CN112996689A - Battery temperature adjusting device for vehicle and vehicle air conditioner comprising same - Google Patents

Battery temperature adjusting device for vehicle and vehicle air conditioner comprising same Download PDF

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Publication number
CN112996689A
CN112996689A CN201980074327.4A CN201980074327A CN112996689A CN 112996689 A CN112996689 A CN 112996689A CN 201980074327 A CN201980074327 A CN 201980074327A CN 112996689 A CN112996689 A CN 112996689A
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China
Prior art keywords
battery
temperature
charging
air
heat
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Granted
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CN201980074327.4A
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Chinese (zh)
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CN112996689B (en
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宫腰竜
青木孝史
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Sanden Corp
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Sanden Automotive Climate Systems Corp
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    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/48—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L55/00—Arrangements for supplying energy stored within a vehicle to a power network, i.e. vehicle-to-grid [V2G] arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/613—Cooling or keeping cold
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/615—Heating or keeping warm
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
    • H01M10/6561—Gases
    • H01M10/6563—Gases with forced flow, e.g. by blowers
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/66—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells
    • H01M10/663—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells the system being an air-conditioner or an engine
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Electrochemistry (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Sustainable Energy (AREA)
  • Sustainable Development (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Secondary Cells (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Abstract

Provided is a battery temperature control device for a vehicle, which can select a charging method optimal for a user with respect to a charging time and a charging power when a battery mounted on the vehicle is charged. A battery temperature control device (61) that can be charged by an external charger and that controls the temperature of a battery (55) mounted on a vehicle, the battery temperature control device comprising: a charging time priority mode in which the temperature of a battery (55) is adjusted when the battery (55) is charged; and a charging power priority mode in which the operation of charging the battery (55) is not performed or the operation of adjusting the temperature of the battery (55) is limited.

Description

Battery temperature adjusting device for vehicle and vehicle air conditioner comprising same
Technical Field
The present invention relates to a battery temperature control device that controls the temperature of a battery mounted on a vehicle, and a heat pump type vehicle air conditioner that includes the battery temperature control device and that controls the air in a vehicle interior.
Background
In recent years, due to environmental problems, vehicles such as electric vehicles and hybrid vehicles, which drive a traveling motor by electric power supplied from a battery mounted on the vehicle, have become widespread. Further, as an air conditioning apparatus applicable to such a vehicle, there has been developed a configuration including a refrigerant circuit in which a compressor, a radiator, a heat absorber, and an outdoor heat exchanger are connected, and air conditioning is performed in a vehicle interior by radiating refrigerant discharged from the compressor in the radiator, and by absorbing heat in the outdoor heat exchanger to perform heating after radiating heat in the radiator, and by radiating heat in the outdoor heat exchanger to evaporate heat in the heat absorber (evaporator) to perform cooling, and the like (for example, see patent document 1).
On the other hand, for example, the battery can be charged from a charger such as an external quick charger, but the battery itself generates heat during charging, and the temperature rises. Since the deterioration is increased when charging is performed in such a high temperature state, the quick charger operates to limit the charging current, but this causes a problem of increasing the charging time. Therefore, there has been developed an air conditioner for a vehicle in which a heat exchanger for a battery is separately provided in a refrigerant circuit, and a refrigerant circulating in the refrigerant circuit and a refrigerant (heat medium) for a battery are heat-exchanged by the heat exchanger for a battery, and the heat medium after the heat exchange is circulated to the battery, thereby cooling the battery (see, for example, patent documents 2 and 3).
Documents of the prior art
Patent document
Patent document 1: japanese patent laid-open No. 2014-213765
Patent document 2: japanese patent No. 5860360
Patent document 3: japanese patent No. 5860361
Disclosure of Invention
Technical problem to be solved by the invention
By cooling the battery by the air conditioner for a vehicle as described above, quick charging can be performed without limiting the charging current, but since the electric power for cooling the battery is mainly consumed by the compressor, the entire charging power increases, and the cost for charging increases. On the other hand, in a case of use such as charging while a user is shopping, since there is enough time for charging the battery, the charge (charging power) may be prioritized over the charging time of the battery.
The present invention has been made to solve the above-described conventional problems, and an object of the present invention is to provide a vehicle battery temperature control device capable of selecting an optimum charging method for a user with respect to a charging time and charging power when charging a battery mounted on a vehicle, and an air conditioner for a vehicle including the vehicle battery temperature control device.
Technical scheme for solving technical problem
The present invention provides a vehicle battery temperature control device that can be charged by an external charger and that controls the temperature of a battery mounted on a vehicle, the vehicle battery temperature control device including: a charging time priority mode in which the temperature of a battery is adjusted while the battery is charged; and a charging power priority mode in which the battery is not charged or the operation of adjusting the temperature of the battery is restricted when the battery is charged.
The vehicle battery temperature control device according to claim 2 of the present invention is the vehicle battery temperature control device according to the present invention, wherein the control device controls the index indicating the temperature of the battery within the predetermined appropriate temperature range in the charging time priority mode.
The vehicle battery temperature control device according to claim 3 is characterized in that, in each of the above inventions, the control device controls the index indicating the temperature of the battery so that the charging current becomes maximum based on the charging current of the battery in the charging time priority mode.
The vehicle battery temperature control device according to claim 4 is characterized in that, in addition to the above-described respective inventions, the battery temperature control device includes a cooling device that can cool the battery, and the control device cools the battery and sets an index indicating the temperature of the battery to a value lower than an upper limit value when the index reaches the predetermined upper limit value in the charging power priority mode.
The vehicle battery temperature control device according to claim 5 is characterized in that, in addition to the above-described respective inventions, the battery temperature control device includes a heating device that can heat the battery, and the control device heats the battery to set an index indicating the temperature of the battery to a value higher than a lower limit value when the index reaches the predetermined lower limit value in the charging power priority mode.
The vehicle battery temperature control device according to claim 6 is characterized in that the control device executes the charging time priority mode or the charging power priority mode when the battery is charged by the quick charger in addition to the above inventions.
The vehicle battery temperature control device according to claim 7 is characterized in that the control device includes an input device for selecting the charging time priority mode or the charging power priority mode.
The vehicle battery temperature control device according to claim 8 is characterized in that the control device includes a predetermined output device that outputs the battery charge end time and the battery charge power calculated from any one of a remaining amount of the battery, an environmental condition, an index indicating a temperature of the battery at the start of charging, a type of the charger, an arbitrary combination thereof, or all thereof, for each of the charge time priority mode and the charge power priority mode.
The invention according to claim 9 is the vehicle battery temperature control device according to any one of claims 1 to 6, wherein the control device executes the charging power priority mode when the calculated battery charging end time satisfies a predetermined desired charging time based on the battery charging end time calculated based on any one of, an arbitrary combination of, or all of a remaining amount of the battery, an environmental condition, an index indicating a temperature of the battery at the time of starting charging, a type of charger, and the like.
The vehicle battery temperature control device according to claim 10 is characterized in that the control device has a predetermined output device and outputs the execution charging time priority mode or the charging power priority mode in addition to the above inventions.
An air conditioning device for a vehicle according to claim 11 of the present invention comprises: the battery temperature control device for a vehicle of each of the above inventions; a compressor that compresses a refrigerant; an indoor heat exchanger for exchanging heat between air supplied into a vehicle interior and a refrigerant; and an outdoor heat exchanger disposed outside the vehicle interior and air-conditioning the vehicle interior, the battery temperature adjusting device being capable of cooling the battery using a refrigerant, and the control device limiting air-conditioning operation in the vehicle interior or prohibiting air-conditioning operation in the vehicle interior in the charging time priority mode.
Effects of the invention
According to the present invention, a battery temperature control device for a vehicle, which is capable of being charged by an external charger and adjusting the temperature of a battery mounted on the vehicle, includes: a charging time priority mode in which the temperature of a battery is adjusted while the battery is charged; and a charging power priority mode in which the battery is not operated when the battery is charged or in which an operation of adjusting the temperature of the battery is restricted when the battery is charged, so that the battery can be charged quickly by adjusting the temperature of the battery as the charging time priority mode when the charging time is prioritized and the battery can be charged with less power by not adjusting the temperature of the battery as the charging power priority mode when the charging power (fee) is prioritized or by restricting the operation of the battery temperature adjustment device.
That is, the optimum charging method can be selected according to the situation and preference of the user to charge the battery, and convenience is remarkably improved.
In the above case, for example, as in the invention of claim 2, the control device controls the index indicating the temperature of the battery in the predetermined appropriate temperature range in the charging time priority mode, thereby avoiding the charger from limiting the charging current and enabling the battery to be charged quickly.
Further, for example, as in the invention according to claim 3, the control device controls the index indicating the temperature of the battery based on the charging current of the battery so that the charging current becomes maximum in the charging time priority mode, and controls the index indicating the temperature of the battery so that the charger charges the battery so that the charging current becomes maximum, thereby charging the battery extremely quickly with the maximum charging current.
On the other hand, as in the invention of claim 4, a cooling device is provided to cool the battery by using the cooling device, and the control device cools the battery and changes the index to a value lower than the upper limit value when the index indicating the temperature of the battery in the charging power priority mode reaches the predetermined upper limit value, thereby avoiding a problem that the temperature of the battery becomes abnormally high due to self-heat generation at the time of charging even in the charging power priority mode.
On the other hand, as in the invention of claim 5, the heating device is provided so that the battery can be heated by the heating device, and the control device heats the battery to a value higher than the lower limit value when the index indicating the temperature of the battery in the charging power priority mode reaches the predetermined lower limit value, thereby preventing the battery from being deteriorated due to charging at an abnormally low temperature.
As in the respective inventions described above, the charging time priority mode and the charging power priority mode executed by the control device are particularly effective when the battery is charged by the quick charger as in the invention of claim 6.
Further, as in the invention of claim 7, by providing the input device for selecting the execution time-to-be-charged priority mode or the execution power priority mode in the control device, the user can arbitrarily select the execution time-to-be-charged priority mode or the execution power priority mode.
In the above case, if a predetermined output device is provided as in the invention of claim 8 and the control device outputs the battery charge completion time and the battery charge power calculated from any one of, an arbitrary combination of, or all of the remaining amount of the battery, the environmental condition, the index indicating the temperature of the battery at the time of starting the charge, the type of the charger, or both of them, for each of the charge time priority mode and the charge power priority mode, the user can easily select the charge time priority mode or the charge power priority mode from the output battery charge completion time and the output battery charge power, and the convenience is further improved.
Further, as in the invention of claim 9, when the control device executes the charging power priority mode based on the battery charging end time calculated from any one of, or any combination of, or all of the remaining amount of the battery, the environmental condition, the index indicating the temperature of the battery at the time of starting charging, the type of the charger, and the calculated battery charging end time satisfies the preset desired charging time, the control device automatically selects and executes the charging power charging mode with low cost by presetting the desired charging time based on the scheduled departure time and the like, and convenience is significantly improved.
Further, if the control device has a predetermined output device and outputs the execution charging time priority mode or the charging power priority mode as in the invention of claim 10, the user can easily confirm which mode is executed when the battery is charged.
Further, according to the invention of claim 11, an air conditioner for a vehicle includes: the battery temperature control device for a vehicle of each of the above inventions; a compressor for compressing a refrigerant; an indoor heat exchanger for exchanging heat between air supplied into the vehicle interior and the refrigerant; and an outdoor heat exchanger which is provided outside the vehicle interior and air-conditions the vehicle interior, and in which the battery temperature adjusting device can cool the battery using the refrigerant, wherein the control device limits or prohibits the air-conditioning operation within the vehicle interior in the charging time priority mode, and therefore, the cooling capacity used for air-conditioning within the vehicle interior can be limited or eliminated, the cooling capacity of the battery is improved, and the battery can be charged more quickly.
Drawings
Fig. 1 is a configuration diagram of a vehicle air conditioner to which an embodiment of the present invention is applied (example 1).
Fig. 2 is a block diagram of an electric circuit of the control device of the vehicle air conditioner of fig. 1.
Fig. 3 is a diagram illustrating an operation mode executed by the control device of fig. 2.
Fig. 4 is a configuration diagram of the vehicle air conditioner illustrating a heating mode performed by the heat pump controller of the control device of fig. 2.
Fig. 5 is a configuration diagram of the vehicle air conditioner illustrating a dehumidification and heating mode performed by the heat pump controller of the control device of fig. 2.
Fig. 6 is a configuration diagram of the vehicle air conditioner illustrating a dehumidification-air cooling mode performed by the heat pump controller of the control device of fig. 2.
Fig. 7 is a configuration diagram of the vehicle air conditioner illustrating a cooling mode performed by the heat pump controller of the control device of fig. 2.
Fig. 8 is a configuration diagram of the vehicle air conditioner illustrating an air conditioning (priority) + battery cooling mode and a battery cooling (priority) + air conditioning mode by the heat pump controller of the control device of fig. 2.
