WO2014027504A1 - 電動車両用熱管理システム及びその制御方法 - Google Patents
電動車両用熱管理システム及びその制御方法 Download PDFInfo
- Publication number
- WO2014027504A1 WO2014027504A1 PCT/JP2013/066597 JP2013066597W WO2014027504A1 WO 2014027504 A1 WO2014027504 A1 WO 2014027504A1 JP 2013066597 W JP2013066597 W JP 2013066597W WO 2014027504 A1 WO2014027504 A1 WO 2014027504A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- refrigerant
- temperature
- battery
- air
- loop
- Prior art date
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
- F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
- F25B5/00—Compression machines, plants or systems, with several evaporator circuits, e.g. for varying refrigerating capacity
- F25B5/02—Compression machines, plants or systems, with several evaporator circuits, e.g. for varying refrigerating capacity arranged in parallel
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
- B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
-
- 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
- B60H1/00271—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
-
- 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
- B60H1/22—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/32—Cooling devices
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
- B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
- F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
- F25B29/00—Combined heating and refrigeration systems, e.g. operating alternately or simultaneously
- F25B29/003—Combined heating and refrigeration systems, e.g. operating alternately or simultaneously of the compression type system
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
- F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
- F25B49/00—Arrangement or mounting of control or safety devices
- F25B49/02—Arrangement or mounting of control or safety devices for compression type machines, plants or systems
- F25B49/022—Compressor control arrangements
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
- F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
- F25B6/00—Compression machines, plants or systems, with several condenser circuits
- F25B6/02—Compression machines, plants or systems, with several condenser circuits arranged in parallel
-
- 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
- B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
- B60H2001/00307—Component temperature regulation using a liquid flow
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
- F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
- F25B2339/00—Details of evaporators; Details of condensers
- F25B2339/04—Details of condensers
- F25B2339/047—Water-cooled condensers
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
- F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
- F25B2600/00—Control issues
- F25B2600/13—Pump speed control
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
- F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
- F25B27/00—Machines, plants or systems, using particular sources of energy
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
Definitions
- the present invention relates to a thermal management system for an electric vehicle mounted on an electric vehicle and a control method therefor.
- An electric vehicle that travels with the driving force of an electric motor is not equipped with an engine, and therefore cannot use the exhaust heat of the engine during heating. Further, even in an electric vehicle equipped with an engine such as a hybrid vehicle, the engine is not always operated, so that the amount of heat during heating is insufficient. Therefore, during heating, the passenger compartment temperature is raised by an air conditioner configured by a refrigerant cycle provided with an electric compressor.
- JP2011-68348A discloses an air conditioning system that includes a cooling water circuit that cools a battery separately from a refrigerant cycle that constitutes an air conditioner, and that can exchange heat between the refrigerant and the cooling water. This air conditioning system heats the battery during charging, and uses the heat stored in the battery when the vehicle is operating and heating is used.
- the air conditioning system of the above-mentioned Patent Document 1 causes the refrigerant cycle to function as a heat pump cycle when heating is used, and transfers heat from the cooling water to the refrigerant via the heat exchanger.
- the battery temperature becomes lower than the desired temperature range.
- the battery temperature becomes higher than a desired temperature range when the cooling water is overheated. Therefore, it becomes difficult to control the battery within a desired temperature range.
- An object of the present invention is to provide a thermal management system for an electric vehicle that can more efficiently use the heat stored during charging and the exhaust heat of the battery while maintaining the battery within a desired temperature range during operation of the vehicle. It is to be.
- a thermal management system for a vehicle used in an electric vehicle driven by an electric motor the compressor for compressing a refrigerant for an air conditioner, and heat for the air conditioner by radiating heat of the refrigerant for the air conditioner.
- An air conditioner having a condensing unit for condensing the refrigerant, a decompression unit for expanding and depressurizing the air conditioner refrigerant, and an evaporating unit for absorbing heat from the air conditioner refrigerant to evaporate the air conditioner refrigerant, and circulating the air conditioner refrigerant
- the heater Thermal management control that heats the tellurium refrigerant and increases the output of the compression unit to lower the temperature of the battery refrigerant until it falls below the allowable upper limit temperature of the battery when the temperature of the battery refrigerant is higher than the allowable upper limit temperature
- a control method for a vehicle thermal management system used in an electric vehicle driven by an electric motor including a compression unit that compresses a refrigerant for an air conditioner. And a condensing unit that dissipates heat from the air conditioner refrigerant to condense the air conditioner refrigerant, a decompression unit that expands and depressurizes the air conditioner refrigerant, and an evaporation that absorbs heat and evaporates the air conditioner refrigerant.
- An air conditioner refrigerant loop that circulates the air conditioner refrigerant, a battery refrigerant, a battery that stores electric power supplied to the electric motor, an evaporator common to the air conditioner refrigerant loop, and a battery refrigerant.
