WO2011065077A1 - 車両用空調システム - Google Patents
車両用空調システム Download PDFInfo
- Publication number
- WO2011065077A1 WO2011065077A1 PCT/JP2010/064393 JP2010064393W WO2011065077A1 WO 2011065077 A1 WO2011065077 A1 WO 2011065077A1 JP 2010064393 W JP2010064393 W JP 2010064393W WO 2011065077 A1 WO2011065077 A1 WO 2011065077A1
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- Prior art keywords
- temperature
- vehicle
- cooling
- target
- air conditioning
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
- B60H1/00735—Control systems or circuits characterised by their input, i.e. by the detection, measurement or calculation of particular conditions, e.g. signal treatment, dynamic models
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- B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
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- B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
- B60H1/00278—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for the battery
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Definitions
- the present invention relates to a vehicle air conditioning system.
- Patent Documents 1 and 2 In a hybrid vehicle, a system that uses heat generated from a heating element such as a motor or an inverter mounted on the vehicle for air conditioning is known (see Patent Documents 1 and 2).
- a heating element such as a motor or an inverter mounted on the vehicle for air conditioning
- Patent Document 1 it is possible to simultaneously realize cooling and cooling of equipment using a refrigeration cycle.
- Patent Document 2 discloses a technique for heating the conditioned air by using both the heat generated in the heat pump type cooling device and the heat generated by the heater during heating.
- the vehicle air conditioning system is detected by the temperature detection unit that detects the temperature of the temperature adjustment target and the temperature detection unit in the vehicle air conditioning system that performs cooling and heating of the temperature control target.
- a control unit that controls the vehicle air conditioning system based on the temperature, a prediction unit that predicts a future temperature of the temperature adjustment target based on at least one of the temperature detected by the temperature detection unit and the current vehicle running state, and a prediction unit
- a target temperature changing unit that changes the target temperature of the temperature adjustment target or the target temperature of the refrigerant of the vehicle air conditioning system based on the predicted result of the control, and the control unit sets the target temperature changed by the target temperature changing unit. Based on this, the cooling / heating of the temperature control target is controlled.
- the compressor that compresses the first refrigerant
- the first heat exchanger that performs heat exchange between the first refrigerant and the outside air.
- a refrigeration cycle circuit including: a cooling circuit that circulates the second refrigerant through the temperature adjustment target to cool and heat the temperature adjustment target; and a second that exchanges heat between the first refrigerant and the second refrigerant.
- the target temperature changing unit changes the target temperature of the temperature adjustment target or the target temperature of the second refrigerant based on the prediction result of the prediction unit
- the control unit is a temperature detection unit
- the refrigeration cycle circuit and the cooling circuit are controlled based on the temperature detected in step 1 and the target temperature changed by the target temperature changing unit to control the cooling / heating of the temperature adjustment target.
- the vehicle running state is a vehicle speed and an accelerator pedal opening input from the vehicle side
- the predicting unit is configured to output the vehicle speed, the accelerator pedal opening. Based on the temperature and the temperature detected by the temperature detector, the future temperature of the temperature adjustment target is predicted.
- the prediction unit predicts a future temperature in consideration of travel plan information input from a navigation device provided in the vehicle. Is preferred.
- the vehicle air conditioning system includes a compressor that compresses the first refrigerant, and a refrigeration cycle circuit that includes a first heat exchanger that performs heat exchange between the first refrigerant and outside air.
- a cooling circuit that circulates the second refrigerant to the temperature adjustment target and performs cooling and heating of the temperature adjustment target, and a second heat exchanger that exchanges heat between the first refrigerant and the second refrigerant
- a temperature detection unit that detects the temperature of the temperature adjustment target, a control unit that controls the refrigeration cycle circuit and the cooling circuit based on the temperature detected by the temperature detection unit, and travel input from a navigation device provided in the vehicle
- a prediction unit for predicting a future vehicle running state based on the plan information, a target temperature changing unit for changing the target temperature of the temperature adjustment target or the target temperature of the second refrigerant based on the prediction result of the prediction unit;
- the control unit is changed by the target temperature changing unit.
- the temperature control target includes the passenger compartment and the electric travel device, and the control unit determines that the vehicle is not yet started by the prediction unit. When predicted, it is preferable to cool and heat the passenger compartment and the electric travel device based on the target temperature.
- the temperature adjustment target includes a vehicle travel battery, and the control unit predicts charging of the vehicle travel battery by the prediction unit.
- the cooling circuit controls the cooling / heating of the vehicle travel battery by the cooling circuit so that the temperature of the vehicle travel battery falls within a predetermined temperature range that gives optimum charge / discharge efficiency.
- the refrigeration cycle circuit and the cooling circuit are driven by the electric power of the external power source used for charging the vehicle running battery. It is preferable.
- the temperature control target includes a passenger compartment and an electric travel device, and the control unit controls the temperature of the electric travel device. When is near the target temperature, it is preferable to control the cooling and heating of the electric travel device in preference to the cooling and heating control of the passenger compartment.
- FIG. 1 It is a figure showing the schematic structure of the air-conditioning system for vehicles by the present invention. It is a figure explaining air_conditionaing
- the example of a process in the case of raising the cooling power of an apparatus is shown, and the case where the compressor 1, the circulation pump 5B, and the outdoor fan 3 are on-off controlled is shown.
- It is a figure which shows the example of control in the case of reducing a cooling power (a) is the case where the compressor 1, the circulation pump 5B, and the outdoor fan 3 are variably controllable, (b) is the compressor 1, the circulation pump 5B, outdoor The case where the fan 3 is on / off controlled is shown.
- Embodiments of the present invention will be described below.
- the present invention will be described by taking as an example the case where the present invention is applied to a vehicle air conditioning system for a pure electric vehicle using an electric motor as the sole drive source of the vehicle.
- the configuration of the embodiment described below includes an electric vehicle having an engine and electric motor as an internal combustion engine as a drive source of the vehicle, such as a hybrid vehicle (passenger vehicle), a cargo vehicle such as a hybrid truck, and a shared vehicle such as a hybrid bus. You may apply to a vehicle air-conditioning system.
- FIG. 19 shows the configuration of the drive system of the EV 1000 and the electrical connection configuration of each component of the motor drive system that constitutes a part thereof.
- a thick solid line indicates a strong electric system
- a thin solid line indicates a weak electric system.
- An axle 820 is rotatably supported on the front or rear portion of the vehicle body (not shown).
- a pair of drive wheels 800 are provided at both ends of the axle 820.
- an axle having a pair of driven wheels at both ends is rotatably supported at the rear part or the front part of the vehicle body.
- the EV 1000 shown in FIG. 19 shows a front wheel drive system in which the drive wheel 800 is a front wheel and a driven wheel is a rear wheel, but a rear wheel drive system in which the drive wheel 800 is a rear wheel and the driven wheel is a front wheel may be used. .
- a differential gear (hereinafter referred to as “DIF”) 830 is provided at the center of the axle 820.
- the axle 820 is mechanically connected to the output side of the DIF 830.
- the output shaft of the transmission 810 is mechanically connected to the input side of the DIF 830.
- the DEI 830 is a differential power distribution mechanism that distributes the rotational driving force that is shifted and transmitted by the transmission 810 to the left and right axles 820.
- the output side of the motor generator 200 is mechanically connected to the input side of the transmission 810.
- the motor generator 200 includes an armature (equipped with a stator in the EV 1000 shown in FIG. 3) 210 having an armature winding 211 and a permanent magnet 221 that is disposed opposite to the armature 210 via a gap. This is a rotating electrical machine having a field (a rotor is equivalent to EV1000 shown in FIG. 3) 220.
- the motor generator 200 functions as a motor when the EV 1000 is powered, and functions as a generator during regeneration.
- motor generator 200 When the motor generator 200 functions as a motor, the electrical energy stored in the battery 100 is supplied to the armature winding 211 via the inverter device 300. Thus, motor generator 200 generates rotational power (mechanical energy) by a magnetic action between armature 210 and field 220. The rotational power output from the motor generator 200 is transmitted to the axle 820 via the transmission 810 and the DIF 830 to drive the drive wheels 800.
- motor generator 200 When the motor generator 200 functions as a generator, mechanical energy (rotational power) transmitted from the drive wheels 800 is transmitted to the motor generator 200 to drive the motor generator 200. As described above, when the motor generator 200 is driven, the magnetic flux of the field 220 is linked to the armature winding 211 to induce a voltage. Thereby, motor generator 200 generates electric power. The electric power output from the motor generator 200 is supplied to the battery 100 via the inverter device 300. Thereby, the battery 100 is charged.
- the motor generator 200 is adjusted so that its temperature falls within an allowable temperature range by a heat cycle system described later. Since the armature 210 is a heat-generating component, it needs to be cooled, and when the ambient temperature is low, warm air may be required so that predetermined electrical characteristics can be obtained.
- the motor generator 200 is driven by the electric power between the armature 210 and the battery 100 being controlled by the inverter device 300. That is, inverter device 300 is a control device for motor generator 200.
- the inverter device 300 is a power conversion device that converts electric power from direct current to alternating current and from alternating current to direct current by switching operation of the switching semiconductor element.
- the inverter device 300 includes a power module 310, a drive circuit 330, an electrolytic capacitor 320, and a motor control device 340.
- the drive circuit 330 drives the switching semiconductor element mounted on the power module 310.
- the electrolytic capacitor 320 is electrically connected in parallel to the DC side of the power module 310 and smoothes the DC voltage.
- the motor control device 340 generates a switching command for the switching semiconductor element of the power module 310 and outputs a signal corresponding to the switching command to the drive circuit 330.
- the power module 310 includes a three-phase series circuit (an arm for one phase) in which two switching semiconductor elements (upper arm and lower arm) are electrically connected in series.
- two switching semiconductor elements upper arm and lower arm
- six switching semiconductor elements are mounted on a substrate such that three-phase series circuits are electrically connected in parallel (three-phase bridge connection) to form a power conversion circuit, aluminum wires, etc. It is electrically connected by the connecting conductor.
- MOSFET metal oxide semiconductor field effect transistor
- IGBT insulated gate bipolar transistor
- each upper arm in the case of IGBT, the collector electrode side
- the side opposite to the upper arm connection side of each lower arm is led out from the DC side of the power module 310 and is electrically connected to the positive side of the battery 100.
- the side opposite to the upper arm connection side of each lower arm is led out from the DC side of the power module 310 and is electrically connected to the negative side of the battery 100.
- each upper and lower arm Connection between the middle point of each upper and lower arm, that is, the lower arm connection side of the upper arm (in the case of IGBT, the emitter electrode side of the upper arm) and the upper arm connection side of the lower arm (in the case of IGBT, the collector electrode side of the lower arm)
- the point is derived from the AC side of the power module 310 to the outside, and is electrically connected to the corresponding phase winding of the armature winding 211.
- the electrolytic capacitor 320 is provided to suppress high-speed switching operation of the switching semiconductor element and voltage fluctuation caused by the inductance parasitic to the power conversion circuit, and is a smoothing capacitor that removes the AC component contained in the DC component. Function as. As the smoothing capacitor, a film capacitor can be used instead of the electrolytic capacitor 320.
