DE102020131848A1 - Vehicle energy management system - Google Patents

Abstract

A vehicle energy management system contains a first thermal energy management unit (14) and a second thermal energy management unit (15). When an operating temperature of at least one of second vehicle devices (31, 32) is outside an appropriate temperature range, the second thermal energy management unit causes cooling energy to be transferred between the second vehicle devices. When the transmission of cooling energy between the second vehicle devices is insufficient to bring the operating temperature into the appropriate temperature range, the second thermal energy management unit notifies the first thermal energy management unit of an insufficient amount of the cooling energy. The insufficient amount of cooling energy is supplied from a heat pump type cooling energy exchange device, and the second thermal energy management unit receives the cooling energy from the heat pump type cooling energy exchange device.

Description

The present disclosure relates to a vehicle energy management system.

For example, Patent Literature 1 ( JP 2013-184596 A ) heating and cooling of vehicle components such as a battery, a motor and an inverter by a vehicle air conditioner for an electric vehicle, a hybrid vehicle or a fuel cell vehicle. In particular, in a refrigerant circuit, an evaporator for vehicle components is arranged in parallel with an evaporator for air conditioning, and bypass circuits connected to each evaporator are formed to bypass a condenser. According to such configurations, air conditioning and temperature control of a battery can be performed in an air cooling and battery cooling mode, an air heating and battery heating mode, an air cooling and battery heating mode, and an air heating and battery cooling mode.

However, when the temperature control of the vehicle components is performed solely by a vehicle air conditioning device, the vehicle air conditioning device is required to flow the refrigerant for controlling temperatures of the vehicle components, and the power consumption for driving the compressor and the Increase expansion valve.

In view of the points described above, it is an object of the present disclosure to provide a vehicle energy management system configured to control temperatures of vehicle devices while inhibiting power consumption.

A vehicle energy management system of the present disclosure includes: a first thermal energy management unit configured to manage thermal energy of a first vehicle device with respect to a first area of a plurality of areas of a vehicle, and a second thermal energy Management unit configured to manage thermal energy from a plurality of second vehicle devices with respect to a second area of the plurality of areas. The first area is a cabin area in which an occupant of the vehicle travels or a control device configured to control vehicle behavior is disposed. The first vehicle device includes a heat pump type cooling energy exchange device configured to control air conditioning of the cabin area or thermal management of the control device. The first thermal energy management unit is configured to calculate an excess amount of cooling energy of the heat pump type cooling energy exchange device based on at least a set temperature, a cabin temperature, and an outside temperature. The plurality of second vehicle devices are configured such that cooling energy can be transferred between the plurality of second vehicle devices. The heat pump type cooling energy exchange device and at least one second vehicle device of the plurality of second vehicle devices are configured such that the cooling heat can be transferred between the heat pump type cooling energy exchange device and the at least one second vehicle device. When an operating temperature of at least one of the plurality of second vehicle devices is outside an appropriate temperature range, the second thermal energy management unit causes the cooling energy from the plurality of second vehicle devices to be transferred between the plurality of second vehicle devices to the operating temperature of the at least one of the plurality of second vehicle devices in the appropriate temperature range. If the transfer of cooling energy between the plurality of second vehicle devices is insufficient to bring the operating temperature of the at least one of the plurality of second vehicle devices into the appropriate temperature range, the second thermal energy management unit notifies the first thermal energy management unit about an insufficient amount of cooling energy. The first thermal energy management unit is configured to supply the notified insufficient amount of the cooling energy from the heat pump type cooling energy exchange device to the at least one second vehicle device within the calculated excess amount of the cooling energy.

As described above, since the vehicle energy management system includes the first thermal energy management unit and the second thermal energy management unit, each of which is configured to manage the thermal energy of vehicle devices with respect to the corresponding area, the vehicle energy management system can accurately grasp the state of the thermal energy of the vehicle devices with respect to each area and manage the thermal energy with low power consumption.

In particular, the second thermal energy management unit is configured to determine whether the operating temperatures of the second Vehicle devices are within the appropriate temperature ranges to manage the thermal energy of the vehicle devices. If the operating temperature of at least one of the second vehicle devices is outside the appropriate temperature range, the second thermal energy management unit causes the cooling energy to be transferred between the at least one second vehicle device and another vehicle device in order to bring the operating temperature into the appropriate temperature range. According to the vehicle energy management system of the present disclosure, if the operating temperature of at least one vehicle device in the second area is outside the appropriate temperature range, the second thermal energy management unit tries to bring the operating temperature into the appropriate temperature range by dividing the cooling energy between the vehicle devices in the second area is transferred. Accordingly, when the operating temperature of the vehicle device is out of the appropriate temperature range, the operating temperature can be adjusted without using the heat pump type cooling energy exchange device, and the increase in power consumption by the heat pump type cooling energy exchange device can be restrained.

• 1 ist ein Diagramm, das ein Beispiel von einer Weise darstellt, ein Fahrzeug in Bereiche zu unterteilen.
• 2 ist ein Diagramm, das ein Fahrzeugenergiemanagementsystem gemäß einer Ausführungsform darstellt.
• 3 ist ein Diagramm, das ein Beispiel von Kühlkreisläufen eines Verbrennungsmotors und eines Inverters, und Konfigurationen für ein Steuern der Kühlkreisläufe darstellt.
• 4 ist ein Diagramm, das ein Beispiel von Konfigurationen einer Klimatisierungsvorrichtung und Konfigurationen für ein Übertagen von Kühlenergie von der Klimatisierungsvorrichtung zu dem Kühlkreislauf des Verbrennungsmotors darstellt.
• 5 ist ein Flussdiagramm eines Prozesses, der durch eine FA-thermische-Energie-Managementeinheit für ein Steuern von Temperaturen von Fahrzeugvorrichtungen mit niedrigem Leistungsverbrauch durchgeführt wird.
• 6 ist ein Flussdiagramm eines Prozesses, der durch eine CA-thermische-Energie-Managementeinheit für ein Steuern von Temperaturen von Fahrzeugvorrichtungen mit niedrigem Leistungsverbrauch durchgeführt wird.
• 7 ist ein Flussdiagramm eines Prozesses, der durch eine FA-thermische-Energie-Managementeinheit gemäß einer zweiten Ausführungsform durchgeführt wird.
• 8 ist ein Flussdiagramm eines Prozesses, der durch eine CA-thermische-Energie-Managementeinheit gemäß einer zweiten Ausführungsform durchgeführt wird.

When the operating temperature of the vehicle device cannot be brought into the appropriate temperature range by the transfer of the cooling energy between the vehicle devices in the second area, the cooling energy for transferring from the first area to the second area is generated by the heat pump-type cooling energy exchange device. In this case, the first thermal energy management unit generates the cooling energy for transmission within the excess amount of the cooling energy. Accordingly, deterioration in the state of the thermal management of the passenger compartment area due to the temperature adjustment of the vehicle device in the second area can be limited.

• 1 Fig. 13 is a diagram showing an example of a way to divide a vehicle into areas.
• 2 FIG. 3 is a diagram illustrating a vehicle energy management system according to an embodiment.
• 3rd Fig. 13 is a diagram illustrating an example of cooling cycles of an internal combustion engine and an inverter, and configurations for controlling the cooling cycles.
• 4th FIG. 13 is a diagram illustrating an example of configurations of an air conditioning device and configurations for transferring cooling energy from the air conditioning device to the cooling circuit of the internal combustion engine.
• 5 Fig. 13 is a flowchart of a process performed by an FA thermal energy management unit for controlling temperatures of low power consumption vehicle devices.
• 6th Fig. 13 is a flowchart of a process performed by a CA thermal energy management unit for controlling temperatures of low power consumption vehicle devices.
• 7th FIG. 12 is a flowchart of a process performed by an FA thermal energy management unit according to a second embodiment.
• 8th Fig. 13 is a flowchart of a process performed by a CA thermal energy management unit according to a second embodiment.

