JP2012096590A - Vehicle charging and heat storage device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To keep low-power consumption for completing charging of a battery and heat storage in a heat storage unit as a vehicle is connected to an external power supply.SOLUTION: As a vehicle is connected to an external power supply, a battery 17 is charged using the external power supply and heat is stored in heat storage units 14 and 15 by driving a Peltier element 7 using the external power supply such that the charging and heat storage are completed at the same time. In this process, charging the battery 17 and accumulating heat in the heat storage units 14 and 15 by driving the Peltier element 7 are performed simultaneously, using an electric capacity of the external power supply to its limit, through distribution of electric energy for charging and electric energy for heat storage. In this distribution, a distribution ratio "A:B" is a ratio at which the charging and heat storage can be completed in the shortest time. In this manner, by charging the battery 17 and accumulating heat in the heat storage units 14 and 15 as the vehicle is connected to the external power supply, the charging and heat storage can be carried out efficiently.

Description

  The present invention relates to a charging and heat storage device for a vehicle.

  An example of a vehicle that is connected to an external power source and is charged to a battery when the vehicle is stopped is a vehicle that can travel using a motor that is driven based on the power of the battery (see Patent Document 1).

  The vehicle is also provided with an air conditioner for air conditioning (adjustment of air temperature) of the passenger compartment. For example, as disclosed in Patent Document 2, such an air conditioner includes a circulation circuit that recovers waste heat of a vehicle and circulates a heat medium such as water to be used for air conditioning (heating) of a passenger compartment, and heat of the circulation circuit. The heat storage which performs sensible heat storage by storing a medium, and the heat transfer apparatus (heat pump) which can provide heat with respect to the heat medium of the heat storage are provided. The heat transfer device is driven to transfer heat from the low temperature side to the high temperature side based on the electric power of the battery. And warm heat is provided with respect to the heat medium of a thermal accumulator by the high temperature side of a heat transfer apparatus.

  Air conditioning of the passenger compartment (in this case, heating) by the air conditioner is realized by exchanging heat between the heat medium of the circulation circuit that has recovered the waste heat of the vehicle and increased in temperature with the air sent to the passenger compartment. The Further, if the warm heat (high temperature heat medium) stored in the heat accumulator is released to the heat medium of the circulation circuit at this time, the vehicle compartment can be heated more effectively.

JP-A-7-193901 JP 2010-23527 A

  By the way, when the vehicle is stopped and connected to an external power supply, the battery is charged using the external power supply until the vehicle is disconnected from the external power supply when the vehicle is next operated. In addition, it is preferable that the heat transfer device is driven based on the external power supply to complete the heat storage of the heat to the heat accumulator.

  However, when charging the battery using the external power source and storing heat in the heat accumulator by driving the heat transfer device using the external power source, charging is performed depending on how the battery is charged and the heat accumulator is stored. And the efficiency of heat storage may be reduced. When the efficiency of charging and heat storage is thus reduced, it takes a long time to complete charging and heat storage, and as a result, more power is consumed to complete the charging and heat storage.

  The present invention has been made in view of such circumstances, and its purpose is to reduce the power consumed for charging the battery and completing the heat storage in the heat accumulator during connection to the external power source of the vehicle. An object of the present invention is to provide a charging and storing device for a vehicle that can be suppressed.

  According to the first aspect of the invention, while the vehicle is connected to the external power source, the battery is charged by the external power source, and the heat transfer device is driven based on the external power source to cool or heat the regenerator. Heat storage. Then, charging of the battery and heat storage to the heat accumulator are performed during connection to the external power source of the vehicle so that charging of the battery and heat storage to the heat accumulator are completed simultaneously. By performing charging and heat storage in this way, at least immediately before the completion of such charging and heat storage, charging of the battery and heat storage to the heat accumulator are performed simultaneously.

  Temporarily, while connecting to the external power supply of the vehicle, first complete the charging of the battery using the maximum electrical capacity of the external power supply, then complete the heat storage to the regenerator using the maximum electrical capacity of the external power supply When it is made to do, the efficiency of the said heat storage falls and the electric power consumed in order to complete charge and heat storage increases. This is because when the heat transfer device is operated to perform the heat storage and the heat is transferred from the low temperature side to the high temperature side of the device, the heat transfer is increased as the temperature difference between the low temperature side and the high temperature side is small. It is related to being done efficiently. That is, as described above, when the heat transfer is performed by driving the heat transfer device using the maximum electric capacity of the external power source, the heat transfer from the low temperature side to the high temperature side of the heat transfer device is performed rapidly. This is because the temperature difference between the two becomes large, so that the heat transfer cannot be performed efficiently, and the heat storage efficiency is lowered.

  In this respect, in the invention according to claim 1, during the connection to the external power supply of the vehicle, at least immediately before the battery charging and the heat storage to the heat accumulator are completed, the charging and the heat storage are performed at the same time. The heat transfer device will not operate using the maximum capacity of the external power supply. In this case, the heat transfer from the low temperature side to the high temperature side in the heat transfer device that operates to store heat becomes gentle. When the heat transfer from the low temperature side to the high temperature side of the heat transfer device becomes gentle in this way, the temperature difference between the low temperature side and the high temperature side is suppressed from becoming excessively large, and furthermore, the low temperature side of the heat transfer device. It is also possible to prevent the heat from being efficiently transferred to the high temperature side. In this way, it is possible to efficiently transfer heat from the low temperature side to the high temperature side of the heat transfer device, thereby suppressing a decrease in heat storage efficiency. As described above, during the connection to the external power source of the vehicle, the battery can be charged and the heat storage to the heat accumulator can be efficiently performed, and the electric power consumed for the completion of the charging and the heat storage can be kept small.

  According to the second aspect of the invention, while the vehicle is connected to the external power source, the battery is charged by the external power source, and the heat transfer device is driven based on the external power source to thereby cool or heat the regenerator. When the heat storage is performed, charging of the battery using the electric capacity of the external power source to the maximum and heat storage in the heat storage device by driving the heat transfer device are performed simultaneously. Furthermore, when distributing the electric energy for charging and the electric energy for storing heat, the distribution and the heat storage are set to values that can be completed in the shortest time. As a result, during connection to the external power supply of the vehicle, the battery can be charged and the heat storage to the heat accumulator can be performed efficiently, and the electric power consumed for completing the charging and heat storage can be kept small. become able to.