- the motor control device 340 receives torque command signals output from the vehicle control device 840 that controls the entire vehicle, and generates switching command signals (for example, PWM (pulse width modulation) signals) for the six switching semiconductor elements.
- This is an electronic circuit device that outputs to the drive circuit 330.
- the drive circuit 330 receives the switching command signal output from the motor control device 340, generates drive signals for the six switching semiconductor elements, and outputs the generated drive signals to the gate electrodes of the six switching semiconductor elements. It is.
- the inverter device 300 in particular, the power module 310 and the electrolytic capacitor 320 are adjusted so that the temperature is within the allowable temperature range by a heat cycle system described later. Since the power module 310 and the electrolytic capacitor 320 are heat-generating components, they need to be cooled, and when the ambient temperature is low, warm air may be required so that predetermined operating characteristics and electrical characteristics can be obtained.
- Vehicle control device 840 generates a motor torque command signal for motor control device 340 based on a plurality of state parameters indicating the driving state of the vehicle, and outputs the motor torque command signal to motor control device 340.
- the plurality of state parameters indicating the driving state of the vehicle include a torque request from the driver (depressing amount of the accelerator pedal or throttle opening), a vehicle speed, and the like.
- the battery 100 is a high voltage having a nominal output voltage of 200 volts or more that constitutes a power supply for driving the motor generator 200.
- the battery 100 is electrically connected to the inverter device 300 and the charger 500 via the junction box 400.
- As the battery 100 a lithium ion battery is used.
- the battery 100 other storage devices such as a lead battery, a nickel metal hydride battery, an electric double layer capacitor, and a hybrid capacitor can be used.
- the battery 100 is a power storage device that is charged and discharged by the inverter device 300 and the charger 500, and includes a battery unit 110 and a control unit as main parts.
- the battery unit 110 functions as an electrical energy storage, and is composed of a plurality of lithium ion batteries that are electrically connected in series and capable of storing and releasing electrical energy (charging and discharging DC power). Yes.
- the battery unit 110 is electrically connected to the inverter device 300 and the charger 500.
- the control unit is an electronic control device composed of a plurality of electronic circuit components, manages and controls the state of the battery unit 110, and provides information on the allowable charge / discharge amount to the inverter device 300 and the charger 500, Controls the entry and exit of electric energy in the battery unit 110.
- the electronic control device is functionally divided into two layers, and corresponds to the upper (parent) battery control device 130 in the battery 100 and the lower (child) lower than the battery control device 130.
- Cell controller 120 is functionally divided into two layers, and corresponds to the upper (parent) battery control device 130 in the battery 100 and the lower (child) lower than the battery control device 130.
- Cell controller 120 is functionally divided into two layers, and corresponds to the upper (parent) battery control device 130 in the battery 100 and the lower (child) lower than the battery control device 130.
- Cell controller 120 is functionally divided into two layers, and corresponds to the upper (parent) battery control device 130 in the battery 100 and the lower (child) lower than the battery control device 130.
- Cell controller 120 is functionally divided into two layers, and corresponds to the upper (parent) battery control device 130 in the battery 100 and the lower (child) lower than the battery control device 130.
- the cell control device 120 operates as a limb of the battery control device 130 based on the command signal output from the battery control device 130, and manages and controls the respective states of the plurality of lithium ion batteries.
- Battery management means are provided.
- the plurality of battery management means are each configured by an integrated circuit (IC).
- IC integrated circuit
- each integrated circuit is included in the corresponding group by discharging a lithium ion battery larger than a predetermined charged state when there is a variation in the charged state between the plurality of lithium ion batteries included in the corresponding group.
- Each state of the plurality of lithium ion batteries included in the corresponding group is managed and controlled so that the state of charge between the plurality of lithium ion batteries is aligned.
- the battery control device 130 manages and controls the state of the battery unit 110, and notifies the vehicle control device 840 or the motor control device 340 of the allowable charge / discharge amount to control the electric energy in and out of the battery unit 110. It is an apparatus and is provided with a state detection means.
- the state detection means is an arithmetic processing unit such as a microcomputer or a digital signal processor.
- a plurality of signals are input to the state detection means of the battery control device 130.
- the plurality of signals include a measurement signal output from a current measurement unit for measuring the charge / discharge current of the battery unit 110, a measurement signal output from a voltage measurement unit for measuring the charge / discharge voltage of the battery unit 110, Measurement signal output from temperature measurement means for measuring the temperature of battery unit 110 and some lithium ion batteries, detection signal related to voltages across terminals of a plurality of lithium ion batteries output from cell control device 120, cell An abnormal signal output from the control device 120, an on / off signal based on the operation of the ignition key switch, and a signal output from the vehicle control device 840 or the motor control device 340, which are host control devices, are included.
- the state detection means of the battery control device 130 executes a plurality of calculations based on a plurality of information.
- the plurality of information includes information obtained from the above-described input signal, preset characteristic information of the lithium ion battery, and calculation information necessary for the calculation.
- the plurality of operations are an operation for detecting a state of charge (SOC: State of charge) and a deterioration state (SOH: State of health) of the battery unit 110, an operation for balancing the state of charge of the plurality of lithium ion batteries. And a calculation for controlling the charge / discharge amount of the battery unit 110.
- the state detection means of the battery control apparatus 130 is based on those calculation results, the command signal with respect to the cell control apparatus 120, the signal regarding the allowable charge / discharge amount for controlling the charge / discharge amount of the battery part 110, and the battery part 110.
- a plurality of signals including a signal related to the SOC and a signal related to the SOH of the battery unit 110 are generated and output.
- the state detection means of the battery control device 130 notifies the command signal for shutting off the first positive and negative relays 410 and 420 and the abnormal state based on the abnormal signal output from the cell control device 120.
- a plurality of signals including the above signals are generated and output.
- the battery control device 130 and the cell control device 120 can exchange signals with each other through a signal transmission path, but are electrically insulated. This is because the operation power supplies are different from each other and the reference potentials are different from each other. Therefore, an insulation 140 such as a photocoupler, a capacitive coupling element, and a transformer is provided on the signal transmission path connecting the battery control device 130 and the cell control device 120. Accordingly, the battery control device 130 and the cell control device 120 can perform signal transmission using signals having different reference potentials.
- the battery 100 in particular, the battery unit 110 is adjusted so that its temperature falls within an allowable temperature range by a heat cycle system described later. Since the battery unit 110 is a heat-generating component, it needs to be cooled, and when the ambient temperature is low, warm air may be required so that predetermined input / output characteristics can be obtained.
- the electric energy stored in the battery 100 is used as electric power for driving an electric motor drive system for running the EV 1000.
- Electric energy is stored in the battery 100 by regenerative power generated by the regenerative operation of the motor drive system, power taken from a commercial power source for home use, or power purchased from a desk lamp.
- the power plug 550 at the end of the power cable electrically connected to the external power supply connection terminal of the charger 500 is inserted into the outlet 700 on the commercial power supply 600 side, and the charger 500 is connected. And the commercial power source 600 are electrically connected.
- a power cable extending from the power supply device of the desk lamp is connected to the external power connection terminal of the charger 500, and the charger 500 and the power supply device of the desk lamp are electrically connected. Connect to.
- AC power is supplied to the charger 500 from the commercial power source 600 or the power supply device of the desk lamp.
- the charger 500 converts the supplied AC power into DC power, adjusts the charging voltage of the battery 100, and then supplies the battery 100 to the battery 100. Thereby, the battery 100 is charged.
- charging from the power supply device of the desk lamp is basically performed in the same manner as charging from the commercial power source 600 at home.
- the current capacity and charging time supplied to the charger 500 are different between charging from the commercial power source 600 at home and charging from the power supply device of the desk lamp.
- charging from the power supply device of the desk lamp has a larger current capacity and faster charging time than charging from the commercial power source 600 at home. That is, rapid charging can be performed in charging from the power supply device of the desk lamp.
- the charger 500 converts AC power supplied from a commercial power source 600 at home or AC power supplied from a power supply device of a desk lamp into DC power, and boosts the converted DC power to a charging voltage of the battery 100.
- the power converter is supplied to the battery 100.
- the charger 500 includes an AC / DC conversion circuit 510, a booster circuit 520, a drive circuit 530, and a charge control device 540 as main components.
- the AC / DC conversion circuit 510 is a power conversion circuit that converts AC power supplied from an external power source into DC power and outputs the DC power, and includes a rectifier circuit and a power factor correction circuit.
- the rectifier circuit is configured by, for example, a bridge connection of a plurality of diode elements, and rectifies AC power supplied from an external power source into DC power.
- the power factor correction circuit is electrically connected to the DC side of the rectifier circuit and improves the power factor of the output of the rectifier circuit.
- a circuit for converting AC power into DC power a circuit configured by bridge-connecting a plurality of switching semiconductor elements in which diode elements are connected in antiparallel may be used.
- the step-up circuit 520 is a power conversion circuit for stepping up the DC power output from the AC / DC conversion circuit 510 (power factor improvement circuit) to the charging voltage of the battery 100, and is constituted by, for example, an insulation type DC-DC converter.
- the insulated DC-DC converter includes a transformer, a conversion circuit, a rectifier circuit, a smoothing reactor, and a smoothing capacitor.
- the conversion circuit is configured by a bridge connection of a plurality of switching semiconductor elements, and is electrically connected to the primary side winding of the transformer, and also converts the DC power output from the AC / DC conversion circuit 510 into AC power to convert the transformer. Input to the primary winding.
- the rectifier circuit consists of a bridge connection of a plurality of diode elements, and is electrically connected to the secondary winding of the transformer and rectifies the AC power generated in the secondary winding of the transformer into DC power.
- the smoothing reactor is electrically connected in series to the positive side of the output side (DC side) of the rectifier circuit.
- the smoothing capacitor is electrically connected in parallel between the positive and negative electrodes on the output side (DC side) of the rectifier circuit.
- the charging control device 540 is an electronic circuit device configured by mounting a plurality of electronic components including an arithmetic processing device such as a microcomputer on a circuit board.
- the charging control device 540 controls the power, voltage, current, and the like that are supplied to the battery 100 from the charger 500 at the time of charging all the time when the battery 100 is charged.
- the charging control device 540 receives a signal output from the vehicle control device 840 or a signal output from the control device of the battery 100, and performs a plurality of switching semiconductor elements of the booster circuit 520.
- a switching command signal (for example, a PWM (pulse width modulation) signal) is generated and output to the drive circuit 530.
- the vehicle control device 840 monitors the voltage on the input side of the charger 500, for example, and the charger 500 and the external power source are electrically connected to each other, and the voltage is applied to the input side of the charger 500 to enter a charging start state. If it is determined that the charging is performed, a command signal for starting charging is output to the charging control device 540. On the other hand, when it is determined that the battery 100 is fully charged based on the battery state signal output from the control device of the battery 100, a command signal for ending charging is output to the charge control device 540. Such an operation may be performed by the motor control device 340 or the control device of the battery 100, or may be performed by the charge control device 540 in cooperation with the control device of the battery 100.
- the control device of the battery 100 detects the state of the battery 100 so as to control charging of the battery 100 from the charger 500, calculates an allowable charge amount of the battery 100, and sends a signal related to the calculation result to the charger 500. Output.
- the drive circuit 530 is an electronic circuit device configured by mounting a plurality of electronic components such as switching semiconductor elements and amplifiers on a circuit board.
