated coolant and the coolant in the flow paths that are not being used for heat exchange with the electrical component mix together within the flow paths, causing the temperature of the coolant passing through the electrical component to fluctuate and become unstable.

[0005] An object of the present invention is to provide a cooling control device that suppresses fluctuations in the temperature of coolant passing through electrical components mounted on a vehicle when cooling the electrical components.

[0006] According to one aspect of the present invention, a cooling control device for an electrical component mounted on a vehicle includes a first flow path, a second flow path, a third flow path, a first circulation device, a valve, a sensor, and a controller. The first flow path is capable of circulating coolant by passing it through a first electrical component and a first heat exchanger. The second flow path is capable of circulating coolant by passing it through a second electrical component and a second heat exchanger. The third flow path causes the coolant, having passed through the second heat exchanger of the second flow path, to flow upstream of the first electrical component and downstream of the first heat exchanger of the first flow path. The first circulation device is provided in the first flow path and circulates the coolant. The valve connects the first flow path and the second flow path and is capable of switching between the first flow path and the second flow path through which the coolant passes. The sensor acquires the temperature of the coolant. The controller controls the first circulation device and the valve. The controller executes a first mode, a second mode, and a third mode. In the first mode, when the controller determines that the temperature of the coolant is equal to or lower than a predetermined value, the controller causes the coolant that has passed through the first electrical component to pass through the second heat exchanger and then circulates it to the first electrical component via the third flow path. In the second mode, when the controller determines that the temperature of the coolant is higher than the predetermined value, the controller causes the coolant that has passed through the first electrical component to pass through the first heat exchanger and then circulates it in the first flow path. In the third mode, when the controller determines that the temperature of the coolant is higher than the predetermined value while executing the first mode, before executing the second mode, the controller causes the coolant that has passed through the first electrical component to pass through the second heat exchanger and then circulates it to the first electrical component via the third flow path, and causes the coolant that has passed through the first electrical component to pass through the first heat exchanger and then circulates it in the first flow path.

[0007] According to the cooling control device for electrical components mounted on a vehicle of the present invention, fluctuations in the temperature of the coolant passing through the electrical components can be suppressed.

[0008] FIG. 1 is a block diagram showing the configuration of a cooling control device for electrical components mounted on a vehicle according to an embodiment. FIG. 2 is an explanatory diagram schematically showing temperature conditions under which each mode of the cooling control device is executed. FIG. 3 is an explanatory diagram schematically showing the configuration of the cooling control device. FIG. 4A is an explanatory diagram schematically showing the flow of coolant in a first mode of the cooling control device. FIG. 4B is an explanatory diagram schematically showing the flow of coolant in a second mode of the cooling control device. FIG. 4C is an explanatory diagram schematically showing the flow of coolant in a third mode of the cooling control device. FIG. 5A is an explanatory diagram schematically showing the flow of coolant in a fourth mode of the cooling control device. FIG. 5B is an explanatory diagram schematically showing the flow of coolant in a fifth mode of the cooling control device. FIG. 5C is an explanatory diagram schematically showing the flow of coolant in a sixth mode of the cooling control device. FIG. 6 is a block diagram showing the configuration of a cooling control device according to a modified example.

[0009] Hereinafter, with reference to the drawings, a cooling control device for an electrical component mounted on a vehicle according to an embodiment, a modification thereof, and specific examples to which the embodiment or the modification thereof is applied will be described. Furthermore, components having the same functions as those already described will be assigned the same reference numerals and will not be described again.

[0010] The cooling control device according to the embodiment uses a coolant to cool electrical components mounted on a vehicle. That is, the electrical components are cooled by passing the coolant through the electrical components. The coolant is, for example, cooling water, which will hereinafter be referred to as "coolant." The cooling control device includes a first flow path 11, a second flow path 21, a third flow path 31, a first circulation device 41, a valve 51, a sensor 61, and a controller 71. The controller 71 controls the first circulation device 41 and the valve 51 to implement a first mode M1, a second mode M2, and a third mode M3 as operating modes for cooling the electrical components (see FIGS. 4A-4C ).

[0011] The cooling control device can circulate the cooling water through the first electrical component 1 and the first heat exchanger 2 in the first flow path 11. The first flow path 11 is also provided with a first circulation device 41 and a sensor 61 (see FIGS. 1 and 3).

[0012] The first electrical component 1 is, for example, a powertrain module (hereinafter referred to as the powertrain module 1). The powertrain module 1 has an engine or a drive motor, and generates heat when these are driven. When coolant passes through the powertrain module 1, heat is exchanged between the powertrain module 1 and the coolant. This cools the heated powertrain module 1, and the temperature of the coolant used to cool the powertrain module 1 increases.

[0013] The first heat exchanger 2 is, for example, a radiator (hereinafter referred to as the radiator 2). The radiator 2 exchanges heat between the coolant and the air outside the radiator 2 as the coolant passes through it. This allows the heat of the coolant, which has been used for cooling and has increased in temperature, to be released to the outside, thereby cooling the coolant.