  According to the third aspect of the present invention, after the vehicle is connected to the external power supply, charging and heat storage are completed at a disconnection time that is an estimated time when the external power supply is disconnected from the vehicle. That is, charging and heat storage are started after the vehicle is connected to the external power supply so that charging and heat storage are completed in this way. Therefore, when the vehicle is disconnected from the external power source according to the disconnection time in order to start operation of the vehicle, the charging of the battery and the heat storage to the heat accumulator can be completed, and the completion is too early or too late with respect to the disconnection. There is nothing to do.

  As for the distribution ratio in distributing the electric energy for charging and the electric energy for storing heat, the following equation “(A: B) = (Qb−Qbnow)” as in claim 4: It is preferable to set based on (lQs−Qsnowl) / COP ”.

  Further, regarding the charging of the battery and the heat storage in the heat accumulator after the vehicle is connected to the external power source, the shortest time Tf is expressed by the following equation “Tf = (Qb−Qbnow) / [E · {A / (A + B)}] ”, and it is preferable to start at a time retroactive to the shortest time Tf from the separation time.

  Further, the shortest time Tf is calculated based on the following equation “Tf = {(lQs−Qsnow) / COP} / [E · {B / (A + B)}]” as in claim 6. Is also possible.

BRIEF DESCRIPTION OF THE DRAWINGS Schematic which shows the whole structure of the thermal control apparatus in this embodiment. The schematic diagram which shows the circulation aspect of the heat medium in the 1st-3rd circulation circuit of the same heat control apparatus. The schematic diagram which shows the circulation aspect of the heat medium in the 1st-3rd circulation circuit of the same heat control apparatus. The schematic diagram which shows the circulation aspect of the heat medium in the 1st-3rd circulation circuit of the same heat control apparatus. The schematic diagram which shows the circulation aspect of the heat medium in the 1st-3rd circulation circuit of the same heat control apparatus. The schematic diagram which shows the circulation aspect of the heat medium in the 1st-3rd circulation circuit of the same heat control apparatus. The schematic diagram which shows the circulation aspect of the heat medium in the 1st-3rd circulation circuit of the same heat control apparatus. The graph which shows transition of the power efficiency with respect to the change of the performance of a Peltier device. The graph which shows transition of the completion time of charge and heat storage with respect to the change of the performance of a Peltier device. The flowchart which shows the execution procedure of the process for performing charge of a battery and the thermal storage to a thermal accumulator under the state which connected the vehicle to the external power supply. (A)-(c) is a time chart which shows transition of the battery residual amount and heat storage residual amount after connecting a vehicle to an external power supply.

Hereinafter, an embodiment in which the present invention is applied to a vehicle such as an automobile will be described with reference to FIGS.
The vehicle of this embodiment can be driven by a motor driven based on the electric power of the battery, and can be connected to an external power source to charge the battery when the vehicle is stopped. Such a vehicle is provided with a heat control device that performs air conditioning of the passenger compartment as one of the heat controls. As shown in FIG. 1, the heat control device includes a first circulation circuit 1 in which a heat medium such as water circulates by driving a pump 4, and a second circulation in which a heat medium such as water circulates by driving a pump 5. A circuit 2 and a third circulation circuit 3 in which a heat medium such as water circulates by driving the pump 8 are provided.

  In the first circulation circuit 1, the passenger compartment can be air-conditioned using a heat medium that circulates by driving the pump 4. Moreover, in the said 2nd circulation circuit 2, when the heat medium circulated by the drive of the pump 5 passes the outdoor heat exchanger 6, it becomes possible to perform heat exchange between the heat medium and outside air. Yes. Between the first circulation circuit 1 and the second circulation circuit 2, a Peltier element 7 that operates by receiving power supply from the battery or the external power supply is connected to the heat medium of the first circulation circuit 1 and the second circulation circuit 2. A heat transfer device capable of transferring heat to and from the heat medium of the circulation circuit 2 is provided.

  On the other hand, in the third circulation circuit 3, the heat medium circulated by driving the pump 8 passes through the charger 9 and the transaxle 10. The charger 9 is for boosting the voltage of the external power source connected to the vehicle to a value at which the battery can be charged. For example, when the home power source is connected to the vehicle as the external power source Operated. During the operation of the charger 9, the waste heat from the charger 9 is recovered by the heat medium circulating in the third circulation circuit. Thus, the waste heat recovered by the heat medium is given to the transaxle 10 when the heat medium passes through the transaxle 10.

  Further, the third circulation circuit 3 branches in the thermostat 11 into a path that circulates through the radiator 12 and a path that circulates around the radiator 12. The thermostat 11 prohibits / permits passage of the heat medium through the radiator 12 according to the temperature of the heat medium in the third circulation circuit 3. That is, when the temperature of the heat medium in the third circulation circuit 3 is high, the operation of the thermostat 11 allows the heat medium to pass through the radiator 12, whereby the heat medium passes through the heat radiator 12 and the heat dissipation. The unit 12 radiates heat. As a result, an excessive increase in the temperature of the heat medium in the third circulation circuit 3 is suppressed. On the other hand, when the temperature of the heat medium in the third circulation circuit 3 is high, the operation of the thermostat 11 prohibits the passage of the heat medium in the radiator 12, whereby the heat medium circulates around the radiator 12. To be done. As a result, heat dissipation of the heat medium in the radiator 12 is not performed, and the temperature of the heat medium in the third circulation circuit 3 is not excessively lowered.

Next, the first circulation circuit 1 will be described in detail.
The first circulation circuit 1 includes a switching valve 13 provided downstream of the pump 4, a path 1 a that passes through the cold heat storage unit 14, a path 1 b that passes through the thermal storage unit 15, a path 1 c that passes through the bypass path 16, And it branches into four paths such as a path 1d passing through the battery 17. The switching valve 13 is configured such that the heat medium circulation path in the first circulation circuit 1 is a cold heat storage unit 14 (path 1a), a thermal heat storage unit 15 (path 1b), a bypass path 16 (path 1c), and a battery 17 (path). Operate to switch to any of 1d). Note that the paths 1 a to 1 c in the first circulation circuit 1 are joined together so as to be one upstream of the indoor heat exchanger 18. This indoor heat exchanger 18 performs heat exchange between the heat medium passing therethrough and the air sent to the passenger compartment. The downstream side of the indoor heat exchanger 18 in the first circulation circuit 1 is connected to the shutoff valve 19 after joining the downstream of the path 1d. The shut-off valve 19 makes the first circulation circuit 1 communicate with or shut off the second circulation circuit 2 through its operation. Specifically, in a normal state, the shutoff valve 19 is closed so that the first circulation circuit 1 and the second circulation circuit 2 are shut off. On the other hand, when the heat medium of the first circulation circuit 1 is sent to the second circulation circuit 2 to exchange heat with the outside air in the outdoor heat exchanger 6, the shutoff valve 19 is opened and the first circulation circuit 1 and the second circulation circuit 1 are opened. The circulation circuit 2 is in communication.