Embodiments of the present disclosure will be described below with reference to drawings. In the embodiments, a part corresponding to an item described in a previous embodiment may be given the same reference numeral, and redundant explanation for the part may be omitted. When only a part of a configuration is described in one embodiment, another preceding embodiment can be applied to the other parts of the configuration. The parts can be combined even if it is not explicitly described that the parts can be combined. The embodiments can be partially combined even if it is not explicitly described that the embodiments can be combined, provided that there is no violation in the combination.

(First embodiment)

In the following, a vehicle energy management system according to a first embodiment of the present disclosure will be described in detail with reference to the drawings.

1 Figure 10 shows an example of divided areas of a vehicle. In the example shown in 1 can be seen, the vehicle is divided into three areas that form a central area (CA) 1 , a front area (FA) 2 and a rear area (RA) 3rd contain. The central area 1 includes a cabin area in which an occupant of the vehicle travels. The front area 2 contains one Internal combustion engine compartment in which an internal combustion engine is arranged. The way to divide the vehicle into three areas is not based on the example shown in 1 seen is limited. For example, the central area 1 can be further divided into a passenger compartment area and an area below or behind the passenger compartment area to form a total of four areas. Furthermore, the central area 1 and the rear area 3rd can be combined to form a total of two areas.

In 2 FIG. 13 is a block diagram illustrating the vehicle energy management system of the present embodiment. For understanding of illustration and explanation, only part of the vehicle devices that are control targets of the vehicle energy management system and part of control units for controlling the vehicle devices are shown in FIG 2 to see.

Like it in 2 can be seen is an air conditioning device (A / C) 30th for controlling air conditioning of the passenger compartment, the vehicle device with respect to the central area 1 . The air conditioning device 30th is a heat pump type air conditioner configured to cool and warm the passenger compartment. Although the air conditioning device 30th is not entirely located in the passenger compartment, the air conditioning device 30th as the vehicle device with respect to the central area 1 defined as the air conditioning device 30th controls air conditioning in the passenger compartment. The vehicle devices with respect to the central area 1 For example, may include a heat pump type cooling energy exchange device located under seats in the passenger compartment or within a console box and configured to control a temperature of a control unit for controlling vehicle behavior. The heat pump type refrigeration energy exchanging device may have the same configurations as the heat pump type air conditioner. The vehicle device with respect to the central area 1 may be a first vehicle device.

An air conditioning device control unit (ACU) 20th is configured to the air conditioning device 30th to control. The ACU 20th is configured to be used by a CA thermal energy management unit 14th obtain a set temperature of the passenger compartment and the air conditioning device 30th control so that the actual temperature of the passenger compartment is equal to the set temperature. In response to an instruction from the CA thermal energy management unit 14th to bring cooling energy to the front area 2 and / or the rear area 3rd to deliver, the ACU leads 20th a process of supplying the amount of cooling energy according to the instruction from the air conditioning device 30th to the front area 2 and / or the rear area 3rd by. The CA thermal energy management unit 14th can start the process for supplying the cooling energy to the front area 2 and / or the rear area 3rd carry out.

The CA thermal energy management unit 14th is configured to set the set temperature of the passenger compartment, that is, the target temperature, from a target setting unit 10 through a comprehensive energy management unit 11 and the set temperature to the ACU 20th to spend. The CA thermal energy management unit 14th is also configured to be used by the ACU 20th obtain the cabin temperature and the outside temperature (outside air temperature) and an excess amount of the cooling energy in the air conditioning device 30th based on the set temperature, the cabin temperature and the outside temperature. For example is the CA thermal energy management unit 14th configured to calculate, as the excess amount of cooling energy, the amount of cooling energy obtained from the flow rate of the coolant that is the difference between the coolant flow rate used for cooling and heating the passenger compartment, and the maximum coolant flow rate or coolant flow rate of the air conditioning device 30th corresponds to. The calculated excess amount of cooling energy is given to an FA thermal energy management unit 15th for the front area 2 and an RA thermal energy management unit 16 for the rear area 3rd issued.

An internal combustion engine 31 that generates power for moving the vehicle, and an inverter 32 for driving a locomotion motor (not shown) are the vehicle devices with respect to the front area 2 . The vehicle in which the vehicle energy management system of the present embodiment is installed is a hybrid vehicle that has the internal combustion engine 31 and contains the locomotion engine. However, the vehicle power management system of the present embodiment can be applied to a vehicle which only includes the internal combustion engine or a vehicle which only includes the travel engine. The internal combustion engine 31 may be a power generation device in the present disclosure. The vehicle devices with respect to the front area 2 may be second vehicle devices.

Each of the units, internal combustion engine 31 and inverter 32 , contains a cooling circuit. The cooling circuits are configured such that a coolant can flow between them. Accordingly, the cooling energy can be generated by the coolant in the cooling circuits between the internal combustion engine 31 and the inverter 32 be transmitted. Another vehicle device can be in the cooling circuit of the internal combustion engine 31 or the inverter 32 be arranged such that the vehicle device is cooled together. If the vehicle contains an EGR system (Exhaust Gas Recirculation), for example an EGR cooler can be installed in the cooling circuit of the internal combustion engine 31 be arranged. A throttle body or an electric motor for power steering can be installed in the cooling circuit of the internal combustion engine 31 be arranged. A boost converter, a locomotion motor, or the like may be in the cooling circuit of the inverter 32 be arranged. Another cooling circuit for cooling at least one of the above vehicle devices can furthermore be provided in such a way that the cooling energy is transferred to the cooling circuit of the internal combustion engine 31 and / or the cooling circuit of the inverter 32 can be exchanged. The internal combustion engine 31 and the inverter 32 can be thermally connected to each other.

The operating state of the internal combustion engine 31 is controlled by an internal combustion engine control unit (ECU) 21 controlled. The operating status of the inverter 32 is controlled by a hybrid control unit (HCU) 22nd controlled. The ECU 21 is configured to setpoint values for controlling the internal combustion engine 31 from a kinetic energy management unit 12th to get. The HCU 22nd is configured to provide setpoints for controlling the locomotion motor from the kinetic energy management unit 12th to get. In particular, the ECU acquires 21 from the kinetic energy management unit 12th a target engine torque generated by the engine 31 should be generated. The HCU 22nd Obtained from the Kinetic Energy Management Unit 12th a target engine torque to be generated by the locomotive engine. The ECU 21 and the HCU 22nd are configured to each use the internal combustion engine 31 and the inverter 32 based on the setpoints.

The ECU 21 is configured to the cooling circuit of the internal combustion engine 31 so control that the operating temperature of the internal combustion engine 31 is within an appropriate temperature range. The HCU 22nd is configured to the cooling circuit of the inverter 32 so control that the operating temperature of the inverter 32 is within an appropriate temperature range. For example, the ECU controls 21 the cooling circuit of the internal combustion engine 31 such that the temperature of the coolant is within a range of 70-90 degrees Celsius. The HCU 22nd controls the coolant circuit of the inverter 32 such that the temperature of the coolant is within a range the upper limit of which is 80 degrees Celsius, for example. However, depending on the state of movement of the vehicle, at least one of the operating temperatures of the internal combustion engine can be 31 and the inverter 32 Be outside the appropriate temperature ranges, even if the cooling circuits are active. For example, when the vehicle is traveling on a long downhill run, the travel motor generates AC voltage as a generator and converts the inverter 32 converts the AC voltage into a DC voltage. If such a condition continues for a long time, the operating temperature of the inverter 32 exceed the appropriate temperature range despite the cooling by the cooling circuit. In this case, the fuel can not go to the internal combustion engine 31 is supplied, the operating temperature of the internal combustion engine 31 be lower than the appropriate temperature range depending on the outside air temperature. If the operating temperature of the internal combustion engine 31 is lower than the appropriate temperature range, some of the combustion energy of the fuel is used to warm the internal combustion engine 31 used when operating the internal combustion engine 31 is restarted, which leads to a deterioration in fuel economy. If the vehicle continues to travel at high speed using the engine output while maintaining a certain distance from a preceding vehicle, sufficient wind for cooling cannot be obtained due to the preceding vehicle. Accordingly, the cooling capacity of the cooling circuit may become insufficient and the operating temperature of the internal combustion engine may become insufficient 31 exceed the appropriate temperature range.