- the drive circuit 530 receives the command signal output from the charge control device 540, generates drive signals for the plurality of switching semiconductor elements of the booster circuit 520, and outputs the drive signals to the gate electrodes of the plurality of switching semiconductor elements.
- the charging control device 540 When the AC / DC conversion circuit 510 is configured by a switching semiconductor element, the charging control device 540 outputs a switching command signal for the switching semiconductor element of the AC / DC conversion circuit 510 to the drive circuit 530.
- the drive circuit 530 outputs a drive signal for the switching semiconductor element of the AC / DC converter circuit 510 to the gate electrode of the switching semiconductor element of the AC / DC converter circuit 510, whereby the switching of the switching semiconductor element of the AC / DC converter circuit 510 is controlled.
- first and second positive side relays 410 and 430 and first and second negative side relays 420 and 440 are housed.
- the first positive side relay 410 is a switch for controlling the electrical connection between the DC positive side of the inverter device 300 (power module 310) and the positive side of the battery 100.
- First negative side relay 420 is a switch for controlling electrical connection between the DC negative side of inverter device 300 (power module 310) and the negative side of battery 100.
- Second positive relay 430 is a switch for controlling the electrical connection between the DC positive side of charger 500 (boost circuit 520) and the positive side of battery 100.
- Second negative side relay 440 is a switch for controlling an electrical connection between the DC negative side of charger 500 (boost circuit 500) and the negative side of battery 100.
- the first positive side relay 410 and the first negative side relay 420 are turned on when the motor generator 200 is in an operation mode that requires rotational power and when the motor generator 200 is in an operation mode that requires power generation, and the vehicle stops.
- the mode when the ignition key switch is opened
- the second positive electrode side relay 430 and the second negative electrode side relay 440 are turned on when the battery 100 is charged by the charger 500, and when the charging of the battery 100 by the charger 500 is completed, and when the charger 500 or the battery 100 is charged. Opened when an error occurs.
- Opening / closing of the first positive electrode side relay 410 and the first negative electrode side relay 420 is controlled by an open / close command signal output from the vehicle control device 840.
- the opening and closing of the first positive electrode side relay 410 and the first negative electrode side relay 420 may be controlled by an open / close command signal output from another control device, for example, the motor control device 340 or the control device of the battery 100.
- Opening / closing of the second positive side relay 430 and the second negative side relay 440 is controlled by an open / close command signal output from the charge control device 540.
- the opening / closing of the second positive side relay 430 and the second negative side relay 440 may be controlled by an opening / closing command signal output from another control device, for example, the vehicle control device 840 or the control device of the battery 100.
- the first positive electrode side relay 410, the first negative electrode side relay 420, the second positive electrode side relay 430, and the second negative electrode side relay 440 are provided between the battery 100, the inverter device 300, and the charger 500. It is provided to control the electrical connection between them. Therefore, high safety can be ensured for the electric drive device having a high voltage.
- the EV 1000 includes an air conditioning system that adjusts indoor air conditions and a temperature control system that adjusts the temperature of heating elements such as the battery 100, the motor generator 200, and the inverter device 300 as a heat cycle system.
- the EV 1000 uses the battery 100 that is a driving power source of the motor generator 200 as an energy source thereof.
- the electrical energy consumed by the air conditioning system and the temperature control system from the battery 100 is relatively higher than other electrical loads.
- EV1000 has attracted attention because it has a smaller impact on the global environment than a hybrid vehicle (hereinafter referred to as “HEV”) (because it is zero).
- HEV hybrid vehicle
- the EV 1000 has a lower penetration rate than the HEV because the travel distance per charge of the battery 100 is short and the infrastructure facilities such as the charging station are also delayed. Moreover, since EV1000 requires more electric energy than HEV for traveling over the required cruising distance, the capacity of battery 100 is larger than HEV. For this reason, since the cost of the battery 100 is higher than the HEV and the vehicle price is higher than the HEV, the EV 1000 has a lower penetration rate than the HEV.
- the temperature of the heating elements such as the battery 100, the motor generator 200, and the inverter device 300 is adjusted to an allowable temperature range by the temperature control system. Further, the output of the heating element instantaneously changes due to the load variation of the EV 1000, and the amount of heat generation changes accordingly. In order to operate the heating element with high efficiency, it is preferable to change the temperature control capability of the heating element according to the change in the amount of heat generation (temperature) of the heating element so that the temperature of the heating element is always set to an appropriate temperature.
- an integrated heat cycle of the temperature control system and the air conditioning system so that the heat energy can be effectively used to control the temperature of the indoor air conditioner and the heating element in the EV1000 heat cycle system.
- a system is being built.
- the thermal cycle is divided into a primary side thermal cycle for exchanging heat with the outdoor side and a secondary side thermal cycle for exchanging heat with the indoor side and the heating element side.
- the primary side heat cycle was comprised by the refrigerating cycle system
- the secondary side heat cycle circuit was comprised by two heat transfer systems with which a thermal medium distribute
- An intermediate heat exchanger is provided between the refrigeration cycle system and each of the two heat transfer systems so that heat can be exchanged between the refrigerant of the refrigeration cycle system and each heat medium of the two heat transfer systems.
- an indoor heat exchanger is provided in the heat transfer system that exchanges heat with the heating element side so that the heat medium of the heat transfer system that exchanges heat with the heating element side can exchange heat with the air taken into the room. .
- the thermal energy obtained by adjusting the temperature of the heating element can be used for indoor air conditioning, so that the energy required for indoor air conditioning can be minimized. Can be planned. Moreover, according to the embodiment described below, the heat energy obtained by adjusting the temperature of the heating element is directly used for indoor air conditioning, so that the energy saving effect of indoor air conditioning can be enhanced. Therefore, according to the embodiment described below, the energy that the air conditioning system takes out from the energy source of the heating element can be suppressed.
- the vehicle air conditioning system as described above is suitable for extending the travel distance of the EV 1000 per charge of the battery 100.
- the vehicle air conditioning system as described above is suitable for reducing the capacity of the battery 100 when the travel distance per charge of the battery 100 is the same as before. If the capacity of the battery 100 can be reduced, it is possible to reduce the cost of the EV 1000, promote the spread of the EV 1000, and reduce the weight of the EV 1000.
- the temperature of the heat medium for adjusting the temperature of the heating element can be widely adjusted by using the thermal energy used for indoor air conditioning for temperature adjustment of the heating element.
- the temperature of the heating element can be varied without being affected by the environmental conditions. Therefore, according to the embodiment described below, the temperature of the heating element can be adjusted to an appropriate temperature at which the heating element can operate with high efficiency, and the heating element can be operated with high efficiency.
- the vehicle air conditioning system as described above is suitable for reducing the cost of the EV1000. If the cost of the EV 1000 can be reduced, the spread of the EV 1000 can be increased.
- FIG. 1 is a diagram showing a schematic configuration of a vehicle air conditioning system according to the present invention.
- the vehicle air conditioning system shown in FIG. 1 includes a cooling / heating system 60 for cooling / heating a passenger compartment or a device that requires temperature control, and a control device 61 for controlling the cooling / heating system 60.
- Various actuators provided in the cooling and heating system 60 are controlled by control signals from the control device 61.
- Temperature information is input to the control device 61 from a passenger compartment temperature sensor 62, a device temperature sensor 63, a refrigerant temperature sensor 64, and an outside air temperature sensor 65 that detect the temperature to be controlled.
- vehicle interior air and devices such as a motor, an inverter, a battery, and a gear box as temperature control targets, and a temperature sensor is provided for each.
- Vehicle speed information which is information indicating the vehicle operating state, is input to the control device 61 from the vehicle speed sensor 66, and accelerator opening information is input from the accelerator sensor 67.
- vehicle travel plan information (such as road information and destination information) is input from the navigation device 68 to the control device 61.
- FIG. 2 is a diagram showing a schematic configuration of the cooling and heating system 60.
- the cooling and heating system 60 adjusts the temperature of a heating element such as the refrigeration cycle circuit 90 and the air conditioning circuit 91A as an air conditioning system that adjusts the indoor air condition, and the battery 100, the motor generator 200, and the inverter device 300 in FIG. And an equipment cooling circuit 91B as a temperature control system.
- a heating element such as the refrigeration cycle circuit 90 and the air conditioning circuit 91A as an air conditioning system that adjusts the indoor air condition, and the battery 100, the motor generator 200, and the inverter device 300 in FIG.
- an equipment cooling circuit 91B as a temperature control system.
- the refrigeration cycle circuit 90 is annularly connected to the compressor 1 that compresses the refrigerant 40, the outdoor heat exchanger 2 that performs heat exchange between the refrigerant 40 and the outside air, the liquid pipe 12, and the heat exchanger 4A for air conditioning. .
- the air conditioning heat exchanger 4A performs heat exchange with the air conditioning cooling medium 41A in the air conditioning circuit 91A.
- a four-way valve 20 is provided between the suction pipe 11 and the discharge pipe 10 of the compressor 1. By switching the four-way valve 20, one of the suction pipe 11 and the discharge pipe 10 can be connected to the outdoor heat exchanger 2 and the other can be connected to the air conditioner heat exchanger 4A.
- FIG. 1 shows the cooling operation, and the four-way valve 20 has the discharge pipe 10 connected to the outdoor heat exchanger 2 and the suction pipe 11 connected to the air conditioner heat exchanger 4A.
- the heat exchanger 4B for cooling performs heat exchange between the refrigerant 40 of the refrigeration cycle circuit 90 and the equipment cooling medium 41B.
- One end of the cooling heat exchanger 4B is connected to the liquid pipe 12, and the other end is connected to one of the discharge pipe 10 and the suction pipe 11 of the compressor 1 via the three-way valve 21 so as to be switchable. Yes.
- the liquid pipe 12 is provided with a receiver 24. Between the receiver 24 and the outdoor heat exchanger 2 on the liquid pipe 12, between the air conditioner heat exchanger 4A and the receiver 24, and between the cooling heat exchanger 4B and the receiver 24, flow control means is provided. Functional expansion valves 23, 22A, 22B are provided.
- the outdoor heat exchanger 2 is provided with an outdoor fan 3 for blowing outside air.
- the indoor heat exchanger 7A, the circulation pump 5A, and the air conditioning heat exchanger 4A are sequentially connected to the air conditioning circuit 91A in an annular shape.
- the indoor heat exchanger 7A performs heat exchange with air blown into the vehicle interior by the indoor fan 8.
- the circulation pump 5A circulates the cooling medium 41A for air conditioning.
- the indoor heat exchanger 7B, the temperature control target device 9, the circulation pump 5B, and the cooling heat exchanger 4B are sequentially connected to the device cooling circuit 91B in an annular shape.
- the indoor heat exchanger 7B exchanges heat with the air that has flowed out of the indoor heat exchanger 7A.
- the circulation pump 5B circulates the equipment cooling medium 41B (for example, cooling water is used).
- the temperature control target device 9 includes a motor, an inverter, a travel drive battery, and a gear box.
- the equipment cooling circuit 91B is provided with a bypass circuit 30 that bypasses both ends of the indoor heat exchanger 7B.