- a battery refrigerant loop that circulates between the heater and the control method, wherein the air conditioning unit that adjusts the air temperature in the passenger compartment is in operation, and the battery refrigerant When the temperature is lower than the allowable lower limit temperature of the battery, the battery refrigerant is heated by the heater, and when the temperature of the battery refrigerant is higher than the allowable upper limit temperature of the battery, the output of the compression unit is increased to increase the temperature of the battery refrigerant.
- a control method for a thermal management system for an electric vehicle which is lowered until the temperature becomes lower than an allowable upper limit temperature of the battery.
- the heat of the battery refrigerant loop is controlled while the battery temperature is controlled within a desired temperature range using the heat stored in the battery refrigerant loop during charging and the exhaust heat of the battery. It can be used for indoor air conditioning. Therefore, it is possible to suppress power consumption due to the operation of the air conditioning and suppress a decrease in the cruising range of the vehicle.
- FIG. 1 shows the overall configuration of an electric vehicle thermal management system according to an embodiment of the present invention.
- FIG. 2 is a control system diagram of the thermal management system for an electric vehicle.
- FIG. 3 shows the operating state of the electric vehicle thermal management system during charging.
- FIG. 4 shows the operating state of the thermal management system for an electric vehicle when the battery is warmed up.
- FIG. 5 shows the operating state of the electric vehicle thermal management system during heating.
- FIG. 6 shows the operating state of the thermal management system for an electric vehicle during cooling.
- FIG. 7 is a flowchart showing the processing contents of the electric vehicle thermal management system.
- FIG. 8 is a flowchart showing the processing contents of the electric vehicle thermal management system.
- FIG. 9 is a time chart showing changes in charge amount and water temperature.
- FIG. 10 is a time chart showing changes in charge amount and water temperature.
- FIG. 11 is a time chart showing changes in charge amount and water temperature.
- FIG. 12 shows the overall configuration of an electric vehicle thermal management system according to another embodiment.
- FIG. 13 shows the overall configuration of an electric vehicle thermal management system according to another embodiment.
- FIG. 14 shows the overall configuration of an electric vehicle thermal management system according to another embodiment.
- FIG. 15 shows the overall configuration of an electric vehicle thermal management system according to another embodiment.
- FIG. 16 shows the overall configuration of an electric vehicle thermal management system according to another embodiment.
- FIG. 17 shows the overall configuration of an electric vehicle thermal management system according to another embodiment.
- FIG. 1 shows the overall configuration of an electric vehicle thermal management system 100 according to the present invention.
- the electric vehicle thermal management system 100 includes an air conditioner loop 10, a high water temperature loop 30, and a low water temperature loop 50.
- the air conditioner loop 10 will be described.
- the air conditioner loop 10 is a refrigerant circuit constituting a refrigeration cycle in which a refrigerant (for example, HFC134a) is circulated in the order of the compressor 11, the condenser 12, the expansion valve 13, and the evaporator 14.
- a refrigerant for example, HFC134a
- the compressor 11 is driven by an electric motor, compresses refrigerant gas, and discharges high-temperature and high-pressure compressed refrigerant gas.
- the condenser 12 exchanges heat between the compressed refrigerant gas and the outside air, and dissipates the heat of the compressed refrigerant gas to the outside air, thereby cooling the condensed refrigerant gas and condensing it into a liquid refrigerant.
- the expansion valve 13 expands the high-pressure liquid refrigerant into a low-pressure liquid refrigerant.
- the expansion valve 13 is a temperature-sensitive expansion valve (TXV), and controls the amount of refrigerant flowing into the evaporator 14 so that the degree of superheat at the outlet of the evaporator 14 becomes a predetermined state set in advance.
- TXV temperature-sensitive expansion valve
- the evaporator 14 performs heat exchange between the liquid refrigerant and the vehicle interior air, absorbs the heat of the vehicle interior air, cools the vehicle interior air, and evaporates the liquid refrigerant to produce a refrigerant gas.
- the air conditioner loop 10 further includes a bypass flow path 15 that bypasses the downstream side of the compressor 11 and the downstream side of the condenser 12, a water condenser 16 provided in the middle of the bypass flow path 15, and a chiller 17 provided in parallel with the evaporator 14. And a flow path 19 through which the refrigerant flows through the expansion valve 18.
- the water condenser 16 is a heat exchanger that is provided in the high water temperature loop 30 and performs heat exchange between the refrigerant flowing through the bypass flow path 15 and the refrigerant flowing through the high water temperature loop 30.