The FA thermal energy management unit 15th is configured to work with the ECU 21 and the HCU 22nd to communicate to information about the operating temperatures of the internal combustion engine 31 and the inverter 32 to get. The FA thermal energy management unit 15th is configured to determine whether at least one of the operating temperatures of the internal combustion engine 31 and the inverter 32 exceeds the appropriate temperature range based on the operating temperature information. When the FA thermal energy management unit 15th determines that at least one of the engine operating temperatures 31 and the inverter 32 exceeds the appropriate temperature range, the FA will initiate the thermal energy management unit 15th that the coolants of the cooling circuits communicate with one another in order to transfer the cooling energy in such a way that the operating temperatures are within the appropriate temperature range.

It also notifies you when the transfer of cooling energy between the vehicle devices in the front area 2 is not enough to bring the operating temperature of the vehicle device exceeding the appropriate temperature range into the appropriate temperature range, the FA thermal energy management unit 15th the CA thermal energy management unit 14th about the insufficient amount of cooling energy. The insufficient amount of cooling energy is equal to or less than the excess amount of cooling energy that has been supplied to the FA thermal energy management unit in advance. When the insufficient amount of cooling energy through the air conditioning device 30th in the central area 1 In response to the notification, the FA performs thermal energy management unit 15th through a process to receive the cooling energy.

According to the vehicle energy management system of the present embodiment, tries when at least one of the operating temperatures of the vehicle devices is in the front area 2 is outside the appropriate temperature range, the FA thermal energy management unit 15th Bring the operating temperature of the vehicle device into the appropriate temperature range by applying the cooling energy between the vehicle devices in the front region 2 is transmitted. Accordingly, when the operating temperature of the vehicle device is out of the appropriate temperature range, the operating temperature can be adjusted without the air conditioning device 30th in the central area 1 to use, and may increase the power consumption by the air conditioning device 30th be inhibited or suppressed. At least one of the parameters, operating speed, timing of an actuation or an operation, processing of calculated information and structure of calculated information, of the FA thermal energy management unit 15th can be the same as that of the CA thermal energy management unit 14th be. Furthermore, the FA thermal energy management unit 15th a cooling energy calculator configured to calculate the amount of cooling energy, and a cooling energy amount converter configured to convert the amount of cooling energy into information to be obtained by the kinetic energy management unit 12th or the electrical energy management unit 13th can be used. In this case, the differences in control accuracy and characteristics of control targets such as the thermal energy that changes slowly and the electric energy that changes quickly can be absorbed.

When the operating temperature of the vehicle device is not due to the transfer of cooling energy between the vehicle devices in the front area 2 can be brought into the appropriate temperature range, the cooling energy is used for transmission from the central area 1 to the front area 2 by the air conditioning device 30th in the central area 1 generated. In this case, the CA generates thermal energy management unit 14th basically the cooling energy for the transfer within the excess amount of cooling energy. Accordingly, the air conditioning of the passenger compartment may deteriorate due to the temperature adjustment of the vehicle device in the front area 2 be limited.

The vehicle devices with respect to the rear area 3rd contain: a high voltage battery 33 that is configured to apply a high voltage to the inverter 32 to supply and store regenerative electrical power of the direct current converted by the inverter, and a DC-DC converter 34 that is configured to take the high voltage generated by the high voltage battery 33 generated, to throttle and supply the voltage to a low voltage battery (e.g. 12V; not visible).

Each of the units, high voltage battery 33 and DC-DC converters 34 , contains a cooling circuit like the internal combustion engine 31 and the inverter 32 in the front area 2 . The cooling circuits are configured such that a coolant flows between them. Accordingly, the cooling energy between the high voltage battery 33 and the DC-DC converter 34 be transferred through the coolant in the cooling circuits. The cooling circuit can be configured to mainly use the high voltage battery 33 to cool and allow the coolant to pass through the cooling path of the DC-DC converter 34 to flow when necessary using a switching valve or the like.

The high voltage battery 33 and the DC-DC converter 34 are controlled by a power control unit (PCU) 23 controlled. The PCU 23 is configured to the state of charge (SOC) of the high voltage battery 33 based on the voltage produced by the high voltage battery 33 and an input / output current of the high voltage battery 33 to calculate and the calculated values to an electrical energy management unit 13th to spend. The PCU 23 is configured to adjust the fuel cells for variations in the charge level of the fuel cells of the high voltage battery 33 to inhibit or suppress. When the electrical energy management unit 13th the conversion by the DC-DC Converter 34 based on the operating states of the vehicle devices and the state of charge of the low voltage battery, the PCU operates 23 the DC-DC converter 34 or triggers to charge the low voltage battery in response to the instruction.

The PCU 23 is configured to the cooling circuit of the high voltage battery 33 so control that the operating temperature of the high voltage battery 33 is within a suitable temperature range (for example 60 degrees Celsius), and around the cooling circuit of the DC-DC converter 34 control so that the operating temperature of the DC-DC converter 34 is within an appropriate temperature range.

The RA thermal energy management unit 16 is configured to work with the PCU 23 to communicate for information about the operating temperature of the high voltage battery 33 and the DC-DC converter 34 to get. The RA thermal energy management unit 16 is configured to determine whether at least one of the operating temperatures exceeds the appropriate temperature range based on the information about the operating temperatures of the high voltage battery 33 and the DC-DC converter 34 . When the RA thermal energy management unit 16 determines that at least one of the operating temperatures of the high voltage battery 33 and the DC-DC converter 34 exceeds the appropriate temperature range, the RA initiates the thermal energy management unit 16 that the coolants of the cooling circuits described above communicate with one another in order to transfer the cooling energy between them in such a way that the operating temperatures are within the appropriate temperature range.

It also notifies when the transfer of cooling energy between the vehicle devices of the rear area 3rd is not enough to bring the operating temperature of the vehicle device exceeding the appropriate temperature range into the appropriate temperature range, the RA thermal energy management unit 16 the CA thermal energy management unit 14th about the insufficient amount of cooling energy, similar to the FA thermal energy management unit 15th as described above. The lack of cooling energy is equal to the excess amount of cooling energy that the RA thermal energy management unit has 16 has been fed in advance, or less than this. The RA thermal energy management unit 16 is configured to perform a process to reduce the cooling energy used by the air conditioning device 30th in the central area 1 is delivered, to receive or to record. At least one of the parameters, operating speed, timing of actuation or operation, processing of calculated information and structure of calculated information, of the RA thermal energy management unit 16 can be the same as that of the CA thermal energy management unit 14th be. Furthermore, the RA thermal energy management unit 16 a cooling energy calculator configured to calculate the amount of cooling energy, and a cooling energy amount converter configured to convert the amount of cooling energy into information to be provided by the kinetic energy management unit 12th or the electrical energy management unit 13th are included.

The target setting unit 10 , in the 2 is configured to determine the set temperature of the passenger compartment and target values relating to the vehicle behavior (e.g. a travel distance of the vehicle, a target speed, a target acceleration, a target steering angle and the like) based on driving operations by an occupant of the vehicle, environmental conditions of the vehicle ( e.g. road traveled, environmental obstacles, outside air temperature and the like) and setting operations on the vehicle devices. The overarching energy management unit 11 is configured to set the setpoints set by the target setting unit 10 be determined selectively to the kinetic energy management unit 12th who have favourited Electrical Energy Management Unit 13th and the thermal energy management units 14-16 to spend. The overarching energy management unit 11 is configured to control the kinetic energy management unit 12th who have favourited Electrical Energy Management Unit 13th and the thermal energy management units 14-16 adapt.

For example is the kinetic energy management unit 12th configured to calculate, based on the target speed and the target acceleration of the vehicle, the target engine torque and the target engine torque, or the target regeneration torque of the propulsion motor and the target braking torque of the mechanical brake, which are best in energy efficiency to achieve the target speed and the target acceleration. The electrical energy management unit 13th is configured to based on the amount of charge of the high voltage battery 33 and the travel distance of the vehicle, and the operating state of the vehicle devices, the amount of electric power drawn from the high voltage battery 33 can be delivered and the amount of electrical power going into the high voltage battery 33 can be loaded to calculate. When the charge amount of the high voltage battery 33 is insufficient to that Target motor torque given by the kinetic energy management unit 12th is calculated to generate, causes the overarching energy management unit 11 the kinetic energy management unit 12th that the engine torque is set so that the high voltage battery 33 can deliver the electrical power. When the amount of electrical power going into the high voltage battery 33 can be charged is less than the electrical power generated by the target regeneration torque, causes the overall energy management unit 11 the kinetic energy management unit 12th that the regeneration torque is set so that the high voltage battery 33 can load.