  An inverter 20 for driving a motor of the vehicle is provided as a waste heat recovery target downstream of the shutoff valve 19 and upstream of the pump 5 in the first circulation circuit 1. Accordingly, during the operation of the inverter 20 for driving the motor, the waste heat from the inverter 20 is recovered by the heat medium circulating in the first circulation circuit 1. Further, the Peltier element 7 described above is located in a portion corresponding to the downstream of the shutoff valve 19 and the upstream of the inverter 20 in the first circulation circuit 1. The Peltier element 7 is located in a portion corresponding to the downstream of the outdoor heat exchanger 6 and the upstream of the pump 5 with respect to the second circulation circuit 2. Then, the heat of the heat medium in the second circulation circuit 2 is transferred to the heat medium of the first circulation circuit 1 through the driving of the Peltier element 7, or the heat of the heat medium in the first circulation circuit 1 is transferred to the second circulation circuit 2. Or moving to a heat medium. The movement of heat by driving the Peltier element 7 may be performed from a low-temperature heat medium to a high-temperature heat medium among the heat medium of the first circulation circuit 1 and the heat medium of the second circulation circuit 2. It is possible.

Next, the electrical configuration of the vehicle thermal control device will be described.
This heat control device also functions as a charge heat storage device that controls charging of the battery 17 and heat storage using the cold heat storage device 14 and the heat storage device 15. Such a heat control device is provided with an electronic control device 21 that performs various controls such as drive control of a motor in a vehicle and air conditioning control of a passenger compartment. This electronic control device 21 includes a CPU that executes various arithmetic processes related to the above control, a ROM that stores programs and data necessary for the control, a RAM that temporarily stores CPU calculation results, and the like. It has input / output ports for inputting / outputting signals.

  The input port of the electronic control device 21 has a first temperature sensor 22 that detects the temperature in the cold heat regenerator 14, a second temperature sensor 23 that detects the temperature in the heat regenerator 15, and the passage through the indoor heat exchanger 18. Various sensors such as a third temperature sensor 24 for detecting the temperature of the air blown into the vehicle interior (blowing temperature) later are connected. Furthermore, the input port outputs a signal corresponding to the presence or absence of connection to an external power source of the vehicle, and a ready switch 25 that outputs a signal corresponding to the operation position when the vehicle is started or stopped. A plug-in detection circuit 26 is also connected. On the other hand, the output ports of the electronic control device 21 are connected to the drive circuits of various devices such as the pump 4, the pump 5, the Peltier element 7, the pump 8, the charger 9, the switching valve 13, and the shutoff valve 19. Yes.

  The electronic control unit 21 performs the air conditioning of the passenger compartment during the operation of the vehicle, based on the detection signals input from the various sensors and the passenger compartment cooling request, the heating request, etc. A command signal is output to a drive circuit of a device such as the switching valve 13. Thus, the drive control of the pump 4 for air conditioning the passenger compartment, the drive control of the Peltier element 7, the drive control of the switching valve 13, and the like are performed through the electronic control unit 21.

  In addition, the magnitude | size of the cooling request | requirement of a vehicle interior and the magnitude | size of a heating request | requirement can be calculated | required based on the blowing temperature calculated | required from the detection signal of the 3rd temperature sensor 24, and the target blowing temperature which is the target value of the blowing temperature. Is possible. The target blowing temperature is a value obtained based on the set temperature in the passenger compartment determined by the vehicle occupant, the actual temperature in the passenger compartment, the amount of solar radiation into the passenger compartment, and the like. It can be determined that the lower the target blowing temperature is lower than the blowing temperature obtained from the detection signal of the third temperature sensor 24, the greater the request for cooling the passenger compartment. On the other hand, it can be determined that the higher the target blowing temperature is higher than the blowing temperature obtained from the detection signal of the third temperature sensor 24, the greater the request for heating the passenger compartment.

  In addition, the electronic control unit 21 grasps the remaining heat storage amount of the refrigeration regenerator 14 and the remaining heat storage amount of the heat regenerator 15 based on the detection signals input from the various sensors while the external power source is connected to the stopped vehicle. To do. Then, based on the grasped remaining heat storage amount, in a drive circuit of a device such as the pump 4, the Peltier element 7, and the switching valve 13 in order to store the cold heat in the cold heat storage device 14 and the hot heat storage device 15. A command signal is output. Thus, the electronic control unit 21 performs the drive control of the pump 4, the drive control of the Peltier element 7, the drive control of the switching valve 13, etc. for storing the cold heat in the cold heat accumulator 14 and the warm heat accumulator 15. Implemented through.

  Further, the electronic control unit 21 grasps the remaining amount of the battery 17 at the start of connection of the external power source while the external power source (home power source) is connected to the stopped vehicle, and the grasped remaining amount of the battery 17 and the like. Based on the above, the battery 17 is charged. At this time, the electronic control unit 21 outputs a command signal to the drive circuit of the charger 9 to boost the voltage of the household power supply to a value at which the battery 17 can be charged, and the charger 9 based on the command signal. The battery 17 is charged using the household power supply by the drive control.

Next, the heat medium circulation mode in the first circulation circuit 1, the second circulation circuit 2, and the third circulation circuit 3 will be described in detail with reference to FIGS.
FIG. 2 shows the first circulation circuit 1, the second circulation circuit 2, and the third circulation circuit 3 when the vehicle interior is cooled by using the cold energy stored in the cold heat accumulator 14 during operation of the vehicle in summer. This shows a circulation mode of the heat medium. In the air conditioning of the passenger compartment using such a heat accumulator (hereinafter referred to as “heat accumulator air conditioning”), more specifically, in the cooling of the passenger compartment using the cold energy stored in the cold heat accumulator 14, the circulation of the heat medium in the first circulation circuit 1 is performed. The switching valve 13 is switched so that the path becomes the cold heat accumulator 14 (path 1a). Further, the shut-off valve 19 is closed so that the first circulation circuit 1 and the second circulation circuit 2 are shut off, and the pump 4 of the first circulation circuit 1 and the pump 5 of the second circulation circuit 2 are driven. The Thereby, the heat medium circulating through the first circulation circuit 1 passes through the cold heat regenerator 14, and the cold heat stored in the cold heat accumulator 14 is conveyed to the indoor heat exchanger 18 through the heat medium. . Then, the air is cooled by heat exchange between the heat medium in the indoor heat exchanger 18 and the air sent to the passenger compartment. The air thus cooled is sent to the passenger compartment, so that the passenger compartment is cooled using the cold energy stored in the cold heat accumulator 14. At this time, in the third circulation circuit 3, the heat medium is circulated by driving the pump 8.

