JP2021016250A - Control device for electric vehicle - Google Patents

Abstract

To provide a control device for an electric vehicle capable of more reliably avoiding a fade of a friction brake by consuming battery power more quickly and performing regenerative control regardless of the battery charge state.SOLUTION: A control device for an electric vehicle comprises: a regenerative control part 21 which performs regenerative control for applying regenerative braking force to the electric vehicle while charging a battery 101 with regenerative power; a first circuit 100 which adjusts a temperature of a first refrigerant by a first heater 204 and a chiller 107, and circulates the first refrigerant for controlling a temperature of the battery 101; a second circuit 200 which adjusts a temperature of a second refrigerant by a second heater 202, and circulates the second refrigerant for heating a cabin; and a heat exchange part 106 which exchanges heat between the first refrigerant and the second refrigerant in between the first heater 102 and the chiller 107. The control device for the electric vehicle activates the first heater 102, the second heater 202, and the chiller 107 when determining that regenerative control is necessary and that the regenerative control is not possible on the basis of a charge amount of the battery.SELECTED DRAWING: Figure 1

Description

The present invention relates to a control device for performing regenerative control of an electric vehicle.

For example, when an electric vehicle travels on a continuous downhill road, the regenerative control may cause the battery charge (SOC / State Of Charge) to be fully charged, making it impossible to use the regenerative braking force of the regenerative control. In order to avoid such a situation, Patent Document 1 describes a technique for performing forced discharge by auxiliary machinery and reducing the charge amount of the battery to enable regenerative control.

Japanese Unexamined Patent Publication No. 2012-11270

However, in the case of an electric truck, since the vehicle weight is heavier than that of a passenger car, it is possible to consume battery power more quickly and enable regenerative control in order to surely avoid the fading of the friction brake. Desired.

The present invention has been made in view of such a problem, and an object of the present invention is to consume battery power more quickly and to perform regenerative control regardless of the battery charge state to more reliably perform friction braking. It is an object of the present invention to provide a control device for an electric vehicle capable of avoiding a fading.

(1) The present invention can be realized as the following application example. The control device for an electric vehicle according to this application example is a control device for an electric vehicle equipped with a battery that supplies power to a traveling motor. By regeneratively driving the traveling motor, the battery is regeneratively driven. The temperature of the first refrigerant is adjusted by a regenerative control unit that performs regenerative control that applies regenerative braking force to the electric vehicle while charging, and a chiller arranged on the downstream side of the first heater and the first heater. A first circuit in which the first refrigerant circulates to control the temperature of the battery and a second circuit in which the second refrigerant circulates to adjust the temperature of the second refrigerant by the second heater and heat the interior of the electric vehicle. A heat exchange unit that exchanges heat between the first heater and the chiller between the first heater and the chiller in the first refrigerant circulation circuit, and the first heater and the second heater. The heater control unit to control, the chiller control unit to control the chiller, the charge amount acquisition unit to acquire the charge amount of the battery, and the regeneration by the regeneration control unit when the electric vehicle travels on a downhill road. A regenerative control necessity determination unit that determines whether or not control is necessary, and a regenerative control that determines whether or not the regenerative control is executed by the regenerative control unit based on the charge amount of the battery acquired by the charge amount acquisition unit. When the regenerative control necessity determination unit determines that the regenerative control is necessary, and the regenerative control implementation feasibility determination unit determines that the regenerative control is not implemented, the regenerative control necessity determination unit is provided. The heater control unit operates the first heater and the second heater, and the chiller control unit operates the chiller.

According to the control device for the electric vehicle according to this application example, the second refrigerant heated by the second heater is heat-exchanged with the first refrigerant heated by the first heater, and the first refrigerant is cooled by the chiller. The power of the battery can be consumed by the first heater, the second heater, and the chiller while setting the temperatures of the first refrigerant and the second refrigerant as the optimum operating temperature range of each target device. As a result, regenerative control can be performed even when the amount of charge in the battery is large.