- the bypass circuit 30 is provided with a two-way valve 25, and the main circuit 31 passing through the indoor heat exchanger 7B is provided with a two-way valve 26. By opening and closing these two-way valves 25 and 26, the flow path of the equipment cooling medium 41B can be arbitrarily configured.
- the temperature of the target device 9 is adjusted by operating the circulation pump 5B.
- the operation of other devices varies depending on the air conditioning load and the amount of heat generated from the temperature control target device 9.
- cooling operation, dehumidification (cooling / heating) operation, heating operation, heating / cooling operation, and heating operation will be described.
- the cooling operation is an operation in which both the air conditioning circuit 91A and the equipment cooling circuit 91B can be cooled using the outdoor heat exchanger 2 as a condenser and the air conditioning heat exchanger 4A and the cooling heat exchanger 4B as an evaporator. Mode.
- the cooling operation as shown in FIG. 2, the four-way valve 20 and the three-way valve 21 provided in the refrigeration cycle circuit 90 are switched to each other as indicated by a solid line. That is, the discharge pipe 10 of the compressor 1 is connected to the outdoor heat exchanger 2, and the suction pipe 11 of the compressor 1 is connected to the air conditioner heat exchanger 4A and the cooling heat exchanger 4B.
- the refrigerant 40 compressed by the compressor 1 is liquefied by radiating heat from the outdoor heat exchanger 2, and then branched by the receiver 24 into a refrigerant flowing to the air conditioning heat exchanger 4A and a refrigerant flowing to the cooling heat exchanger 4B. Is done.
- the refrigerant flowing in the air conditioning heat exchanger 4A is decompressed by the expansion valve 22A to become low temperature and low pressure, and is evaporated by absorbing heat from the air conditioning cooling medium 41A of the air conditioning circuit 91A in the air conditioning heat exchanger 4A. Return to the compressor 1 through 20.
- the refrigerant flowing to the cooling heat exchanger 4B is decompressed by the expansion valve 22B to become low temperature and low pressure, and evaporates by absorbing heat from the equipment cooling medium 41B of the equipment cooling circuit 91B in the cooling heat exchanger 4B. It returns to the compressor 1 through the valve 21.
- the air conditioning cooling medium 41A cooled by the air conditioning heat exchanger 4A is supplied to the indoor heat exchanger 7A.
- the indoor fan 8 is driven, air cooled by heat exchange in the indoor heat exchanger 7A is blown out into the vehicle interior.
- the circulation pump 5B provided in the device cooling circuit 91B is driven, the device cooling medium 41B heated by the temperature adjustment target device 9 is cooled by heat exchange in the cooling heat exchanger 4B.
- both the air conditioner heat exchanger 4A and the cooling heat exchanger 4B can be used as an evaporator, it is possible to simultaneously achieve cooling of the passenger compartment and cooling of the temperature control target device 9. Further, the air conditioner heat exchanger 4A and the cooling heat exchanger 4B are connected in parallel to the suction pipe 11 of the compressor 1, and the expansion valves 22A and 22B are provided in the respective refrigerant circuits. The flow rate of the refrigerant flowing to the heat exchanger 4A and the cooling heat exchanger 4B can be arbitrarily changed. As a result, the temperature of the equipment cooling medium 41B and the temperature of the air conditioning cooling medium 41A can be controlled to any desired temperatures.
- the temperature control target device 9 is connected by suppressing the flow rate of the refrigerant flowing to the cooling heat exchanger 4B.
- the temperature of the cooling medium 41B can be kept high.
- the opening degree of the expansion valve 22B may be controlled.
- the opening degree is opened when the temperature of the equipment cooling medium 41B is high, and the temperature is low. It is sufficient to control to reduce the opening.
- the rotational speed of the compressor 1 may be controlled, and the temperature of the air conditioning cooling medium 41A is controlled to be a desired temperature.
- the control target temperature of the air conditioning cooling medium 41A is lowered, and when it is determined that the cooling load is small, the control target temperature of the air conditioning cooling medium 41A is increased.
- the air conditioning capacity can be controlled according to the load.
- the circulation pump 5A and the indoor fan 8 are stopped, the expansion valve 22A is closed, and the opening degree of the expansion valve 22B is adjusted.
- the cooling heat exchanger 4B may be used as an evaporator.
- the rotation speed of the compressor 1 is controlled so that the temperature of the equipment cooling medium 41B becomes the target temperature.
- the heat exchange amount may be changed by controlling the rotation speed of the circulation pump 5A.
- the two-way valve 26 is opened from the state of FIG. 2 so that the high-temperature equipment cooling medium 41B flows to the main circuit 31 provided with the indoor heat exchanger 7B.
- the equipment cooling medium 41B having a high temperature is introduced into the indoor heat exchanger 7B, the air cooled and dehumidified by the indoor heat exchanger 7A is heated by the indoor heat exchanger 7B and then blown into the vehicle interior. So-called reheat dehumidification operation becomes possible. Since the relative humidity of the air supplied into the passenger compartment is low, the comfort of the indoor space can be improved.
- the heat source of the indoor heat exchanger 7B used as a reheater is so-called exhaust heat generated from the temperature control target device 9. Therefore, unlike the case of using a heater or the like for reheating, it is not necessary to input new energy, so that it is possible to improve the comfort in the vehicle interior without increasing the power consumption.
- the amount of reheat varies depending on the temperature and flow rate of the equipment cooling medium 41B flowing to the main circuit 31, the amount of reheat can be changed by changing the exchange heat amount of the cooling heat exchanger 4B and the flow rate of the equipment cooling medium 41B flowing to the main circuit 31. Can be controlled.
- the exchange heat quantity of the cooling heat exchanger 4B variable it is only necessary to control the flow rate of the refrigerant flowing to the cooling heat exchanger 4B by controlling the opening degree of the expansion valve 22B, and when cooling is unnecessary.
- the opening degree of the expansion valve 22B may be fully closed.
- the combination of the open / closed states of the two-way valves 25 and 26 may be changed.
- the ratio of the flow rate flowing to the main circuit 31 and the bypass circuit 30 can be arbitrarily controlled by using, for example, a three-way valve.
- FIG. 3 is a diagram illustrating the heating and dehumidifying operation.
- the three-way valve 21 is switched as shown in FIG.
- the equipment cooling medium 41B is heated using the cooling heat exchanger 4B while the heat exchanger 4A for air conditioning is used as an evaporator.
- the refrigerant compressed by the compressor 1 is branched by the four-way valve 20 and the three-way valve 21 and flows into the outdoor heat exchanger 2 and the cooling heat exchanger 4B.
- the equipment cooling medium 41B condenses and liquefies in the outdoor heat exchanger 2 and the cooling heat exchanger 4B, respectively, and then merges in the receiver 24. Thereafter, the refrigerant depressurized by the expansion valve 22 ⁇ / b> A is evaporated and gasified by the heat exchanger 4 ⁇ / b> A for air conditioning, and returns to the compressor 1.
- the equipment cooling medium 41B can be heated using the cooling heat exchanger 4B, the amount of reheat can be increased using the refrigeration cycle circuit 90 even when the amount of reheat is insufficient. it can.
- the heat input from the cooling heat exchanger 4B is also a part of the heat released to the outdoor air, and a new heat source is unnecessary, so that power consumption does not increase.
- the amount of reheat can be arbitrarily changed by controlling the flow rate of refrigerant flowing through both. it can. Specifically, the amount of heat released from the outdoor heat exchanger 2 is suppressed by suppressing the rotational speed of the outdoor fan 3, and the flow rate of refrigerant flowing through the outdoor heat exchanger 2 is suppressed. The refrigerant flow rate can also be suppressed by reducing the opening of the expansion valve 23. As a result, the heat exchange amount of the cooling heat exchanger 4B can be increased, and the reheat amount can be increased.
- the amount of heat released from the outdoor heat exchanger 2 increases under conditions where the heat exchange performance of the outdoor heat exchanger 2 is high, such as when the outside air temperature is low or when traveling air hits the outdoor heat exchanger 2. It becomes easy. Therefore, the amount of reheat can be increased by suppressing the rotational speed of the outdoor fan 3 or reducing the opening of the expansion valve 23 using sensor information such as the outside air temperature and the vehicle speed.
- the dehumidification amount and the reheat amount can be controlled. Specifically, by controlling the rotation speed of the compressor 1, the temperature of the air-conditioning cooling medium 41 ⁇ / b> A is set to a temperature at which dehumidification can be performed, thereby securing a desired dehumidification amount. On the other hand, by controlling the rotation speed of the outdoor fan 3 and the opening degree of the expansion valves 23 and 22B, the flow rate of the refrigerant flowing through the cooling heat exchanger 4B is controlled, and the temperature of the equipment cooling medium 41B is maintained at an appropriate temperature. To secure the amount of reheat.
- FIG. 4 is a diagram illustrating the heating operation. During the heating operation, there are two operation modes depending on the heating load.
- the first operation mode is a heat radiation operation mode when the heating load is small, and the refrigeration cycle circuit 90 is not used for heating by using the exhaust heat from the temperature control target device 9 for heating.
- the circulation pump 5B and the indoor fan 8 are started, and the two-way valve 26 is opened to introduce the equipment cooling medium 41B into the indoor heat exchanger 7B. Since the equipment cooling medium 41B is heated by the temperature control target equipment 9, the equipment cooling medium 41B is cooled by radiating heat to the indoor blowing air in the indoor heat exchanger 7B, and the indoor blowing air is heated.
- the exhaust heat from the temperature control target device 9 for heating it is possible to perform air conditioning while suppressing energy consumption.
- the second operation mode is an operation mode when the exhaust heat of the temperature control target device 9 alone does not satisfy the heating load, and the heating using the refrigeration cycle circuit 90 in addition to the exhaust heat of the temperature control target device 9. It is a heat dissipation operation mode.
- the four-way valve 20 provided in the refrigeration cycle circuit 90 is switched as indicated by a solid line to connect the discharge pipe 10 of the compressor 1 to the air conditioner heat exchanger 4A and to connect the suction pipe 11 to the outdoor heat exchanger. Connect to 2. That is, a cycle is formed in which the air conditioner heat exchanger 41A is a condenser and the outdoor heat exchanger 2 is an evaporator.
- the refrigerant 40 compressed by the compressor 1 is condensed and liquefied by dissipating heat to the air conditioning cooling medium 41A by the air conditioning heat exchanger 4A. Thereafter, after being decompressed by the expansion valve 23, the outdoor heat exchanger 2 evaporates and gasifies by heat exchange with outdoor air and returns to the compressor 1.
- the expansion valve 22A is fully open and the expansion valve 22B is fully closed, and the cooling heat exchanger 4B is not used.
- the air-conditioning cooling medium 41A which has been heated by the condensation heat of the refrigerant 40 in the air-conditioning heat exchanger 4A, flows into the indoor heat exchanger 7A, and is blown into the indoor heat exchanger 7A. Dissipate heat to the air.
- the air heated by the indoor heat exchanger 7A receives heat from the device cooling medium 41B heated by the temperature adjustment target device 9 in the indoor heat exchanger 7B arranged on the downstream side of the air flow, and further increases the temperature. Then it is blown out into the indoor space.