- the chiller 17 is a heat exchanger that is provided in the low water temperature loop 50 and performs heat exchange between the refrigerant of the air conditioner loop 10 and the low water temperature loop 50. Similarly to the evaporator 14, the refrigerant flows into and out of the chiller 17 through a temperature-sensitive expansion valve (TXV).
- TXV temperature-sensitive expansion valve
- the air conditioner loop 10 further includes a three-way valve 20 that can switch the flow path so that the refrigerant discharged from the compressor 11 flows to at least one of the condenser 12 side and the bypass flow path 15 side, and the refrigerant flowing through the bypass flow path 15 is on the condenser 12 side.
- the high water temperature loop 30 circulates cooling water (for example, antifreeze liquid) in the order of the radiator pump 31, the radiator 32, and the motor 33, and in the order of the H / C pump 34, the heater core 35, and the water condenser 16. That is, the high water temperature loop 30 is a cooling water circuit that dissipates heat absorbed by at least one of the motor 33 and the water condenser at least one of the radiator 32 and the heater core 35.
- cooling water for example, antifreeze liquid
- the radiator pump 31 sends cooling water to the radiator 32.
- the radiator 32 performs heat exchange between the cooling water and the air outside the passenger compartment, and cools the cooling water by releasing the heat of the cooling water to the outside of the passenger compartment.
- the motor 33 is an electric motor for driving the vehicle, and receives power supplied from the battery 1 to drive the vehicle.
- the H / C pump 34 sends cooling water to the heater core 35.
- the heater core 35 exchanges heat between the cooling water and the vehicle interior air, and releases the heat of the cooling water into the vehicle interior to heat the vehicle interior air and cool the cooling water.
- the water condenser 16 is a heat exchanger that exchanges heat between the refrigerant of the air conditioner loop 10 and the cooling water of the high water temperature loop 30, and heat is transferred from the refrigerant to the cooling water.
- the high water temperature loop 30 is further connected to the downstream side of the water condenser 16 and the upstream side of the radiator pump to bypass the motor 33, and the cooling water downstream of the water condenser 16 is bypassed to the motor 33 side.
- a water switching valve 37 capable of switching the flow path so as to flow to at least one of the flow paths 36 side.
- the low water temperature loop 50 circulates cooling water (for example, antifreeze liquid) in the order of the battery pump 51, the DC / DC converter 52, the inverter 53, the hot water heater 54, the water jacket 55, and the chiller 17.
- cooling water for example, antifreeze liquid
- the battery pump 51 sends cooling water to the DC / DC converter 52.
- the DC / DC converter 52 steps down the power supplied from the battery 1 to 12 V, for example, and outputs it to a power supply system (such as a sub-battery) different from the drive system (such as the motor 33 and the inverter 53).
- the inverter 53 converts the DC power of the battery 1 into AC power according to the required driving force of the vehicle and supplies it to the motor 33.
- the battery 1 has a heat insulating structure that can store electric power supplied to the motor 33 for driving the vehicle and ensure heat insulating properties between the battery 1 and the outside air.
- the hot water heater 54 is, for example, a PTC heater or the like, and generates heat by the electric power supplied from the battery 1 to heat the cooling water.
- the water jacket 55 is a heat exchanger that performs heat exchange between the cooling water and the battery 1, and is provided adjacent to the battery 1 so that a contact area with the battery module is increased.
- the chiller 17 is a heat exchanger that exchanges heat between the cooling water in the low water temperature loop 50 and the refrigerant in the air conditioner loop 10, and heat is transferred from the refrigerant to the cooling water.
- the electric vehicle thermal management system 100 includes the above three loops, and heat is transferred between the loops.
- the radiator 32 of the high water temperature loop 30 and the condenser 12 of the air conditioner loop 10 are disposed at a position for receiving the traveling wind during vehicle traveling. Thus, it is possible to dissipate heat from the radiator 32 and the condenser 12 by the traveling wind during traveling. Furthermore, the electric condenser fan 2 is provided adjacent to the radiator 32 and the condenser 12, and the heat radiation from the radiator 32 and the condenser 12 can be forcibly performed by operating the condenser fan 2.
- the air conditioning unit that adjusts the temperature in the passenger compartment includes a blower fan 3, an evaporator 14, a mix door 4, and a heater core 35.
- the air selectively taken from the air in the vehicle interior or the outside air by the blower fan 3 is cooled by the evaporator 14, reheated according to the opening degree of the mix door 4, and then from the outlet to the vehicle interior. It is blown out into the room.
- the opening degree of the mix door 4 is set according to a target blowing temperature set based on a set temperature, a detection value of a solar radiation amount sensor, or the like.
- the blowout ratios of the differential blowout port, vent blowout port, and foot blowout port that are blowout ports into the vehicle interior are adjusted by the opening degree of the differential door, the vent door, and the foot door that adjust the opening degree of each blowout port.