Fig. 9 is a configuration diagram of the vehicle air conditioner illustrating a battery cooling (stand-alone) mode performed by the heat pump controller of the control device of fig. 2.
Fig. 10 is a configuration diagram of the air conditioner for a vehicle illustrating a defrosting mode performed by the heat pump controller of the control device of fig. 2.
Fig. 11 is a control block diagram relating to the compressor control of the heat pump controller of the control apparatus of fig. 2.
Fig. 12 is another control block diagram relating to the compressor control of the heat pump controller of the control apparatus of fig. 2.
Fig. 13 is a block diagram illustrating control of the electromagnetic valve 69 in the air-conditioning (priority) + battery cooling mode of the heat pump controller of the control device of fig. 2.
Fig. 14 is still another control block diagram relating to the compressor control of the heat pump controller of the control apparatus of fig. 2.
Fig. 15 is a block diagram illustrating control of the electromagnetic valve 35 in the battery cooling (priority) + air conditioning mode of the heat pump controller of the control device of fig. 2.
Fig. 16 is a control block diagram relating to the heat medium heater control of the heat pump controller of the control device of fig. 2.
Fig. 17 is a diagram illustrating a relationship between values of temperature related to temperature adjustment of the battery.
Fig. 18 is a control block diagram relating to control of the target heat medium temperature twoo in the charge time priority mode of the heat pump controller of the control apparatus of fig. 2.
Fig. 19 is a diagram illustrating output control of the battery charge completion time and the battery charge power performed by the heat pump controller of the control device of fig. 2.
Fig. 20 is a control block diagram relating to automatic selection of the charging time priority mode and the charging power priority mode by the heat pump controller of the control device of fig. 2.
Detailed Description
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. Fig. 1 is a configuration diagram showing an air conditioner 1 for a vehicle according to an embodiment of a vehicle battery temperature control device to which the present invention is applied. A vehicle to which an embodiment of the present invention is applied is an Electric Vehicle (EV) not equipped with an engine (internal combustion engine), and travels by supplying electric power charged in a battery 55 mounted on the vehicle to a motor for traveling (electric motor, not shown), and the compressor 2 and the battery temperature control device 61 of the refrigerant circuit R described later in the air conditioner 1 for a vehicle of the present invention are also driven by electric power supplied from the battery 55.
That is, in the air conditioning apparatus 1 for a vehicle according to the embodiment, in the electric vehicle that cannot perform heating by using the engine waste heat, the operation modes of the heating mode, the dehumidification cooling mode, the defrosting mode, the air conditioning (priority) + battery cooling mode, the battery cooling (priority) + air conditioning mode, and the battery cooling (individual) mode are switched by the operation of the heat pump using the refrigerant circuit R, so that the air conditioning in the vehicle interior and the temperature adjustment of the battery 55 are performed.
The present invention is also effective in a so-called hybrid vehicle in which an engine and an electric motor for running are shared, as the vehicle, not limited to an electric vehicle. Further, the vehicle to which the vehicular air conditioning device 1 of the embodiment is applied can charge the battery 55 from an external charger (quick charger, normal charger).
The air conditioning apparatus 1 for a vehicle of the embodiment is an apparatus for conditioning air (heating, cooling, dehumidifying, and ventilating) in a vehicle interior of an electric vehicle, and includes a refrigerant circuit R in which an electric compressor (electric compressor) 2, a radiator 4 as an indoor heat exchanger, an outdoor expansion valve 6, an outdoor heat exchanger 7, an indoor expansion valve 8, a heat absorber 9 as an indoor heat exchanger, an accumulator 12, and the like are connected in this order by a refrigerant pipe 13, wherein the compressor 2 compresses a refrigerant, the radiator 4 is provided in an air flow path 3 of an HVAC unit 10 for an air ventilation cycle in the vehicle interior, and a high-temperature and high-pressure refrigerant discharged from the compressor 2 is caused to flow in via a muffler 5 and a refrigerant pipe 13G and is caused to radiate heat (release heat of the refrigerant) into the vehicle interior, the outdoor expansion valve 6 decompresses and expands the refrigerant at the time of heating and is constituted by an electric valve (electric expansion valve), the outdoor heat exchanger 7 exchanges heat between the refrigerant and the outside air to function as a radiator for radiating heat from the refrigerant during cooling and as an evaporator for absorbing heat (absorbing heat) from the refrigerant during heating, the indoor expansion valve 8 is configured by a mechanical expansion valve for decompressing and expanding the refrigerant, and the heat absorber 9 is provided in the air flow path 3 to evaporate the refrigerant during cooling and dehumidification to absorb heat from the inside and outside of the vehicle interior (to absorb heat from the refrigerant).
The outdoor expansion valve 6 is fully closed while decompressing and expanding the refrigerant flowing out of the radiator 4 and flowing into the outdoor heat exchanger 7. In the embodiment, the indoor expansion valve 8 using a mechanical expansion valve reduces the pressure of the refrigerant flowing into the heat absorber 9 and expands the refrigerant, and adjusts the degree of superheat of the refrigerant in the heat absorber 9.
Further, an outdoor fan 15 is provided in the outdoor heat exchanger 7. The outdoor fan 15 is configured to forcibly ventilate the outdoor air to the outdoor heat exchanger 7 to exchange heat between the outdoor air and the refrigerant, and thereby ventilate the outdoor air to the outdoor heat exchanger 7 even when the vehicle is stopped (i.e., the vehicle speed is 0 km/h).
The outdoor heat exchanger 7 includes a receiver-drier section 14 and a subcooling section 16 in this order on the refrigerant downstream side, a refrigerant pipe 13A on the refrigerant outlet side of the outdoor heat exchanger 7 is connected to the receiver-drier section 14 via an electromagnetic valve 17 (for cooling) as an opening/closing valve that is opened when the refrigerant flows to the heat absorber 9, and a refrigerant pipe 13B on the outlet side of the subcooling section 16 is connected to the refrigerant inlet side of the heat absorber 9 via a check valve 18, the indoor expansion valve 8, and an electromagnetic valve 35 (for the vehicle cabin) in this order. In addition, the receiver-drier 14 and the subcooling part 16 structurally constitute a part of the outdoor heat exchanger 7. The check valve 18 is oriented in the forward direction toward the indoor expansion valve 8.
A refrigerant pipe 13D branches from a refrigerant pipe 13A extending from the outdoor heat exchanger 7, and the branched refrigerant pipe 13D is connected to a refrigerant pipe 13C on the refrigerant outlet side of the heat absorber 9 through an electromagnetic valve 21 (for heating) as an opening/closing valve that is opened during heating. The refrigerant pipe 13C is connected to the inlet side of the accumulator 12, and the outlet side of the accumulator 12 is connected to the refrigerant pipe 13K on the refrigerant suction side of the compressor 2.
A strainer 19 is connected to the refrigerant pipe 13E on the refrigerant outlet side of the radiator 4, the refrigerant pipe 13E is branched into a refrigerant pipe 13J and a refrigerant pipe 13F in front of (on the refrigerant upstream side of) the outdoor expansion valve 6, and the branched refrigerant pipe 13J is connected to the refrigerant inlet side of the outdoor heat exchanger 7 via the outdoor expansion valve 6. The other refrigerant pipe 13F branched is connected to the refrigerant pipe 13B located on the refrigerant downstream side of the check valve 18 and on the refrigerant upstream side of the indoor expansion valve 8 via an electromagnetic valve 22 (for dehumidification) as an opening/closing valve opened during dehumidification.
Thereby, the refrigerant pipe 13F is connected in parallel to the series circuit of the outdoor expansion valve 6, the outdoor heat exchanger 7, and the check valve 18, and becomes a bypass circuit that bypasses the outdoor expansion valve 6, the outdoor heat exchanger 7, and the check valve 18. The outdoor expansion valve 6 is connected in parallel to a solenoid valve 20 serving as a bypass opening/closing valve.
Further, an air flow path 3 on the air upstream side of the heat absorber 9 is formed with suction ports (a suction port 25 is representatively shown in fig. 1) of an external air suction port and an internal air suction port, and a suction switching damper 26 is provided at the suction port 25, and the suction switching damper 26 switches the air introduced into the air flow path 3 between internal air (internal air circulation) which is air in the vehicle interior and external air (external air introduction) which is air outside the vehicle interior. Further, an indoor blower (blower fan) 27 is provided on the air downstream side of the suction switching damper 26, and the indoor blower 27 is configured to send the introduced internal air or external air to the air flow path 3.
Further, the inhalation switching damper 26 of the embodiment is configured to be able to adjust the ratio of the internal air in the air (the external air and the internal air) flowing into the inhaler 9 in the air flow path 3 between 0% and 100% (the ratio of the external air can also be adjusted between 100% and 0%) by opening and closing the external air intake port and the internal air intake port of the intake port 25 at an arbitrary ratio.
In the embodiment, an auxiliary heater 23 as an auxiliary heating device including a PTC heater (electric heater) is provided in the air flow path 3 on the leeward side (air downstream side) of the radiator 4, and the air supplied into the vehicle interior through the radiator 4 can be heated. An air mixing damper 28 is provided in the air flow path 3 on the air upstream side of the radiator 4, and the air mixing damper 28 adjusts the ratio of air (internal air or external air) flowing into the air flow path 3 and passing through the heat absorber 9 in the air flow path 3 to be blown to the radiator 4 and the auxiliary heater 23.
Further, the air flow path 3 on the air downstream side of the radiator 4 is formed with blow-out ports (representatively shown as a blow-out port 29 in fig. 1) of a blow-out leg (japanese: フット), a natural wind (japanese: ベント), and a front windshield defogging (japanese: デフ), and the blow-out port switching flap 31 is provided in the blow-out port 29, and the blow-out port switching flap 31 switches and controls the blow-out of air from the blow-out ports.
The air conditioner 1 for a vehicle includes a battery temperature control device 61 according to the present invention, and the battery temperature control device 61 is configured to circulate a heat medium to the battery 55 to control the temperature of the battery 55. The battery temperature adjusting device 61 of the embodiment includes: a circulation pump 62 as a circulation device, the circulation pump 62 circulating the heat medium to the battery 55; a refrigerant-heat medium heat exchanger 64; and a heat medium heater 63 as a heating device, which are connected to the battery 55 in a ring shape by a heat medium pipe 66.
In the case of the embodiment, the inlet of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 is connected to the discharge side of the circulation pump 62, and the inlet of the heat medium heater 63 is connected to the outlet of the heat medium flow path 64A. The outlet of the heat medium heater 63 is connected to the inlet of the battery 55, and the outlet of the battery 55 is connected to the suction side of the circulation pump 62.
Examples of the heat medium used in the battery temperature control device 61 include water, a refrigerant such as HFO-1234yf, a liquid such as a coolant, and a gas such as air. In addition, in the embodiment, water is employed as the heat medium. The heat medium heater 63 is formed of an electric heater such as a PTC heater. Further, a jacket structure is provided around the battery 55 so that, for example, a heat medium can flow in heat exchange relation with the battery 55.
Next, when the circulation pump 62 is operated, the heat medium discharged from the circulation pump 62 flows into the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64. The heat medium flowing out of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 flows to the heat medium heater 63, is heated by the heat medium heater 63 when it generates heat, then flows to the battery 55, and then exchanges heat with the battery 55. Next, the heat medium having exchanged heat with the battery 55 is sucked into the circulation pump 62, and circulated through the heat medium pipe 66.
On the other hand, one end of a branch pipe 67 as a branch circuit is connected to the refrigerant pipe 13B located on the refrigerant downstream side of the connection portion between the refrigerant pipe 13F and the refrigerant pipe 13B of the refrigerant circuit R and on the refrigerant upstream side of the indoor expansion valve 8. In the embodiment, an auxiliary expansion valve 68 formed of a mechanical expansion valve and a solenoid valve (for a cooler) 69 are provided in this order in the branch pipe 67. The auxiliary expansion valve 68 reduces the pressure and expands the refrigerant flowing into a refrigerant passage 64B, described later, of the refrigerant-heat medium heat exchanger 64, and adjusts the degree of superheat of the refrigerant in the refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64.
The other end of the branch pipe 67 is connected to the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64, one end of a refrigerant pipe 71 is connected to an outlet of the refrigerant flow path 64B, and the other end of the refrigerant pipe 71 is connected to a refrigerant pipe 13C located on the refrigerant upstream side (the refrigerant upstream side of the accumulator 12) with respect to the point of confluence with the refrigerant pipe 13D. The auxiliary expansion valve 68, the solenoid valve 69, the refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64, the compressor 2, the radiator 5, the outdoor heat exchanger 7, and the like also constitute a part of the refrigerant circuit R and also constitute a part of the battery temperature control device 61, that is, the cooling device of the present invention.