Therefore, the control device for the electric vehicle according to this application example consumes the battery power more quickly, and by performing the regenerative control regardless of the battery charge state, the fade of the friction brake can be avoided more reliably.

It is a block diagram which shows the control device which concerns on embodiment of this invention. It is a flowchart for demonstrating operation of the control apparatus which concerns on embodiment of this invention.

Hereinafter, the control device for the electric vehicle according to the embodiment of the present invention will be described with reference to the drawings. It should be noted that this embodiment is not limited to the contents described below, and can be arbitrarily modified and implemented without changing the gist thereof. In addition, the drawings used for explaining the embodiments are all schematically showing the constituent members, and are partially emphasized, enlarged, reduced, or omitted in order to deepen the understanding, and the scale of the constituent members is scaled. And shape may not be accurately represented.

(Control device configuration)
FIG. 1 is a block diagram showing a control device 1 mounted on an electric vehicle (not shown) such as an electric vehicle according to an embodiment of the present invention. The control device 1 shown in FIG. 1 is a device for controlling regenerative braking of an electric vehicle and controlling the temperature of a plurality of target devices mounted on the electric vehicle.

The control device 1 includes a first refrigerant circulation circuit (corresponding to the first circuit of the present invention) 100, a second refrigerant circulation circuit (corresponding to the second circuit of the present invention) 200, and a control circuit 20. Further, the control device 1 includes a third refrigerant circulation circuit 300, a fourth refrigerant circulation circuit 400, and an air conditioning (HVAC / Heating Ventilation and Air Conditioning) unit 10. The motor (traveling motor) 401 that drives the vehicle is included in the fourth refrigerant circulation circuit 400. In the control device 1, the first refrigerant circulation circuit 100, the second refrigerant circulation circuit 200, and the fourth refrigerant circulation circuit 400 can adjust the temperature of a plurality of target devices by circulating the refrigerant. Further, in the electric vehicle, by regeneratively driving the motor 401 by regenerative control, it is possible to apply the regenerative braking force to the electric vehicle while charging the battery 101 with the regenerative power. Note that in FIG. 1, the wiring indicating the electrical connection state is omitted.

The first refrigerant circulation circuit 100 is a circuit mainly for adjusting the temperature of the battery 101. The second refrigerant circulation circuit 200 is a circuit for adjusting the temperature of the heater core 203 mainly for heating the vehicle. The fourth refrigerant circulation circuit 400 is a circuit mainly for adjusting the temperature of the motor 401 for driving the vehicle. Further, the third refrigerant circulation circuit 300 is a circuit for circulating the third refrigerant in the first evaporator 304 for cooling the vehicle.

The first refrigerant circulation circuit 100, the second refrigerant circulation circuit 200, and the fourth refrigerant circulation circuit 400 in the present embodiment are provided according to the optimum temperature zone of each target device, and the optimum liquid is circulated in each. It is a structure. Specifically, the first refrigerant flowing through the first refrigerant circulation circuit 100 is controlled so that the target device, such as the battery 101, is in the temperature range of 40 ° C. or lower. Further, the second refrigerant flowing through the second refrigerant circulation circuit 200 is controlled so that the heater core for heating, which is the target device, is in the temperature range of 70 ° C. or lower. The fourth refrigerant flowing through the fourth refrigerant circulation circuit 400 is controlled so that the drive motor 401, which is the target device, is used in a temperature range of 90 ° C. or lower. Each temperature range is an example, and is not limited to this as long as the temperature is controlled in the order of the first refrigerant, the second refrigerant, and the fourth refrigerant.

Here, the first refrigerant circulation circuit 100, the second refrigerant circulation circuit 200, the third refrigerant circulation circuit 300, the fourth refrigerant circulation circuit 400, and the control circuit 20 will be described in detail.

<About the first refrigerant circulation circuit>
The first refrigerant circulation circuit 100 will be described. The first refrigerant circulation circuit 100 includes a battery 101 that supplies electric power to the inverter 201, a DC-DC converter 103 for performing voltage conversion of electric power, and an in-vehicle charger (onboard charger) 104 used for charging the battery 101. This is a refrigerant circulation circuit for circulating a first refrigerant that circulates in the vicinity of each device in order to adjust the temperature of the inverter. For example, water can be used as the first refrigerant.