  FIG. 3 shows the first circulation circuit 1, the second circulation circuit 2, and the third circulation circuit 3 when heating the passenger compartment using the heat stored in the heat storage unit 15 during the operation of the vehicle in winter. This shows a circulation mode of the heat medium. In the air conditioning of the passenger compartment using such a heat accumulator (hereinafter referred to as “heat accumulator air conditioning”), more specifically in the heating of the passenger compartment using the heat stored in the thermal heat accumulator 15, the circulation of the heat medium in the first circulation circuit 1 is performed. The switching valve 13 is switched so that the path becomes the thermal heat accumulator 15 (path 1b). Further, the shut-off valve 19 is closed so that the first circulation circuit 1 and the second circulation circuit 2 are shut off, and the pump 4 of the first circulation circuit 1 and the pump 5 of the second circulation circuit 2 are driven. The Thereby, the heat medium circulating through the first circulation circuit 1 passes through the heat storage unit 15, and the heat stored in the heat storage unit 15 is conveyed to the indoor heat exchanger 18 through the heat medium. . The air is warmed by heat exchange between the heat medium in the indoor heat exchanger 18 and the air sent to the passenger compartment. As the air thus warmed is sent to the passenger compartment, the passenger compartment is heated using the heat stored in the thermal heat accumulator 15. At this time, in the third circulation circuit 3, the heat medium is circulated by driving the pump 8.

  FIG. 4 shows a circulation mode of the heat medium in the first circulation circuit 1, the second circulation circuit 2, and the third circulation circuit 3 when the passenger compartment is cooled by using the Peltier element 7 during operation of the vehicle in summer. Is shown. In such air conditioning of the passenger compartment using the Peltier element 7 (hereinafter referred to as Peltier air conditioning), more specifically in the cooling of the passenger compartment using the Peltier element 7, the circulation path of the heat medium in the first circulation circuit 1 is the bypass passage 16 ( The switching valve 13 is switched so as to be route 1c). Further, the shut-off valve 19 is closed so that the first circulation circuit 1 and the second circulation circuit 2 are shut off, and the pump 4 of the first circulation circuit 1 and the pump 5 of the second circulation circuit 2 are driven. The In this state, the Peltier element 7 is driven so that heat is transferred from the heat medium of the first circulation circuit 1 to the heat medium of the second circulation circuit 2. In addition, the white arrow in the Peltier element 7 in the figure indicates the movement of heat by driving the Peltier element 7. In this case, the heat medium circulating in the first circulation circuit 1 passes through the indoor heat exchanger 18 after being cooled in the vicinity of the Peltier element 7. Then, the air is cooled by heat exchange between the heat medium in the indoor heat exchanger 18 and the air sent to the passenger compartment. The air thus cooled is sent to the passenger compartment, whereby the passenger compartment is cooled using the Peltier element 7. At this time, in the third circulation circuit 3, the heat medium is circulated by driving the pump 8.

  FIG. 5 shows how the heat medium circulates in the first circulation circuit 1, the second circulation circuit 2, and the third circulation circuit 3 when heating the passenger compartment using the Peltier element 7 during operation of the vehicle in winter. Is shown. In the air conditioning of the passenger compartment using the Peltier element 7 (hereinafter referred to as Peltier air conditioning), more specifically, the heating of the passenger compartment using the Peltier element 7, the circulation path of the heat medium in the first circulation circuit 1 is the bypass passage 16 ( The switching valve 13 is switched so as to be route 1c). Further, the shut-off valve 19 is closed so that the first circulation circuit 1 and the second circulation circuit 2 are shut off, and the pump 4 of the first circulation circuit 1 and the pump 5 of the second circulation circuit 2 are driven. The In this state, the Peltier element 7 is driven so that heat is transferred from the heat medium of the second circulation circuit 2 to the heat medium of the first circulation circuit 1. In addition, the white arrow in the Peltier element 7 in the figure indicates the movement of heat by driving the Peltier element 7. In this case, the heat medium circulating in the first circulation circuit 1 passes through the indoor heat exchanger 18 after being heated in the vicinity of the Peltier element 7. Then, the air is warmed by heat exchange between the heat medium in the indoor heat exchanger 18 and the air sent to the passenger compartment. The warmed air is sent to the passenger compartment so that the passenger compartment is heated using the Peltier element 7. At this time, in the third circulation circuit 3, the heat medium is circulated by driving the pump 8.

  FIG. 6 shows how the heat medium circulates in the first circulation circuit 1, the second circulation circuit 2, and the third circulation circuit 3 when the vehicle in a stopped state in summer is connected to an external power supply (household power supply). ing. In this way, the battery 17 is charged with the vehicle connected to the external power source. Specifically, the voltage of the household power supply is boosted to a value at which the battery 17 can be charged through the operation of the charger 9, thereby allowing the battery 17 to be charged using an external power supply. During charging of the battery 17, the heat medium in the third circulation circuit 3 is circulated through the drive of the pump 8, so that waste heat generated when the charger 9 is operated is recovered by the circulating heat medium, and thereafter It is applied to the transaxle 10 by the same heat medium.