When the solenoid valve 69 is opened, the refrigerant (a part or all of the refrigerant) flowing out of the outdoor heat exchanger 7 flows into the branch pipe 67, is reduced in pressure by the auxiliary expansion valve 68, then flows into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64 through the solenoid valve 69, and is evaporated in the refrigerant flow path 64B. While the refrigerant flows through the refrigerant passage 64B, the refrigerant absorbs heat from the heat medium flowing through the heat medium passage 64A, and then is drawn from the refrigerant pipe 13K to the compressor 2 through the refrigerant pipe 71, the refrigerant pipe 13C, and the accumulator 12.
Next, fig. 2 shows a block diagram of the control device 11 of the vehicle air conditioner 1 of the embodiment. The control device 11 is also a device constituting the battery temperature control device 61 of the present invention. The control device 11 is composed of an air-conditioning Controller 45 and a heat pump Controller 32, each of the air-conditioning Controller 45 and the heat pump Controller 32 is composed of a microcomputer as an example of a computer including a processor, and the air-conditioning Controller 45 and the heat pump Controller 32 are connected to a vehicle communication bus 65 constituting CAN (Controller Area NetWork) and LIN (Local Interconnect NetWork). The compressor 2, the sub-heater 23, the circulation pump 62, and the heat medium heater 63 are all connected to a vehicle communication bus 65, and the air conditioning controller 45, the heat pump controller 32, the compressor 2, the sub-heater 23, the circulation pump 62, and the heat medium heater 63 are configured to receive and transmit data via the vehicle communication bus 65.
Further, a vehicle controller 72(ECU), a Battery controller (BMS: Battery Management System) 73, and a GPS navigation device 74 are connected to the vehicle communication bus 65, the vehicle controller 72 controls the entire vehicle including the running vehicle, and the Battery controller 73 controls charging and discharging of the Battery 55. The vehicle controller 72, the battery controller 73, and the GPS navigation device 74 are each constituted by a microcomputer including an example of a computer as a processor, and the air conditioning controller 45 and the heat pump controller 32 constituting the control device 11 are constituted to receive and transmit information (data) with the vehicle controller 72, the battery controller 73, and the GPS navigation device 74 via the vehicle communication bus 65.
The air conditioning controller 45 is a higher-level controller responsible for controlling the air conditioning of the vehicle interior, and an outside air temperature is connected to an input of the air conditioning controller 45Degree sensor 33, outside air humidity sensor 34, HAVC intake temperature sensor 36, inside air temperature sensor 37, inside air humidity sensor 38, indoor CO2Outputs of a concentration sensor 39, an outlet air temperature sensor 41, for example, a photo-electric solar radiation sensor 51, a vehicle speed sensor 52, and an air-conditioning operation unit 53, wherein the outside air temperature sensor 33 detects an outside air temperature Tam of the vehicle, the outside air humidity sensor 34 detects an outside air humidity, the HVAC intake temperature sensor 36 detects a temperature of air taken in from the intake port 25 to the air flow path 3 and flowing into the heat absorber 9, the inside air temperature sensor 37 detects a temperature of air (inside air) in the vehicle interior, the inside air humidity sensor 38 detects a humidity of air in the vehicle interior, and the indoor CO is detected2The concentration sensor 39 detects the concentration of carbon dioxide in the vehicle interior, the air-out temperature sensor 41 detects the temperature of air blown out into the vehicle interior, the solar radiation sensor 51 detects the amount of solar radiation in the vehicle interior, the vehicle speed sensor 52 detects the moving speed (vehicle speed) of the vehicle, and the air-conditioning operation unit 53 performs air-conditioning setting operations and information display in the vehicle interior, such as switching between a set temperature and an operation mode in the vehicle interior. In the figure, reference numeral 53A denotes a display screen as an output device provided in the air-conditioning operation unit 53, and reference numeral 53B denotes a switch as an input device provided in the air-conditioning operation unit 53.
Further, an outdoor air-sending device 15, an indoor air-sending device (air-sending fan) 27, an intake switching damper 26, an air mixing damper 28, and an outlet switching damper 31 are connected to the output of the air-conditioning controller 45, and the air-conditioning controller 45 controls these components.
The heat pump controller 32 is a controller mainly responsible for control of the refrigerant circuit R, and outputs of a radiator inlet temperature sensor 43, a radiator outlet temperature sensor 44, a suction temperature sensor 46, a radiator pressure sensor 47, a heat absorber temperature sensor 48, an outdoor heat exchanger temperature sensor 49, and auxiliary heater temperature sensors 50A (driver side) and 50B (passenger side) are connected to inputs of the heat pump controller 32, wherein the radiator inlet temperature sensor 43 detects a refrigerant inlet temperature Tcxin of the radiator 4 (discharge refrigerant temperature of the compressor 2), the radiator outlet temperature sensor 44 detects a refrigerant outlet temperature Tci of the radiator 4, the suction temperature sensor 46 detects a suction refrigerant temperature Ts of the compressor 2, and the radiator pressure sensor 47 detects a refrigerant pressure on the refrigerant outlet side of the radiator 4 (pressure of the radiator 4: radiation pressure) Heat absorber pressure Pci), and the heat absorber temperature sensor 48 detects the temperature of the heat absorber 9 (the temperature of the heat absorber 9 itself or the temperature of the air (cooling target) immediately after the air is cooled by the heat absorber 9: hereinafter, the heat absorber temperature Te), and the outdoor heat exchanger temperature sensor 49 detects the refrigerant temperature at the outlet of the outdoor heat exchanger 7 (the refrigerant evaporation temperature of the outdoor heat exchanger 7: the outdoor heat exchanger temperature TXO), and the sub-heater temperature sensors 50A, 50B detect the temperature of the sub-heater 23.
Further, to the output of the heat pump controller 32, there are connected the respective solenoid valves of the outdoor expansion valve 6, the solenoid valve 22 (for dehumidification), the solenoid valve 17 (for cooling), the solenoid valve 21 (for heating), the solenoid valve 20 (for bypass), the solenoid valve 35 (for vehicle cabin), and the solenoid valve 69 (for cooler), which are controlled by the heat pump controller 32. In the embodiment, the controllers of the compressor 2, the sub-heater 23, the circulation pump 62, and the heat medium heater 63 receive and transmit data to and from the heat pump controller 32 via the vehicle communication bus 65, and are controlled by the heat pump controller 32.
The circulation pump 62 and the heat medium heater 63 constituting the battery temperature control device 61 may be controlled by the battery controller 73. The battery controller 73 is connected to outputs of a heat medium temperature sensor 76 and a battery temperature sensor 77, the heat medium temperature sensor 76 detects the temperature of the heat medium (heat medium temperature Tw: an index indicating the temperature of the battery 55) on the outlet side of the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64 of the battery temperature control device 61, and the battery temperature sensor 77 detects the temperature of the battery 55 (the temperature of the battery 55 itself: battery temperature Tcell: an index indicating the temperature of the battery 55).
Further, in the embodiment, the remaining amount (the amount of stored electricity) of the battery 55, information on the charging of the battery 55 (information on the state of charge, the charge end time, the remaining charge time, and the like), the heat medium temperature Tw, and the battery temperature Tcell are transmitted from the battery controller 73 to the air-conditioning controller 45 and the vehicle controller 72 via the vehicle communication bus 65. The information on the battery charge completion time and the battery charge power (charge) at the time of charging the battery 55 is predicted and calculated by the heat pump controller 32 based on information supplied from an external charger such as a quick charger described later in the embodiment, but may be information supplied from a quick charger or the like. Further, the charging current of the battery 55 is automatically adjusted in accordance with the heat medium temperature Tw in cooperation with a charger such as a quick charger and the battery controller 73.
The heat pump controller 32 and the air conditioner controller 45 mutually receive and transmit data via the vehicle communication bus 65, and control the respective devices based on the outputs of the respective sensors and the settings input through the air conditioner operation unit 53, and in this case, in the embodiment, the external air temperature sensor 33, the discharge pressure sensor 34, the HVAC intake temperature sensor 36, the internal air temperature sensor 37, the internal air humidity sensor 38, and the indoor CO are configured as the external air temperature sensor 33, the discharge pressure sensor 34, the HVAC intake temperature sensor 36, the internal air temperature sensor 37, the internal air humidity sensor 382The concentration sensor 39, the outlet air temperature sensor 41, the insolation sensor 51, the vehicle speed sensor 52, the air volume Ga of the air flowing into the air flow path 3 and flowing through the air flow path 3 (calculated by the air conditioning controller 45), the air volume ratio SW achieved by the air mix damper 28 (calculated by the air conditioning controller 45), the voltage (BLV) of the indoor blower 27, the information from the aforementioned battery controller 73, the information from the GPS navigation device 74, and the information input to the air conditioning operation unit 53 are sent from the air conditioning controller 45 to the heat pump controller 32 via the vehicle communication bus 65 for control by the heat pump controller 32.
Data (information) related to control of the refrigerant circuit R and the battery temperature control device 61 (including control during charging of the battery 55 described later), and information output to the air-conditioning operation unit 53 are also transmitted from the heat pump controller 32 to the air-conditioning controller 45 via the vehicle communication bus 65. In addition, the air volume ratio SW realized by the aforementioned air mix damper 28 is calculated by the air conditioner controller 45 in the range of 0. ltoreq. SW. ltoreq.1. When SW is 1, all the air flowing through the heat absorber 9 is ventilated to the radiator 4 and the auxiliary heater 23 by the air mixing damper 28.
Based on the above configuration, the operation of the air conditioner 1 for a vehicle of the embodiment will be described next. In the present embodiment, the control device 11 (the air-conditioning controller 45, the heat pump controller 32) switches between executing the respective air-conditioning operations of the heating mode, the dehumidification cooling mode, the cooling mode, and the air-conditioning (priority) + battery cooling mode, the respective battery cooling operations of the battery cooling (priority) + air-conditioning mode, and the battery cooling (individual) mode, and the defrosting mode. They are shown in fig. 3.
In the embodiment, each air conditioning operation in the heating mode, the dehumidification cooling mode, the air conditioning (priority) + battery cooling mode can be performed when the Ignition (IGN) of the vehicle is turned on without charging the battery 55 and the air conditioning switch of the air conditioning operation unit 53 is turned on. However, the operation can be performed even when the ignition device is turned off during the remote operation (pre-air conditioning, etc.). Further, the cooling operation can be performed when the air conditioner switch is turned on and there is no battery cooling request even during the charging of the battery 55. On the other hand, each battery cooling operation in the battery cooling (priority) + air conditioning mode, battery cooling (individual) mode can be executed when, for example, a plug of a quick charger (external power supply) is connected and the battery 55 is charged. However, the battery cooling (alone) mode can be executed in a case where the air conditioner switch is off and there is a battery cooling demand (driving under high outside air temperature, etc.), in addition to during the charging of the battery 55.
In the embodiment, the heat pump controller 32 operates the circulation pump 62 of the battery temperature control device 61 and circulates the heat medium in the heat medium pipe 66 as shown by the broken line in fig. 4 to 10 when the ignition is turned on or when the battery 55 is being charged even when the ignition is turned off. In addition, although not shown in fig. 3, the heat pump controller 32 of the embodiment also executes a battery heating mode in which the battery 55 is heated by causing the heat medium heater 63 of the battery temperature adjusting device 61 to generate heat.
(1) Heating mode
First, the heating mode will be described with reference to fig. 4. The control of each device is performed by cooperation of the heat pump controller 32 and the air conditioning controller 45, but in the following description, the heat pump controller 32 is used as a control subject to simplify the description. Fig. 4 shows the flow direction of the refrigerant in the refrigerant circuit R in the heating mode (solid arrows). When the heating mode is selected by the heat pump controller 32 (automatic mode) or a manual air-conditioning setting operation (manual mode) for the air-conditioning operation portion 53 of the air-conditioning controller 45, the heat pump controller 32 opens the electromagnetic valve 21 and closes the electromagnetic valves 17, 20, 22, 35, and 69. Next, the compressor 2 and the air-sending devices 15 and 27 are operated, and the air-mixing damper 28 is set in a state in which the ratio of the air blown from the indoor air-sending device 27 to the radiator 4 and the auxiliary heater 23 is adjusted.
Thereby, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Since the air in the air flow path 3 is ventilated in the radiator 4, the air in the air flow path 3 exchanges heat with the high-temperature refrigerant in the radiator 4 and is heated. On the other hand, the refrigerant in the radiator 4 is cooled by the air depriving heat, condensed, and liquefied.
The refrigerant liquefied in the radiator 4 flows out of the radiator 4, and then flows to the outdoor expansion valve 6 through the refrigerant pipes 13E and 13J. The refrigerant flowing into the outdoor expansion valve 6 is decompressed by the outdoor expansion valve 6, and then flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 evaporates and extracts heat (absorbs heat) from outside air ventilated by traveling or by the outdoor blower 15. That is, the refrigerant circuit R serves as a heat pump. Then, the low-temperature refrigerant flowing out of the outdoor heat exchanger 7 flows through the refrigerant pipe 13A, the refrigerant pipe 13D, and the electromagnetic valve 21 to the refrigerant pipe 13C, enters the accumulator 12 through the refrigerant pipe 13C, is gas-liquid separated in the accumulator 12, and then is sucked into the compressor 2 through the refrigerant pipe 13K, and the cycle is repeated. Since the air heated by the radiator 4 is blown out from the air outlet 29, the vehicle interior is heated.