The first refrigerant circulation circuit 100 includes a first heater 102, a heat exchanger (corresponding to the heat exchange unit of the present invention) 106, a chiller 107, a pump 111, a three-way valve 112, and shut-off valves 113 and 114. , Includes channels 151-159 that connect or pass through them.

The pump 111 is a device that circulates the first refrigerant filled in the flow path in the direction of the arrow. The pump 111 can control the discharge amount (delivery amount) of the first refrigerant by the circulation circuit control unit 27 of the control circuit 20.

The flow path 151 connected to the pump 111 is branched into a flow path 152 and a flow path 153. The flow path 152 is arranged so as to pass in the vicinity of the battery 101. Therefore, the temperature of the battery 101 can be adjusted by exchanging heat between the first refrigerant and the battery 101. Next, the flow path 152 is arranged so as to pass in the vicinity of the first heater 102. The first heater 102 can heat the first refrigerant flowing through the flow path 152 under the control of the heater control unit 22, which will be described later. At that time, the power of the battery 101 can be consumed by the first heater 102.

The flow path 153 is arranged so as to pass in the vicinity of the DC-DC converter 103 and the vehicle-mounted charger 104. The temperature of the DC-DC converter 103 and the vehicle-mounted charger 104 can be adjusted by exchanging heat between the first refrigerant, the DC-DC converter 103, and the vehicle-mounted charger 104.

The flow path 152 and the flow path 153 merge and are connected to the three-way valve 112 as the flow path 154. The three-way valve 112 is a valve that switches the flow of the first refrigerant into the flow path 155 or the flow path 156 under the control of the circulation circuit control unit 27.

The flow path 155 passes near the second radiator 105. The first refrigerant flowing through the flow path 155 is cooled by removing heat from the air blown from the fan 501 in the second radiator 105. The first refrigerant whose heat has been taken away by the second radiator 105 flows through the flow path 155, merges with the flow path 159 described later, flows from the flow path 151 to the pump 111, and circulates again in the first refrigerant circulation circuit 100. ..

The flow path 156 is branched into a flow path 157 and a flow path 158. The flow path 157 is a bypass flow path. The flow path 158 passes in the vicinity of the heat exchanger 106. The heat exchanger 106 also passes through the flow path 255 of the second refrigerant circulation circuit 200, which will be described later, and exchanges heat between the first refrigerant flowing through the flow path 158 and the second refrigerant flowing through the flow path 255. Since the temperature of the second refrigerant is higher than that of the first refrigerant, the heat exchanger 106 takes heat from the second refrigerant and gives heat to the first refrigerant. That is, the heat exchanger 106 cools the second refrigerant and heats the first refrigerant. The flow path 158 is provided with shut-off valves 113 and 114 upstream and downstream of the heat exchanger 106. The circulation circuit control unit 27 controls the shut-off valves 113 and 114, and controls whether or not the first refrigerant flows in the vicinity of the heat exchanger 106. The flow path 158 merges with the flow path 157 and is connected to the chiller 107 as the flow path 159.

The flow path 159 passes near the chiller 107. The chiller 107 has a configuration including a second evaporator described later. The flow path 353 of the third refrigerant circulation circuit 300, which will be described later, also passes in the vicinity and includes a second evaporator connected to the flow path 353 of the third refrigerant circulation circuit 300. As will be described later, the third refrigerant flowing through the flow path 353 takes heat by evaporating in the second evaporator in the chiller 107 to cool the second evaporator. The cooled second evaporator cools the first refrigerant flowing through the flow path 159 passing near the chiller 107. The chiller 107 does not necessarily require a second evaporator, and may be cooled by a semiconductor element such as a Peltier element, for example. The Peltier element can be operated by control from the chiller control unit 23. When cooling is performed by the Peltier element, the electric power of the battery 101 can be used to operate the Peltier element. A forced cooling means using electric power other than the Peltier element may be used.