  In the summer, the battery 17 is charged as described above, and cold energy is stored in the cold heat accumulator 14 through drive control of the Peltier element 7 and switching control of the switching valve 13. Specifically, first, the heat medium in the first circulation circuit 1 is circulated through the driving of the pump 4 and the heat medium in the second circulation circuit 2 is circulated through the driving of the pump 5. The circuit 1 and the second circulation circuit 2 are shut off through the closing operation of the shutoff valve 19. In such a state, the Peltier element 7 is driven using a household power supply so that heat is transferred from the heat medium of the first circulation circuit 1 to the heat medium of the second circulation circuit 2. In addition, the white arrow in the Peltier element 7 in the figure indicates the movement of heat by driving the Peltier element 7. As a result, the temperature of the heat medium circulating in the first circulation circuit 1 decreases. Furthermore, by switching the switching valve 13 so that the circulation path of the heat medium in the first circulation circuit 1 becomes the cold heat storage 14 (path 1a), the low temperature heat medium passes through the cold heat storage 14 and the same. Cold energy is stored in the cold energy regenerator 14. In addition, when the heat storage of the cold heat to the cold energy storage 14 is completed, if the switching valve 13 is switched so that the circulation path of the heat medium in the first circulation circuit 1 becomes a route other than the cold heat storage device 14 (path 1a), It becomes possible to hold the cold energy stored in the cold energy regenerator 14.

  FIG. 7 shows a circulation mode of the heat medium in the first circulation circuit 1, the second circulation circuit 2, and the third circulation circuit 3 when a vehicle in a stopped state in winter is connected to an external power supply (household power supply). ing. In this way, the battery 17 is charged in the same manner as the above-described charging mode in the summer, with the vehicle connected to the household power source. Furthermore, the heat medium is also circulated in the third circulation circuit 3, whereby the waste heat of the charger 9 is recovered, and the recovered waste heat is also applied to the transaxle 10.

  In the winter season, the battery 17 is charged, while warm heat is stored in the warm heat accumulator 15 through drive control of the Peltier element 7 and switching control of the switching valve 13. Specifically, as in the summer, the heat medium in the first circulation circuit 1 is circulated through the drive of the pump 4 and the heat medium in the second circulation circuit 2 is circulated through the drive of the pump 5. The first circulation circuit 1 and the second circulation circuit 2 are shut off through the closing operation of the shut-off valve 19. In such a state, the Peltier element 7 is driven using a household power supply so that heat is transferred from the heat medium of the first circulation circuit 1 to the heat medium of the second circulation circuit 2 contrary to the summer. . In addition, the white arrow in the Peltier element 7 in the figure indicates the movement of heat by driving the Peltier element 7. Thereby, the temperature of the heat medium circulating through the first circulation circuit 1 rises. Furthermore, by switching the switching valve 13 so that the circulation path of the heat medium in the first circulation circuit 1 becomes the thermal heat accumulator 15 (path 1b), the high-temperature heat medium passes through the thermal heat accumulator 15 and the same. Warm heat is stored in the warm heat regenerator 15. In addition, when the heat storage of the cold heat to the heat storage unit 15 is completed, if the switching valve 13 is switched so that the circulation path of the heat medium in the first circulation circuit 1 becomes a path other than the heat storage unit 15 (path 1b), It becomes possible to hold the heat stored in the heat storage unit 15.

Next, charging of the battery 17 using the external power source when the vehicle is connected to the external power source (household power source) and heat storage in the heat accumulators 14 and 15 will be described in more detail.
In this embodiment, while the vehicle is connected to the external power source, the battery 17 is charged by the external power source, and the Peltier element 7 is driven based on the external power source to thereby cool or warm the regenerators 14 and 15. Heat storage is performed. Then, charging of the battery 17 and storage of heat in the regenerators 14 and 15 are performed during connection to the external power source of the vehicle so that charging of the batteries 17 and heat storage in the regenerators 14 and 15 are completed simultaneously. By performing charging and heat storage in this way, at least immediately before completion of such charging and heat storage, charging of the battery 17 and heat storage to the heat accumulators 14 and 15 are performed simultaneously.

  Moreover, the electric capacity of the external power supply (home power supply) to which the vehicle is connected is limited. For this reason, when charging the battery 17 and storing heat in the heat accumulators 14 and 15 by driving the Peltier element 7 using an external power source at the same time, the electric energy for charging and the electric energy for storing heat are Distribution is performed as follows. That is, charging of the battery 17 and heat storage to the heat accumulators 14 and 15 by driving the Peltier element 7 are performed simultaneously by using the electric capacity of the external power source to the maximum, and electric energy for charging and electric energy for heat storage are obtained. , The distribution ratio “A: B” is set to a value at which the charging and the heat storage are completed in the shortest time. And the said charge and the said heat storage are performed using the electrical energy distributed with the said distribution rate "A: B".

  More specifically, in summer, the distribution rate at which the electric energy for charging the battery 17 and the electric energy for storing the cold heat in the cold heat storage 14 can be completed in the shortest time. It is distributed with “A: B”. Then, the electric energy distributed at the distribution ratio “A: B” is used to charge the battery 17 and to store the cold heat in the cold heat accumulator 14 by driving the Peltier element 7. On the other hand, in the winter season, the electric energy for charging the battery 17 and the electric energy for storing the thermal heat in the thermal heat storage unit 15 can be distributed in the shortest possible distribution rate “A”. : B ”. Then, the electric energy distributed at the distribution ratio “A: B” is used to charge the battery 17 and to store the warm heat in the warm heat accumulator 15 by driving the Peltier element 7.

  As described above, by charging the battery 17 and storing heat to the heat accumulators 14 and 15 during connection to the external power source of the vehicle, the charging and heat storage can be performed efficiently. The power consumed for completion can be kept small.

  Here, instead of charging the battery 17 and storing heat in the heat accumulators 14 and 15 as described above, for example, the charging is completed using the electric capacity of the external power source to the maximum, and then the electric power of the external power source is also used. If heat storage is completed using the capacity to the maximum, the efficiency of the heat storage is reduced, and more power is consumed to complete charging and heat storage. When charging and heat storage are performed in this manner, the power efficiency of the Peltier element 7 is in a state indicated by a broken line in FIG. Here, the power efficiency is the amount of heat that can be transferred per unit power consumption when driving the Peltier element 7. As can be seen from the broken line in the figure, the Peltier element is used to complete the heat storage using the maximum electrical capacity of the external power supply after completing the charge using the maximum electrical capacity of the external power supply. The power efficiency of 7 is a small value.