The heat pump controller 32 calculates a target radiator pressure PCO from a target heater temperature TCO (target temperature of the radiator 4) calculated from a target outlet air temperature TAO that is a target temperature of air blown out into the vehicle interior (target value of temperature of air blown out into the vehicle interior), controls the rotation speed of the compressor 2 based on the target radiator pressure PCO and a radiator pressure Pci (high pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47, and controls the degree of supercooling of the refrigerant at the outlet of the radiator 4 by controlling the valve opening degree of the outdoor expansion valve 6 based on the refrigerant outlet temperature Tci of the radiator 4 detected by the radiator outlet temperature sensor 44 and the radiator pressure Pci detected by the radiator pressure sensor 47.
Further, in the case where the heating capacity (heating capacity) realized by the radiator 4 is insufficient with respect to the required heating capacity, the heat pump controller 32 compensates for the insufficient amount by the heat generation of the sub-heater 23. Thus, the vehicle interior can be heated without any trouble even at a low outside air temperature or the like.
(2) Dehumidification heating mode
Next, the dehumidification and heating mode will be described with reference to fig. 5. Fig. 5 shows the flow direction of the refrigerant in the refrigerant circuit R in the dehumidification and heating mode (solid arrows). In the dehumidification and heating mode, the heat pump controller 32 opens the solenoid valves 21, 22, and 35 and closes the solenoid valves 17, 20, and 69. Next, the compressor 2 and the air-sending devices 15 and 27 are operated, and the air-mixing damper 28 is set in a state in which the ratio of the air blown from the indoor air-sending device 27 to the radiator 4 and the auxiliary heater 23 is adjusted.
Thereby, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Since the air in the air flow path 3 is ventilated in the radiator 4, the air in the air flow path 3 exchanges heat with the high-temperature refrigerant in the radiator 4 and is heated. On the other hand, the refrigerant in the radiator 4 is cooled by the air depriving heat, condensed, and liquefied.
The refrigerant liquefied in the radiator 4 flows out of the radiator 4, passes through the refrigerant pipe 13E, and then partially flows into the refrigerant pipe 13J and flows to the outdoor expansion valve 6. The refrigerant flowing into the outdoor expansion valve 6 is decompressed by the outdoor expansion valve 6, and then flows into the outdoor heat exchanger 7. The refrigerant flowing into the outdoor heat exchanger 7 evaporates and extracts heat (absorbs heat) from outside air ventilated by traveling or by the outdoor blower 15. Then, the low-temperature refrigerant flowing out of the outdoor heat exchanger 7 flows through the refrigerant pipe 13A, the refrigerant pipe 13D, and the electromagnetic valve 21 to the refrigerant pipe 13C, enters the accumulator 12 through the refrigerant pipe 13C, is gas-liquid separated in the accumulator 12, and then is sucked into the compressor 2 through the refrigerant pipe 13K, and the cycle is repeated.
On the other hand, the remaining part of the condensed refrigerant that has passed through the radiator 4 and flowed through the refrigerant pipe 13E is branched, and the branched refrigerant flows into the refrigerant pipe 13F through the electromagnetic valve 22 and flows into the refrigerant pipe 13B. The refrigerant then flows to the indoor expansion valve 8, is reduced in pressure in the indoor expansion valve 8, then flows into the heat absorber 9 through the solenoid valve 35, and evaporates. At this time, moisture in the air blown out from the indoor fan 27 is condensed and attached to the heat absorber 9 by the heat absorption action of the refrigerant generated by the heat absorber 9, and therefore, the air is cooled and dehumidified.
The refrigerant evaporated in the heat absorber 9 flows out of the refrigerant pipe 13C, merges with the refrigerant from the refrigerant pipe 13D (the refrigerant from the outdoor heat exchanger 7), passes through the accumulator 12, is sucked into the compressor 2 from the refrigerant pipe 13K, and repeats the above-described cycle. The air dehumidified by the heat absorber 9 is reheated while passing through the radiator 4 and the auxiliary heater 23 (when generating heat), thereby performing dehumidification and heating of the vehicle interior.
In the embodiment, the heat pump controller 32 controls the rotation speed of the compressor 2 based on the target radiator pressure PCO calculated from the target heater temperature TCO and the radiator pressure Pci (high pressure of the refrigerant circuit R) detected by the radiator pressure sensor 47, or controls the rotation speed of the compressor 2 based on the temperature of the heat absorber 9 (heat absorber temperature Te: parameter) detected by the heat absorber temperature sensor 48 and the target heat absorber temperature TEO as the target value thereof. At this time, the heat pump controller 32 selects the lower one of the target compressor rotation speed calculated from either the radiator pressure Pci or the heat absorber temperature Te to control the compressor 2. The valve opening degree of the outdoor expansion valve 6 is controlled based on the heat absorber temperature Te.
In the dehumidification and heating mode, when the heating capacity (heating capacity) of the radiator 4 is insufficient with respect to the required heating capacity, the heat pump controller 32 compensates for the shortage by the heat generation of the auxiliary heater 23. This allows the interior of the vehicle to be dehumidified and heated without any trouble even at a low outside air temperature.
(3) Dehumidification cooling mode
Next, the dehumidification cooling mode will be described with reference to fig. 6. Fig. 6 shows the flow direction of the refrigerant in the refrigerant circuit R in the dehumidification cooling mode (solid arrows). In the dehumidification cooling mode, the heat pump controller 32 opens the solenoid valves 17 and 35 and closes the solenoid valves 20, 21, 22, and 69. Next, the compressor 2 and the air-sending devices 15 and 27 are operated, and the air-mixing damper 28 is set in a state in which the ratio of the air blown from the indoor air-sending device 27 to the radiator 4 and the auxiliary heater 23 is adjusted.
Thereby, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Since the air in the air flow path 3 is ventilated in the radiator 4, the air in the air flow path 3 exchanges heat with the high-temperature refrigerant in the radiator 4 and is heated. On the other hand, the refrigerant in the radiator 4 is cooled by the air depriving heat, condensed, and liquefied.
The refrigerant flowing out of the radiator 4 flows through the refrigerant pipes 13E and 13J to the outdoor expansion valve 6, and flows into the outdoor heat exchanger 7 through the outdoor expansion valve 6 controlled to be slightly open (a region having a larger valve opening degree) than the heating mode and the dehumidification and heating mode. The refrigerant flowing into the outdoor heat exchanger 7 is cooled by air in the outdoor heat exchanger 7 by traveling or by outside air ventilated by the outdoor fan 15, and is condensed. The refrigerant flowing out of the outdoor heat exchanger 7 flows into the refrigerant pipe 13B through the refrigerant pipe 13A, the electromagnetic valve 17, the receiver/dryer section 14, and the subcooling section 16, and flows into the indoor expansion valve 8 through the check valve 18. The refrigerant is decompressed by the indoor expansion valve 8, flows into the heat absorber 9 through the electromagnetic valve 35, and evaporates. In this case, the moisture in the air blown out from the indoor fan 27 is condensed and attached to the heat absorber 9 by the heat absorption action, and therefore, the air is cooled and dehumidified.
The refrigerant evaporated in the heat absorber 9 flows through the refrigerant pipe 13C to the accumulator 12, is sucked from the refrigerant pipe 13K through the accumulator 12 to the compressor 2, and the above cycle is repeated. The air cooled and dehumidified in the heat absorber 9 is reheated (lower heating capacity than in the case of dehumidification and heating) while passing through the radiator 4 and the auxiliary heater 23 (in the case of heat generation), thereby performing dehumidification and cooling of the vehicle interior.
The heat pump controller 32 controls the rotation speed of the compressor 2 so that the heat absorber temperature Te becomes the target heat absorber temperature TEO based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48 and the target heat absorber temperature TEO that is the target temperature of the heat absorber 9 (target value of the heat absorber temperature Te), and controls the valve opening degree of the outdoor expansion valve 6 so that the radiator pressure Pci becomes the target radiator pressure PCO based on the radiator pressure Pci (high pressure of the refrigerant circuit R) detected by the radiator outlet pressure sensor 47 and the target radiator pressure PCO (target value of the radiator pressure Pci), thereby obtaining the required reheating amount (reheating amount) by the radiator 4.
In the dehumidification cooling mode, when the heating capacity (reheating capacity) realized by the radiator 4 is insufficient with respect to the required heating capacity, the heat pump controller 32 compensates for the shortage by the heat generation of the auxiliary heater 23. This makes it possible to perform dehumidification cooling while preventing an excessive drop in the temperature in the vehicle interior.
(4) Refrigeration mode
Next, the cooling mode will be described with reference to fig. 7. Fig. 7 shows the flow direction of the refrigerant in the refrigerant circuit R in the cooling mode (solid arrows). In the cooling mode, the heat pump controller 32 opens the solenoid valves 17, 20, and 35 and closes the solenoid valves 21, 22, and 69. Next, the compressor 2 and the air-sending devices 15 and 27 are operated, and the air-mixing damper 28 is set in a state in which the ratio of the air blown from the indoor air-sending device 27 to the radiator 4 and the auxiliary heater 23 is adjusted. In addition, the auxiliary heater 23 is not energized.
Thereby, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Although the air in the air flow path 3 is ventilated to the radiator 4, the ratio is small (only for reheating (reheating) in cooling), and therefore the refrigerant flowing out of the radiator 4 almost passes only through the radiator 4, and flows to the refrigerant pipe 13J through the refrigerant pipe 13E. At this time, since the electromagnetic valve 20 is opened, the refrigerant passes through the electromagnetic valve 20 and directly flows into the outdoor heat exchanger 7, and then is cooled by the outside air ventilated by the traveling or the outdoor blower 15 in the outdoor heat exchanger 7, thereby being condensed and liquefied.
The refrigerant flowing out of the outdoor heat exchanger 7 flows into the refrigerant pipe 13B through the refrigerant pipe 13A, the electromagnetic valve 17, the receiver/dryer section 14, and the subcooling section 16, and flows to the indoor expansion valve 8 through the check valve 18. The refrigerant is decompressed by the indoor expansion valve 8, flows into the heat absorber 9 through the electromagnetic valve 35, and evaporates. In this case, the air blown out from the indoor fan 27 and heat-exchanged with the heat absorber 9 is cooled by the heat absorption action.
The refrigerant evaporated in the heat absorber 9 flows through the refrigerant pipe 13C to the accumulator 12, is sucked from the accumulator 12 through the refrigerant pipe 13K to the compressor 2, and the above cycle is repeated. The air cooled in heat absorber 9 is blown out into the vehicle interior from air outlet 29, thereby cooling the vehicle interior. In the cooling mode, the heat pump controller 32 controls the rotation speed of the compressor 2 based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48.
(5) Air conditioning (priority) + battery cooling mode
Next, an air-conditioning (priority) + battery cooling mode will be described with reference to fig. 8. Fig. 8 shows the flow direction of the refrigerant (solid arrow) of the refrigerant circuit R in the air-conditioning (priority) + battery cooling mode. In the air-conditioning (priority) + battery cooling mode, the heat pump controller 32 opens the solenoid valve 17, the solenoid valve 20, the solenoid valve 35, and the solenoid valve 69, and closes the solenoid valve 21 and the solenoid valve 22.
Next, the compressor 2 and the air-sending devices 15 and 27 are operated, and the air-mixing damper 28 is set in a state in which the ratio of the air blown from the indoor air-sending device 27 to the radiator 4 and the auxiliary heater 23 is adjusted. In the above operation mode, the auxiliary heater 23 is not energized. The heat medium heater 63 is not energized either.
Thereby, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Although the air in the air flow path 3 is ventilated to the radiator 4, the ratio is small (only for reheating (reheating) in cooling), and therefore the refrigerant flowing out of the radiator 4 almost passes only through the radiator 4, and flows to the refrigerant pipe 13J through the refrigerant pipe 13E. At this time, since the electromagnetic valve 20 is opened, the refrigerant passes through the electromagnetic valve 20 and directly flows into the outdoor heat exchanger 7, and then is cooled by the outside air ventilated by the traveling or the outdoor blower 15 in the outdoor heat exchanger 7, thereby being condensed and liquefied.