The flow path 159 merges with the flow path 155 and is connected to the pump 111 as the flow path 151. In this way, the first refrigerant circulates in the first refrigerant circulation circuit 100. A temperature sensor (not shown) is arranged in the first refrigerant circulation circuit 100. The circulation circuit control unit 27 can acquire temperature information of each target device and the first refrigerant by the temperature sensors.

In this way, the circulation circuit control unit 27 controls the first heater 102, the chiller 107, the pump 111, and each valve of the first refrigerant circulation circuit 100 based on the temperature information acquired by the temperature sensor. The temperature of the refrigerant can be adjusted. Thereby, the temperature of the target device such as the battery 101, the DC-DC converter 103, and the in-vehicle charger 104 can be adjusted.

<About the second refrigerant circulation circuit>
Next, the second refrigerant circulation circuit 200 will be described. The second refrigerant circulation circuit 200 is provided in the inverter 201 that supplies electric power to the motor 401, the oil cooler 402 that adjusts the temperature of the fourth refrigerant in the fourth refrigerant circulation circuit 400, which will be described later, and the air conditioning unit 10 as target devices. This is a refrigerant circulation circuit for circulating a second refrigerant that circulates in the vicinity of each device for adjusting the temperature of the heater core 203. As the second refrigerant, for example, antifreeze liquid can be used.

The second refrigerant circulation circuit 200 connects or passes through the second heater 202, the heat exchanger 106, the first radiator 204, the pump 211, the shutoff valve 212, and the three-way valve 213. The flow paths 251 to 255 are included.

The pump 211 is a device that circulates the second refrigerant filled in the flow path in the direction of the arrow. The pump 211 can control the discharge amount (delivery amount) of the second refrigerant by the circulation circuit control unit 27 of the control circuit 20.

The flow path 251 connected to the pump 211 is branched into a flow path 252 and a flow path 253. The flow path 252 is arranged so as to pass in the vicinity of the inverter 201. Therefore, the temperature of the inverter 201 can be adjusted by exchanging heat between the second refrigerant and the inverter 201.

The flow path 153 is arranged so as to pass in the vicinity of the oil cooler 402. The oil cooler 402 can be cooled by exchanging heat between the second refrigerant and the oil cooler 402. The flow path 153 is provided with a shut-off valve 212 downstream of the oil cooler 402. The circulation circuit control unit 27 controls the shut-off valve 212 and controls whether or not the second refrigerant flows in the vicinity of the oil cooler 402. The flow path 253 merges with the flow path 252 and is connected to the second heater 202 as the flow path 254.

The flow path 252 and the flow path 253 merge, are connected to the second heater 202 as the flow path 254, and pass in the vicinity of the second heater 202. The second heater 202 can heat the second refrigerant flowing through the flow path 252 under the control of the heater control unit 22, which will be described later. At that time, the power of the battery 101 can be consumed by the second heater 202.

The flow path 254 passing near the second heater 202 is connected to the heater core 203 in the air conditioning unit 10 and passes near the heater core 203.

The second refrigerant passing in the vicinity of the heater core 203 exchanges heat with the heater core 203. The heater core 203 can be heated by exchanging heat with the heater core 203 by the second refrigerant. The heated heater core 203 exchanges heat with the air blown from the fan 503 of the air conditioning unit 10. The fan 503 blows the heated air into the interior of the electric vehicle. With such a configuration, the heat of the second refrigerant can be used for heating the interior of the electric vehicle.

The flow path 254 is connected to the three-way valve 213. The three-way valve 213 is a valve that switches the flow of the second refrigerant into the flow path 255 or the flow path 256 under the control of the circulation circuit control unit 27.

The flow path 255 passes in the vicinity of the heat exchanger 106. As described above, in the heat exchanger 106, the flow path 158 of the first refrigerant circulation circuit 100 also passes in the vicinity, and heat is exchanged between the first refrigerant flowing through the flow path 158 and the second refrigerant flowing through the flow path 255. I do.