  This is because when the Peltier element 7 is operated to transfer heat from the low temperature side to the high temperature side of the Peltier element 7, the heat transfer is performed more efficiently as the temperature difference between the low temperature side and the high temperature side is smaller. Is related. That is, as described above, when the heat transfer is performed by driving the Peltier element 7 using the electric capacity of the external power source to the maximum, the heat transfer from the low temperature side to the high temperature side of the Peltier element 7 is rapidly performed. Since the temperature difference between the two becomes large, the heat transfer cannot be performed efficiently, and the power efficiency of the Peltier element 7 becomes a small value (broken line). And if the power efficiency of the Peltier device 7 becomes a small value, the efficiency of the heat storage to the heat storage devices 14 and 15 by the drive of the Peltier device 7 will fall. For this reason, the time (completion time) from the start of charging of the battery 17 and the heat storage to the heat accumulators 14 and 15 to the completion of the charging and heat storage becomes longer, for example, as shown by the broken line in FIG. Become. And if completion time becomes long in this way, the electric power consumed in order to complete the charge of the battery 17 and the heat storage to the heat accumulators 14 and 15 will increase.

  On the other hand, if charging of the battery 17 and heat storage to the heat accumulators 14 and 15 are performed as in the present embodiment, the charge and heat storage can be performed efficiently, and eventually consumed to complete the charge and heat storage. Power can be kept small. When charging and heat storage are performed as in the present embodiment, the power efficiency of the Peltier element 7 is in a state indicated by a solid line in FIG. 8, and after completing charging using the electric capacity of the external power source to the maximum, The power efficiency of the Peltier device 7 becomes a value larger than that in the case where heat storage is completed using the electric capacity of the external power supply to the maximum (dashed line).

  This is because when charging and heat storage are simultaneously performed in order to complete the charging of the battery 17 and the heat storage in the heat accumulators 14 and 15, the electric energy distributed at the distribution ratio “A: B” is used. This is because charging of the battery 17 and storage of warm heat to the heat accumulators 14 and 15 by driving the Peltier element 7 are performed simultaneously. When charging and heat storage are simultaneously performed using the electric energy distributed in this way, the Peltier device 7 is not operated using the electric capacity of the external power source to the maximum, and therefore operates to perform heat storage. The movement of heat from the low temperature side to the high temperature side in the Peltier element 7 to be performed becomes gentle. When the movement of heat from the low temperature side to the high temperature side in the Peltier element 7 becomes gentle, the temperature difference between the low temperature side and the high temperature side can be kept small. Therefore, heat is efficiently transferred from the low temperature side to the high temperature side of the element 7 by driving the Peltier element 7, and the power efficiency of the Peltier element 7 becomes a large value (solid line). And if the power efficiency of the Peltier device 7 becomes a large value, the efficiency of the heat storage to the heat storage devices 14 and 15 by the drive of the Peltier device 7 will improve. As a result, the time (completion time) from the start of charging of the battery 17 and the heat storage to the heat accumulators 14 and 15 to the completion of the charging and heat storage is shortened, for example, as shown by the solid line in FIG. Become. When the completion time is shortened in this way, the electric power consumed to complete the charging of the battery 17 and the heat storage in the heat accumulators 14 and 15 is suppressed to a small value.

  Note that the completion time indicated by the solid line in FIG. 9 changes as the distribution ratio “A: B” changes. In this embodiment, the distribution ratio “A: B” is set so that the completion time is the shortest. Incidentally, in FIG. 9 and FIG. 8 above, the horizontal axis represents the performance of each design in the Peltier element 7. Therefore, in the Peltier element 7, as the design performance represented by the horizontal axis in FIGS. 8 and 9 increases, the power efficiency increases as shown in FIG. 8 and the completion time is shown in FIG. Tend to be shorter.

  Next, processing for charging the battery 17 and storing heat in the heat accumulators 14 and 15 under the state where the vehicle is connected to an external power source will be described in detail with reference to the flowchart of FIG. explain. This charge and heat storage routine is periodically executed through the electronic control device 21 with a time interruption every predetermined time.

  In this routine, it is determined whether or not the ready switch 25 is operated to the off position, that is, the operation stop position (S101), and whether or not the vehicle is connected (plugged in) to an external power source (S102). The And if both affirmation judging is made by processing of S101 and processing of S102, flag F used in order to judge whether charge of battery 17 and heat storage to heat storage units 14 and 15 are under execution. It is determined whether or not “0 (not being executed)” (S103). If the determination is affirmative, charging of the battery 17 using electrical energy distributed at the distribution ratio “A: B” and heat storage to the heat accumulators 14 and 15 by driving the Peltier element 7 are started. Processing (S104 to S110) is executed.

  In this series of processes, first, based on the battery capacity Qb, the remaining battery capacity Qbnow, the regenerator capacity Qs, the remaining heat storage capacity Qsnow, and the power efficiency COP of the Peltier element 7, the distribution rate “ A: B "is calculated (S104).

(A: B) = (Qb−Qbnow) :( lQs−Qsnow) / COP (1)

As can be seen from Equation (1), “A” in the distribution rate “A: B” is a value corresponding to the difference between the battery capacity Qb and the remaining battery charge Qbnow. The battery capacity Qb is the upper limit value of the amount of power stored in the battery 17, and the battery remaining amount Qbnow is the actual amount of power stored in the battery 17. The battery remaining amount Qbnow is obtained by calculation based on the charging history of the battery 17 so far, the discharging history from the battery 17 when operating the electric device of the vehicle, and the like.

  On the other hand, “B” in the distribution ratio “A: B” corresponds to a value obtained by dividing the absolute value of the difference between the regenerator capacity Qs and the remaining heat storage amount Qsnow by the power efficiency COP of the Peltier element 7. . The heat accumulator capacity Qs is the upper limit value of the amount of heat stored in the regenerators 14 and 15, and the remaining heat storage amount Qsnow is the actual amount of heat stored in the regenerators 14 and 15. As the heat storage capacity Qs and the remaining heat storage capacity Qsnow used here, values corresponding to the cold energy regenerator 14 are used when the cold energy is stored in the cold energy regenerator 14 in summer, respectively, When the heat is stored in the cooler 15, values corresponding to the warm heat storage device 15 are used. Incidentally, the remaining heat storage amount Qsnow of the cold heat storage device 14 is obtained based on the temperature in the cold heat storage device 14 detected by the first temperature sensor 22. Further, the remaining heat storage amount Qsnow of the thermal heat storage unit 15 is obtained based on the temperature in the thermal storage unit 15 detected by the second temperature sensor 23. Further, regarding the above power efficiency COP, based on the drive power (input power) of the Peltier element 7 as a value representing the actual power efficiency when the Peltier element 7 is driven for storing heat in the heat accumulators 14 and 15. The calculated value is used.