The refrigerant flowing out of the outdoor heat exchanger 7 enters the refrigerant pipe 13A, the electromagnetic valve 17, the receiver-drier 14, and the subcooling unit 16 and enters the refrigerant pipe 13B. The refrigerant flowing into the refrigerant pipe 13B is branched after passing through the check valve 18, and flows through the refrigerant pipe 13B as it is and flows to the indoor expansion valve 8. The refrigerant flowing into the indoor expansion valve 8 is decompressed by the indoor expansion valve 8, and then flows into the heat absorber 9 through the solenoid valve 35 to be evaporated. In this case, the air blown out from the indoor fan 27 and heat-exchanged with the heat absorber 9 is cooled by the heat absorption action.
The refrigerant evaporated in the heat absorber 9 flows through the refrigerant pipe 13C to the accumulator 12, is sucked from the accumulator 12 through the refrigerant pipe 13K to the compressor 2, and the above cycle is repeated. The air cooled in heat absorber 9 is blown out into the vehicle interior from air outlet 29, thereby cooling the vehicle interior.
On the other hand, the remaining portion of the refrigerant passing through the check valve 18 is branched and flows into the branch pipe 67 and flows to the auxiliary expansion valve 68. After the pressure of the refrigerant is reduced, the refrigerant flows into the refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64 through the solenoid valve 69 and evaporates in the refrigerant passage 64B. At this time, an endothermic effect is exerted. The refrigerant evaporated in the refrigerant flow path 64B passes through the refrigerant pipe 71, the refrigerant pipe 13C, and the accumulator 12 in this order, is sucked into the compressor 2, and the cycle described above is repeated (indicated by solid arrows in fig. 8).
On the other hand, since the circulation pump 62 is operated, the heat medium discharged from the circulation pump 62 flows through the heat medium pipe 66 to the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64, and exchanges heat with the refrigerant evaporated in the refrigerant flow path 64B in the heat medium flow path 64A, whereby the heat medium absorbs heat and is cooled. The heat medium flowing out of the heat medium flow passage 64A of the refrigerant-heat medium heat exchanger 64 flows to the heat medium heater 63. However, in the above-described operation mode, the heat medium heater 63 does not generate heat, and therefore, the heat medium directly passes through and flows to the battery 55, and exchanges heat with the battery 55. Thereby, the battery 55 is cooled, and the heat medium after cooling the battery 55 is sucked into the circulation pump 62, and the above-described circulation is repeated (indicated by a broken-line arrow in fig. 8).
In the air-conditioning (priority) + battery cooling mode, the heat pump controller 32 controls the rotation speed of the compressor 2 as shown in fig. 12 described later based on the temperature of the heat absorber 9 (heat absorber temperature Te: parameter) detected by the heat absorber temperature sensor 48, while maintaining the state in which the electromagnetic valve 35 is opened. Further, in the embodiment, the opening and closing of the electromagnetic valve 69 is controlled in the following manner based on the temperature of the heat medium detected by the heat medium temperature sensor 76 (heat medium temperature Tw: sent from the battery controller 73).
Here, fig. 17 shows the relationship between the respective temperature values related to the temperature adjustment of the battery 55. The symbol "TH" is an upper limit temperature, i.e., an upper limit value (e.g., +60 ℃) of the usage limit of the battery 55, and the symbol "TL" is a lower limit temperature, i.e., a lower limit value (e.g., +10 ℃) of the usage limit. Note that the symbol "TwUL" is a control upper limit value, and the symbol "TwLL" is a control lower limit value. Control upper limit value TwUL is set to a value smaller than upper limit value TH (for example, +40 ℃ c), control lower limit value TwLL is set to a value larger than lower limit value TL (for example, +15 ℃ c), and the range between these values is set as an index indicating the temperature of battery 55, that is, an appropriate temperature range of heat medium temperature Tw. The heat medium temperature Tw of the embodiment is an index indicating the temperature of the battery 55, and therefore, it is an appropriate temperature range of the battery 55. A target heat medium temperature twoo (TWObase described later) as a default target value of the heat medium temperature Tw is set in advance to a predetermined value a within the appropriate temperature range.
Further, fig. 13 shows a block diagram of the open/close control of the electromagnetic valve 69 in the air-conditioning (priority) + battery cooling mode. The heat medium temperature Tw detected by the heat medium temperature sensor 76 and the target heat medium temperature twoo that is the target value of the heat medium temperature Tw are input to the battery solenoid valve control portion 90 of the heat pump controller 32. When the heat medium temperature Tw is increased from the state where the solenoid valve 69 is closed by heat generation of the battery 55 or the like and is increased to the control upper limit value TwUL (when the temperature is higher than the upper limit value TwUL or when the temperature is not lower than the control upper limit value TwUL, the battery solenoid valve control unit 90 opens the solenoid valve 69 (instruction to open the solenoid valve 69). As a result, the refrigerant flows into the refrigerant flow path 64B of the refrigerant-heat medium heat exchanger 64 and evaporates, and cools the heat medium flowing through the heat medium flow path 64A, so that the battery 55 is cooled by the heat medium after the cooling.
Subsequently, when the heat medium temperature Tw decreases to the control lower limit value TwLL (when the temperature is lower than the lower limit value, or when the temperature is equal to or lower than the control lower limit value, the solenoid valve 69 is closed (instruction to close the solenoid valve 69). Subsequently, the opening and closing of the solenoid valve 69 as described above are repeated to control the heat medium temperature Tw to the target heat medium temperature twoo while cooling the vehicle interior preferentially, thereby cooling the battery 55.
(6) Switching of air conditioner operation
The heat pump controller 32 calculates the target outlet air temperature TAO according to the following formula (I). The target outlet air temperature TAO is a target value of the temperature of the air blown out from the outlet port 29 into the vehicle interior.
TAO＝(Tset-Tin)×K+Tbal(f(Tset、SUN、Tam))…(I)
Here, Tset is a set temperature in the vehicle interior set by the air conditioner operation unit 53, Tin is a temperature of the air in the vehicle interior detected by the inside air temperature sensor 37, K is a coefficient, and Tbal is a balance value calculated based on the set temperature Tset, the solar radiation amount SUN detected by the solar radiation sensor 51, and the outside air temperature Tam detected by the outside air temperature sensor 33. In general, the lower the outside air temperature Tam, the higher the target outlet air temperature TAO, and the lower the target outlet air temperature TAO as the outside air temperature Tam increases.
Further, the heat pump controller 32 selects any one of the air conditioning operations based on the outside air temperature Tam detected by the outside air temperature sensor 33 and the target outlet air temperature TAO at the time of startup. After the start-up, the air conditioning operations are selected and switched according to changes in the operating conditions, environmental conditions, and setting conditions, such as the outside air temperature Tam, the target outlet air temperature TAO, and the heat medium temperature Tw. For example, the switching from the cooling mode to the air-conditioning (priority) + battery cooling mode is performed based on a battery cooling request input from the battery controller 73. In the above case, for example, when the heat medium temperature Tw and the battery temperature Tcell increase to or above predetermined values, the battery controller 73 outputs a battery cooling request and transmits the request to the heat pump controller 32 and the air conditioning controller 45.
(7) Battery cooling (priority) + air conditioning mode
Next, the operation of the battery 55 during charging will be described. For example, when the battery 55 is charged by connecting a charging plug of a quick charger (external power supply) (the information is transmitted from the battery controller 73), the heat pump controller 32 executes the battery cooling (priority) + air conditioning mode regardless of whether the Ignition (IGN) of the vehicle is on or off, as long as there is a battery cooling request and the air conditioning switch of the air conditioning operation unit 53 is on. The flow direction of the refrigerant in the refrigerant circuit R in the battery cooling (priority) + air-conditioning mode is the same as that in the air-conditioning (priority) + battery cooling mode shown in fig. 8.
However, in the case of the battery cooling (priority) + air conditioning mode, in the embodiment, the heat pump controller 32 controls the rotation speed of the compressor 2 as shown in fig. 14 described later based on the heat medium temperature Tw detected by the heat medium temperature sensor 76 (sent from the battery control unit 73) while maintaining the state in which the electromagnetic valve 69 is opened. In the embodiment, the opening and closing of the solenoid valve 35 is controlled in the following manner based on the temperature of the heat absorber 9 (heat absorber temperature Te) detected by the heat absorber temperature sensor 48. The operation is different by switching between a charging time priority mode and a charging power priority mode, which will be described in detail later.
Fig. 15 shows a block diagram of the opening and closing control of the electromagnetic valve 35 in the above-described battery cooling (priority) + air conditioning mode. The heat sink electromagnetic valve control unit 95 of the heat pump controller 32 receives the heat sink temperature Te detected by the heat sink temperature sensor 48 and a predetermined target heat sink temperature TEO as a target value of the heat sink temperature Te. When the upper control limit value teal and the lower control limit value TeLL are set with a predetermined temperature difference between the upper and lower target heat absorber temperatures TEO and the heat absorber temperature Te rises from the state where the electromagnetic valve 35 is closed to the upper control limit value teal (when the temperature is lower than the upper control limit value teal or when the temperature is not lower than the upper control limit value teal, the same applies to the case), the heat absorber electromagnetic valve controller 95 opens the electromagnetic valve 35 (instruction to open the electromagnetic valve 35). Thereby, the refrigerant flows into the heat absorber 9 and evaporates, cooling the air flowing through the air flow path 3.
Subsequently, when the heat absorber temperature Te falls to the control lower limit value TeLL (when the temperature is lower than the control lower limit value TeLL or when the temperature is not higher than the control lower limit value TeLL), the solenoid valve 35 is closed (instruction to close the solenoid valve 35). Then, the opening and closing of the electromagnetic valve 35 described above are repeated, and the heat absorber temperature Te is controlled to the target heat absorber temperature TEO while cooling the battery 55 preferentially, thereby cooling the vehicle interior.
(8) Battery cooling (stand alone) mode
Next, the heat pump controller 32 executes the battery cooling (stand-alone) mode whenever there is a battery cooling request when the battery 55 is charged by being connected to the charging plug of the quick charger with the air conditioner switch of the air conditioner operation unit 53 turned off, regardless of whether the ignition is on or off. However, in addition to the charging process of the battery 55, it is also performed in a case where the air conditioner switch is off and there is a battery cooling demand (at the time of traveling under a high outside air temperature, or the like). Fig. 9 shows the flow direction (solid arrow) of the refrigerant circuit R in the above-described battery cooling (single) mode. In the battery cooling (single) mode, the heat pump controller 32 opens the solenoid valves 17, 20, and 69, and closes the solenoid valves 21, 22, and 35.
Subsequently, the compressor 2 and the outdoor fan 15 are operated. In addition, the indoor air-sending device 27 is not operated, and the auxiliary heater 23 is not energized. In the above-described operation mode, the heat medium heater 63 is not energized.
Thereby, the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Since the air in the air flow path 3 is not ventilated to the radiator 4, the refrigerant that has passed through this portion and flowed out of the radiator 4 passes through the refrigerant pipe 13E and reaches the refrigerant pipe 13J. At this time, since the electromagnetic valve 20 is opened, the refrigerant passes through the electromagnetic valve 20 and directly flows into the outdoor heat exchanger 7, and then is air-cooled by the outside air ventilated by the outdoor blower 15 in the outdoor heat exchanger 7, thereby being condensed and liquefied.
The refrigerant flowing out of the outdoor heat exchanger 7 enters the refrigerant pipe 13A, the electromagnetic valve 17, the receiver-drier 14, and the subcooling unit 16 and enters the refrigerant pipe 13B. The refrigerant flowing into the refrigerant pipe 13B passes through the check valve 18, and then all of the refrigerant flows into the branch pipe 67 and flows to the auxiliary expansion valve 68. After the pressure of the refrigerant is reduced, the refrigerant flows into the refrigerant passage 64B of the refrigerant-heat medium heat exchanger 64 through the solenoid valve 69 and evaporates in the refrigerant passage 64B. At this time, an endothermic effect is exerted. The refrigerant evaporated in the refrigerant flow path 64B passes through the refrigerant pipe 71, the refrigerant pipe 13C, and the accumulator 12 in this order, is sucked into the compressor 2 from the refrigerant pipe 13K, and the cycle is repeated (indicated by solid arrows in fig. 9).
On the other hand, since the circulation pump 62 is operated, the heat medium discharged from the circulation pump 62 flows through the heat medium pipe 66 to the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64, and the heat medium is cooled by absorbing heat in the refrigerant evaporated in the refrigerant flow path 64B. The heat medium flowing out of the heat medium flow passage 64A of the refrigerant-heat medium heat exchanger 64 flows to the heat medium heater 63. However, in the above-described operation mode, the heat medium heater 63 does not generate heat, and therefore, the heat medium directly passes through and flows to the battery 55, and exchanges heat with the battery 55. Thereby, the battery 55 is cooled, and the heat medium after cooling the battery 55 is sucked into the circulation pump 62, and the above-described circulation is repeated (indicated by a broken-line arrow in fig. 9).
In the above-described battery cooling (individual) mode, the heat pump controller 32 controls the rotation speed of the compressor 2 as described later based on the heat medium temperature Tw detected by the heat medium temperature sensor 76, so as to cool the battery 55. The operation is different by switching between a charging time priority mode and a charging power priority mode, which will be described later.