[0014] The first circulation device 41 is, for example, a circulation pump (hereinafter referred to as the first pump 41). The first pump 41 has, for example, an inlet port and an outlet port, each connected to a flow path in the first flow path 11. When the first pump 41 is operated, the first pump 41 causes the cooling water to flow into the first pump from the inlet port and then discharge the inflowing cooling water from the outlet port. Therefore, by operating the first pump 41 in the closed-loop flow path, the cooling water can be circulated from the inlet port to the outlet port. Hereinafter, when viewed from a certain component or a certain flow path portion in the flow path, the flow path on the forward side of the cooling water flow direction is defined as downstream, and the flow path on the reverse side of the cooling water flow direction is defined as upstream. These definitions are applicable to the first flow path 11, the second flow path 21, and the third flow path. Note that the type and operation method of the first pump 41 are not particularly limited, and a known circulation pump can be used.

[0015] The sensor 61 acquires the temperature T1 of the coolant passing through the powertrain module 1. The sensor 61 is provided, for example, downstream of the powertrain module 1 (see FIG. 3 ). The sensor 61 may also be provided in a flow path within the powertrain module 1 or upstream of the powertrain module 1. Alternatively, a plurality of sensors 61 may be provided upstream and downstream of the powertrain module 1, and the coolant temperature T1 may be calculated based on the plurality of acquired temperatures.

[0016] The first flow path 11 according to the embodiment is a flow path through which the coolant passes and is configured with a powertrain line 12A, a radiator line 12B, a first branched path 7 connecting the powertrain line 12A and the radiator line 12B, and a valve 51 (see FIG. 3 ). The first branched path 7 is connected to a third flow path 31 (described later) and has, for example, three connection ports. The function and operation of the valve 51 will be described in detail later.

[0017] The upstream end of the powertrain line 12A is connected to the first branch line 7, and the downstream end of the powertrain line 12A is connected to the valve 51. In the powertrain line 12A, a first pump 41, a powertrain module 1, and a sensor 61 are arranged in the above order in the downstream direction as viewed from the first branch line 7 (see FIG. 3 ).

[0018] The upstream end of the radiator line 12B is connected to the valve 51, and the downstream end of the radiator line 12B is connected to the first branch passage 7. In the radiator line 12B, the radiator 2 and the first branch passage 7 are arranged in the above order in the downstream direction as viewed from the valve 51 (see FIG. 3).

[0019] When the first pump 41 is operated in a state in which the first flow path 11 forms a closed loop, the coolant can circulate by passing from the first pump 41 through the powertrain module 1, the sensor 61, the valve 51, the radiator 2, and the first branch path 7 in this order. Note that the configurations of the powertrain line 12A and the radiator line 12B and the arrangement of the components are not limited to those described above.

[0020] The powertrain line 12A may be provided with other electrical components 5 different from the powertrain module 1 (see FIG. 3 ). For example, an on-board charger or a DC-DC converter may be provided as the other electrical components 5. In this case, the other electrical components 5 can be cooled by the coolant passing through them.

[0021] The cooling control device can circulate the cooling water through the second electrical component 3 and the second heat exchanger 4 in the second flow path 21 (see FIG. 3). The second flow path 21 may also be provided with a second circulation device 42 (see FIGS. 1 and 3). The cooling control device may also have a sensor 62 that acquires the temperature T2 of the second electrical component 3 (see FIG. 1).

[0022] The second electrical component 3 is, for example, a battery module (hereinafter referred to as the battery module 3). The battery module 3 generates heat when a high voltage is supplied to it. When coolant passes through the battery module 3, heat is exchanged between the battery module 3 and the coolant. This cools the heated battery module 3, and the temperature of the coolant used to cool the battery module 3 increases.

[0023] The second heat exchanger 4 is, for example, a chiller (hereinafter referred to as chiller 4). When cooling water passes through the chiller 4, heat exchange occurs between the cooling water and the refrigerant. As a result, the cooling water, which has been used for cooling and whose temperature has increased, is dissipated, and the temperature of the cooling water can be adjusted.

[0024] The second pump 42 has, for example, an inlet port and an outlet port, each connected to a flow path in the second flow path 21. When the second pump 42 is operated, the second pump 42 can cause the cooling water to flow into the second pump from the inlet port and cause the flowing cooling water to flow out from the outlet port. Therefore, by operating the second pump 42 in the closed-loop flow path, the cooling water can be circulated in the direction from the inlet port to the outlet port.

[0025] The second flow path 21 according to the embodiment is a flow path through which the cooling water passes, and is configured with a chiller line 22A, a battery line 22B, a second branched flow path 8 connecting the chiller line 22A and the battery line 22B, and a valve 51 (see FIG. 3). The second branched flow path 8 is also connected to a third flow path 31 (described later) and has, for example, three connection ports.