Next, the flow path 255 passes near the first radiator 205. The second refrigerant flowing through the flow path 255 is cooled by removing heat from the air blown from the fan 501 in the first radiator 205. The second refrigerant, whose heat has been taken away by the first radiator 205, flows through the flow path 255, joins the flow path 256, flows from the flow path 251 to the pump 211, and circulates in the second refrigerant circulation circuit 200 again. A temperature sensor (not shown) is arranged in the second refrigerant circulation circuit 200. The circulation circuit control unit 27 can acquire temperature information of each target device and the second refrigerant by the temperature sensors.

In this way, the circulation circuit control unit 27 controls the second heater 202, the pump 211, and each valve of the second refrigerant circulation circuit 200 based on the temperature information acquired by the temperature sensor, thereby controlling the temperature of the second refrigerant. Can be adjusted. Thereby, the temperatures of the target devices such as the inverter 201, the oil cooler 402, and the heater core 203 can be adjusted.

<About the third refrigerant circulation circuit>
Next, the third refrigerant circulation circuit 300 will be described. The third refrigerant circulation circuit 300 is a refrigerant circulation circuit for circulating the third refrigerant in the first evaporator 304 for cooling the interior of the electric vehicle. A refrigerant gas can be used as the third refrigerant.

The third refrigerant circulation circuit 300 connects the compressor 301, the first condenser 302, the second condenser 303, the pump 311 and the first evaporator 304, and the shut-off valves 312 and 313. , Or the flow paths 351 to 353 passing in the vicinity.

The pump 311 is a device that circulates the condensed third refrigerant filled in the flow path in the direction of the arrow. The pump 311 can control the discharge amount (delivery amount) of the third refrigerant by the circulation circuit control unit 27.

The flow path 351 connected to the pump 311 is branched into a flow path 352 and a flow path 353.

The flow path 352 is connected to the first evaporator 304 of the air conditioning unit 10. The third refrigerant takes the heat of vaporization from the first evaporator 304 by evaporating the third refrigerant condensed inside the first evaporator 304, and cools the first evaporator 304. The cooled first evaporator 304 can cool the air by exchanging heat with the air blown from the fan 503 of the air conditioning unit 10. The fan 503 blows the cooled air into the interior of the electric vehicle. With such a configuration, the heat of vaporization taken by the third refrigerant can be used to cool the interior of the electric vehicle. The flow path 352 is provided with a shut-off valve 312 upstream of the first evaporator 304. The circulation circuit control unit 27 controls the shut-off valve 312 and controls whether or not the third refrigerant flows to the first evaporator 304.

The flow path 353 is connected to the chiller 107. The chiller 107 is configured to include a second evaporator. Specifically, the third refrigerant flowing through the flow path 353 takes heat by evaporating in the second evaporator in the chiller 107 to cool the second evaporator. The cooled second evaporator cools the first refrigerant flowing through the flow path 159 passing in the vicinity of the chiller 107.

A shut-off valve 313 is provided upstream of the chiller 107 in the flow path 353. The chiller control unit 23 controls the shut-off valve 313 and controls whether or not the third refrigerant flows into the chiller 107. The flow path 353 merges with the flow path 352 and is connected to the compressor 301 as the flow path 351.

The third refrigerant vaporized by the first evaporator 304 is compressed by the compressor 301. The compressed third refrigerant flows to the first condenser 302 through the flow path 351. The first condenser 302 is cooled by the air blown by the fan 502 and condenses the third refrigerant. The third refrigerant condensed in the first condenser 302 flows to the second condenser 303 through the flow path 351. The second condenser 303 is cooled by the air blown by the fan 501 to further condense the third refrigerant. The third refrigerant becomes a liquid by being condensed by the first condenser 302 and the second condenser 303, flows through the flow path 351 to the pump 311 and circulates again in the third refrigerant circulation circuit 300.

In the present embodiment, the condenser has been described with two configurations of the first condenser 302 and the second condenser 303, but two are not always required, and one condenser may be used.