(9) Defrost mode
Next, a defrosting mode of the outdoor heat exchanger 7 will be described with reference to fig. 10. Fig. 10 shows the flow direction of the refrigerant in the refrigerant circuit R in the defrosting mode (solid arrows). In the heating mode as described above, the refrigerant evaporates in the outdoor heat exchanger 7, and absorbs heat from the outdoor air to become low temperature, and therefore, moisture in the outdoor air turns into frost and adheres to the outdoor heat exchanger 7.
Next, the heat pump controller 32 calculates a difference Δ TXO (TXObase-TXO) between the outdoor heat exchanger temperature TXO (the refrigerant evaporation temperature in the outdoor heat exchanger 7) detected by the outdoor heat exchanger temperature sensor 49 and the refrigerant evaporation temperature TXObase when frosting does not occur in the outdoor heat exchanger 7, determines that frosting has occurred in the outdoor heat exchanger 7 when the outdoor heat exchanger temperature TXO is decreased to be lower than the refrigerant evaporation temperature TXObase when frosting does not occur and the difference Δ TXO is increased to a predetermined value or more for a predetermined time, and sets a predetermined frosting flag.
Next, when the air-conditioning switch of the air-conditioning operation unit 53 is off and the charging plug of the quick charger is connected to charge the battery 55, the heat pump controller 32 sets the frost formation flag to execute the defrosting mode of the outdoor heat exchanger 7 as described below.
In the defrosting mode, the heat pump controller 32 sets the valve opening degree of the outdoor expansion valve 6 to be fully opened in addition to the state in which the refrigerant circuit R is set to the heating mode. Next, the compressor 2 is operated, and the high-temperature refrigerant discharged from the compressor 2 is caused to flow into the outdoor heat exchanger 7 through the radiator 4 and the outdoor expansion valve 6, whereby frost formed on the outdoor expansion valve 7 is melted. Next, when the outdoor heat exchanger temperature TXO detected by the outdoor heat exchanger temperature sensor 49 is higher than a predetermined defrosting end temperature (for example, +3 ℃ or the like), the heat pump controller 32 completes defrosting of the outdoor heat exchanger 7, and completes the defrosting mode.
(10) Battery heating mode
Further, the heat pump controller 32 executes a battery heating mode when performing an air conditioning operation or when charging the battery 55. In the above battery heating mode, the heat pump controller 32 operates the circulation pump 62 and energizes the heat medium heater 63. In addition, the electromagnetic valve 69 is closed.
Thus, the heat medium discharged from the circulation pump 62 flows through the heat medium pipe 66 to the heat medium flow path 64A of the refrigerant-heat medium heat exchanger 64, and flows through the heat medium flow path 64A to the heat medium heater 63. At this time, the heat medium heater 63 generates heat, and therefore, the heat medium is heated by the heat medium heater 63 to increase its temperature, and then flows into the battery 55 to exchange heat with the battery 55. Thereby, the battery 55 is heated, and the heat medium after heating the battery 55 is sucked into the circulation pump 62, and the above-described circulation is repeated.
In the battery heating mode, the heat pump controller 32 controls the heat generation of the heat medium heater 63 based on the heat medium temperature Tw detected by the heat medium temperature sensor 76 as described below, so as to adjust the heat medium temperature Tw to a predetermined target heat medium temperature TWO, thereby heating the battery 55. In addition, the operation is different when the battery 55 is charged by switching between the charging time priority mode and the charging power priority mode, which will be described in detail later.
(11) Control of the compressor 2 by the heat pump controller 32
Further, the heat pump controller 32 calculates a target rotation speed TGNCh of the compressor 2 (compressor target rotation speed) in the heating mode by the control block diagram of fig. 11 based on the radiator pressure Pci, and calculates a target rotation speed TGNCc of the compressor 2 (compressor target rotation speed) in the dehumidification cooling mode, the cooling mode, and the air-conditioning (priority) + battery cooling mode by the control block diagram of fig. 12 based on the heat absorber temperature Te. In addition, in the dehumidification and heating mode, the lower direction of the compressor target rotation speed TGNCh and the compressor target rotation speed TGNCc is selected. In the battery cooling (priority) + air conditioning mode and the battery cooling (individual) mode, the target rotation speed of the compressor 2 (compressor target rotation speed) TGNCw is calculated based on the heat medium temperature Tw by the control block diagram of fig. 13.
(11-1) calculation of compressor target rotation speed TGNCh based on radiator pressure Pci
First, the control of the compressor 2 based on the radiator pressure Pci will be described in detail with reference to fig. 11. Fig. 11 is a control block diagram of the heat pump controller 32 that calculates a target rotation speed (compressor target rotation speed) TGNCh of the compressor 2 based on the radiator pressure Pci. The F/F (feed forward) operation amount calculation unit 78 of the heat pump controller 32 calculates the F/F operation amount TGNChff of the compressor target rotational speed based on the outside air temperature Tam obtained from the outside air temperature sensor 33, the blower voltage BLV of the indoor blower 27, the air volume ratio SW determined by the air mix damper 28 obtained by SW ═ TAO-Te)/(Thp-Te), the target subcooling degree TGSC as the target value of the subcooling degree SC of the refrigerant at the outlet of the radiator 4, the aforementioned target heater temperature TCO as the target value of the heater temperature Thp, and the target radiator pressure PCO as the target value of the pressure of the radiator 4.
The heater temperature Thp is an air temperature (estimated value) on the leeward side of the radiator 4, and is calculated (estimated) based on the radiator pressure Pci detected by the radiator pressure sensor 47 and the refrigerant outlet temperature Tci detected by the radiator outlet temperature sensor 44. The degree of subcooling SC is calculated based on the refrigerant inlet temperature Tcxin and the refrigerant outlet temperature Tci of the radiator 4 detected by the radiator inlet temperature sensor 43 and the radiator outlet temperature sensor 44.
The target radiator pressure PCO is calculated by the target value calculation unit 79 based on the target supercooling degree TGSC and the target heater temperature TCO. The F/B (feedback) manipulated variable calculation unit 81 calculates the F/B manipulated variable TGNChfb of the compressor target rotation speed by PID calculation or PI calculation based on the target radiator pressure PCO and the radiator pressure Pci. Further, the F/F manipulated variable TGNChff calculated by the F/F manipulated variable arithmetic operation unit 78 and the F/B manipulated variable TGNChfb calculated by the F/B manipulated variable arithmetic operation unit 81 are added by an adder 82 and input to the limit setting unit 83 as TGNCh 00.
After setting limits as TGNCh0 for the lower limit rotation speed ecnpdlimo and the upper limit rotation speed ECNpdLimHi in the limit setting section 83, it is determined as the compressor target rotation speed TGNCh through the compressor cut-off control section 84. That is, the rotation speed of the compressor 2 is limited to the upper limit rotation speed ECNpdLimHi or less. In the normal mode, the heat pump controller 32 controls the operation of the compressor 2 so that the radiator pressure Pci becomes the target radiator pressure PCO, based on the compressor target rotation speed TGNCh calculated based on the radiator pressure Pci.
When the compressor target rotation speed TGNCh is the above-described lower limit rotation speed ecnpdlimo and the state where the radiator pressure Pci has risen to the upper limit value PUL set at the predetermined upper limit value PUL and the upper limit value PUL in the lower limit value PLL above and below the target radiator pressure PCO (the state where the radiator pressure Pci is greater than the upper limit value PUL or the state where the radiator pressure pl is equal to or greater than the upper limit value PUL, the same applies hereinafter) continues for the predetermined time th1, the compressor off control unit 84 enters the on-off mode in which the compressor 2 is stopped and the compressor 2 is on-off controlled.
In the on-off mode of the compressor 2 described above, when the radiator pressure Pci decreases to the lower limit value PLL (when it is smaller than the lower limit value PLL or when it is equal to or smaller than the lower limit value PLL, the same applies to the case). That is, the operation (on) and the stop (off) of the compressor 2 at the lower limit rotation speed ecnpdlimo are repeated. After the radiator pressure Pci is decreased to the lower limit value PUL and the compressor 2 is started, if the state where the radiator pressure Pci is not higher than the lower limit value PUL continues for a predetermined time th2, the on-off mode of the compressor 2 is ended and the normal mode is returned.
(11-2) calculation of compressor target rotation speed TGNCc based on Heat absorber pressure Te
Next, the control of the compressor 2 based on the heat absorber temperature Te will be described in detail with reference to fig. 12. Fig. 12 is a control block diagram of the heat pump controller 32 that calculates a target rotation speed TGNCc of the compressor 2 (compressor target rotation speed) based on the heat absorber temperature Te. The F/F operation amount calculation unit 86 of the heat pump controller 32 calculates an F/F operation amount TGNCcff of the compressor target rotation speed based on the outside air temperature Tam, the air volume Ga of the air flowing through the air flow path 3 (which may be the blower BLV of the indoor fan 27), the target radiator pressure PCO, and the target heat absorber temperature TEO, which is a target value of the heat absorber temperature Te.
The F/B manipulated variable calculator 87 calculates the F/B manipulated variable TGNCcfb for the target compressor rotation speed by PID calculation or PI calculation based on the target heat absorber temperature TEO and the heat absorber temperature Te. The F/F manipulated variable TGNCcff calculated by the F/F manipulated variable calculating unit 86 and the F/B manipulated variable TGNCcfb calculated by the F/B manipulated variable calculating unit 87 are added by an adder 88 and input to the limit setting unit 89 as TGNCc 00.
After setting limits as TGNCc0 to the lower limit rotation speed TGNCcLimLo and the upper limit rotation speed TGNCcLimHi for control in the limit setting section 89, it is determined as the compressor target rotation speed TGNCc through the compressor cut-off control section 91. Therefore, if the value TGNCc00 added by the adder 88 is within the upper limit rotation speed TGNCcLimHi and the lower limit rotation speed TGNCcLimLo and the on-off mode described later is not entered, the value TGNCc00 is the compressor target rotation speed TGNCc (the rotation speed of the compressor 2). In the normal mode, the heat pump controller 32 controls the operation of the compressor 2 so that the heat absorber temperature Te becomes the target heat absorber temperature TEO, based on the compressor target rotation speed TGNCc calculated based on the heat absorber temperature Te.
When the compressor target rotation speed TGNCc is the above-described lower limit rotation speed TGNCcLimLo and the state where the heat absorber temperature Te has dropped to the control upper limit value teal and the control lower limit value TeLL set above and below the target heat absorber temperature TEO continues for the predetermined time tc1, the compressor off control unit 91 enters the on-off mode in which the compressor 2 is stopped and the compressor 2 is on-off controlled.
In the on-off mode of the compressor 2 in the above-described case, when the heat absorber temperature Te rises to the upper control limit value teal, the compressor 2 is started and operated with the compressor target rotation speed TGNCc set to the lower limit rotation speed TGNCcLimLo, and when the heat absorber temperature Te falls to the lower control limit value TeLL in this state, the compressor 2 is stopped again. That is, the operation (on) and the stop (off) of the compressor 2 at the lower limit rotation speed TGNCcLimLo are repeated. Next, when the state in which the heat absorber temperature Te is not lower than the control upper limit value teal continues for a predetermined time tc2 after the heat absorber temperature Te is increased to the control upper limit value teal and the compressor 2 is started, the on-off mode of the compressor 2 in the above case is ended, and the normal mode is returned.
(11-3) calculation of compressor target rotation speed TGNCw based on Heat Medium temperature Tw
Next, the control of the compressor 2 based on the heat medium temperature Tw will be described in detail with reference to fig. 14. Fig. 14 is a control block diagram of the heat pump controller 32 that calculates a target rotation speed TGNCw of the compressor 2 (compressor target rotation speed) based on the heat medium temperature Tw. The F/F operation amount calculation unit 92 of the heat pump controller 32 calculates the F/F operation amount tgnccwf of the compressor target rotation speed based on the outside air temperature Tam, the flow rate Gw of the heat medium in the battery temperature adjustment device 61 (calculated from the output of the circulation pump 62), the heat generation amount of the battery 55 (sent from the battery controller 73), the battery temperature Tcell (sent from the battery controller 73), and the target heat medium temperature twoo that is the target value of the heat medium temperature Tw.
The F/B manipulated variable calculation unit 93 calculates the F/B manipulated variable TGNCwfb of the target compressor rotation speed by PID calculation or PI calculation based on the target heat medium temperature TWO and the heat medium temperature Tw (transmitted from the battery controller 73). The F/F manipulated variable TGNCwff calculated by the F/F manipulated variable calculating unit 92 and the F/B manipulated variable TGNCwfb calculated by the F/B manipulated variable calculating unit 93 are added by an adder 94 and input to the limit setting unit 96 as TGNCw 00.