[0026] The upstream end of the chiller line 22A is connected to the valve 51, and the downstream end of the chiller line 22A is connected to the second branch line 8 (see FIG. 3). A chiller 4 is arranged in the chiller line 22A.

[0027] The upstream end of the battery line 22B is connected to the second branch line 8, and the downstream end of the battery line 22B is connected to a valve 51 (see FIG. 3). A battery module 3 is arranged on the battery line 22B.

[0028] When the second pump 42 is operated in a state in which the second flow path 21 forms a closed loop, the cooling water can circulate by passing from the second pump 42 through the battery module 3, the valve 51, and the chiller 4 in that order (see FIG. 3 ). Note that the configurations of the chiller line 22A and the battery line 22B and the arrangement of the components are not limited to those described above.

[0029] Other components 6 may be provided in the second flow path 21. For example, other electrical components, heaters, etc. may be provided as the other components 6. In this case, by passing the cooling water through the other components 6, it is possible to cool the other components 6 and adjust the temperature of the cooling water.

[0030] The sensor 62 acquires the temperature T2 of the battery module 3 (see FIG. 1). In this case, as will be described later, the controller 71 may execute a fourth mode M4, a fifth mode M5, or a sixth mode M6 as an operation mode for cooling the battery module 3 according to the temperature T2 of the battery module 3 (see FIGS. 5A-5C).

[0031] The third flow path 31 allows the cooling water that has passed through the chiller 4 in the second flow path 21 to flow upstream of the powertrain module 1 and downstream of the radiator 2 in the first flow path 11 (see Figure 3).

[0032] The third flow path 31 according to this embodiment is configured with a connecting line 32. The upstream end of the connecting line 32 is connected to the second branch path 8, which is connected to the downstream end of the chiller line 22A. The downstream end of the connecting line 32 is connected to the first branch path 7. That is, the connecting line 32 branches off from the second flow path 21 downstream of the chiller 4, and is connected to the first flow path 11 upstream of the first pump 41 and downstream of the radiator 2 (see FIG. 3 ). Note that the configuration and arrangement of the third flow path 31 are not limited to those described above.

[0033] The valve 51 connects the first flow path 11 and the second flow path 21 and is configured to be able to switch between the first flow path 11 and the second flow path 21 through which the coolant passes (see FIG. 3 ). The valve 51 is configured, for example, as a four-way valve having four connection ports, each connected to the downstream end of the powertrain line 12A, the upstream end of the radiator line 12B, the upstream end of the chiller line 22A, and the downstream end of the battery line 22B, respectively. The valve 51 can connect and close the flow paths through which the coolant passes by operating it to a predetermined position.

[0034] The valve 51 has a first position, a second position, and a third position. The valve 51 may also have a fourth position.

[0035] In the first position, the valve 51 connects the powertrain line 12A and the chiller line 22A. Therefore, when the first pump 41 is operated with the valve 51 in the first position, the cooling water that has passed through the powertrain line 12A flows into the chiller line 22A via the valve 51. The cooling water then flows into the powertrain line 12A via the connecting line 32. That is, the cooling water circulates through the powertrain line 12A, the chiller line 22A, and the connecting line 32 (see FIG. 4A ). In the first position, the flow path between the powertrain line 12A and the radiator line 12B is closed, and the flow path between the chiller line 22A and the battery line 22B is also closed.

[0036] In the second position, the valve 51 connects the powertrain line 12A and the radiator line 12B. Therefore, when the first pump 41 is operated with the valve 51 in the second position, the coolant that has passed through the powertrain line 12A flows into the radiator line 12B via the valve 51. The coolant then passes through the radiator line 12B and flows into the powertrain line 12A. That is, the coolant circulates through the powertrain line 12A and the radiator line 12B (see FIG. 4B ). In the second position, the flow path between the powertrain line 12A and the chiller line 22A is closed, and the flow path between the radiator line 12B and the battery line 22B is also closed.

[0037] In the second position, the valve 51 may connect the powertrain line 12A and the radiator line 12B, and simultaneously connect the chiller line 22A and the battery line 22B. In this case, when the second pump 42 is operated with the valve 51 in the second position, the cooling water that has passed through the battery line 22B flows into the chiller line 22A via the valve 51. The cooling water then passes through the chiller line 22A and flows into the battery line 22B. That is, the cooling water circulates through the chiller line 22A and the battery line 22B (see FIG. 5B ).

[0038] In the third position, the valve 51 connects the powertrain line 12A and the radiator line 12B, and can also connect the powertrain line 12A and the chiller line 22A. Therefore, when the first pump 41 is operated with the valve 51 in the third position, a portion of the cooling water that has passed through the powertrain line 12A flows into the radiator line 12B via the valve 51. The cooling water that has flowed into the radiator line 12B then passes through the radiator line 12B and flows into the powertrain line 12A. That is, the cooling water circulates through the powertrain line 12A and the radiator line 12B.