Next, an example will be the cooling circuits of the internal combustion engine 31 and the inverter 32 , and the configurations for controlling the cooling circuits with reference to FIG 3rd described. As the configurations for cooling the high voltage battery 33 and the DC-DC converter 34 essentially the same configurations for cooling the internal combustion engine 31 and the inverter 32 explanation thereof is omitted.

In the cooling circuit of the internal combustion engine 31 are a first electric water pump 40 , a first temperature sensor 41 , a first three-way valve 42 and an internal combustion engine radiator 43 arranged. The first temperature transmitter 41 is configured to measure the temperature of the coolant that is in the cooling circuit of the internal combustion engine 31 circulates, to detect and the detected temperature to the ECU 21 to spend. The ECU 21 is configured to be the first electric water pump 40 based on the coolant temperature obtained by the first temperature transducer 41 is detected to drive to the flow rate or flow rate of the coolant in the cooling circuit of the internal combustion engine 31 containing a water cooling jacket. The first electric water pump 40 can be a water pump powered by the internal combustion engine 31 is driven, and the coolant can be made possible by the internal combustion engine radiator 43 bypassing it through a thermostat as in traditional configurations. The first three-way valve 42 is managed by the FA thermal energy management unit 15th driven in such a way that the amount of coolant that corresponds to the amount of cooling energy that is to be transferred from the coolant circuit of the internal combustion engine 31 to the cooling circuit of the inverter 32 flows or flows. The internal combustion engine radiator 43 is located in the front part of the engine compartment and is configured to cool the coolant by exchanging heat between the coolant and the wind generated by the engine radiator 43 passes through to cool. A first radiator fan 44 is located near the internal combustion engine radiator 43 . For example, when the vehicle stops, the first radiator fan will turn on 44 through the ECU 21 operated to force the cooling air to the internal combustion engine radiator 43 to send.

The inverter cooling circuit 32 has essentially the same configurations as the internal combustion engine cooling circuit 31 . In the cooling circuit of the inverter 32 are a second electric water pump 45 , a second temperature sensor 46 , a second three-way valve 47 and an inverter radiator 48 arranged. The first temperature transmitter 46 is configured to the temperature of the coolant that is in the cooling circuit of the inverter 32 circulates to detect and the detected temperature to the HCU 22nd to spend. The HCU 22nd is configured to use the second electric water pump 45 based on the coolant temperature obtained by the second temperature transducer 46 is detected to drive the flow rate of the coolant in the cooling circuit of the inverter 32 to control. The second three-way valve 47 is managed by the FA thermal energy management unit 15th driven in such a way that the amount of coolant that corresponds to the amount of cooling energy to be transferred from the cooling circuit of the inverter 32 to the cooling circuit of the internal combustion engine 31 flows or flows. The inverter radiator 48 located in the front of the engine compartment to be adjacent to the engine radiator 43 and is configured to cool the coolant by exchanging heat between the coolant and the wind generated by the inverter radiator 48 passes through to cool. A second radiator fan 49 is located near the inverter radiator 48 . For example, when the vehicle stops, the second radiator fan will turn on 49 by the HCU 22nd operated to force the cooling air to the inverter radiator 48 to send.

Next, an example of the configurations of the air conditioning device will be discussed 30th and the configurations for transmitting the cooling energy from the air conditioning device 30th to the internal combustion engine 31 regarding 4th described. The cooling circuit of the high voltage battery 33 in the back 3rd is also configured to take the cooling energy from the air conditioning device 30th to receive or record. However, since the configurations are the same as those shown in 4th can be seen, the explanations are omitted.

The air conditioning device 30th has a main coolant circuit for air conditioning the passenger compartment. The main refrigerant circuit contains an electric compressor 50 , an air conditioning condenser 51 , a first decompressor 52 , a first on-off valve 53 , an outside heat exchanger 54 , a second decompressor 55 , a second on-off valve 56 , an air conditioning evaporator 57 and an accumulator 58 . The air conditioning device 30th furthermore has a coolant circuit which transfers cooling energy for transferring the cooling energy to the cooling circuit of the internal combustion engine 31 , in addition to the main coolant circuit. The coolant circuit which transfers cooling energy contains a first three-way valve 59 , a second three-way valve 60 , a third decompressor 61 , a cooling unit 62 , a fourth decompressor 63 and a third on-off valve 64 . The air conditioning device 30th also contains a blower device 65 , an air mix door 66 and the same.

The ACU 20th is configured to operate the air conditioning device 30th to switch between a heating mode, a cooling mode, a dehumidifying heating mode and the like and the amount of cooling energy that is supplied to the cooling circuit of the internal combustion engine 31 is transferred to control. For example, in the heating mode, the ACU controls 20th the first on-off valve 53 on closing and the second on-off valve 56 to open. When the electric compressor 50 through the ACU 20th is driven, the refrigerant gas in the accumulator 58 which has a low temperature and a low pressure by the electric compressor 50 compressed to have high temperature and pressure. The compressed refrigerant gas flows into the air conditioning condenser 51 inside and gives heat to a condensation by exchanging heat with the air passing through the fan device 65 is sent, free. The passenger compartment is heated accordingly. The condensed refrigerant is at the first decompressor 52 decompressed to have a low temperature and pressure. The decompressed refrigerant absorbs heat from the outside air and evaporates when the decompressed refrigerant passes through the outside heat exchanger 54 flows, and thereby the coolant becomes a coolant gas. Because the second on-off valve 56 is open, the refrigerant gas returns through the second on-off valve 56 to the accumulator 58 back.

In the cooling mode, the ACU controls 20th : the air mix flap 66 such that the air does not pass through the air conditioning condenser 51 flows, the first on-off valve 53 open and the second on-off valve 56 to close. In this case, although the refrigerant gas exchanges through the electric compressor 50 is compressed, and to have a high temperature and pressure, in the air conditioning condenser 51 flowing into it, the coolant gas does not heat with the air passing through the blower device 65 is sent out, and accordingly, the refrigerant gas is not applied to the air conditioning condenser 51 condensed. Furthermore, flows as the first on-off valve 53 is open, the refrigerant gas into the outside heat exchanger 54 into it without going through the first decompressor 52 pass through, and the refrigerant gas becomes at the outside heat exchanger 54 condensed. The condensed refrigerant then goes to the second decompressor 55 decompresses to have a low temperature and pressure as the second on-off valve 56 closed is. The air coming through the blower device 65 is sent is by the evaporation of the refrigerant at low temperature and low pressure at the refrigerant evaporator 57 chilled. The coolant gas then returns to the accumulator 58 back.

In the dehumidifying warming mode, the ACU controls 20th the first on-off valve 53 and the second on-off valve 56 on close. In this case, the refrigerant gas exchanges that by the electric compressor 50 is compressed to have a high temperature and a high pressure, heat in the air conditioning condenser 51 with the air coming through the blower device 65 is sent, and consequently the passenger compartment is heated. The refrigerant coming from the refrigerant condenser 51 flows or flows, flows or flows into the outside heat exchanger 54 inside after it at the first decompressor 52 has been decompressed. The outside heat exchanger 54 acts as a condenser when the coolant temperature is higher than the outside air temperature. The outside heat exchanger 54 acts as an evaporator when the refrigerant temperature is lower than the outside air temperature. The coolant flows into the air conditioning evaporator 57 into it after it went through the second decompressor 55 has been decompressed. The refrigerant dehumidifies the blown air by cooling the air to the dew point temperature or lower than that at the air conditioning evaporator 57 .