After setting limits as TGNCw0 for the lower limit rotation speed tgncwlimo and the upper limit rotation speed TGNCwLimHi in the limit setting portion 96, it is determined as the compressor target rotation speed TGNCw through the compressor cut-off control portion 97. Therefore, if the value TGNCw00 added by the adder 94 is within the upper limit rotation speed TGNCwLimHi and the lower limit rotation speed tgncwlimo and the on-off mode described later is not entered, the value TGNCw00 is the compressor target rotation speed TGNCw (the rotation speed of the compressor 2). In the normal mode, the heat pump controller 32 controls the operation of the compressor 2 so that the heat medium temperature Tw becomes the target heat absorber temperature TWOs in the appropriate temperature range, based on the compressor target rotation speed TGNCw calculated based on the heat medium temperature Tw.
When the compressor target rotation speed TGNCw is the above-described lower limit rotation speed tgncwllimlo and the state where the heat medium temperature Tw has fallen to the control upper limit value TwUL and the control lower limit value TwLL set above and below the target heat medium temperature twoo continues for the predetermined time period Tw1, the compressor off control unit 97 enters the on-off mode in which the compressor 2 is stopped and the compressor 2 is subjected to on-off control.
In the on-off mode of the compressor 2 in the above-described case, when the heat medium temperature Tw increases to the control upper limit value TwUL, the compressor 2 is started and operated with the compressor target rotation speed TGNCw set to the lower limit rotation speed TGNCwLimLo, and when the heat medium temperature Tw decreases to the control lower limit value TwLL in this state, the compressor 2 is stopped again. That is, the operation (on) and the stop (off) of the compressor 2 at the lower limit rotation speed tgncwlimo are repeated. When the state where the heat medium temperature Tw is not lower than the control upper limit value TwUL continues for the predetermined time Tw2 after the heat medium temperature Tw has increased to the control upper limit value TwUL and the compressor 2 is started, the on-off mode of the compressor 2 in the above-described case is ended, and the normal mode is returned.
(12) Control of the heat medium heater 63 by the heat pump controller 32
Next, the control of the heat medium heater 63 based on the heat medium temperature Tw in the battery heating mode will be described in detail with reference to fig. 16. Fig. 16 is a control block diagram of the heat pump controller 32 that calculates the target heat generation amount ECHtw of the heat medium heater 63 based on the heat medium temperature Tw. The F/F manipulated variable calculation unit 98 of the heat pump controller 32 calculates the F/F manipulated variable ECHtff of the target heat generation amount based on the outside air temperature Tam, the flow rate Gw of the heat medium in the battery temperature adjustment device 61 (calculated from the output of the circulation pump 62), the heat generation amount of the battery 55 (sent from the battery controller 73), the battery temperature Tcell (sent from the battery controller 73), and the target heat medium temperature twoo that is the target value of the heat medium temperature Tw.
The F/B manipulated variable calculation unit 99 calculates the F/B manipulated variable ECHtwfb of the target heat generation amount by PID calculation or PI calculation based on the target heat medium temperature TWO and the heat medium temperature Tw (transmitted from the battery controller 73). The F/F manipulated variable ECHtwff calculated by the F/F manipulated variable calculation unit 98 and the F/B manipulated variable ECHtwfb calculated by the F/B manipulated variable calculation unit 99 are added by an adder 101 and input to a limit setting unit 102 as ECHtw 00.
After the limit setting unit 102 sets limits for the lower limit heat generation amount ECHtwLimLo (e.g., energization off) and the upper limit heat generation amount echwlimhi in control as ECHtw0, the target heat generation amount ECHtw is determined by the heat medium heater cutoff control unit 103. Therefore, if the value ECHtw00 added by the adder 101 is within the upper limit rotation speed echwlimhi and the lower limit rotation speed echwlimlo and the on-off mode described later is not entered, the value ECHtw00 is the target heat generation amount ECHtw (the heat generation amount of the heat medium heater 63). In the normal mode, the heat pump controller 32 controls the heat generation of the heat medium heater 63 such that the heat medium temperature Tw becomes the target heat medium temperature TWO, based on the target heat generation amount ECHtw calculated based on the heat medium temperature Tw.
When the target heat generation amount ECHtw is the above-described lower limit rotation speed ECHtwLimLo and the state where the heat medium temperature Tw has increased to the control upper limit value TwUL and the control upper limit value TwUL of the control lower limit value TwLL set above and below the target heat medium temperature twoo continues for the predetermined time period Tw1, the heat medium heater off control unit 103 enters the on-off mode in which the energization of the heat medium heater 63 is stopped and the heat medium heater 63 is on-off controlled.
In the on-off mode of the heat medium heater 63 in the above-described case, when the heat medium temperature Tw decreases to the control lower limit value TwLL, the heat medium heater 63 is energized and energized as a predetermined low heat generation amount, and when the heat medium temperature Tw increases to the control upper limit value TwUL in the above-described state, the energization of the heat medium heater 64 is stopped again. That is, the heat medium heater 63 repeats the heat generation (on) and the heat generation stop (off) at a predetermined low heat generation amount. Next, when the state where the heat medium temperature Tw is not higher than the control lower limit value TwLL continues for the predetermined time Tw2 after the heat medium temperature Tw has decreased to the control lower limit value TwLL and the heat medium heater 63 is energized, the on-off mode of the heat medium heater 63 in the above case is ended, and the normal mode is returned to.
(13) Charging mode (charging time priority mode and charging power priority mode) for quick charging of battery 55
Next, a charging time priority mode and a charging power priority mode when the battery 55 is charged by the quick charger will be described with reference to fig. 17 to 20. The heat pump controller 32 of the control device 11 of the embodiment has a charging time priority mode and a charging power priority mode as charging modes executed when a plug for charging of a quick charger (external power supply) is connected and a battery 55 is quickly charged. In addition, the above-described charging time priority mode and charging power priority mode are executed in the aforementioned battery cooling (priority) + air conditioning mode, battery cooling (alone) mode, and battery heating mode when charging the battery 55.
Here, as described above, since the charging current of the battery 55 is automatically adjusted by the rapid charger and the battery controller 73 in cooperation with each other in accordance with the heat medium temperature Tw, if the battery 55 is cooled in the battery cooling (priority) + air conditioning mode or the battery cooling (stand-alone) mode, the battery 55 is heated in the battery heating mode, and the heat medium temperature Tw is set to an appropriate temperature range, the rapid charger and the battery controller 73 can charge the battery 55 with a large charging current without limiting the charging current, and thus rapid charging is possible, but since the power for cooling the battery 55 is mainly consumed by the compressor 2 and the power is consumed by the heat medium heater 63 in the heating mode, the entire charging power becomes large, and the charge for charging also becomes high.
On the other hand, in a use case such as charging while a user is shopping in a large-scale commercial facility or the like, for example, since the battery 55 has enough time to be charged, the user may consider giving priority to the charge (charging power) of the battery 55 over the charging time of the battery 55. Therefore, in the present invention, in the battery cooling (priority) + air conditioning mode, battery cooling (separate) mode, and battery heating mode when charging the battery 55, either the charging time priority mode in which the charging time is prioritized or the charging power priority mode in which the charging power (fee) is prioritized can be selected, or the charging time priority mode in which the charging time is prioritized or the charging power priority mode in which the charging power (fee) is prioritized can be automatically selected.
(13-1) control when charging time priority mode is selected
First, in the case where the charge time priority mode is selected, the heat pump controller 32 controls the heat medium temperature Tw within an appropriate temperature range and maintains the battery 55 within the appropriate temperature range by cooling the battery 55 or heating the battery 55 as described above in the battery cooling (priority) + air conditioning mode, the battery cooling (individual) mode, and the battery heating mode. This prevents the quick charger and the battery controller 73 from limiting the charging current, and the battery 55 can be charged quickly.
(13-2) control when charging time priority mode is selected
In addition, in the above-described control (one of them), in the case of the battery cooling (priority) + air conditioning mode, the air conditioning operation in the vehicle interior may be restricted or prohibited. When the air conditioning operation is restricted, for example, the target heat absorber temperature TEO is increased by a predetermined value. Accordingly, the period during which the electromagnetic valve 35 is opened is shortened, and therefore, the amount of refrigerant flowing to the refrigerant-heat medium heat exchanger 64 increases. Further, in the case where the air conditioning operation is prohibited, the mode is automatically switched to the battery cooling (stand-alone) mode. This can limit or eliminate the cooling capacity used for air conditioning (cooling) in the vehicle interior, and increase the cooling capacity of the battery 55, thereby enabling the battery 55 to be charged more quickly.
(13-3) control when charging time priority mode is selected
In the battery cooling (priority) + air conditioning mode and the battery cooling (individual) mode in the case where the charge time priority mode is selected, the heat pump controller 32 may feedback-control the heat medium temperature Tw (target heat medium temperature TWO: an index indicating the temperature of the battery 55) so that the charge current of the battery 55 becomes maximum. Fig. 18 is a control block diagram relating to the control of the target heat medium temperature twoo in the charge time priority mode of the heat pump controller 32 in the above-described case. In the figure, the symbol "TWObase" is the aforementioned default target heat medium temperature, and in the embodiment, is set to the prescribed value a within the appropriate temperature range. Note that reference numeral "104" is a data table showing a relationship between the maximum charging current value Imax of the battery 55 and the outside air temperature Tam, and is preset in the heat pump controller 32 in the embodiment.
Note that, normally, the target heat medium temperature TWObase (predetermined value a) in fig. 18 is determined as the target heat medium temperature twoo, but in the charge time priority mode in the above case, the heat pump controller 32 corrects the target heat medium temperature twoo based on the integrated value of the difference between the maximum charge current value Imax and the actual charge current value of the battery 55, that is, the actual charge current value Tact.
That is, the maximum charging current value Imax and the actual charging current value Iact obtained from the battery controller 73 are input to the subtractor 106, and the deviation e (Imax-Iact) thereof is amplified by the amplifier 107 and input to the arithmetic unit 108. The arithmetic unit 108 performs an integral operation (integral control) of the heat medium temperature correction value for a predetermined integral period and integral time, and the adder 109 calculates an integral value twolos of the heat medium temperature correction value added to the previous value. Next, after the limit setting unit 101 sets the limit for the control upper limit value and the control lower limit value, it is determined as the heat medium temperature correction value twodos (maximum target current).
In the subtractor 112, the heat medium temperature correction value twodos is subtracted from the default target heat medium temperature TWObase, and determined as the target heat medium temperature twoo. Therefore, the target heat medium temperature TWO is decreased by the heat medium temperature correction value twolos, whereby the compressor target rotation speed TGNCw of the compressor 2 is increased, the rotation speed of the compressor 2 is increased, and the capacity of the compressor 2 is increased. By such feedback control as described above, the cooling capacity of the battery 55 for obtaining the maximum charging current value Imax can be obtained by the refrigerant-heat medium heat exchanger 64, and therefore, the battery 55 can be charged extremely quickly by the maximum charging current.
In the limit setting unit 101, the upper limit of the heat medium temperature correction value twolos is set to TWObase-lltwoo. Since the lltwoo is the control lower limit value TwLL (defined as the predetermined value C) in the embodiment, the target heat medium temperature twoo is feedback-controlled between the predetermined value a and the predetermined value C in the control in the above case as shown in fig. 17.
(13-4) control when charging power priority mode is selected
Next, in the case where the charging power priority mode is selected, the heat pump controller 32 does not perform the battery cooling (priority) + air conditioning mode, the battery cooling (individual) mode, and the battery heating mode. That is, in the above case, the heat pump controller 32 does not perform temperature adjustment of the battery 55 during charging of the battery 55, and thus, although it may take time, the battery 55 can be charged with a small amount of electric power.
(13-5) control when charging power priority mode is selected (second)
In addition, instead of not performing the battery cooling (priority) + air conditioning mode, the battery cooling (individual) mode, and the battery heating mode in the charging current priority mode as described above, the battery cooling (priority) + air conditioning mode, the battery cooling (individual) mode, and the battery heating mode may be restricted. In the above case, for example, the heat pump controller 32 does not perform the battery cooling (priority) + air conditioning mode and the battery cooling (individual) mode in the same manner as described above until the heat medium temperature Tw reaches the upper limit value TH of fig. 17.
On the other hand, in the case where the heat medium temperature Tw in the rapid charging reaches the upper limit value TH, the heat pump controller 32 also starts the compressor 2 and executes a battery cooling (priority) + air conditioning mode, a battery cooling (stand-alone) mode to cool the battery 55. Next, for example, when the heat medium temperature Tw decreases to a predetermined value B (fig. 17) lower than the upper limit value TH, the operation is stopped. This makes it possible to suppress charging power (cost) by limiting the battery cooling (priority) + air conditioning mode and battery cooling (separate) mode, and to avoid the problem that the temperature of the battery 55 becomes abnormally high due to self-heat generation during charging even in the charging power priority mode.