  Thereafter, the shortest time Tf which is the minimum value of the time (completion time) from the start of charging of the battery 17 and the heat storage to the heat accumulators 14 and 15 to the completion of the charging and heat storage is calculated (S105). . This shortest time Tf is stored in the heat accumulators 14 and 15 by charging the battery 17 and driving the Peltier element 7 using the electric energy distributed at the distribution ratio “A: B” obtained by the process of S104. Represents the completion time when the two are simultaneously performed. The shortest time Tf is calculated using the following formula (2) based on the electric capacity E of the external power source, the battery capacity Qb, the remaining battery charge Qbnow, and the distribution ratio “A: B”.

Tf = (Qb−Qbnow) / [E · {A / (A + B)}] (2)

In Expression (2), the electric capacity E of the external power supply is an upper limit value of power that can be supplied by the external power supply. As the electric capacity E here, a fixed value determined for each external power source is used.

  Then, the time (separation time Ta) at which the vehicle is disconnected from the external power source is acquired (S106). As the disconnection time Ta, a value set by the user of the vehicle and stored in the RAM of the electronic control device 21 or a value learned according to the use state of the vehicle and stored in the RAM of the electronic control device 21 is used. Used. Thereafter, a time that is back by the shortest time Tf from the disconnection time Ta is set as a start time Tb for charging the battery 17 and storing heat in the heat accumulators 14 and 15 (S107).

  When the current time reaches the start time Tb (S108: YES), the battery 14 is charged using the electric energy distributed at the distribution rate “A: B” and the heat accumulator 14 is driven by driving the Peltier element 7. , 15 is started (S109). Further, the flag F used to determine whether or not the battery 17 is being charged and the heat storage in the heat accumulators 14 and 15 is being executed is set to “1 (running)” (S110).

  When the flag F is set to “1” in this way, a negative determination is made in the next process of S103. In this case, processing for starting charging of the battery 17 using the electric energy distributed at the distribution ratio “A: B” and storing heat in the heat accumulators 14 and 15 by driving the Peltier element 7 (S111 to S114). ) Is executed. In this series of processes, a determination is made as to whether or not the current time is the disconnection time Ta (S111), and a determination is made as to whether or not the vehicle has been disconnected (plug-off) from the external power supply (S112). . If an affirmative determination is made in any of these determinations, the charging of the battery 17 and the heat storage to the heat accumulators 14 and 15 are terminated (S113). Further, the flag F is set to “0 (not being executed)” (S114).

Next, transitions of the remaining battery level Qbnow and the remaining heat storage level Qsnow after the vehicle is connected to the external power source will be described with reference to the time chart of FIG.
When the vehicle is connected to the external power source (timing t1), the disconnection time Ta is acquired, and the distribution rate “A: B”, the start time Tb, and the like are obtained. When the current time reaches the start time Tb (timing t2), the battery 17 is charged using the electric energy distributed at the distribution ratio “A: B”, and the heat accumulator 14 is driven by driving the Peltier element 7. Heat storage to 15 is started.

  Based on such charging of the battery 17, the remaining battery charge Qbnow gradually increases toward the battery capacity Qb as shown in FIG. In summer, the Peltier element 7 is driven to store the cold heat to the cold heat accumulator 14, so that the remaining amount Qsnow of the cold heat accumulator 14 gradually decreases toward the heat accumulator capacity Qs. On the other hand, in the winter season, the Peltier element 7 is driven to store the heat in the heat storage unit 15, so that the remaining heat storage Qsnow of the heat storage unit 15 gradually increases toward the storage unit capacity Qs.

  If the current time becomes the disconnection time Ta (timing t3), or if the vehicle is disconnected from the external power supply before the current time becomes the disconnection time Ta, the battery 17 is charged and the regenerators 14 and 15 are connected. Heat storage is terminated. When the connection state of the vehicle to the external power source is maintained until the current time becomes the disconnection time Ta, the remaining battery capacity Qbnow reaches the battery capacity Qb as shown in FIG. Charging is complete. Further, the heat storage remaining amount Qsnow reaches the heat storage capacity Qs as shown in FIG. 11B or FIG. 11C, and the heat storage to the heat storage units 14 and 15 is also completed. Therefore, when the vehicle is disconnected from the external power source at the disconnection time Ta, the charging of the battery 17 and the heat storage to the heat accumulators 14 and 15 are completed.

According to the embodiment described in detail above, the following effects can be obtained.
(1) When the battery 17 is charged by the external power source while the vehicle is connected to the external power source, and the regenerators 14 and 15 are driven by the Peltier element 7 based on the external power source to store cold or warm heat. The charging and heat storage are performed so that the charging of the battery 17 and the heat storage in the heat accumulators 14 and 15 are completed simultaneously. As a result, at least immediately before the charging of the battery 17 and the heat storage in the heat accumulators 14 and 15 are completed, the charging and the heat storage are performed simultaneously. At that time, the Peltier element 7 maximizes the electric capacity of the external power source. It will not be used to operate. In this case, the movement of heat from the low temperature side to the high temperature side in the Peltier element 7 that operates to store heat becomes gentle, and thereby the temperature difference between the low temperature side and the high temperature side in the Peltier element 7 becomes excessively large. That is suppressed. As a result, it is possible to efficiently transfer heat from the low temperature side to the high temperature side in the Peltier element 7, thereby suppressing a decrease in heat storage efficiency. Therefore, during the connection to the external power supply of the vehicle, the battery 17 can be charged and the heat storage 14 and 15 can be efficiently stored, and the power consumed for completing the charging and the heat storage can be kept small. it can.

  (2) During the connection to the external power source of the vehicle, charging of the battery 17 and heat storage to the heat accumulators 14 and 15 by driving the Peltier element 7 are performed simultaneously by using the maximum electric capacity of the external power source for charging. When the electric energy and the electric energy for heat storage are distributed, the distribution ratio “A: B” is set to a value capable of completing the charging and the heat storage in the shortest time. Thus, by charging the battery 17 and storing heat to the heat accumulators 14 and 15 during connection to the external power source of the vehicle, the charging and heat storage can be performed efficiently, and as a result, the charging and the heat storage are completed. Therefore, it is possible to reduce the power consumed for the purpose.