[0039] Furthermore, a portion of the cooling water that has passed through the powertrain line 12A flows into the chiller line 22A via the valve 51. The cooling water that has flowed into the chiller line 22A then passes through the chiller line 22A and flows into the powertrain line 12A via the connecting line 32. That is, the cooling water circulates through the powertrain line 12A, the chiller line 22A, and the connecting line 32. Therefore, when the first pump 41 is operated with the valve 51 in the third position, the cooling water circulates through the powertrain line 12A and the radiator line 12B, and simultaneously circulates through the powertrain line 12A, the chiller line 22A, and the connecting line 32 (see FIG. 4C ).

[0040] Furthermore, in the third position, the valve 51 may be capable of connecting the radiator line 12B and the battery line 22B, and may also be capable of connecting the chiller line 22A and the battery line 22B. Therefore, when the first pump 41 and the second pump 42 are operated with the valve 51 in the third position, a portion of the coolant that has passed through the battery line 22B flows into the radiator line 12B via the valve 51. The coolant that has flowed into the radiator line 12B then passes through the radiator line 12B and flows into the powertrain line 12A.

[0041] Furthermore, a portion of the cooling water that has passed through the battery line 22B flows into the chiller line 22A via the valve 51. Then, a portion of the cooling water that has passed through the chiller line 22A flows into the battery line 22B. Therefore, when the first pump 41 and the second pump 42 are operated with the valve 51 in the third position, the cooling water can be circulated in three ways: through the powertrain line 12A and the radiator line 12B; through the powertrain line 12A, the chiller line 22A, and the connecting line 32; and through the chiller line 22A and the battery line 22B (see FIG. 5C ).

[0042] Furthermore, in the fourth position, the valve 51 may be capable of connecting the powertrain line 12A and the chiller line 22A, and simultaneously connecting the chiller line 22A and the battery line 22B. Therefore, when the first pump 41 and the second pump 42 are operated with the valve 51 in the fourth position, the cooling water that has passed through the powertrain line 12A flows into the chiller line 22A via the valve 51. Then, a portion of the cooling water that has passed through the chiller line 22A flows into the powertrain line 12A via the connection line 32.

[0043] Furthermore, the cooling water that has passed through the battery line 22B flows into the chiller line 22A via the valve 51. A portion of the cooling water that has passed through the chiller line 22A flows into the battery line 22B. Therefore, when the first pump 41 and the second pump 42 are operated with the valve 51 in the fourth position, the cooling water circulates through the powertrain line 12A, the chiller line 22A, and the connecting line 32, and also through the chiller line 22A and the battery line 22B (see FIG. 5A ). Note that the configuration of the valve 51 and the flow paths that can be connected depending on the position of the valve 51 are not limited to those described above.

[0044] The controller 71 can control the first pump 41 and the valve 51 based on the temperature T1 of the cooling water obtained from the sensor 61 (see FIG. 1).

[0045] The controller 71 is configured by a computer having a hardware processor such as a CPU (Central Processing Unit) and a memory. The memory is connected to the hardware processor via a bus. The hardware processor executes programs stored in the memory, allowing the controller 71 to realize various functions.

[0046] The controller 71 can execute a first mode M1, a second mode M2, and a third mode M3 as operation modes for cooling the powertrain module 1 (see FIGS. 2 and 4A-4C).

[0047] When the controller 71 determines that the coolant temperature T1 acquired by the sensor 61 is equal to or lower than a predetermined value, it moves the valve 51 to the first position. This connects the powertrain line 12A and the chiller line 22A. In this state, the controller 71 can execute the first mode M1 by operating the first pump 41. In the first mode M1, the coolant that has passed through the powertrain module 1 can be circulated to the powertrain module 1 via the third flow path 31 after passing through the chiller 4. That is, in the first mode M1, the coolant circulates through the powertrain line 12A, the chiller line 22A, and the connection line 32 (see FIG. 4A ).

[0048] In the first mode M1, the coolant is passed through the powertrain module 1 to cool it, and the heated coolant can be further cooled by the chiller 4. In the first mode M1, the coolant in the radiator line 12B does not circulate and is not used to cool the powertrain module 1. Therefore, the temperature of the coolant in the radiator line 12B is approximately the same as the outside air temperature around that portion, and when the outside air temperature is low, the temperature of the coolant in that portion also becomes low.

[0049] When the controller 71 determines that the coolant temperature T1 is greater than the predetermined value, it moves the valve 51 to the second position. This connects the powertrain line 12A and the radiator line 12B. The controller 71 can execute the second mode M2 ​​by operating the first pump 41 in this state. In the second mode M2, the coolant that has passed through the powertrain module 1 can be passed to the radiator 2 and circulated within the first flow path 11. That is, in the second mode M2, the coolant circulates through the powertrain line 12A and the radiator line 12B (see FIG. 4B ). In the second mode M2, the coolant is passed through the powertrain module 1 to be cooled, and the heated coolant can then be cooled by the radiator 2.