The ACU controls in the operating modes described above 20th the speed of rotation of the electric compressor 50 to obtain the required cooling capacity, heating capacity, or dehumidifying heating capacity or dehumidifying heating capacity. That is, when only a small cooling capacity, heating capacity, or dehumidifying heating capacity is required to keep the air conditioning state of the passenger compartment at the target state, the ACU 20th the speed of rotation of the electric compressor 50 decreased to reduce the amount of coolant dispensed. Accordingly, the power consumption can be reduced by changing the rotating speed of the electric compressor 50 be reduced.

The ACU 20th performs a process for delivering the arranged amount of cooling energy to the cooling circuit of the internal combustion engine 31 in response to an instruction from the CA thermal energy management unit 14th through to transfer the cooling energy. For example, if the CA thermal energy management unit increases 14th arranges the amount of heating as the amount of cooling energy, the ACU 20th the speed of rotation of the electric compressor 50 to discharge the amount of coolant corresponding to the amount of heating. The ACU 20th adjusts the opening degree of the first three-way valve 59 to cope with the increased amount of refrigerant that comes with increasing the rotation speed of the electric compressor 50 is increased to the refrigeration unit 62 to flow or flow. The cooling unit 62 is configured to transfer heat between the coolant in the cooling energy transferring coolant circuit and the coolant in the cooling circuit of the internal combustion engine 31 to exchange. The FA thermal energy management unit 15th opens the on-off valve 67 in the cooling circuit of the internal combustion engine 31 as the cooling energy shortage reception process, and hence the coolant for the internal combustion engine flows 31 to the cooling unit 62 . The coolant for the internal combustion engine can be correspondingly 31 by the coolant with the high temperature and the high pressure, which flows through the cooling energy-transferring coolant circuit, at the cooling unit 62 be heated. When the time equal to the commanded amount of heating elapses, the ACU closes 20th the flow path or flow path to the cooling energy-transferring coolant circuit through the first three-way valve 59 and decreases the ACU 20th the speed of rotation of the electric compressor 50 to the original rotation speed. The coolant coming from the refrigeration unit 62 flows out, returns to the accumulator 58 back after it went through the fourth decompressor 63 has been decompressed.

When the CA thermal energy management unit 14th arranging the amount of cooling as the amount of cooling energy, the ACU increases 20th the speed of rotation of the electric compressor 50 to dispense the amount of coolant that corresponds to the amount of cooling. The ACU 20th adjusts the opening degree of the second three-way valve 60 to cope with the increased amount of refrigerant that comes with increasing the rotation speed of the electric compressor 50 is increased at the downstream part of the outside heat exchanger 54 branch off in the coolant circuit which transfers the cooling energy. The diverted coolant in the coolant circuit which transfers the cooling energy flows or flows into the cooling unit 62 after it through the third decompressor 61 has been decompressed. The coolant for the internal combustion engine can be correspondingly 31 at the cooling unit 62 be cooled by the coolant at low temperature and low pressure flowing through the cooling energy transferring coolant circuit. When the time corresponding to the arranged coolant elapses, the ACU closes 20th the flow path or degree of flow to the cooling energy-transferring coolant circuit through the second three-way valve 60 and decreases the ACU 20th the speed of rotation of the electric compressor 50 to the original rotation speed. The coolant coming from the refrigeration unit 62 flows through the third on-off valve 64 that runs in parallel with the fourth decompressor 63 is arranged to the accumulator 58 .

For example, when the operating temperature of the inverter opens 32 exceeds the appropriate temperature range and the amount of cooling in the cooling circuit of the inverter 32 is insufficient, the FA thermal energy management unit 15th the first three-way valve 42 and the second three-way valve 47 to the amount of cooling from the cooling circuit of the internal combustion engine 31 on to the cooling circuit of the inverter 32 to be transmitted, the amount of cooling once to the cooling circuit of the internal combustion engine 31 as the cooling energy shortage reception process is transmitted. The inverter cooling circuit 32 may be configured to heat with the coolant in the air conditioning device 30th exchange so that the cooling energy directly from the air conditioning device 30th to the cooling circuit of the inverter 32 can be transmitted without going through the cooling circuit of the internal combustion engine 31 to go. That is, at least one of the units, internal combustion engine 31 and inverter 32 , thermally with the air conditioning device 30th can be connected.

As described above, the air conditioning device is 30th configured to perform cooling, heating and dehumidifying heating using the air conditioning condenser 51 perform. However, the air conditioning condenser can be omitted and, for example, a heating element configured can heat with the coolant for the internal combustion engine 31 replace in the pipe or duct of the air conditioning device 30th as provided in Patent Literature 1. Furthermore, both the air conditioning condenser 51 as well as the heating element that is configured, heat with the coolant for the internal combustion engine 31 to be exchanged.

Next, a process for controlling temperatures of the low power consumption vehicle devices will be described with reference to flowcharts in FIG 5 , 6th described. 5 Figure 3 is a flow diagram of a process that through the FA thermal energy management unit 15th is carried out, and 6th Figure 13 is a flowchart of a process performed by the CA thermal energy management unit 14th is carried out.

In S100 of 5 Acquires the FA thermal energy management unit 15th the operating temperatures of the internal combustion engine 31 and the inverter 32 from the ECU 21 and the HCU 22nd . In S105 Acquires the FA thermal energy management unit 15th the temperature around the vehicle (outside air temperature) from the CA thermal energy management unit 14th . In S110 receives the FA thermal energy management unit 15th the excess amount of cooling energy in the air conditioning device 30th from the CA thermal energy management unit 14th .

In S115 determines the FA thermal energy management unit 15th whether at least one of the operating temperatures of the internal combustion engine 31 and the inverter 32 is outside the appropriate temperature range. As described above, control the ECU 21 and the HCU 22nd in each case the cooling circuits in such a way that the operating temperatures of the internal combustion engine 31 and the inverter 32 are in the appropriate temperature range. However, depending on the state of movement of the vehicle, at least one of the operating temperatures of the internal combustion engine can be 31 and the inverter 32 Be outside of the appropriate temperature ranges. In S115 reverses when it is determined that both engine operating temperatures 31 and the inverter 32 are in the appropriate temperature range, the process returns to S100. In contrast, when it is determined that at least one of the operating temperatures of the internal combustion engine advances 31 and the inverter 32 is outside the appropriate temperature range, proceed to S120.

In S120 the amount of cooling energy required for adjusting the operating temperature of the vehicle device whose operating temperature has been determined to be out of the value range is calculated. The required amount of cooling energy can be calculated from: the temperature difference between the actual operating temperature and the appropriate temperature range, and the heat capacity of the vehicle device whose operating temperature is determined to be outside the appropriate temperature range. The amount of heat dissipated during the transfer of cooling energy can be calculated based on the ambient temperature, and the required amount of cooling energy can be corrected using the calculated heat dissipation as the loss amount.

In S125 it is determined whether the transfer of cooling energy between the internal combustion engine 31 and the inverter 32 is effective for adjusting the operating temperature of the vehicle device whose operating temperature is determined to be outside the appropriate temperature range. For example, when both operating temperatures of the internal combustion engine are approaching 31 and the inverter 32 exceed the upper limit of the appropriate temperature ranges, both operating temperatures of the internal combustion engine 31 and the inverter 32 by transferring the cooling energy between the internal combustion engine 31 and the inverter 32 not in the appropriate temperature ranges. In such a case, it is determined that the transfer of cooling energy between the internal combustion engine 31 and the inverter 32 is not effective. On the other hand, if the operating temperature of the internal combustion engine 31 is below the lower limit of the appropriate temperature range and the operating temperature of the inverter 32 is above the upper limit of the appropriate temperature range, both operating temperatures by transferring the cooling energy between the internal combustion engine 31 and the inverter 32 Approach the appropriate temperature range, even if both operating temperatures of the internal combustion engine 31 and the inverter 32 are outside the appropriate temperature ranges. Furthermore, if one of the operating temperatures of the internal combustion engine 31 and the inverter 32 is within the appropriate temperature range and there is still a margin to the upper limit, and the other exceeds the upper limit of the appropriate temperature range, the operating temperature of the one by transferring the cooling energy between the internal combustion engine 31 and the inverter 32 approach. In such a case, it is determined that the transfer of cooling energy between the internal combustion engine 31 and the inverter 32 is effective.