Also, even in the battery heating mode, the battery heating mode is not performed as described above until the heat medium temperature Tw reaches the aforementioned lower limit value TL of fig. 17. On the other hand, when the heat medium temperature Tw reaches the lower limit value TL, the heat pump controller 32 energizes the heat medium heater 63 to perform the battery heating mode to heat the battery 55. Next, for example, when the heat medium temperature Tw increases to the predetermined value C (the control lower limit value twll in the embodiment, fig. 17) higher than the lower limit value TL, the energization is stopped. This makes it possible to suppress charging power (cost) by restricting the battery heating mode, and to avoid deterioration of the battery 55 due to charging at an abnormally low temperature even in the charging power priority mode.
(13-6) selection of charging time priority mode and charging power priority mode (one of)
Next, an example of a case where the user manually selects the charging time priority mode and the charging power priority mode using the switch 53B of the air-conditioning operation unit 53 will be described with reference to fig. 19. In the embodiment, when the charging plug of the quick charger is connected, the prediction calculation unit 116 of the heat pump controller 32 (may be the quick charger and the battery controller 73) performs prediction calculation of the battery charging completion time at which the charging of the battery 55 is completed and the battery charging power as the cost based on any one of the remaining amount (SOC) of the battery 55, the outside air temperature Tam (ambient condition), the heat medium temperature Tw (may be the battery temperature Tcell) at the time of the start of the charging and the type of the quick charger, any combination thereof, or all of them (in the embodiment), and displays (outputs) the result on the display 53A of the air conditioning operation unit 53 as shown in fig. 19.
In the above case, the prediction arithmetic unit 116 of the heat pump controller 32 calculates the battery charge end time and the battery charge power (charge) for each of the charge time priority mode and the charge power priority mode, transmits the result to the air conditioning controller 45, and displays the result on the display 53A. In fig. 19, a symbol "X1" is a battery charge end time in the case where the charge time priority mode is selected, a symbol "X2" is a battery charge end time in the case where the charge power priority mode is selected, a symbol "Y1" is battery charge power (fee) in the case where the charge time priority mode is selected, and a symbol "Y2" is battery charge power (fee) in the case where the charge power priority mode is selected.
As a tendency of the prediction calculation, the higher the outside air temperature Tam and the heat medium temperature Tw at the start of charging, the longer the battery charging end time X2 in the charging-power priority mode, and the higher the battery charging power (charge) Y1 in the charging-time priority mode. Further, the more the remaining amount of the battery 55, the shorter the battery charging end times X1, X2 in either mode, and the cheaper the battery charging powers (fees) Y1, Y2.
The user makes a determination based on the result of the prediction calculation displayed on the display 53, and operates the switch 53B to select the charging time priority mode or the charging power priority mode. The charge mode selected by the switch 53B is sent from the air conditioner controller 45 to the heat pump controller 32, and the heat pump controller 32 executes any one of the charge modes. In this way, by providing the switch 53B for selecting the execution of the charging time priority mode or the execution of the charging power priority mode, the user can arbitrarily select the execution of the charging time priority mode or the execution of the charging power priority mode.
In particular, the heat pump controller 32 displays the battery charge end time (X1, X2) and the battery charge power (Y1, Y2) on the display 53A for each of the charge time priority mode and the charge power priority mode, and the battery charge end time (X1, X2) and the battery charge power (Y1, Y2) are calculated from the remaining amount of the battery 55, the outside air temperature Tam (environmental condition), the heat medium temperature Tw at the start of charge (index indicating the temperature of the battery 55), any one of the types of the quick charger, or any combination thereof, or all of them, so that the user can easily select the charge time priority mode or the charge power priority mode from the displayed battery charge end time and battery charge power, and the convenience is further improved.
(13-7) selection of charging time priority mode and charging power priority mode (second)
Next, an example of a case where the heat pump controller 32 automatically selects the charging time priority mode and the charging power priority mode will be described with reference to fig. 20. Fig. 20 is a control block diagram in which the heat pump controller 32 selects the charging time priority mode and the charging power priority mode. The prediction calculation result in fig. 20 is the same as that in fig. 19. In the above case, when the charging plug of the quick charger is connected, the prediction calculation unit 116 of the heat pump controller 32 (may be the quick charger and the battery controller 73) calculates the battery charging end time and the battery charging power by prediction calculation for each of the charging time priority mode and the charging power priority mode based on any one of, any combination of, or all (in the embodiment, all) of the remaining amount (SOC) of the battery 55, the outside air temperature Tam (environmental condition), the heat medium temperature Tw (may be the battery temperature Tcell) at the time of starting charging, and the type of the quick charger.
On the other hand, in the above case, the user inputs the desired charging time to the heat pump controller 32 via the air conditioner controller 45 using the switch 53B of the air conditioner operation unit 53. The desired charging time is inverted based on the departure scheduled time. The battery charge completion time X2 of the charging power priority mode predicted and calculated by the prediction calculation unit 116 of the heat pump controller 32 is input to the comparator 113 and compared with the input desired charging time.
When the comparison of the comparator 113 makes X2 ≦ the desired charging time and the battery charging end time X2 of the charging power priority mode satisfy the desired charging time of the user, the heat pump controller 32 selects the charging power priority mode by the switch 114 and outputs the charging mode selection result. On the other hand, when the comparison by the comparator 113 is such that X2 > the desired charging time and the battery charging end time X2 of the charging power priority mode does not satisfy the desired charging time of the user, the charging time priority mode is selected by the switch 114 and output as a charging mode selection result. The heat pump controller 32 executes the charging electric power priority mode or the charging time priority mode based on the output result.
As described above, when the heat pump controller 32 executes the charging power priority mode based on the battery charging end time calculated based on any one of the remaining amount of the battery 55, the outside air temperature Tam (environmental condition), the heat medium temperature Tw at the start of charging, the types of the rapid charger, any combination thereof, or all of them, and the calculated battery charging end time satisfies the preset desired charging time, the heat pump controller 32 automatically selects and executes the inexpensive charging power charging mode by setting the desired charging time in advance based on the scheduled departure time or the like, and convenience is significantly improved.
(13-8) display of charging time priority mode and charging power priority mode
Further, the heat pump controller 32 displays (outputs) whether the charging mode currently being executed is the charging time priority mode or the charging power priority mode to the display screen 53A of the air conditioner operation part 53 of the air conditioner controller 45. Thereby, it is possible for the user to easily confirm which charging mode is executed at the time of quick charging of the battery 55.
As described above in detail, according to the present invention, the heat pump controller 32 has the charging time priority mode in which the temperature of the battery 55 is adjusted when charging the battery 55 and the charging power priority mode in which the temperature of the battery 55 is not adjusted when charging the battery 55 or the operation of adjusting the temperature of the battery 55 is limited, and therefore, when charging the battery 55, the temperature of the battery 55 can be quickly charged by adjusting the temperature of the battery 55 as the charging time priority mode when giving priority to the charging time, and when giving priority to the charging power (cost), the temperature of the battery 55 is not adjusted as the charging power priority mode or the operation of the battery temperature adjusting device 61 is limited, and the battery 55 can be charged with a small amount of power.
That is, the optimum charging method can be selected according to the situation and preference of the user to charge the battery 55, and the convenience is remarkably improved. In particular, the present invention is effective when the battery 55 is charged by a quick charger as in the embodiment.
In the embodiment, the battery temperature control device 61 of the present invention is provided in the vehicle air conditioner 1 for air-conditioning the vehicle interior, but the invention other than the invention according to claim 11 is not limited to this, and is also effective in a battery temperature control device for performing only temperature control of the battery 55 without air-conditioning the vehicle interior. The cooling device for cooling the battery 55 is not limited to the refrigerant circuit R of the embodiment, and the present invention is also effective when an electronic cooling device such as a peltier element is used.
In the foregoing embodiment, the heat medium temperature Tw is used as an index indicating the temperature of the battery 55, but the battery temperature Tcell may be used. In the embodiment, the temperature of the battery 55 is adjusted by circulating the heat medium, but the present invention is not limited to this, and a heat exchanger for a battery may be provided to directly exchange heat between the refrigerant and the battery 55. In the above case, the battery temperature Tcell is an index indicating the temperature of the battery 55.
In the embodiment, the case where the battery 55 is charged by using a quick charger is described, but the present invention is also effective when a normal charger is used in the invention other than claim 6. It is needless to say that the configuration and numerical values of the refrigerant circuit R described in the embodiment are not limited to these values, and can be changed without departing from the scope of the present invention.
(symbol description)
Air conditioner for vehicle
2 compressor
3 air flow path
4 heating radiator (indoor heat exchanger)
6 outdoor expansion valve
7 outdoor heat exchanger
8 indoor expansion valve
9 Heat absorber (indoor heat exchanger)
11 control device
32 Heat pump controller (forming part of the control device)
35 electromagnetic valve
45 controller of air conditioner (forming a part of control device)
48 heat absorber temperature sensor
55 cell
61 Battery temperature regulating device
64 refrigerant-heat medium heat exchanger
68 auxiliary expansion valve
69 solenoid valve
76 heat medium temperature sensor
R refrigerant circuit.

Claims (11)

1. A battery temperature adjusting device for a vehicle, which can be charged by an external charger and adjusts the temperature of a battery mounted on the vehicle,
it is characterized in that the preparation method is characterized in that,
comprises a control device, a control device and a control device,
the control device has:
a charging time priority mode in which the temperature of the battery is adjusted while the battery is charged; and
and a charging power priority mode in which the battery is not operated when the battery is charged or the operation of adjusting the temperature of the battery is restricted when the battery is charged.
2. The battery temperature adjusting apparatus of a vehicle according to claim 1,
the control device controls the index indicating the temperature of the battery within a predetermined appropriate temperature range in the charging time priority mode.
3. The battery temperature adjusting apparatus of a vehicle according to claim 1 or 2,
the control device controls an index indicating a temperature of the battery based on a charging current of the battery in the charging time priority mode so that the charging current becomes maximum.
4. The battery temperature regulating device according to any one of claims 1 to 3,
comprising a cooling device with which the battery can be cooled,
the control device cools the battery and changes the index to a value lower than an upper limit value when the index indicating the temperature of the battery reaches the upper limit value in the charging power priority mode.
5. The battery temperature adjusting apparatus of a vehicle according to any one of claims 1 to 4,
comprises a heating device, can be used for heating the battery,
the control device heats the battery and sets the index to a value higher than a predetermined lower limit value when the index indicating the temperature of the battery reaches the lower limit value in the charging power priority mode.
6. The battery temperature adjusting apparatus of a vehicle according to any one of claims 1 to 5,
the control device executes the charging time priority mode or the charging power priority mode when the battery is charged by a quick charger.
7. The battery temperature adjusting apparatus of a vehicle according to any one of claims 1 to 6,
the control device has an input device for selecting the execution of the charging time priority mode or the execution of the charging power priority mode.
8. The battery temperature adjusting apparatus of a vehicle according to any one of claims 1 to 7,
the control device has a defined output device,
and outputting a battery charge end time and a battery charge power for each of the charge time priority mode and the charge power priority mode, the battery charge end time and the battery charge power being calculated based on any one of a remaining amount of the battery, an environmental condition, an index indicating a temperature of the battery at the start of charge, a type of the charger, an arbitrary combination thereof, or all of them.
9. The battery temperature adjusting apparatus of a vehicle according to any one of claims 1 to 8,
the control device executes the charging power priority mode when the calculated battery charging end time satisfies a preset desired charging time based on a battery charging end time calculated from any one of a remaining amount of the battery, an environmental condition, an index indicating a temperature of the battery at the start of charging, a type of the charger, an arbitrary combination thereof, or all of them.
10. The battery temperature adjusting apparatus of a vehicle according to any one of claims 1 to 9,
the control device has a defined output device,
and outputting the charging time priority mode or the charging power priority mode.
11. An air conditioning device for a vehicle including a battery temperature adjusting device of the vehicle according to any one of claims 1 to 10, characterized by comprising:
a compressor that compresses a refrigerant;
an indoor heat exchanger for exchanging heat between air supplied into a vehicle interior and the refrigerant; and
an outdoor heat exchanger disposed outside a vehicle compartment and air-conditioning the vehicle compartment,
the battery temperature adjusting means can cool the battery using the refrigerant,
the control device restricts or prohibits the air conditioning operation in the vehicle interior in the charging time priority mode.
CN201980074327.4A 2018-11-27 2019-10-18 Battery temperature adjusting device for vehicle and air conditioner for vehicle comprising same Active CN112996689B (en)

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JP2018221253A JP7213665B2 (en) 2018-11-27 2018-11-27 VEHICLE BATTERY TEMPERATURE ADJUSTMENT DEVICE AND VEHICLE AIR CONDITIONER WITH SAME
JP2018-221253 2018-11-27
PCT/JP2019/041092 WO2020110508A1 (en) 2018-11-27 2019-10-18 Vehicle battery temperature adjustment apparatus and vehicle air-conditioner equipped with same

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