  (3) After the vehicle is connected to the external power supply, the charging of the battery 17 and the heat storage to the heat accumulators 14 and 15 are completed at a disconnection time Ta that is a predicted value of the time when the external power supply is disconnected from the vehicle. Then, charging of the battery 17 and storage of heat in the heat accumulators 14 and 15 are started at a start time Tb that goes back by the shortest time Tf from the separation time Ta. Therefore, when the vehicle is disconnected and disconnected from the external power source in accordance with the time Ta in order to start driving the vehicle, the charging of the battery 17 and the heat storage to the heat accumulators 14 and 15 can be completed. It is never too late or too late.

  (4) By calculating the distribution ratio “A: B” based on the equation (1), the distribution ratio “A: B” completes charging of the battery 17 and heat storage to the heat accumulators 14 and 15 in the shortest time. It becomes an appropriate value.

  (5) By calculating the shortest time Tf based on the formula (2), the shortest time Tf from the start of charging of the battery 17 and the heat storage to the heat accumulators 14 and 15 to completion thereof Appropriate value. Furthermore, the start time Tb calculated from the shortest time Tf and the separation time Ta is also an appropriate value as the time for starting charging the battery 17 and storing heat in the heat accumulators 14 and 15.

In addition, the said embodiment can also be changed as follows, for example.
The shortest time Tf may be calculated using the following equation (3) based on the electric capacity E, the regenerator capacity Qs, the remaining heat storage amount Qsnow, and the distribution rate “A: B”.

Tf = {(lQs−Qsnowl) / COP} / [E · {B / (A + B)}] (3)

In this case, the same effect as the above (5) can be obtained.

The distribution ratio “A: B” does not necessarily have to be a value that provides the shortest time Tf, and can be changed to any value other than that value.
A heat transfer device other than the Peltier element 7, for example, a vapor compression heat pump may be employed.

Instead of providing the switching valve 13 at the branch portion of the paths 1a to 1d, a switching valve that cuts off the communication of the path may be provided in each of the paths 1a to 1d.
-Instead of providing the switching valve 13, a switching valve for switching to any one of the paths 1a to 1c is provided at the joining portion of the paths 1a to 1c, and switching for disconnecting the path 1d from the path 1d is performed. A valve may be provided.

-As a heat storage device, only one of the cold heat storage device 14 and the hot heat storage device 15 may be provided, and only one of the cold heat storage and the heat storage may be performed.
A heat accumulator having both functions of the cold energy regenerator 14 and the heat energy regenerator 15 may be provided, and the heat accumulator may perform cold energy accumulation and heat energy accumulation. In this case, it is preferable that cold storage is performed by the heat storage unit in summer and thermal storage is performed by the heat storage unit in winter.

  DESCRIPTION OF SYMBOLS 1 ... 1st circuit, 1a-1d ... path | route, 2 ... 2nd circuit, 3 ... 3rd circuit, 4, 5 ... Pump, 6 ... Outdoor heat exchanger, 7 ... Peltier device, 8 ... Pump, 9 DESCRIPTION OF SYMBOLS ... Charger, 10 ... Transaxle, 11 ... Thermostat, 12 ... Radiator, 13 ... Switching valve, 14 ... Cold heat storage device, 15 ... Heat storage device, 16 ... Bypass passage, 17 ... Battery, 18 ... Indoor heat exchanger , 19 ... shut-off valve, 20 ... inverter, 21 ... electronic control device (control means, setting means), 22 ... first temperature sensor, 23 ... second temperature sensor, 24 ... third temperature sensor, 25 ... ready switch, 26 ... Plug-in detection circuit.

Claims (6)

A vehicle charging / storage device connected to an external power source when the vehicle is stopped,
A first circulation circuit in which a heat medium for air conditioning the passenger compartment circulates;
A second circulation circuit in which a heat medium circulates to exchange heat with outside air;
A heat accumulator that is provided in the first circulation circuit and stores the cold or warm heat of the heat medium, and that can discharge the stored cold or warm heat to the heat medium of the first circulation circuit;
During the connection of the vehicle to the external power supply, it is possible to transfer heat between the heat medium of the first circulation circuit and the heat medium of the second circulation circuit by driving based on the external power supply. A heat transfer device;
During the connection to the external power supply of the vehicle, charging of the battery by the external power supply, and a control means for driving the heat transfer device based on the external power supply to store cold or warm heat in the heat accumulator;
With
The vehicle charging and storage device is characterized in that the control means performs charging and heat storage so that charging of the battery and heat storage to the heat accumulator by driving of the heat transfer device are completed simultaneously. The control means simultaneously performs charging of the battery and heat storage to the heat accumulator by driving the heat transfer device using the electric capacity of the external power source to the maximum, and electric energy for the charging and the heat storage The vehicle charge heat storage device according to claim 1, wherein the distribution rate is set to a value at which the charging and the heat storage are completed in a shortest time when distributing the electric energy for the vehicle. In the vehicle heat storage device according to claim 2,
Further comprising setting means for setting a disconnection time which is a predicted time when the external power supply is disconnected from the vehicle after the vehicle is connected to the external power supply;
The control means starts charging and storing heat so that the charging and the heat storage are completed at a disconnection time after the vehicle is connected to the external power source. . The control means is configured such that the distribution ratio between the electric energy for charging and the electric energy for heat storage is “A: B”, the capacity of the battery is “Qb”, and the vehicle is connected to the external power source. When the battery is connected to the external power source, the remaining amount of the battery is “Qsnow”, the capacity of the heat storage device is “Qs”, the remaining amount of the heat storage device is “Qsnow”, When the power efficiency is “COP”, the distribution ratio “A: B” is set based on the following expression “(A: B) = (Qb−Qbnow) :( lQs−Qsnow) / COP”. 3. The vehicle heat storage device according to 2. When the shortest time required to complete the charging and the heat storage is “Tf” and the electric capacity of the external power source is “E”, the control means sets the shortest time Tf to the following expression “Tf = (Qb -Qbnow) / [E · {A / (A + B)}] ", and the charging and the heat storage at the distribution rate" A: B "at a time that goes back the shortest time Tf from the disconnection time The vehicle charge and heat storage device according to claim 4. When the shortest time required to complete the charging and the heat storage is “Tf” and the electric capacity of the external power source is “E”, the control means sets the shortest time Tf to the following expression “Tf = {( lQs−Qsnow) / COP} / [E · {B / (A + B)}] ”, and the distribution rate“ A: B ”at a time that goes back the shortest time Tf from the disconnection time. The vehicle charge heat storage device according to claim 4, wherein charging and heat storage are started.

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