In S125 advances when it is determined that the transfer of cooling energy between the internal combustion engine 31 and the inverter 32 effective is the process above to S130. In contrast, when it is determined that the transfer of cooling energy between the internal combustion engine advances 31 and the inverter 32 is not effective, the process too S145 in front.

In S130 fits the FA thermal energy management unit 15th the degree of opening of the first three-way valve 42 and the second three-way valve 47 such that the amount of the coolant corresponding to the required amount of the cooling energy calculated in S120 flows. As a result, the cooling circuits of the internal combustion engine communicate 31 and the inverter 32 together. Correspondingly, the amount of cooling from a cooling circuit in which the cooling temperature is low can be be transferred to the other cooling circuit, in which the cooling temperature is high. That is, the amount of heating can be transferred from one refrigeration cycle in which the refrigeration temperature is high to the other refrigeration cycle in which the refrigeration temperature is low.

In S135 it is determined whether at least one of the operating temperatures that was outside the appropriate temperature range, due to the transfer of cooling energy between the internal combustion engine 31 and the inverter 32 comes into the appropriate temperature range. When it is determined that the operating temperature comes within the appropriate temperature range, the process returns to S100. In contrast, if it is determined that the operating temperature is still out of the appropriate temperature range, the process proceeds to S140.

In S140 the insufficient amount of cooling energy is calculated based, for example, on: the operating temperatures of the internal combustion engine 31 and the inverter 32 after the transfer of cooling energy between the internal combustion engine 31 and the inverter 32 , and the difference in operating temperatures from the appropriate temperature ranges. Then the process moves on S145 in front. When it is in S125 it is determined that the transfer of cooling energy between the internal combustion engine 31 and the inverter 32 is not effective and the process is too S145 advances, the required amount of cooling energy calculated in S120 is regarded as the insufficient amount of cooling energy.

In S145 it is determined whether at least one of the operating temperatures of the internal combustion engine 31 and the inverter 32 at a predetermined limit temperature which is higher than or above the upper limit of the appropriate temperature range. When the operating temperature is at or above the predetermined limit temperature, the internal combustion engine can 31 and the inverter 32 The processes of the internal combustion engine can be damaged or damaged 31 and the inverter 32 be significantly restricted. Accordingly, the process proceeds to S160 to compensate for the insufficient amount of cooling energy by the air conditioning device 30th to compensate regardless of the excess amount of cooling energy from the air conditioning device 30th . In contrast, when it is determined that the operating temperature is lower than the predetermined limit temperature, the process proceeds S150 in front.

In S150 it is determined whether the insufficient amount of cooling energy to bring the operating temperature into the appropriate temperature range is equal to the excess amount of cooling energy from the air conditioning device 30th or less than this. When it is determined that the insufficient amount of cooling energy is equal to or less than the excess amount of cooling energy, the process proceeds to S155. In contrast, when it is determined that the insufficient amount of the cooling energy is larger than the excess amount of the cooling energy, the process returns to S100 without the process for receiving the cooling energy from the air conditioning device 30th perform. In S155 notifies the FA thermal energy management unit 15th the CA thermal energy management unit 14th about the insufficient amount of cooling energy. As described above, the FA thermal energy management unit notifies 15th the CA thermal energy management unit 14th about the insufficient amount of cooling energy when it is determined that the insufficient amount of cooling energy by the air conditioning device 30th in the central area 1 can be compensated based on the excess amount of cooling energy generated by the CA thermal energy management unit 14th is calculated.

In S160 leads the FA thermal energy management unit 15th through the process to reduce the cooling energy used by the air conditioning device 30th in the central area 1 is delivered, to receive or to record. In particular, the on-off valve 67 the cooling circuit of the internal combustion engine 31 open as it is related to 4th is described. As a result, the coolant for the internal combustion engine flows 31 through the cooling unit 62 . Correspondingly, the cooling energy from the coolant, which through the cooling energy-transmitting coolant circuit of the air conditioning device 30th flows or flows to the coolant for the internal combustion engine 31 be transmitted. When the cooling energy in the cooling circuit of the inverter 32 in the front area 2 is insufficient, the FA thermal energy management unit opens 15th the first three-way valve 42 and the second three-way valve 47 as the cooling energy shortage reception process to remove the cooling energy sent to the cooling circuit of the internal combustion engine 31 was transferred to the cooling circuit of the inverter 32 transferred to.

In S200 of 6th Acquires the CA thermal energy management unit 14th the set temperature of the passenger compartment, that is, the target temperature, from the target setting unit 10 through the overarching energy management unit 11 . In S210 Acquires the CA thermal energy management unit 14th the cabin temperature and the outside temperature (outside air temperature) from the ACU 20th . In S220 calculates the CA thermal energy management unit 14th the Excess amount of cooling energy based on the set temperature of the passenger compartment, the passenger compartment temperature and the outside temperature. In S230 notifies the CA thermal energy management unit 14th the FA thermal energy management unit 15th and the RA thermal energy management unit 16 via the calculated excess amount of cooling energy.

In S240 determines the CA thermal energy management unit 14th whether the CA thermal energy management unit 14th the insufficient amount of cooling energy from the FA thermal energy management unit 15th and / or the RA thermal energy management unit 16 received or recorded. When the CA thermal energy management unit 14th determines receiving the insufficient amount of the cooling energy, the process proceeds to S250. When the CA thermal energy management unit 14th does not determine receiving the insufficient amount of cooling energy, the process returns to S200. In S250 leads the CA thermal energy management unit 14th goes through the process to compensate for the insufficient amount of cooling energy as described above.

As described above, the CA thermal energy management unit calculates 14th is the excess amount of cooling energy and becomes the calculated excess amount of cooling energy of the FA thermal energy management unit 15th and the RA thermal energy management unit 16 communicated. When the insufficient amount of cooling energy is equal to or less than the excess amount of cooling energy, notify the FA thermal energy management unit 15th and the RA thermal energy management unit 16 basically the CA thermal energy management unit 14th about the insufficient amount of cooling energy. Accordingly, the CA generates thermal energy management unit 14th basically the cooling energy for the transfer within the excess amount of cooling energy. Accordingly, the air conditioning of the passenger compartment may deteriorate due to the temperature adjustment of the vehicle device in the front area 2 be restricted.

However, when the operating temperatures of the vehicle devices with respect to the front area 2 or the rear area 3rd exceed the predetermined limit temperature, the vehicle devices are damaged, or the operation of the vehicle device may be significantly restricted. Accordingly, in such a case, the insufficient amount of cooling energy of the CA thermal energy management unit becomes 14th communicated even if the insufficient amount of the cooling energy is larger than the excess amount of the cooling energy from the air conditioning device 30th is. In response to the notification, the CA thermal energy management unit 14th the ACU 20th that the air conditioning device 30th controls to prioritize the supply of cooling energy via the air conditioning of the passenger compartment. Accordingly, the insufficient amount of the cooling energy, which exceeds the excess amount of the cooling energy, can be supplied by the air conditioning device 30th to be delivered. When the kinetic energy management unit 12th and the electrical energy management unit 13th are collectively arranged in the same area as a device that is a primary management objective of thermal energy management (for example, implemented in the same control unit as the corresponding thermal energy management unit), the development of each of the energy management units can be concentrated in that area. As a result, the system developed for each energy and the system developed for each area of the vehicle can be integrated, and the two can be developed for each area accordingly. In contrast, if the cooling energy converter with the kinetic energy management unit 12th or the electrical energy management unit 13th is integrated, and the control devices for each energy are provided individually (for example, in the same area as the device which is the primary control target of each energy management), the developments of the energy management units and the developments for each of the areas of the vehicle individually . to be implemented separately. In this case, developments can proceed in parallel.

(Second embodiment)

Next, vehicle power management according to a second embodiment of the present disclosure will be described in detail. The vehicle energy management system of the present embodiment has the same structure as that of the first embodiment. Accordingly, descriptions of the structure of the vehicle power management system according to the present embodiment are omitted.