[0050] If the controller 71 determines that the coolant temperature T1 has exceeded a predetermined value while the first mode M1 is being executed, the controller 71 moves the valve 51 to the third position before executing the second mode M2. This connects the powertrain line 12A and the radiator line 12B, and simultaneously connects the powertrain line 12A and the chiller line 22A. The controller 71 can execute the third mode M3 by operating the first pump 41 in this state. In other words, when transitioning from the first mode M1 to the second mode M2, the controller 71 executes the third mode M3 before executing the second mode M2 ​​(see FIG. 2 ).

[0051] In the third mode M3, the cooling water that has passed through the powertrain module 1 is passed through the chiller 4 and then circulated to the powertrain module 1 via the third flow path 31. Simultaneously with the above circulation, in the third mode M3, the cooling water that has passed through the powertrain module 1 can be passed through the radiator 2 and circulated within the first flow path 11. That is, in the third mode M3, the cooling water circulates through the powertrain line 12A, the chiller line 22A, and the connecting line 32, and also circulates through the powertrain line 12A and the radiator line 12B (see FIG. 4C ).

[0052] By executing the third mode M3, the coolant in the radiator line 12B gradually mixes with the coolant passing through the powertrain line 12A, the chiller line 22A, and the connecting line 32, thereby preventing the coolant temperature T1 from becoming unstable. That is, if the second mode M2 ​​is executed immediately after it is determined that the coolant temperature T1 has exceeded the predetermined value while the first mode M1 is being executed, the coolant in the radiator line 12B mixes with the coolant in the powertrain line 12A, which tends to cause the coolant temperature T1 to fluctuate and become unstable. If the coolant temperature T1 fluctuates and becomes unstable, for example, the controller 71 may frequently change the cooling operation mode. As a result, the number of times the valve 51 is operated to the predetermined position increases, which may reduce the durability of the valve 51.

[0053] The controller 71 according to the embodiment may control the first pump 41, the second pump 42, and the valve 51 based on the battery module 3 temperature T2 acquired from the sensor 62 (see FIG. 1 ). The controller 71 may be capable of executing a fourth mode M4, a fifth mode M5, or a sixth mode M6 as operation modes for cooling the powertrain module 1 and the battery modules 3. For example, when the battery module 3 temperature T2 is greater than a predetermined value, the controller 71 may execute any one of the fourth mode M4, the fifth mode M5, or the sixth mode M6 instead of the first mode M1, the second mode M2, or the third mode M3 (see FIG. 2 ).

[0054] When the controller 71 determines that the coolant temperature T1 is equal to or lower than a predetermined value and that the battery module 3 temperature T2 is greater than a predetermined value, the controller 71 moves the valve 51 to the fourth position. This connects the powertrain line 12A and the chiller line 22A, and simultaneously connects the chiller line 22A and the battery line 22B. In this state, the controller 71 can execute the fourth mode M4 by operating the first pump 41 and the second pump 42. In the fourth mode M4, the coolant that has passed through the powertrain module 1 is circulated through the chiller 4 and then through the third flow path 31 to the powertrain module 1. Simultaneously with this circulation, in the fourth mode M4, the coolant that has passed through the battery module 3 is circulated through the chiller 4. That is, in the fourth mode M4, the coolant circulates through the powertrain line 12A, the chiller line 22A, and the connecting line 32, as well as through the battery line 22B and the chiller line 22A. In other words, the fourth mode M4 can perform the operation of the first mode M1 while circulating the cooling water in the second flow path 21 (see FIG. 5A).

[0055] In the fourth mode M4, the cooling water is passed through the powertrain module 1 to cool it, and the cooling water whose temperature has increased can be cooled by the chiller 4. In addition, the cooling water is passed through the battery module 3 to cool it, and the cooling water whose temperature has increased can be cooled by the chiller 4.

[0056] When the controller 71 determines that the coolant temperature T1 is greater than a predetermined value and that the battery module 3 temperature T2 is greater than a predetermined value, the controller 71 moves the valve 51 to the second position. This connects the powertrain line 12A and the radiator line 12B, and simultaneously connects the chiller line 22A and the battery line 22B. In this state, the controller 71 can execute the fifth mode M5 by operating the first pump 41 and the second pump 42. In the fifth mode M5, the coolant that has passed through the powertrain module 1 is circulated through the radiator 2. Simultaneously with this circulation, the controller 71 also circulates the coolant that has passed through the battery module 3 through the chiller 4. That is, in the fifth mode M5, the coolant circulates through the powertrain line 12A and the radiator line 12B, as well as through the battery line 22B and the chiller line 22A (see FIG. 5B ). In other words, the fifth mode M5 can perform the operation of the second mode M2 ​​while circulating the coolant in the second flow path 21.