- the temperature of air blown from the indoor heat exchanger 7A can be kept lower than the temperature of air blown from the indoor heat exchanger 7B. That is, an air conditioner with less energy consumption can be configured by using the exhaust heat from the temperature control target device 9 for heating.
- the temperature of the device cooling medium 41B can be controlled in accordance with the heat generation of the temperature control target device 9.
- the amount of heat generated from the temperature control target device 9 increases, the temperature of the device cooling medium 41B rises, so that the heating capacity of the refrigeration cycle circuit 90 is suppressed.
- the amount of heat released from the indoor heat exchanger 7A is suppressed, and the temperature of the air flowing into the indoor heat exchanger 7B is lowered, so the amount of heat released from the equipment cooling medium 41B is increased and the temperature of the equipment cooling medium 41B is increased. Is suppressed.
- Control for keeping the temperature of the device cooling medium 41B in a predetermined temperature range is also effective in avoiding problems such as the temperature of the temperature control target device 9 being out of the usable temperature range.
- FIG. 5 is a diagram illustrating the heating / cooling operation.
- the target temperature of the device cooling medium 41B may be set high as described above.
- the heating capacity is reduced. It cannot be increased. In such a case, the heating / cooling operation described below is performed to simultaneously cool the equipment cooling medium 41B and heat the air conditioning cooling medium 41A.
- a cycle is formed in which the air-conditioning heat exchanger 4A is a condenser and the outdoor heat exchanger 2 is an evaporator, and the expansion valve 22B is opened to perform cooling heat exchange.
- the vessel 4B is used as an evaporator.
- the other is decompressed by the expansion valve 22B, is cooled and vaporized by cooling the equipment cooling medium 41B by the cooling heat exchanger 4B, and returns to the compressor 1 through the three-way valve 21.
- the exhaust heat from the temperature adjustment target device 9 is recovered as a heat source of the refrigeration cycle circuit 90 by the cooling heat exchanger 4B, passes through the air conditioning circuit by the air conditioning heat exchanger 4A, and passes through the indoor heat exchanger. Heat is dissipated from 7A into the passenger compartment. In this way, it is possible to recover the exhaust heat of the temperature adjustment target device 9 and use it for heating while suppressing the temperature of the temperature adjustment target device 9. Furthermore, since it is possible to absorb heat from outside air using the outdoor heat exchanger 2, the heating capacity can be increased.
- the expansion valve 23 is provided between the liquid pipe 12 and the outdoor heat exchanger 2, the amount of heat absorbed from the equipment cooling medium 41B can be controlled by controlling the opening degree of the expansion valve 22B and the expansion valve 23, respectively. It is possible to individually control the amount of heat absorbed from the outside air.
- the temperature of the equipment cooling medium 41B is lower than the temperature of the air conditioning cooling medium 41A, the air heated by the indoor heat exchanger 7A is cooled by the indoor heat exchanger 7B.
- the two-way valve 26 is closed in the equipment cooling circuit 91B, the two-way valve 25 is opened, and the bypass circuit 30 is used so that the cooling medium cooled by the cooling heat exchanger 4B is used to blow out the room. It is possible to prevent the air from being cooled.
- the heating load is lowered from the heating / cooling operation and the operation is shifted to the heating / radiation combined operation
- the temperature of the device cooling medium 41B is low, there is a possibility that the blowout temperature is low. It is desirable to raise the temperature of 41B.
- the temperature of the equipment cooling medium 41B can be controlled by making the heat exchange amount of the cooling heat exchanger 4B variable, the opening degree of the expansion valve 22B may be controlled. Note that the temperature of the equipment cooling medium is kept high during the heating / cooling operation, and it is determined that the heating load has been lowered when it is detected that the temperature of the air conditioning cooling medium 41A is lower than the temperature of the equipment cooling medium 41B. Therefore, it is possible to shift from the heating / cooling operation to the heating / radiation combined operation.
- Heating operation At the time of start-up in winter when the outside air temperature is low, the temperature of the device cooling medium 41B is low and cannot be used for heating immediately after the start of operation. It is necessary to wait for a temperature rise due to exhaust heat from the temperature control target device 9. In such a case, the expansion valve 22B is closed in the cycle shown in FIG. 5, and the heating operation by the indoor heat exchanger 7A is performed. Further, the two-way valve 26 is closed and the two-way valve 25 is opened, so that the heat is not exchanged between the low-temperature equipment cooling medium 41B and the air blown into the room in the indoor heat exchanger 7B. To do.
- the three-way valve 21 is switched as shown in FIG.
- the refrigerant 40 discharged from the compressor 1 flows to both the air conditioning heat exchanger 4A and the cooling heat exchanger 4B, and therefore flows to the cooling heat exchanger 4B.
- the equipment cooling medium 41 ⁇ / b> B can be heated by the heat of condensation of the refrigerant 40.
- the expansion valves 22A and 22B are fully opened, the refrigerant is decompressed by controlling the opening degree of the expansion valve 23, and the outdoor heat exchanger 2 absorbs heat from the outside air.
- the bypass circuit is used with the two-way valve 26 closed and the two-way valve 25 opened.
- the equipment cooling medium 41B since it is possible to heat the equipment cooling medium 41B using the refrigeration cycle, it is possible to realize a function of quickly raising the temperature of the temperature control target equipment 9 to a desired temperature. Further, the flow rate of the circulation pump 5B may be suppressed or stopped. In this case, the amount of heat exchange with the device cooling medium 41B can be suppressed, so that the temperature of the temperature adjustment target device 9 can be increased early. it can.
- the vehicle air conditioning system that integrates the temperature control system and the air conditioning system is mounted on the EV 1000
- the piping and components constituting the flow path are complicated in a small installation space. It is possible.
- the system configuration can be simplified by reducing the size of components, reducing the number of components, and sharing them. Is preferable.
- heat for adjusting the temperature of the heating element that is thermally connected to the refrigeration cycle system (refrigeration cycle circuit 90) in which the refrigerant circulates via the first intermediate heat exchanger (cooling heat exchanger 4B).
- a reservoir tank (receiver 24) for adjustment is provided in common for the first and second heat transfer systems.
- the components can be shared in the first and second heat transfer systems, so that the vehicle air conditioning system can be simplified.
- the simplification of the configuration of the vehicle air conditioning system can improve the maintainability of the vehicle air conditioning system mounted on the EV 1000, and can contribute to the downsizing and cost reduction of the vehicle air conditioning system.
- a drain discharge mechanism for discharging the heat medium flowing through the circulation path of the first heat transfer system and the second heat transfer system to the outside may be provided in common with the first and second heat transfer systems. good.
- a heat medium for adjusting the air condition in the room, which is thermally connected to the circulation path of the system (equipment cooling circuit 91B) and the refrigeration cycle system in which the refrigerant circulates through the second intermediate heat exchanger circulates.
- a circulation path connection control unit may be provided so that the circulation path of the second heat transfer system (air conditioning circuit 91A) can be connected in series.
- the heat medium supplied to the heating element is the first intermediate heat exchange.
- the circulation path connection control unit controls the connection of the circulation paths of the first and second heat transfer systems so that the condenser and the second intermediate heat exchanger are circulated in series.
- a circulation path of the first heat transfer system that is thermally connected to the refrigeration cycle system in which the refrigerant circulates through the first intermediate heat exchanger and in which the heat medium for adjusting the temperatures of the two heating elements circulates is provided.
- One of the heating elements is a circulation path of a second heat transfer system that is thermally connected to the refrigeration cycle system via a second intermediate heat exchanger and circulates a heat medium for adjusting the air condition in the room. You may make it provide a circulation path connection switching part so that it can connect to another one of a heat generating body, respectively.
- the first and second heat transfer systems are supplied such that the heat medium of the first heat transfer system is supplied to one of the heat generators, and the heat medium of the second heat transfer system is supplied to the other heat generator.
- the circuit connection is switched by the circuit connection switching unit.
- the amount of heat exchange between the two heating elements and the heat medium when switched in this way is more than the amount of heat exchange when heat is exchanged between the two heating elements and the heat medium of the first heat transfer system
- the amount of heat exchange between the heating element and the heat medium can be increased, so that the temperature control performance of the heating element can be improved.
- the temperature control performance of the heating element can be improved, it is possible to meet the demand when further miniaturization and higher output of the heating element are required. And it can respond, without enlarging a vehicle air-conditioning system.
- the motor generator 200 and the inverter device 300 are separated is described as an example.
- the motor generator 200 and the inverter device 300 are integrated, for example, a housing of the motor generator 200.
- the casing of the inverter device 300 may be fixed on the body and integrated.
- the temperature control target device 9 provided in the device cooling circuit 91B is a device that is mounted on the vehicle and needs to adjust the temperature to a predetermined range when the vehicle is driven.
- Specific examples of the temperature control target device 9 include a travel drive motor, an inverter for driving the motor, a drive battery, and a speed reduction mechanism (gear box) provided in the travel drive system.
- Fig. 7 shows the cooling structure of the gearbox.
- the lubricating oil 51 is filled in the case 50 that accommodates the gears G1 and G2, and the piping 52 for the cooling medium 41B is arranged in the lubricating oil reservoir to cool the lubricating oil 51 directly. Or warm up.
- the passage 53 for the equipment cooling medium 41B may be directly formed in the case 50 of the gear box.
- FIG. 8 is a diagram illustrating temperature control conditions for each temperature control target.
- the temperature control target includes a passenger compartment and a temperature control target device 9.
- the temperature control target device 9 is shown for a motor, an inverter, a battery, and a gear box.
- Air conditioning in the passenger compartment air conditioning and dehumidification are appropriately performed based on temperature setting, outside air temperature, and the like. However, as will be described later, there are cases where the cooling is stopped or weakened to cool the temperature control target device 9.
- the efficiency of motors and inverters varies with temperature. In general, it is known that the efficiency decreases as the temperature increases with the same torque and rotational speed. Therefore, the efficiency of the motor or inverter can be changed by changing the temperature of the motor or inverter by changing the cooling capacity, and only cooling is performed in the temperature control.
- the temperature of the equipment cooling medium 41B supplied to the motor and the inverter is controlled to be 60 ° C. or less, for example.
- the battery In order for the battery to fully exhibit its charge / discharge capability, that is, in order to improve the charge / discharge efficiency, it is preferable to keep the battery temperature within a predetermined temperature range. Therefore, warm-up is required when the battery temperature is low (for example, when the outside air temperature is low), and cooling is required when the battery temperature becomes too high due to heat generated by the battery itself.
- the temperature range in which the battery operates efficiently varies depending on the type of battery. In the case of a lithium ion battery, the battery operates efficiently in the range of 20 ° C to 30 ° C.
- FIG. 9 and 10 are diagrams for explaining the arrangement when there are a plurality of temperature control target devices 9.
- a plurality of temperature adjustment target devices 9A to 9D are provided in the device cooling circuit 91B, there are a configuration in which they are arranged in series as shown in FIG. 9 and a configuration in which they are arranged in parallel as shown in FIG.
- the heating element having a lower set temperature is arranged on the upstream side with respect to the flow of the device cooling medium 41B.
- the set temperature is lowest in the inverter 9A, and increases in the order of the motor 9B, the battery 9C (corresponding to the battery 100 in FIG. 19), and the gear box 9D.