<About the 4th refrigerant circulation circuit>
The fourth refrigerant circulation circuit 400 will be described. The fourth refrigerant circulation circuit 400 is a circulation circuit for circulating the fourth refrigerant that exchanges heat with the motor 401 that drives the electric vehicle. For example, oil can be used as the fourth refrigerant.

The fourth refrigerant circulation circuit 400 includes a motor 401, an oil cooler 402, a pump 411, and a flow path 451 that connects or passes through them.

The pump 411 is a device that circulates the fourth refrigerant filled in the flow path in the direction of the arrow. The pump 411 can control the discharge amount (delivery amount) of the fourth refrigerant by the circulation circuit control unit 27.

The flow path 451 connected to the pump 411 is arranged so as to pass in the vicinity of the oil cooler 402. As described above, in the oil cooler 402, as described above, the flow path 253 of the second refrigerant circulation circuit 200 also passes in the vicinity, and between the fourth refrigerant flowing through the flow path 451 and the second refrigerant flowing through the flow path 253. Heat exchange is performed at. Since the temperature of the fourth refrigerant is higher than that of the second refrigerant, the oil cooler 402 takes heat from the fourth refrigerant and gives heat to the second refrigerant. That is, the oil cooler 402 cools the fourth refrigerant and heats the second refrigerant.

The flow path 451 is arranged so as to pass in the vicinity of the motor 401. Therefore, heat exchange is performed between the fourth refrigerant cooled by the oil cooler 402 and the motor 401. Therefore, the motor 401 can be cooled by the fourth refrigerant. A temperature sensor (not shown) is arranged in the fourth refrigerant circulation circuit 400. The circulation circuit control unit 27 can acquire temperature information of each target device and the fourth refrigerant by the temperature sensors.

In this way, the circulation circuit control unit 27 can adjust the temperature of the fourth refrigerant by controlling the pump 411 of the fourth refrigerant circulation circuit 400 based on the temperature information acquired by the temperature sensor. Thereby, the temperature of the motor 401 can be adjusted.

<About the control circuit>
The control circuit 20 will be described. The control circuit 20 includes a regenerative control unit 21, a heater control unit 22, a chiller control unit 23, a charge amount acquisition unit 24, a regenerative control necessity determination unit 25, a regenerative control execution feasibility determination unit 26, and a circulation circuit. It is a circuit including a control unit 27.

The regenerative control unit 21 performs regenerative control for performing regenerative braking on the motor 401 and the like. Further, the regenerative control unit 21 charges the battery 101 with the regenerative power generated by the motor 401.

The heater control unit 22 controls to heat the first heater 102 and the second heater 202 by using the electric power of the battery 101.

The chiller control unit 23 controls the chiller 107 so as to be operable. The chiller control unit 23 controls each pump and valve in the control circuit 20 via the circulation circuit control unit 27, and controls the chiller 107 into an operable state. The chiller control unit 23 may directly control each pump or valve. Further, for example, when the chiller 107 has a forced cooling means such as a Peltier element, the chiller 107 may be controlled to perform cooling by using the electric power of the battery 101.

The charge amount acquisition unit 24 acquires the charge amount of the battery 101. The charge amount may be the absolute amount of electric power charged in the battery 101, or may be a relative amount with respect to a reference such as a fully charged state.

The regenerative control necessity determination unit 25 determines whether or not regenerative control for applying a regenerative braking force to the motor 401 is necessary as a braking means of the electric vehicle when the driver performs a braking operation. For example, when the electric vehicle performs a braking operation while traveling on a downhill road, it is determined that the regenerative control is necessary because the braking force is insufficient only by the friction brake and the friction brake may fade. The regenerative control necessity determination unit 25 can determine that the vehicle is traveling on a downhill road by using the behavior of the electric vehicle, GPS, map data, etc. by using a sensor or the like mounted on the electric vehicle. .. In addition, map data or the like may be used to acquire the distance of the downhill road and predict whether or not regenerative control is necessary.