The vehicle energy management system according to the first embodiment is configured to manage the cooling energy between the cooling circuit of the internal combustion engine 31 and the cooling circuit of the inverter 32 to transmit or the insufficient amount of cooling energy through the air conditioning device 30th to compensate when the actual operating temperatures of the vehicle devices, such as the internal combustion engine 31 and the inverter 32 , exceed the appropriate temperature range.

The vehicle energy management system according to the present embodiment is configured to: changes in operating temperatures of the internal combustion engine 31 and the inverter 32 estimate when the vehicle is moving on a planned route and a schedule of the insufficient amount of cooling energy that will be required to be supplied by the air conditioning device 30th to be delivered based on the estimated changes in operating temperatures. Then, according to the generated plan, the CA thermal energy management unit performs 14th performs the process of supplying the insufficient amount of cooling energy and runs the FA thermal energy management unit 15th and / or the RA thermal energy management unit 16 the process of receiving or absorbing the cooling energy. Accordingly, as the changes in the operating temperatures of the vehicle devices such as the internal combustion engine 31 and the inverter 32 , estimated in advance and then the cooling energy can be transmitted, excessive changes in the operating temperatures of the vehicle devices can be inhibited.

The vehicle energy management system of the first embodiment and the vehicle energy management system of the second embodiment are not contradictory but complementary to each other, and accordingly they can be implemented in combination.

7th Figure 13 is a flow chart of a process performed by the FA thermal energy management unit 15th of the present embodiment is performed, and 8th Figure 13 is a flowchart of a process performed by the CA thermal energy management unit 14th of the present embodiment is performed. The RA thermal energy management unit 16 is configured to have a process similar to the flowchart of 7th perform.

In S300 of 7th Acquires the FA thermal energy management unit 15th Information about the planned route of travel of the vehicle from a navigation device (not shown) and estimates this the changes in the operating temperatures of the internal combustion engine 31 and the inverter 32 if the vehicle follows the planned route obtained. In S305 Acquires the FA thermal energy management unit 15th a forecast of the excess amount of cooling energy of the air conditioning device 30th .

In S310 detects the FA thermal energy management unit 15th in the order from a starting location to a destination location parts of the planned route for which at least one of the operating temperatures of the internal combustion engine 31 and the inverter 32 may exceed the appropriate temperature range based on the estimated changes in engine operating temperatures 31 and the inverter 32 . In S315 calculates the FA thermal energy management unit with regard to the detected parts of the planned route 15th an estimate of the amount of cooling energy required to maintain the operating temperature of the vehicle device, which may exceed the appropriate temperature range, within the appropriate temperature range. The estimated amount of cooling energy can be calculated from the heat capacity of the vehicle device and the temperature difference between the highest (or lowest) value of the estimated operating temperature change and the upper (or lower) limit value of the appropriate temperature range. If there is no part in the planned travel route where the operating temperatures can exceed the appropriate temperature range, the plan of the insufficient amount of cooling energy on the planned travel route can be set to zero.

In S320 determines the FA thermal energy management unit 15th whether the estimated amount of cooling energy can be ensured in the same area. For example, determines when the operating temperature of the internal combustion engine 31 Can exceed the appropriate temperature range and the operating temperature of the inverter 32 sufficiently low is the FA thermal energy management unit 15th that the estimated amount of cooling energy can be ensured in the same area. When it is determined that the estimated amount of cooling energy can be ensured in the same range, the process advances S345 in front. In contrast, when it is determined that the estimated amount of the cooling energy cannot be secured in the same range, the process advances S325 in front.

In S325 calculates the FA thermal energy management unit 15th the insufficient amount of cooling energy based on the difference between the appropriate temperature range and the operating temperatures of the internal combustion engine 31 and the inverter 32 after the transfer of the cooling energy. When the cooling energy is not between the internal combustion engine 31 and the inverter 32 can be transferred, calculates the FA thermal energy management unit 15th the insufficient amount of cooling energy based on the difference between the appropriate temperature range and the engine operating temperatures 31 and the inverter 32 without the transfer of cooling energy.

In S330 it is determined whether at least one of the highest values of the operating temperature changes of the internal combustion engine 31 and the inverter 32 at a predetermined limit temperature which is higher than or above the upper limit of the appropriate temperature range. When the highest value is at or above the predetermined limit temperature, the internal combustion engine can 31 and the inverter 32 The processes or functioning of the internal combustion engine can be damaged or damaged 31 and the inverter 32 be significantly restricted. The process is moving forward accordingly S340 before the insufficient amount of cooling energy from the air conditioning device 30th to receive, regardless of the excess amount of cooling energy of the air conditioning device 30th . In contrast, when it is determined that the highest value is lower than the predetermined limit temperature, the process proceeds S335 in front.

In S335 determines the FA thermal energy management unit 15th whether the insufficient amount of cooling energy for bringing the operating temperature into the appropriate temperature range is equal to the excess amount of cooling energy from the air conditioning device 30th or less than this based on the forecast of the excess amount of cooling energy that will be used in S305 is obtained. When it is determined that the insufficient amount of cooling energy is equal to or less than the excess amount of cooling energy, the process proceeds S340 in front. In contrast, when it is determined that the insufficient amount of the cooling energy is larger than the excess amount of the cooling energy, S340 skipped and the process moves on S345 before, in such a way that the cooling energy is not from the air conditioning device 30th is delivered. In S340 the calculated insufficient amount of cooling energy is included in the plan of the insufficient amount of cooling energy on the planned travel route. Then the process moves on S345 in front.

In S345 it determines whether the processes for all parts that are in S310 are detected, are completed. The parts are detected in the order from the starting location to the target location. At least one of the operating temperatures of the internal combustion engine can be used in the parts 31 and the inverter 32 exceed the appropriate temperature range. When it is determined that the processes are not completed for all parts, the process returns S310 and processes are carried out for the remaining parts. In contrast, when it is determined that the processes are completed for all parts, the process advances S350 in front.

In S350 sets the FA thermal energy management unit 15th the plan about the insufficient amount of cooling energy on the planned route. In S355 notifies the FA thermal energy management unit 15th the CA thermal energy management unit 14th about the plan about the insufficient amount of cooling energy. The CA thermal energy management unit is corresponding 14th set to generate the cooling energy to the cooling circuit of the internal combustion engine 31 in the front area 2 should be transferred according to the plan on the insufficient amount of cooling energy, in principle within the excess amount of cooling energy. In S360 leads the FA thermal energy management unit 15th goes through the process of using the cooling energy generated according to the schedule about the insufficient amount of cooling energy from the air conditioning device 30th is delivered, to receive or to exclude.

In S400 of 8th Acquires the CA thermal energy management unit 14th the set temperature of the passenger compartment, that is, the target temperature, from the target setting unit 10 through the overarching energy management unit 11 . In S410 Acquires the CA thermal energy management unit 14th Information about the outside air temperatures of parts on the planned route from, for example, an external server (not visible). In S420 calculates the CA thermal energy management unit 14th a forecast of the excess amount of cooling energy on the planned route based on the set temperature of the passenger compartment, the passenger compartment temperature and the outside air temperature on the planned route. In S430 notifies the CA thermal energy management unit 14th the FA thermal energy management unit 15th and the RA thermal energy management unit 16 via the forecast of the excess amount of cooling energy.

In S440 Acquires the CA thermal energy management unit 14th the plan about the insufficient amount of cooling energy from the FA thermal energy management unit 15th and the RA thermal energy management unit 16 . In S450 leads the CA thermal energy management unit 14th goes through the process to supply the insufficient amount of cooling energy according to the plan over the insufficient amount of cooling energy.

In the second embodiment, an example in which the cooling energy from the air conditioning device is primarily described is described 30th in the central area 1 to the front area 2 is transmitted to the vehicle devices such as the internal combustion engine 31 and the inverter 32 that are located there.