- FIG. 9 shows the case of the cooling operation described above, and the equipment cooling medium 41B is cooled by the refrigerant 40 of the refrigeration cycle circuit 90 in the cooling heat exchanger 4B. Therefore, the equipment cooling medium 41B having a low temperature flows into the inverter 9A.
- the device cooling medium 41B absorbs heat from the devices and the temperature rises. That is, the temperature of the device cooling medium 41B at the inlets of the devices 9A to 9D increases in the order of the devices 9A to 9D.
- the motor 9B and the inverter 9A are also warmed up.
- the temperature control target devices 9A to 9D are arranged in parallel, as shown in FIG. 10, devices that require warm-up (battery 9C, gear box 9D) and devices that do not require warm-up (inverter 9A, motor 9B) ) Are arranged in parallel so that they are different circuits.
- a line in which the inverter 9A and the motor 9B are arranged in series, a line in which only the battery 9C is provided, and a line in which only the gear box 9D is provided are connected in parallel.
- Two-way valves 35a to 35c are provided on the inflow side of each line. By setting it as such an arrangement
- FIG. 10 shows the case of the cooling operation.
- the two-way valves 35a to 35c provided on each line are opened to allow the device cooling medium 41B to flow into each device.
- the heating / cooling operation shown in FIG. 5 each device can be cooled.
- the heating operation shown in FIG. 6 is performed, and the two-way valves 35b and 35c are opened to allow the coolant 91B in a high temperature state to flow.
- the temperature control target devices 9A to 9D can be arranged in parallel, it is not preferable because the number of parts increases.
- the battery 9C and the gear box 9D may be arranged in series, the vehicle mounting situation is generally considered in which the driving battery 9C is arranged below the seat and the gear box 9D is arranged near the drive shaft. Then, it is preferable to arrange in parallel on another line like the structure of FIG.
- the vehicle interior air conditioning and the cooling / warming up of devices such as motors and inverters can be individually controlled.
- the control apparatus 61 controls the cooling / heating system 60 so that vehicle interior temperature and apparatus temperature may become each preset temperature.
- the control device 61 takes in vehicle driving information (vehicle speed information, accelerator opening information, etc.) and travel plan information, and those information and the detected temperature of each temperature adjustment target and
- vehicle driving information vehicle speed information, accelerator opening information, etc.
- travel plan information those information and the detected temperature of each temperature adjustment target and
- the cooling and heating system 60 is controlled based on the detected temperature of the cooling medium. For example, the temperature change of each temperature adjustment target device and the cooling medium is predicted, and the set temperature of the cooling medium 41A and 41B is changed in advance based on the prediction, thereby efficiently cooling and warming up each device. Is controlled to be optimal.
- FIG. 11 is a flowchart showing a control processing program in the control device 61.
- the microcomputer provided in the control device 61 sequentially executes the processing shown in FIG. 11 by software processing.
- the macro computer starts the program processing shown in FIG.
- step S1 initial set temperatures of the air conditioning cooling medium 41A used for vehicle interior air conditioning and the equipment cooling medium 41B used for cooling / warming up the equipment 9A to 9D (FIG. 9) are determined.
- the initial set temperature is, for example, an appropriate temperature when it is assumed that the outside air temperature is normal temperature and flat road traveling at a predetermined speed is assumed.
- FIG. 12 shows the relationship between the outside air temperature and the air conditioning of the passenger compartment and each device.
- step S2 it is determined whether or not there is an air conditioning system drive command.
- the air conditioning system drive is turned on / off by turning on / off the vehicle, the presence / absence of an air conditioning system drive command is determined depending on whether the vehicle on / off switch is on. If it determines with YES in step S2, the program of FIG. 11 will be complete
- step S3 based on at least one of the operation information, the travel plan information, the detected temperature of each temperature adjustment target device, and the detected temperature of the cooling medium, the vehicle interior and each temperature adjustment target device 9A to 9D, The temperature change of the cooling media 41A and 41B is predicted.
- FIG. 13 shows changes in the accelerator opening
- (b) shows changes in the temperature of the motor or inverter
- (c) shows changes in the equipment cooling medium 41B.
- the horizontal axis represents time
- a position t2 indicated by a broken line represents the current time.
- black circles in FIGS. 13B and 13C indicate actually measured temperatures.
- the accelerator opening is increased from time t0 to time t1 and changes from value A1 to value A2, and is maintained at value A2 after time t1.
- the accelerator opening changes from A1 to A2 (> A1) in this way, the motor output increases and the amount of heat generated by the motor and inverter increases, and the motor / inverter temperature changes as shown in FIG. 13B.
- the temperature of the cooling medium 41B that cools the motor and the inverter also shows the same change tendency as the motor / inverter temperature as shown in FIG.
- the motor / inverter temperature and the cooling medium temperature also tend to increase at the present time (time t2). Based on the motor / inverter temperature and the cooling medium temperature and the accelerator opening in FIG. When the cooling medium temperature is predicted, the predicted temperatures are as shown by solid line curves shown in FIGS.
- the set temperature T1 shown in FIG. 13C is a set temperature (target temperature) when the temperature control of the equipment cooling medium 41B is performed, and is controlled at this set temperature T1 until the current time (t2). That is, the set temperature T1 is used when calculating the predicted temperature (solid line).
- the predicted temperature (solid line) continues to increase after the present (t2), and is predicted to exceed the set temperature T1 at the predetermined time ⁇ t.
- the set temperature is set to a lower temperature T2 ( ⁇ T1). To do.
- T2 a lower temperature
- the actual temperature change of the cooling medium temperature becomes smaller than the predicted temperature (solid line), and a desired motor output can be realized with a margin.
- air conditioning can be operated with high capacity in advance, it is possible to cope with temperature changes of equipment (motor, inverter). Further, by changing the set temperature early, it is possible to prevent a sudden increase in the number of revolutions of the compressor 1, the outdoor fan 3, the indoor fan 8, and the circulation pump 5B, thereby reducing noise.
- the broken line shown in FIG. 13 (a) shows the case where the accelerator opening is returned to A1 again after the accelerator opening is increased to A2.
- the predicted temperature is as shown by the broken line in FIG.
- the coolant temperature at the present time time t2
- the current accelerator opening information operation information
- the predicted temperature of the cooling medium is greatly different.
- the control of the set temperature based on the predicted temperature is different between the two.
- step S4 it is determined whether or not the set temperature of the cooling media 41A and 41B needs to be changed based on the temperature change prediction obtained in step S3. For example, in the scene where the cooling capacity is strengthened as described above, it is determined whether or not to change the set temperature depending on whether or not the predicted temperature after the elapse of the predetermined time ⁇ t exceeds the current set temperature.
- step S4 If it is determined in step S4 that the change is necessary, the process proceeds to step S5 to change the set temperature of the cooling medium, and then proceeds to step S6. On the other hand, when the predicted temperature as shown by the broken line in FIG. 13C is calculated and it is determined that the change is not necessary, step S5 is skipped and the process proceeds to step S6.
- step S6 each actuator of the cooling and heating system 60 shown in FIG. 1 is controlled so as to change the current temperature of the cooling medium based on the changed set temperature.
- the actuator since the control of lowering the temperature of the equipment cooling medium 41B is performed in response to an increase in the accelerator opening, that is, an increase in the motor output, the actuator is designed to increase the cooling power of the equipment cooling circuit 91B. To control.
- the set temperature of the cooling medium is changed in steps S4 to S6.
- the set temperature of the temperature adjustment target vehicle interior, each device
- the cooling and heating system 60 is controlled based on the set temperature of each temperature adjustment target.
- FIG. 14 shows specific processing when the cooling power of the device is increased in step S6.
- step S611 at least one of increasing the rotational speed of the compressor 1, increasing the flow rate of the circulation pump 5B, and increasing the rotational speed of the outdoor fan 3 is executed in order to increase the cooling power.
- the cooling power of the equipment cooling medium 41B by the refrigeration cycle 90 increases.
- step S612 it is determined whether or not a further increase in cooling power is necessary in addition to the cooling power increase in step S611. If YES is determined in step S612, the process proceeds to step S613 to open the two-way valve 26 of the equipment cooling circuit 91B so that the equipment cooling medium 41B flows to the indoor heat exchanger 7B, and the indoor fan 8 Increase the number of revolutions. When the indoor air conditioning is off, the indoor fan 8 is turned on. By doing in this way, the thermal radiation from the equipment cooling medium 41B to the vehicle interior is increased, and the heat removal from the motor is improved.
- step S613 since warm air flows through the vehicle interior by the control in step S613, the cooling effect is weakened when the vehicle interior is cooled, and conversely, the heating becomes stronger when the vehicle is heated. Further, even when the indoor air conditioning is off, the indoor fan 8 automatically starts to rotate, and warm air blows out into the passenger compartment, which may cause discomfort to the driver. In order to avoid such discomfort, an exhaust route that prevents air from flowing into the passenger compartment may be provided. The same applies to the case where the cooling or heating of the passenger compartment is increased, or the case where the equipment is warmed up.
- FIG. 14 shows control when the compressor 1, the circulation pump 5B, and the outdoor fan 3 can be variably controlled.
- the compressor 1, the circulation pump 5B, and the outdoor fan 3 are controlled to be turned on / off
- FIG. As in step S611 in FIG. 15, at least one of the compressor 1, the circulation pump 5B, and the outdoor fan 3 is turned on from off.
- step S6 of FIG. 11 control as shown in FIG. 16 is performed.
- 16A shows the case where the compressor 1, the circulation pump 5B and the outdoor fan 3 can be variably controlled
- FIG. 16B shows the case where the compressor 1, the circulation pump 5B and the outdoor fan 3 are on / off controlled.
- step S621 at least one of the rotation speed reduction of the compressor 1, the flow rate reduction of the circulation pump 5B, and the rotation speed reduction of the outdoor fan 3 is executed.
- step S621 at least one of the compressor 1, the circulation pump 5B, and the outdoor fan 3 is turned off from on.
- FIG. 17 it is set as the structure which changes the preset temperature of the temperature control object (a vehicle interior, each temperature control object apparatus).
- the vehicle state is based on detection signals from the accelerator sensor 66 and the vehicle speed sensor 67 as driving information and travel plan information from the navigation device 68.
- FIG. 17 during charging, before starting running, before starting, accelerating / decelerating and before traveling on mountain road, during traveling on general road, before traveling on highway and during traveling, before temporary stop (for example, waiting for signal, traffic jam, etc.) Although nine types of vehicle states before and during the stop are described, the vehicle state is not limited to these.
- the air-conditioning targets are vehicle interiors, motors, inverters, batteries, and gear boxes.
- the driver's intention can be determined from the driving information (vehicle speed, accelerator opening).
- the travel plan information is road information (congestion level, road gradient) and destination information to the destination by the navigation device 68.
- the heat generation amount of the temperature adjustment target device is predicted from the predicted motor output and indoor air conditioning output, and the set temperature in the passenger compartment and the set temperature of the temperature adjustment target device are changed.
- the intention of acceleration can be predicted from the operation information as shown in FIG. 13, and in this case, the set temperature of the motor and inverter is lowered in advance in order to cool the motor and inverter.
- the set temperatures of the motor and the inverter are lowered from the initial settings.
- the initial setting is, for example, a setting that assumes general traveling on a flat road.