The regenerative control execution feasibility determination unit 26 determines whether or not the regenerative control can be implemented based on the charge amount acquired by the charge amount acquisition unit 24. For example, when the charge amount is close to the fully charged state or the fully charged state of the battery 101, it is determined that the regenerative control cannot be performed because the regenerative power by the regenerative control cannot be charged to the battery 101.

The circulation circuit control unit 27 controls each pump and valve of the first refrigerant circulation circuit 100, the second refrigerant circulation circuit 200, the third refrigerant circulation circuit 300, and the fourth refrigerant circulation circuit 400 to operate each refrigerant circulation circuit. To control. For example, since the circulation circuit control unit 27 controls each refrigerant circulation circuit according to the temperature state of each target device, the temperature of each target device can be set to an appropriate state.

As described above, in the control device 1 according to the embodiment of the present invention, the temperature of the first refrigerant is adjusted by the chiller 107 arranged on the downstream side of the first heater 102 and the first heater 102, and the temperature of the battery 101 is adjusted. A first refrigerant circulation circuit 100 in which a first refrigerant circulates for control, and a second refrigerant circulation circuit in which a second refrigerant circulates for adjusting the temperature of the second refrigerant by a second heater 202 and heating the interior of an electric vehicle. A heat exchanger 106 that exchanges heat between the 200 and the first heater 102 and the chiller 107 of the first refrigerant circulation circuit 100 between the first refrigerant and the second refrigerant, and the first heater 102 and the second At least a heater control unit 22 for controlling the heater 202 and a chiller control unit 23 for controlling the chiller 107 are provided. With this configuration, the temperature of the battery 101 can be adjusted and the interior of the electric vehicle can be heated by using the first refrigerant and the second refrigerant heated by the first heater 102 and the second heater 202. Further, by operating the first heater 102 and the second heater 202, the electric power of the battery 101 can be consumed. Further, the heat of the first refrigerant and the second refrigerant is exchanged by the heat exchanger 106 arranged between the first heater 102 and the chiller 107, and the heated first refrigerant is cooled by the chiller 107. The temperatures of the first refrigerant and the second refrigerant can be brought into an appropriate state.

(Operation of control device)
FIG. 2 is a flowchart for explaining the operation of the control device 1 according to the embodiment of the present invention. The flowchart of FIG. 2 shows an operation performed in the control device 1 in a state in which the driver of the electric vehicle applies or is predicted to apply the brake.

In step S1, does the regenerative control necessity determination unit 25 need regenerative control to apply a regenerative braking force to the motor 401 as a braking means of the electric vehicle when the driver applies the brake, that is, performs a braking operation? Judge whether or not. When the regenerative control necessity determination unit 25 determines that the regenerative control is necessary (Y), the process proceeds to step S2. When it is determined that the regeneration control is not necessary (N), the process is terminated.

In step S2, the charge amount acquisition unit 24 acquires the charge amount of the battery 101.

In step S3, the regenerative control execution possibility determination unit 26 determines whether or not the regenerative control can be implemented based on the charge amount acquired in step S2. When the regenerative control execution possibility determination unit 26 determines that the regenerative control cannot be executed (N), the process proceeds to step S4. If it is determined that the regenerative control can be performed (Y), the process proceeds to step S5.

In step S4, the electric power of the battery 101 is used to control the first heater 102 and the second heater 202 to be heated, and the chiller 107 is operably controlled. Specifically, the heater control unit 22 controls the first heater 102 and the second heater 202. Further, the chiller control unit 23 controls each pump and valve via the circulation circuit control unit 27, and controls the chiller 107 so that it can operate. By the operation of step S4, the electric power charged to the battery 101 is consumed, and the charge amount is reduced, so that the battery 101 can be charged by the regenerative control.

In step S5, the regenerative control unit 21 performs regenerative control for performing regenerative braking on the motor 401 and the like.