[0057] In the fifth mode M5, the cooling water is passed through the powertrain module 1 to cool it, and the heated cooling water can be further cooled by the radiator 2. In addition, the cooling water is passed through the battery module 3 to cool it, and the heated cooling water can be further cooled by the chiller 4.

[0058] If the controller 71 determines that the coolant temperature T1 has exceeded a predetermined value while the fourth mode M4 is being executed, the controller 71 moves the valve 51 to the third position before executing the fifth mode M5. This connects the powertrain line 12A and the radiator line 12B, simultaneously connects the powertrain line 12A and the chiller line 22A, simultaneously connects the chiller line 22A and the battery line 22B, and simultaneously connects the radiator line 12B and the battery line 22B. In this state, the controller 71 can execute the sixth mode M6 by operating the first pump 41 and the second pump 42. In other words, when transitioning from the fourth mode M4 to the fifth mode M5, the controller 71 executes the sixth mode M6 before executing the fifth mode M5 (see FIG. 2 ).

[0059] In the sixth mode M6, the coolant that has passed through the powertrain module 1 is passed through the chiller 4 and then circulated to the powertrain module 1 via the third flow path 31. Simultaneously with the circulation, in the sixth mode M6, the coolant that has passed through the powertrain module 1 can be passed through the radiator 2 and circulated within the first flow path 11. Simultaneously with the circulation, in the sixth mode M6, the coolant that has passed through the battery module 3 can be passed through the chiller 4 and circulated within the second flow path 21. That is, in the sixth mode M6, the coolant circulates through the powertrain line 12A, the chiller line 22A, and the connecting line 32, as well as through the powertrain line 12A, the radiator line 12B, and further through the battery line 22B and the chiller line 22A (see FIG. 5C ). Note that the conditions for executing the first mode M1 to the sixth mode M6 are not limited to those described above and may be selected based on different conditions.

[0060] When transitioning from the first mode M1 to the second mode M2, the controller 71 may execute the third mode M3 for a predetermined time P1 before executing the second mode M2. The predetermined time P1 may be set as the time required for the coolant temperature T1 to be sufficiently stabilized. The controller 71 may also change the predetermined time P1 depending on the coolant temperature T1. For example, when the coolant temperature T1 is greater than a predetermined value, the difference between the coolant temperature T1 and the temperature of the coolant in the radiator line 12B is relatively large. Therefore, the time required for the coolant temperature T1 to be stabilized is long, and therefore the predetermined time P1 may be set long. Furthermore, when the coolant temperature T1 is equal to or less than a predetermined value, the difference between the coolant temperature T1 and the temperature of the coolant in the radiator line 12B is relatively small. Therefore, the time required for the coolant temperature T1 to be stabilized is short, and therefore the predetermined time P1 may be set short. This allows the predetermined time P1 to be appropriately set depending on the coolant temperature T1.

[0061] As a modification of the cooling control device according to the embodiment, a sensor 63 that acquires an outside air temperature T3 may be provided (see FIG. 6 ). In this case, the controller 71 may change the predetermined time P1 in accordance with the outside air temperature T3. For example, when the outside air temperature T3 is greater than a predetermined value, the temperature of the coolant in the radiator line 12B is relatively high, and the difference between the coolant temperature T1 and the coolant temperature in the radiator line 12B is relatively small. Therefore, the time required for the coolant temperature T1 to stabilize is short, and the predetermined time P1 may be shortened. On the other hand, when the outside air temperature T3 is equal to or lower than a predetermined value, the temperature of the coolant in the radiator line 12B is relatively low, and the difference between the coolant temperature T1 and the coolant temperature in the radiator line 12B is relatively large. Therefore, the time required for the coolant temperature T1 to stabilize is long, and the predetermined time P1 may be set long. Furthermore, the controller 71 may change the predetermined time P1 based on the coolant temperature T1 and the outside air temperature T3. For example, when the difference between the coolant temperature T1 and the outside air temperature T3 is greater than a predetermined value, the time required for the coolant temperature T1 to stabilize is long, so the predetermined time P1 may be increased. On the other hand, when the difference between the coolant temperature T1 and the outside air temperature T3 is equal to or smaller than a predetermined value, the time required for the coolant temperature T1 to stabilize is short, so the predetermined time P1 may be decreased.

[0062] When transitioning from the fourth mode M4 to the fifth mode M5, the controller 71 may execute the sixth mode M6 for a predetermined time P2 before executing the fifth mode M5. The predetermined time P2 may be set based on the coolant temperature T1 and the outside air temperature T3, similar to the predetermined time P1.

[0063] Furthermore, the controller 71 may have a control unit and be configured to control a grille shutter of the vehicle. The grille shutter is, for example, provided in an openable and closable manner under the front bumper of the vehicle, and opening the grille shutter can promote the discharge of heat from the radiator 2 to the outside of the vehicle. Therefore, the controller 71 may close the grille shutter, for example, when executing the second mode M2, the third mode M3, the fifth mode M5, or the sixth mode M6 in which coolant flows through the radiator line 12B. Furthermore, the exhaust heat from the chiller 4 may be utilized for air conditioning in the vehicle, such as heating. For example, the controller 71 may be capable of controlling the use of exhaust heat from the chiller 4 for air conditioning in the vehicle, for example, when executing the first mode M1, the second mode M2, the fourth mode M4, the fifth mode M5, or the sixth mode M6 in which coolant flows through the chiller line 22A.