- the set temperature of the battery is not changed, and the flow of the cooling medium 41B is controlled so as to be within a predetermined temperature range in which efficient charging / discharging can be performed (configuration in FIG. 10).
- the exhaust temperature is recovered without changing the set temperature of the gearbox.
- the set temperature is not changed, and the warm-up / cooling is controlled so that the battery temperature during charging is within a predetermined temperature range.
- the warm-up / cooling is controlled so that the battery temperature during charging is within a predetermined temperature range.
- the passenger compartment, motor, inverter, and gear box neither air conditioning nor cooling / warming is performed.
- FIG. 18 is a diagram for explaining this vehicle state.
- a commercial power source or an AC power source 81 of a charging stand is connected to a charger 82 mounted on the vehicle 80.
- Two DC lines 84 and 85 are output from the charger, the DC line 84 is connected to the battery 9 ⁇ / b> C, and the DC line 85 is connected to the cooling and heating system 60 via the switch 83.
- the cooling / heating system 60 can be driven by using the on-board battery 9C by switching the switch 83, or can be driven by using an external AC power source.
- the switch 83 is switched to connect the charger 82 and the cooling / heating system 60.
- the cooling / heating system 60 is driven using an external AC power supply 81 to perform air conditioning (cooling / heating) in the passenger compartment.
- the battery 9C is cooled and warmed up so that the temperature of the battery being charged is within a predetermined range.
- the gear box when the oil temperature is low, the gear box is warmed up to prepare for traveling. The set temperatures of the passenger compartment, battery, and gear box are not changed.
- the power of the battery is not used to drive the cooling / heating system 60, the charging of the battery is completed in a short time and the efficiency is high. Moreover, since the battery temperature is controlled within a predetermined range by the cooling and heating system 60, the charging efficiency is improved.
- the cooling / heating system 60 is set using the power of the external power source instead of the power of the battery. You may make it drive.
- the vehicle state described in the seventh column of FIG. 17 corresponds to a case where a temporary stop such as signal waiting or traffic jam is predicted from the travel plan information.
- a temporary stop such as signal waiting or traffic jam is predicted from the travel plan information.
- the motor and inverter When the vehicle is paused, the motor and inverter generate less heat than the running state, and the temperature does not rise even if the cooling power is smaller. Therefore, increase the set temperature of the motor and inverter to weaken the cooling power. . As a result, energy saving can be achieved.
- the set temperature of the battery the temperature range is widened.
- the vehicle state described in the eighth column in FIG. 17 corresponds to a state where the vehicle is predicted to stop from the travel plan information as when the destination arrived (before stopping).
- the set temperatures of the motor, inverter, and battery are set in the same manner as before the temporary stop.
- the vehicle interior / cooling and the gearbox cooling / warming are predicted to stop driving the vehicle, so they are stopped in advance to save energy.
- the cooling / warming-up of the air conditioning in the passenger compartment and all the temperature control target devices are stopped.
- each device is close to the upper limit when the vehicle interior air conditioning and the cooling and warming of each device are performed, the cooling and warming up of each device is performed rather than the vehicle interior air conditioning. Prioritize.
- the temperature change is predicted in step S3, and the set temperature (target temperature) of the cooling medium is changed based on the prediction result.
- the vehicle state shown in FIG. 17 may be predicted, and the change in the set temperature may be determined directly from the prediction result.
- the vehicle air conditioning system includes the compressor 1 that compresses the first refrigerant 40, the refrigeration cycle circuit 90 that includes the first heat exchanger 2 that performs heat exchange between the refrigerant 40 and the outside air, Circuits 91A and 91B for cooling and heating the temperature adjustment target by circulating the second refrigerant (cooling medium 41A and 41B) to the adjustment target (motor, inverter, battery, gear box, vehicle compartment), and the refrigerant 40 and cooling A cooling and heating system 60 provided with third heat exchangers 4A and 4B that exchange heat with the media 41A and 41B is provided.
- control device 61 predicts the future temperature of the temperature adjustment target based on at least one of the temperature detected by the temperature sensors 62 and 63 and the current running state, and based on the prediction result, the target of the temperature adjustment target
- the temperature or the target temperature of the cooling medium 41A, 41B is changed, and the refrigeration cycle circuit 90 and the circuits 91A, 91B are controlled based on the changed target temperature to control the cooling / heating of the temperature adjustment target.
- the target temperature (set temperature) for each temperature adjustment target may be changed in advance for the vehicle state predicted by the travel plan information of the navigation device 68 or the like.
- the future travel state is predicted based on the travel plan information input from the navigation device 68 provided in the vehicle, and the temperature is determined based on the prediction result.
- the target temperature to be adjusted or the target temperatures of the cooling media 41A and 41B may be changed.
- each temperature control target can be effectively held, and efficient air conditioning can be performed.
- a time delay in air conditioning can be prevented, and a sudden increase in the rotational speed of the compressor 1, the outdoor fan 3, the indoor fan 8, and the circulation pumps 5A and 5B can be avoided. Can be expected to reduce noise.
- the temperature can be made to respond appropriately and quickly according to the situation.
- cooling / warming of the passenger compartment and cooling / warming up of the electric travel device are performed based on the target temperature.
- the temperature of the electric travel device for example, the inverter, the motor, the battery, the gear box
- the cooling / warming of the electric travel device is prioritized over the control of the cooling / heating of the passenger compartment.
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Abstract
Description
本発明の第2の態様によると、第1の態様の車両用空調システムにおいて、第1の冷媒を圧縮する圧縮機、および第1の冷媒と外気との熱交換を行う第1の熱交換器を有する冷凍サイクル回路と、温調対象に第2の冷媒を循環させて該温調対象の冷却暖房を行う冷却回路と、第1の冷媒と第2の冷媒との間で熱交換する第2の熱交換器と、を備え、目標温度変更部は、予測部の予測結果に基づいて、温調対象の目標温度または前記第2の冷媒の目標温度を変更し、制御部は、温度検出部で検出された温度および目標温度変更部により変更された目標温度に基づいて冷凍サイクル回路および冷却回路を制御して、温調対象の冷却暖房を制御するのが好ましい。
本発明の第3の態様によると、第2の態様の車両用空調システムにおいて、車両走行状態は車両側より入力される車速およびアクセルペダル開度であって、予測部は、車速、アクセルペダル開度および温度検出部の検出温度に基づいて、温調対象の将来の温度を予測するものである。
本発明の第4の態様によると、第2の態様の車両用空調システムにおいて、予測部は、車両に設けられたナビゲーション装置から入力される走行計画情報も考慮して将来の温度を予測するのが好ましい。