The high voltage battery 33 in the back 3rd is configured to supply electric power to the travel motor when the vehicle is traveling. The high voltage battery 33 is a secondary battery that stores regenerative electric power generated by the locomotion motor. The RA thermal energy management unit 16 estimates future changes in the operating temperature of the high voltage battery 33 from the change amount and the delivery amount or discharge amount that is generated when the vehicle moves on the planned route. The RA thermal energy management unit 16 calculates the estimated amount of cooling energy required to maintain the operating temperature of the high voltage battery 33 within the appropriate temperature range based on the estimated changes in operating temperature. When the RA thermal energy management unit 16 determines that the estimated amount of cooling energy in the rear area 3rd cannot be assured, the RA generates thermal management unit 16 the plan of the insufficient amount of cooling energy within the forecast of the excess amount of cooling energy, and notifies the CA thermal energy management unit 14th about the plan. Correspondingly, the CA thermal energy management unit 14th the insufficient amount of cooling energy from the air conditioning device 30th in the central area 1 to at least one vehicle device in the rear area 3rd deliver according to the plan.

The preferred embodiments of the present disclosure have been described. However, the present disclosure is not limited to the above-mentioned embodiments. However, the disclosure can be variously modified differently within the spirit and scope of the disclosure.

For example, control units and methods described in the present disclosure may be implemented by a special purpose computer that is configured with a memory and a processor programmed to perform one or more particular functions set forth in Computer programs embodied in the memory are configured. Alternatively, the controller and method described in the present disclosure may be implemented by a special purpose computer configured as a processor with one or more special purpose hardware logic circuits. Alternatively, the computer and method described in the present disclosure may be implemented by one or more special purpose computers configured as a combination of a processor and memory programmed to perform one or more functions, and a processor configured with one or more hardware logic circuits. The computer program can be stored as instructions to be executed by a computer in a tangible non-perishable computer readable medium.

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• JP 2013184596 A [0002]

Claims (11)

A vehicle energy management system that comprises: a first thermal energy management unit (14) configured to manage thermal energy of a first vehicle device (30) with respect to a first area (1) of a plurality of areas (1, 2, 3) of a vehicle, and a second thermal energy management unit (15) configured to manage thermal energy from a plurality of second vehicle devices (31, 32) with respect to a second area (2) of the plurality of areas, wherein the first area is a cabin area in which an occupant of the vehicle travels or a control device configured to control vehicle behavior is disposed, the first vehicle device includes a heat pump type cooling energy exchange device configured to control air conditioning of the cabin area or thermal management of the control device, the first thermal energy management unit is configured to calculate an excess amount of cooling energy of the heat pump type cooling energy exchanging device based on at least one of the temperatures, set temperature, cabin temperature, and outside temperature, the plurality of second vehicle devices is configured such that the cooling energy can be transferred between the plurality of second vehicle devices, the heat pump type cooling energy exchange device and at least one second vehicle device of the plurality of second vehicle devices are configured such that the cooling energy can be transferred between the heat pump type cooling energy device and the at least one second vehicle device, when an operating temperature of at least one of the plurality of second vehicle devices is outside of an appropriate temperature range, the second thermal energy management unit causes the cooling energy from the plurality of second vehicle devices to be transferred between the plurality of second vehicle devices to reduce the operating temperature from the bringing at least one of the plurality of second vehicle devices into the appropriate temperature range, when the transfer of cooling energy between the plurality of second vehicle devices is not sufficient to bring the operating temperature of the at least one of the plurality of second vehicle devices into the appropriate temperature range, the second thermal energy management unit and the first thermal energy management unit notifies of an insufficient amount of cooling energy, and the first thermal energy management unit is configured to supply the notified insufficient amount of the cooling energy from the heat pump type cooling energy exchange device to the at least one second vehicle device within the calculated excess amount of the cooling energy. Vehicle energy management system according to Claim 1 wherein the second thermal energy management unit is configured to notify the first thermal energy management unit of the insufficient amount of the cooling energy when the second thermal energy management unit determines that the insufficient amount of the cooling energy is being supplied from the first area based on the excess amount of cooling energy calculated by the first thermal energy management unit. Vehicle energy management system according to Claim 1 or 2 wherein when an operating temperature of at least one of the plurality of second vehicle devices increases excessively to be higher than a predetermined limit temperature, the second thermal energy management unit notifies the first thermal energy management unit of an amount of the cooling energy that is required is to suppress the excessive temperature rise even when the amount of cooling energy required to suppress the excessive temperature rise exceeds the excess amount of cooling energy calculated by the first thermal energy management unit and the first thermal -Energy management unit is configured to supply the amount of cooling energy exceeding the excess amount of cooling energy from the heat pump-type cooling energy exchange device to the at least one second vehicle device. Vehicle energy management system according to one of the Claims 1 to 3rd wherein the first thermal energy management unit is configured to calculate a forecast of the excess amount of the cooling energy based on a planned travel route of the vehicle and information on an outside air temperature on the planned travel route. Vehicle energy management system according to Claim 4 , wherein the forecast of the excess amount of cooling energy calculated by the first thermal energy management unit, the second thermal energy management unit is notified in advance. Vehicle energy management system according to Claim 4 or 5 wherein the plurality of second vehicle devices includes a power generation device configured to generate travel power for traveling the vehicle, the second thermal energy management unit configured to determine a future change in an operating temperature of the power generation device based on kinetic energy, which is required to move on the planned travel route of the vehicle, estimate, and an estimated amount of the cooling energy that is required to bring the estimated further operating temperature into a suitable temperature range of the power generating device, when the second thermal energy -Management unit determines that the estimated amount of cooling energy in the second area is not ensured, the second thermal energy management unit a plan about a lack of estimation amount of cooling energy that is from the first area cal to be transmitted within the forecast of the excess amount of the cooling energy, and the first thermal energy management unit is notified of the plan of the insufficient estimation amount of the cooling energy, and the first thermal energy management unit is configured to the insufficient amount of the cooling energy from to supply the heat pump type cooling energy exchange device to the at least one second vehicle device according to the notified schedule. Vehicle energy management system according to Claim 4 or 5 wherein the plurality of second vehicle devices includes a secondary battery configured to be charged and discharged while the vehicle is traveling, the second thermal energy management unit configured to anticipate a future change in an operating temperature of the secondary battery based on an amount of charge and to estimate an amount of discharge of the secondary battery on the planned travel route of the vehicle, and to calculate an estimate of the cooling energy required to bring the estimated future operating temperature into a suitable temperature range of the secondary battery when the second thermal energy The management unit determines that the estimated amount of the cooling energy in the second area is not ensured; the second thermal energy management unit draws up a plan about a lack of the estimated amount of the cooling energy from the first area within the forecast of the surplus The amount of cooling energy to be transferred is generated, and the first thermal energy management unit is notified of the plan of the lack of estimation amount of cooling energy, and the first thermal energy management unit is configured to supply the insufficient amount of cooling energy from the heat pump type cooling energy exchanging device deliver the at least one second vehicle device according to the communicated schedule. Vehicle energy management system according to Claim 6 or 7th , wherein when an operating temperature of at least one of the plurality of second vehicle devices is predicted to excessively increase to be higher than a predetermined limit temperature, the second thermal energy management unit an insufficient amount of the cooling energy to suppress the excessive temperature increase included in the plan about the insufficient amount of the cooling energy even if the insufficient amount of the cooling energy to suppress the excessive temperature rise is larger than the forecast about the excess amount of the cooling energy calculated by the first thermal energy management unit. Vehicle energy management system according to Claim 6 further comprising: at least one of the management units, a kinetic energy management unit configured to manage kinetic energy of the vehicle, and electrical energy management unit configured to manage electrical energy of the vehicle, wherein at least one of parameters, operation speed, timing of operation, processing of calculated information and structure of calculated information of the second thermal energy management unit is the same as that of the first thermal energy management unit, and the second thermal energy management unit includes a cooling energy calculator configured to calculate an amount of cooling energy and a cooling energy amount converter configured to convert the amount of cooling energy calculated by the cooling energy calculator into information that can be used by another energy management unit. Vehicle energy management system according to Claim 9 wherein the second thermal energy management unit and the other energy management unit are included in a single control device. Vehicle energy management unit according to Claim 9 wherein the other power management unit is arranged in a same area as a device that is a primary management target of the other power management unit.

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