[0064] (1) A cooling control device for electrical components mounted on a vehicle according to an embodiment includes a first flow path 11, a second flow path 21, a third flow path 31, a first pump 41 serving as a first circulation device, a valve 51, a sensor 61, and a controller 71. The first flow path 11 is capable of circulating coolant by passing it through a powertrain module 1 serving as a first electrical component and a radiator 2 serving as a first heat exchanger. The second flow path 21 is capable of circulating coolant by passing it through a battery module 3 serving as a second electrical component and a chiller 4 serving as a second heat exchanger. The third flow path 31 allows the coolant that has passed through the chiller 4 of the second flow path 21 to flow upstream of the powertrain module 1 and downstream of the radiator 2 of the first flow path 11. The first pump 41 is provided in the first flow path 11 and circulates the coolant. The valve 51 connects the first flow path 11 and the second flow path 21 and can switch the flow path through which the coolant passes between the first flow path 11 and the second flow path 21. The sensor 61 acquires the coolant temperature T1. The controller 71 controls the first pump 41 and the valve 51. The controller 71 executes a first mode M1, a second mode M2, and a third mode M3. In the first mode M1, when the controller 71 determines that the coolant temperature T1 is equal to or lower than a predetermined value, the controller 71 causes the coolant that has passed through the powertrain module 1 to pass through the chiller 4 and then circulates it to the powertrain module 1 via the third flow path 31. In the second mode M2, when the controller 71 determines that the coolant temperature T1 is greater than the predetermined value, the controller 71 causes the coolant that has passed through the powertrain module 1 to pass through the radiator 2 and circulate it within the first flow path 11. In the third mode M3, when the controller 71 determines that the coolant temperature T1 has become greater than a predetermined value while executing the first mode M1, before executing the second mode M2, the controller 71 passes the coolant that has passed through the powertrain module 1 through the chiller 4 and then circulates it to the powertrain module 1 via the third flow path 31, and passes the coolant that has passed through the powertrain module 1 through the radiator 2 and circulates it within the first flow path 11.

[0065] By executing the third mode M3, it is possible to gradually mix the coolant whose temperature has increased by passing through the powertrain module 1 with the coolant in the flow path near the radiator 2 that is not being used to cool the powertrain module 1 (the coolant in the radiator line 12B). Therefore, it is possible to suppress fluctuations in the temperature T1 of the coolant passing through the powertrain module 1 more effectively than when the second mode M2 ​​is executed immediately after it is determined that the temperature T1 of the coolant has exceeded the predetermined value while the first mode M1 is being executed.

[0066] (2) In the embodiment, the second pump 42 is provided in the second flow path 21 and serves as a second circulation device for circulating the coolant. The controller 71 is capable of executing a fourth mode M4, a fifth mode M5, and a sixth mode M6. In the fourth mode M4, the operation of the first mode M1 is performed, and the coolant that has passed through the battery modules 3 is passed to the chiller 4 to be circulated within the second flow path 21. In the fifth mode M5, the operation of the second mode M2 ​​is performed, and the coolant that has passed through the battery modules 3 is passed to the chiller 4 to be circulated within the second flow path 21. In the sixth mode M6, the operation of the third mode M3 is performed, and the coolant that has passed through the battery modules 3 is passed to the chiller 4 to be circulated within the second flow path 21.

[0067] By having the above mode, the coolant whose temperature has increased by passing through the powertrain module 1 and the battery module 3 can be gradually mixed with the coolant in the flow path near the radiator 2 that is not used to cool the powertrain module 1 and the battery module 3 (the coolant in the radiator line 12B).

[0068] (3) Furthermore, in this embodiment, the controller 71 executes the second mode M2 ​​after executing the third mode M3 for a predetermined time P1. Therefore, the second mode M2 ​​can be executed after suppressing fluctuations in the temperature of the coolant passing through the powertrain module 1.

[0069] (4) In the embodiment, the controller 71 changes the predetermined time P1 in accordance with the coolant temperature T1. Therefore, when the temperature of the coolant passing through the powertrain module 1 is greater than a predetermined value, the predetermined time P1 can be set to be long. This allows the second mode M2 ​​to be executed after sufficient suppression of temperature fluctuations in the coolant passing through the powertrain module 1. Furthermore, when the temperature of the coolant passing through the powertrain module 1 is equal to or lower than a predetermined value, the predetermined time P1 can be set to be short. This allows the transition from the third mode M3 to the second mode M2 ​​to be completed in a short time.