本発明の第5の態様によると、車両用空調システムは、第1の冷媒を圧縮する圧縮機、および第1の冷媒と外気との熱交換を行う第1の熱交換器を有する冷凍サイクル回路と、温調対象に第2の冷媒を循環させて該温調対象の冷却暖房を行う冷却回路と、第1の冷媒と第2の冷媒との間で熱交換する第2の熱交換器と、温調対象の温度を検出する温度検出部と、温度検出部で検出された温度に基づき、冷凍サイクル回路および冷却回路を制御する制御部と、車両に設けられたナビゲーション装置から入力される走行計画情報に基づいて、将来の車両走行状態を予測する予測部と、予測部の予測結果に基づいて、温調対象の目標温度または第2の冷媒の目標温度を変更する目標温度変更部と、を備え、制御部は、目標温度変更部により変更された目標温度に基づいて冷凍サイクル回路および冷却回路を制御して、温調対象の冷却暖房を制御する。
本発明の第6の態様によると、第5の態様の車両用空調システムにおいて、温調対象には車室と電動走行用機器とが含まれ、制御部は、予測部により車両走行開始前が予測されると、目標温度に基づいて車室および電動走行用機器の冷却暖房を行うのが好ましい。
本発明の第7の態様によると、第5の態様の車両用空調システムにおいて、温調対象には車両走行用バッテリが含まれ、制御部は、予測部により車両走行用バッテリの充電が予測されると、充電中は、車両走行用バッテリの温度が最適充放電効率を与える所定温度範囲となるように、冷却回路による車両走行用バッテリの冷却暖房を制御するのが好ましい。
本発明の第8の態様によると、第7の態様の車両用空調システムにおいて、充電中には、冷凍サイクル回路および冷却回路は、車両走行用バッテリの充電に用いられる外部電源の電力により駆動されるのが好ましい。
本発明の第9の態様によると、第2または5の態様の車両用空調システムにおいて、温調対象には車室と電動走行用機器とが含まれ、制御部は、電動走行用機器の温度が目標温度近傍である場合には、車室の冷却暖房の制御に優先して、電動走行用機器の冷却暖房を制御するのが好ましい。
以下に説明する実施形態では、本発明を、電動機を車両の唯一の駆動源とする純粋な電気自動車の車両用空調システムに適用した場合を例に挙げて説明する。
パワーモジュール310は、三相分の直列回路が電気的に並列に接続(三相ブリッジ接続)されて電力変換回路を構成するように、六つのスイッチング半導体素子を基板上に実装し、アルミワイヤなどの接続導体によって電気的に接続したものである。
図1は本発明による車両用空調システムの概略構成を示す図である。図1に示す車両用空調システムは、車室や温調が必要な機器の冷却暖房を行うための冷却暖房システム60と、その冷却暖房システム60を制御する制御装置61を備えている。冷却暖房システム60に設けられた各種アクチュエータは、制御装置61からの制御信号により制御される。本実施の形態に関係するアクチュエータとしては、圧縮機1、膨張弁22A,22B,23、四方弁20,三方弁21、循環ポンプ5A,5B、室外ファン3および室内ファン8がある。
図2は冷却暖房システム60の概略構成を示す図である。冷却暖房システム60は、室内の空気状態を調整する空調システムとしての冷凍サイクル回路90および空調用回路91Aと、図19のバッテリ100、モータジェネレータ200及びインバータ装置300などの発熱体の温度を調整する温調システムとしての機器冷却回路91Bとを備えている。
冷房運転とは、室外熱交換器2を凝縮器、空調用熱交換器4Aと冷却用熱交換器4Bを蒸発器として用いて、空調用回路91Aと機器冷却回路91Bを共に冷却可能とした運転モードである。冷房運転の場合には、図2に示すように、冷凍サイクル回路90に設けられた四方弁20および三方弁21が実線で示すような切換状態とされる。すなわち、圧縮機1の吐出配管10は室外熱交換器2に接続され、圧縮機1の吸込配管11は空調用熱交換器4Aおよび冷却用熱交換器4Bに接続される。
冷房除湿運転では、図2の状態から二方弁26を開いて、温度の高い機器冷却媒体41Bを室内熱交換器7Bが設けられた主回路31へ流すようにする。このように、温度の高い機器冷却媒体41Bを室内熱交換器7Bに導入すると、室内熱交換器7Aで冷却・除湿された空気が、室内熱交換器7Bによって加熱されてから車室内へ吹き出される、いわゆる再熱除湿運転が可能となる。車室内へ供給される空気は相対湿度が低くなるため、室内空間の快適性を向上できる。
図3は、暖房除湿運転を説明する図である。上述した冷房除湿運転において再熱量が不足する場合には、図3に示すように三方弁21を切り換えて、暖房除湿運転とする。暖房除湿運転では、空調用熱交換器4Aを蒸発器としたまま、冷却用熱交換器4Bを用いて機器冷却媒体41Bの加熱を行う。この場合、圧縮機1で圧縮された冷媒は四方弁20と三方弁21とにより分岐され、室外熱交換器2と冷却用熱交換器4Bとに流れ込む。機器冷却媒体41Bは、それぞれ室外熱交換器2および冷却用熱交換器4Bで凝縮液化した後、レシーバ24内で合流する。その後、膨張弁22Aで減圧された冷媒は、空調用熱交換器4Aで蒸発・ガス化し、圧縮機1へと戻る。
図4は、暖房運転時を説明する図である。暖房運転時には、暖房負荷に応じた2つの運転モードがある。
図5は、暖房冷却運転を説明する図である。暖房負荷が大きな場合には、上述したように機器冷却媒体41Bの目標温度を高く設定すれば良いが、温調対象機器9の仕様等により温度を上げることが困難な場合には、暖房能力を増大させることができなくなる。このような場合には、以下に説明する暖房冷却運転を行い、機器冷却媒体41Bの冷却と空調用冷却媒体41Aの加熱を同時に実現する。
外気温度の低い冬季の始動時などでは、機器冷却媒体41Bの温度が低く運転開始直後は暖房に供することができず、温調対象機器9からの排熱による温度上昇を待つ必要がある。このような場合には、図5に示すサイクルにおいて膨張弁22Bを閉とし、室内熱交換器7Aによる暖房運転を行う。また、二方弁26を閉とするとともに二方弁25を開とし、室内熱交換器7Bにおいて温度の低い機器冷却媒体41Bと室内へ吹き出す風とが熱交換することのないようにサイクルを構成する。
ところで、機器冷却回路91Bに設けられた温調対象機器9は、車両に搭載された機器で車両運転時に温度を所定範囲に調整する必要のある機器である。温調対象機器9の具体例としては、走行駆動用のモータ、そのモータを駆動するためのインバータ、駆動用バッテリ、走行駆動系に設けられた減速機構(ギヤボックス)などがある。
車室内の空調に関しては、温度設定や外気温等に基づいて冷暖房および除湿が適宜行われる。ただし、後述するように、温調対象機器9の冷却のために冷房を停止したり弱めたりする場合がある。
モータやインバータの効率は、温度よって変化する。一般には、同じトルクと回転数であれば、温度が高くなるほど効率が低下することが知られている。そのため、冷却能力を変化させてモータやインバータの温度を変化させることにより、モータやインバータの効率を変化させることができ、温調においては冷却のみが行われる。モータおよびインバータに供給される機器冷却媒体41Bの温度は、例えば60℃以下となるように制御される。
バッテリは、その充放電能力を充分に発揮させるためには、すなわち充放電効率の向上を図るためにはバッテリ温度を所定の温度範囲に保つのが好ましい。そのため、電池温度が低い場合(例えば、外気温が低い場合における起動時)には暖機を必要とし、電池自体の発熱により電池温度が高くなりすぎる場合には冷却が必要となる。なお、バッテリが効率的に動作する温度範囲はバッテリの種類によってそれぞれ異なり、リチウムイオンバッテリの場合には、20℃~30℃の範囲で効率的に動作する。
図7に示すようなギヤボックスの場合、ケース内の潤滑油51の粘度が駆動時の損失に影響し、潤滑油51の温度が低い場合には(外気温が低い場合の始動時等)ギヤG1,G2の攪拌損失が増大する。逆に、潤滑油温度が高すぎる場合には、ギヤG1,G2の噛み合い面における油膜形成が充分に行われず、摩擦損失が増大する。そのため、冬季の始動時等においては暖機が必要となり、潤滑油温度が高い場合には、ギヤボックスからの放熱を促す必要がある。温度範囲としては、例えば、30℃~100℃に収まるように制御する。
図9,10は、温調対象機器9が複数の場合の配置を説明する図である。機器冷却回路91Bに複数の温調対象機器9A~9Dを設ける場合、図9に示すように直列配置する構成と、図10に示すように並列配置する構成とがある。
本発明においては、図1に示すように、制御装置61は、車両の運転情報(車速情報、アクセル開度情報など)および走行計画情報を取り込み、それらの情報と各温調対象の検出温度および冷却媒体の検出温度とに基づいて、冷却暖房システム60を制御する。例えば、各温調対象機器や冷却媒体の温度変化を予測し、その予測に基づいて予め冷却媒体41A,41Bの設定温度を変更することで各機器の冷却および暖機を効率良く行い、機器温度が最適となるように制御する。
図11は、制御装置61における制御処理プログラムを示すフローチャートである。制御装置61に設けられたマイクロコンピュータは、ソフトウェア処理により図11に示す処理を順に実行する。なお、マクロコンピュータは、車両のイグニッションキースイッチがオンされると、図11に示すプログラムの処理を開始する。
度(目標温度)であり、現在時(t2)まではこの設定温度T1で制御されている。すなわち、予測温度(実線)を算出する際にはこの設定温度T1が用いられている。予測温度(実線)は現在(t2)以後も上昇しており、所定時間Δtには設定温度T1を超えることが予測されている。
日本国特許出願2009年第272307号(2009年11月30日出願)
Claims (9)
- 温調対象の冷却暖房を行う車両用空調システムにおいて、
前記温調対象の温度を検出する温度検出部と、
前記温度検出部で検出された温度に基づき、前記車両用空調システムを制御する制御部と、
前記温度検出部の検出温度および現在の車両走行状態の少なくとも一方に基づいて、前記温調対象の将来の温度を予測する予測部と、
前記予測部の予測結果に基づいて、前記温調対象の目標温度または前記車両用空調システムの冷媒の目標温度を変更する目標温度変更部と、を備え、
前記制御部は、前記目標温度変更部により変更された目標温度に基づいて前記温調対象の冷却暖房を制御する、車両用空調システム。 - 請求項1に記載の車両用空調システムにおいて、
第1の冷媒を圧縮する圧縮機、および前記第1の冷媒と外気との熱交換を行う第1の熱交換器を有する冷凍サイクル回路と、
前記温調対象に第2の冷媒を循環させて該温調対象の冷却暖房を行う冷却回路と、
前記第1の冷媒と前記第2の冷媒との間で熱交換する第2の熱交換器と、を備え、
前記目標温度変更部は、前記予測部の予測結果に基づいて、前記温調対象の目標温度または前記第2の冷媒の目標温度を変更し、
前記制御部は、前記温度検出部で検出された温度および前記目標温度変更部により変更された目標温度に基づいて前記冷凍サイクル回路および前記冷却回路を制御して、前記温調対象の冷却暖房を制御する、車両用空調システム。 - 請求項2に記載の車両用空調システムにおいて、
前記車両走行状態は車両側より入力される車速およびアクセルペダル開度であって、
前記予測部は、前記車速、前記アクセルペダル開度および前記温度検出部の検出温度に基づいて、前記温調対象の将来の温度を予測する、車両用空調システム。 - 請求項2に記載の車両用空調システムにおいて、
前記予測部は、車両に設けられたナビゲーション装置から入力される走行計画情報も考慮して将来の温度を予測する、車両用空調システム。 - 第1の冷媒を圧縮する圧縮機、および前記第1の冷媒と外気との熱交換を行う第1の熱交換器を有する冷凍サイクル回路と、
温調対象に第2の冷媒を循環させて該温調対象の冷却暖房を行う冷却回路と、
前記第1の冷媒と前記第2の冷媒との間で熱交換する第2の熱交換器と、
前記温調対象の温度を検出する温度検出部と、
前記温度検出部で検出された温度に基づき、前記冷凍サイクル回路および前記冷却回路を制御する制御部と、
車両に設けられたナビゲーション装置から入力される走行計画情報に基づいて、将来の車両走行状態を予測する予測部と、
前記予測部の予測結果に基づいて、前記温調対象の目標温度または前記第2の冷媒の目標温度を変更する目標温度変更部と、を備え、
前記制御部は、前記目標温度変更部により変更された目標温度に基づいて前記冷凍サイクル回路および前記冷却回路を制御して、前記温調対象の冷却暖房を制御する、車両用空調システム。 - 請求項5に記載の車両用空調システムにおいて、
前記温調対象には車室と電動走行用機器とが含まれ、
前記制御部は、前記予測部により車両走行開始前が予測されると、前記目標温度に基づいて前記車室および電動走行用機器の冷却暖房を行う、車両用空調システム。 - 請求項5に記載の車両用空調システムにおいて、
前記温調対象には車両走行用バッテリが含まれ、
前記制御部は、前記予測部により前記車両走行用バッテリの充電が予測されると、充電中は、前記車両走行用バッテリの温度が最適充放電効率を与える所定温度範囲となるように、前記冷却回路による前記車両走行用バッテリの冷却暖房を制御する、車両用空調システム。 - 請求項7に記載の車両用空調システムにおいて、
前記充電中には、前記冷凍サイクル回路および前記冷却回路は、前記車両走行用バッテリの充電に用いられる外部電源の電力により駆動される、車両用空調システム。 - 請求項2または5に記載の車両用空調システムにおいて、
前記温調対象には車室と電動走行用機器とが含まれ、
前記制御部は、前記電動走行用機器の温度が前記目標温度近傍である場合には、前記車室の冷却暖房の制御に優先して、前記電動走行用機器の冷却暖房を制御する、車両用空調システム。
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-
2010
- 2010-08-25 CN CN201080034692.1A patent/CN102510813B/zh active Active
- 2010-08-25 EP EP10832924.4A patent/EP2508373B1/en active Active
- 2010-08-25 US US13/388,741 patent/US20120222438A1/en not_active Abandoned
- 2010-08-25 WO PCT/JP2010/064393 patent/WO2011065077A1/ja active Application Filing
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WO2013084472A1 (ja) * | 2011-12-08 | 2013-06-13 | 株式会社デンソー | 熱利用システム |
JP2013139997A (ja) * | 2011-12-08 | 2013-07-18 | Denso Corp | 熱利用システム |
US20150104682A1 (en) * | 2012-05-22 | 2015-04-16 | Byd Company Limited | Power system of electric vehicle, electric vehicle comprising the same and method for heating battery group of electric vehicle |
US10232733B2 (en) * | 2012-05-22 | 2019-03-19 | Byd Company Limited | Power system of electric vehicle, electric vehicle comprising the same and method for heating battery group of electric vehicle |
CN103471204A (zh) * | 2013-08-29 | 2013-12-25 | 惠州市华阳多媒体电子有限公司 | 舒适度可配置的汽车空调控制系统及控制方法 |
CN103471204B (zh) * | 2013-08-29 | 2016-04-06 | 惠州华阳通用电子有限公司 | 舒适度可配置的汽车空调控制系统及控制方法 |
Also Published As
Publication number | Publication date |
---|---|
JP2011111140A (ja) | 2011-06-09 |
EP2508373B1 (en) | 2016-08-17 |
JP5433387B2 (ja) | 2014-03-05 |
CN102510813B (zh) | 2014-06-11 |
EP2508373A1 (en) | 2012-10-10 |
US20120222438A1 (en) | 2012-09-06 |
CN102510813A (zh) | 2012-06-20 |
EP2508373A4 (en) | 2013-06-05 |
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