As described above, according to the control device 1 according to the present embodiment, the electric power charged to the battery 101 is supplied even when the battery 101 is fully charged while keeping the temperature of each target device in an appropriate state. It is possible to carry out regenerative control that consumes and applies regenerative braking force to the electric vehicle. Since the power can be consumed by the first heater 102 and the second heater 202, the battery power can be consumed immediately. The first refrigerant heated by the first heater 102 and the second refrigerant heated by the second heater 202 are heat exchanged by the heat exchanger 106 arranged between the first heater 102 and the chiller 107. The first refrigerant that has been heat-exchanged and heated by the heat exchanger 106 is cooled by the chiller 107. As a result, the temperatures of the first refrigerant and the second refrigerant can be set to appropriate temperatures for adjusting the temperature of each target device.

Thus, the control device 1 according to the present embodiment consumes the electric power charged to the battery 101 more quickly, and performs regenerative control regardless of the charging state of the battery 101 to more reliably avoid the fade of the friction brake. can do.

In carrying out the present invention, the third refrigerant circulation circuit 300 is not always necessary, and the chiller 107 may have another forced cooling mechanism instead of the second evaporator. Further, the fourth refrigerant circulation circuit 400 is not always necessary.

Further, the embodiment of the present invention assumes that the electric vehicle is heavier than a passenger car, such as an electric truck or an electric bus, but the present invention is not limited to these, and the present invention is not limited to these. It may be another commercial vehicle that performs regenerative control.

1 Control device 10 Air conditioning unit 20 Control circuit 21 Regenerative control unit 22 Heater control unit 23 Chiller control unit 24 Charge amount acquisition unit 25 Regenerative control necessity judgment unit 26 Regenerative control implementation availability judgment unit 27 Circulation circuit control unit 100 First refrigerant circulation Circuit 101 Battery 102 First heater 103 DC-DC converter 104 On-board charger (on-board charger)
105 2nd radiator 106 Heat exchanger 107 Chiller / 2nd evaporator 111 Pump 112 Three-way valve 113, 114 Shut-off valve 151-159 1st refrigerant circulation flow path 200 2nd refrigerant circulation circuit 201 Inverter 202 2nd heater 203 Heater core 204 1st radiator 211 Pump 212 Shut-off valve 213 Three-way valve 251-255 2nd refrigerant circulation flow path 300 3rd refrigerant circulation circuit 301 Compressor 302 1st condenser 303 2nd condenser 304 1st evaporator 311 Pump 312, 313 Shut-off valve 351-353 Third refrigerant circulation flow path 400 Fourth refrigerant circulation circuit 401 Motor 402 Oil cooler 411 Pump 451 Fourth refrigerant circulation flow path 501 to 503 Fan

Claims (1)

A control device for an electric vehicle equipped with a battery that supplies electric power to a traction motor.
A regenerative control unit that regeneratively drives the traveling motor to perform regenerative control that applies regenerative braking force to the electric vehicle while charging the battery with regenerative power.
A first circuit in which the temperature of the first refrigerant is adjusted by a first heater and a chiller arranged on the downstream side of the first heater and the first refrigerant for controlling the temperature of the battery circulates.
A second circuit in which the temperature of the second refrigerant is adjusted by the second heater and the second refrigerant for heating the interior of the electric vehicle circulates, and
A heat exchange unit that exchanges heat between the first refrigerant and the second refrigerant between the first heater and the chiller of the first circuit.
A heater control unit that controls the first heater and the second heater,
A chiller control unit that controls the chiller,
A charge amount acquisition unit that acquires the charge amount of the battery,
When the electric vehicle travels on a downhill road, a regenerative control necessity determination unit that determines whether or not the regeneration control is to be performed by the regeneration control unit is used.
Based on the charge amount of the battery acquired by the charge amount acquisition unit, the regenerative control execution feasibility determination unit that determines whether or not the regenerative control can be performed by the regenerative control unit,
With
When the regenerative control necessity determination unit determines that the regenerative control is necessary to be performed, and the regenerative control execution feasibility determination unit determines whether or not the regenerative control is to be performed, the heater control unit is the first heater. And the second heater is operated, and the chiller control unit is a control device for an electric vehicle that operates the chiller.

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