[0070] (5) Furthermore, in the embodiment, a sensor 63 that acquires the outside air temperature T3 may be provided, and the controller 71 may change the predetermined time P1 in accordance with the outside air temperature T3. As a result, when the outside air temperature T3 is greater than a predetermined value, the predetermined time P1 may be set to be shorter. On the other hand, when the outside air temperature T3 is equal to or lower than the predetermined value, the predetermined time P1 may be set to be longer.

[0071] (6) In the embodiment, the controller 71 may change the predetermined time P1 in accordance with the coolant temperature T1 and the outside air temperature T3. This allows the predetermined time for the third mode M3 to be set appropriately.

[0072] (7) Furthermore, in the embodiment, the valve 51 is a four-way valve. Therefore, the single valve 51 can realize operation modes such as the first mode M1 to the sixth mode M6, thereby making it possible to efficiently layout the cooling control device.

[0073] (8) In the embodiment, the first electrical component 1 is a powertrain module 1 having a drive motor, and the second electrical component 3 is a battery module 3. Therefore, the first mode M1 to the third mode M3 can be executed to cool the powertrain module 1. Furthermore, the fourth mode M4 to the sixth mode M6 can be executed to cool the powertrain module 1 and the battery module 3.

[0074] The present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the spirit of the present invention.

[0075] In the above embodiment, a powertrain module and a battery module are used as examples of electrical components, and a radiator and a chiller are used as examples of heat exchangers, but it goes without saying that the present invention can also be applied to electrical components and heat exchangers other than those described above.

[0076] REFERENCE SIGNS LIST 1 First electrical component 2 First heat exchanger 3 Second electrical component 4 Second heat exchanger 11 First flow path 21 Second flow path 31 Third flow path 41 First circulation device 42 Second circulation device 51 Valve 61 Sensor 63 Sensor 71 Controller M1 First mode M2 ​​Second mode M3 Third mode M4 Fourth mode M5 Fifth mode M6 Sixth mode P1 Predetermined time T1 Coolant temperature T3 Outside air temperature

Claims

1. A cooling control device for electrical components mounted on a vehicle, comprising: a first flow path that allows coolant to be circulated by passing it through a first electrical component and a first heat exchanger; a second flow path that allows the coolant to be circulated by passing it through a second electrical component and a second heat exchanger; a third flow path in which the coolant that has passed through the second heat exchanger of the second flow path flows upstream of the first electrical component of the first flow path and downstream of the first heat exchanger; a first circulation device provided in the first flow path that circulates the coolant; a valve that connects the first flow path and the second flow path and is capable of switching between the first flow path and the second flow path through which the coolant passes; a sensor that acquires the temperature of the coolant; and a controller that controls the first circulation device and the valve, wherein the controller: a cooling control device which, when it is determined that the temperature of the coolant is equal to or lower than a predetermined value, executes a first mode in which the coolant that has passed through the first electrical component is passed through the second heat exchanger and then circulated to the first electrical component via the third flow path; when it is determined that the temperature of the coolant is higher than the predetermined value, executes a second mode in which the coolant that has passed through the first electrical component is passed through the first heat exchanger and circulated within the first flow path; and when it is determined that the temperature of the coolant has become higher than the predetermined value while executing the first mode, executes a third mode in which, before executing the second mode, the coolant that has passed through the first electrical component is passed through the second heat exchanger and then circulated to the first electrical component via the third flow path, and the coolant that has passed through the first electrical component is passed through the first heat exchanger and then circulated within the first flow path.

2. A cooling control device as described in claim 1, further comprising a second circulation device provided in the second flow path for circulating the cooling liquid, wherein the controller is capable of executing the following: a fourth mode in which the controller performs the operation of the first mode and passes the cooling liquid that has passed through the second electrical component to the second heat exchanger and circulates it within the second flow path; a fifth mode in which the controller performs the operation of the second mode and passes the cooling liquid that has passed through the second electrical component to the second heat exchanger and circulates it within the second flow path; and a sixth mode in which the controller performs the operation of the third mode and passes the cooling liquid that has passed through the second electrical component to the second heat exchanger and circulates it within the second flow path.

3. The cooling control device according to claim 1 or 2, wherein the controller executes the second mode after executing the third mode for a predetermined time.

4. The cooling control device according to claim 3, wherein the controller changes the predetermined time period in accordance with the temperature of the cooling liquid.

5. A cooling control device according to claim 3 or 4, further comprising a sensor for acquiring an outside air temperature, and wherein the controller changes the predetermined time period in accordance with the outside air temperature.

6. The cooling control device according to claim 5, wherein the controller changes the predetermined time period in accordance with the temperature of the cooling liquid and the outside air temperature.

7. A cooling control device according to any one of claims 1 to 6, wherein the valve is a four-way valve.

8. The cooling control device according to any one of claims 1 to 7, wherein the first electrical component is a power train module having a drive motor, and the second electrical component is a battery module.

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