- controller 70 that controls the operation of the electric vehicle thermal management system 100 will be described with reference to FIG.
- the controller 70 is a detection signal of a charge state sensor 71 that detects that the vehicle is in a charged state, a detection signal of an inside air temperature sensor 72 that detects the temperature of the vehicle interior air, and an outside air temperature sensor 73 that detects the temperature of the vehicle exterior air.
- Detection signal a detection signal from a solar radiation sensor 74 for detecting the amount of solar radiation received by the vehicle, a set temperature and an air flow set by the driver operating the A / C controller 75 installed in the instrument panel
- a detection signal is received.
- the controller 70 processes various received signals, and the air volume of the blower fan 3, the opening degree of each door, the rotational speed of the compressor 11, the operation of the condenser fan 2, the operation of the hot water heater 54, the operation of the radiator pump 31, It controls the operation of the H / C pump 34, the operation of the battery pump 51, the switching of the three-way valve 20, the switching of the water switching valve 37, the opening and closing of the EVA solenoid valve 22, and the opening and closing of the chiller solenoid valve 23.
- a portion indicated by a thick line indicates a portion through which refrigerant or cooling water flows.
- FIG. 3 is a circuit diagram showing the operation of the thermal management system 100 for an electric vehicle during battery charging.
- the compressor 11 operates to circulate the refrigerant in the order of the three-way valve 20, the water condenser 16, the chiller electromagnetic valve 23, the expansion valve 18, and the chiller 17. Since the refrigerant circulation path is regulated by the three-way valve 20 and the check valve 21, the refrigerant does not flow to the condenser 12 side. Since the circulation path of the refrigerant is also regulated by closing the evaporator electromagnetic valve 22, the refrigerant does not flow to the evaporator 14.
- the battery pump 51 operates to circulate cooling water in the order of the DC / DC converter 52, the inverter 53, the hot water heater 54, the water jacket 55, and the chiller 17.
- the H / C pump 34 operates to circulate the cooling water in the order of the heater core 35, the water condenser 16, and the water switching valve 37.
- the circulation path of the cooling water is regulated by the water switching valve 37 and the radiator pump 31 is not operated, so that the cooling water does not flow to the motor 33 and the radiator 32.
- the air conditioner loop 10 heat is transferred from the high-temperature refrigerant on the discharge side of the compressor 11 to the cooling water of the high water temperature loop 30 by the water condenser 16, and the excess heat of the low water temperature loop 50 is absorbed in the chiller 17.
- the cooling water heated by the water condenser 16 is circulated to the heater core 35.
- FIG. 4 is a circuit diagram showing the operation of the thermal management system 100 for an electric vehicle when the battery is warmed up.
- the battery pump 51 operates to circulate cooling water in the order of the DC / DC converter 52, the inverter 53, the hot water heater 54, the water jacket 55, and the chiller 17. Furthermore, the hot water heater 54 is operated to heat the cooling water. Since no refrigerant flows through the air conditioner loop 10, heat exchange is not performed in the chiller 17.
- the battery 1 when the battery is warmed up, the charging heat of the battery 1 and the heat loss in the inverter 53 and the DC / DC converter 52 are absorbed by the cooling water of the low water temperature loop 50, and further, the cooling water is heated and cooled by the hot water heater 54.
- the battery 1 can be warmed up by circulating water at an appropriate temperature.
- FIG. 5 is a circuit diagram showing the operation of the thermal management system 100 for an electric vehicle during heating.
- the compressor 11 is operated to circulate refrigerant in the order of the three-way valve 20, the water condenser 16, the evaporator electromagnetic valve 22, the expansion valve 13, and the evaporator 14, and in parallel with this, the three-way valve 20, water condenser 16, chiller solenoid valve 23, expansion valve 18, and chiller 17 are circulated in this order. Since the refrigerant circulation path is regulated by the three-way valve 20 and the check valve 21, the refrigerant does not flow to the condenser 12 side.
- the battery pump 51 operates to circulate cooling water in the order of the DC / DC converter 52, the inverter 53, the hot water heater 54, the water jacket 55, and the chiller 17.
- the H / C pump 34 operates to circulate cooling water in the order of the heater core 35, the water condenser 16, the water switching valve 37, and the motor 33.
- the cooling water circulation path is regulated by the water switching valve 37 and does not flow between the water switching valve 37 and the H / C pump 34 in the bypass flow path 36. Further, since the radiator pump 31 is not operated, the cooling water does not flow to the radiator 32.
- the charging heat of the battery 1 and the heat loss in the inverter 53 and the DC / DC converter 52 are absorbed by the cooling water of the low water temperature loop 50, and the cooling water is heated by the hot water heater 54 as necessary.
- the excess heat from the cooling water is transmitted to the refrigerant in the air conditioner loop 10 in the chiller 17.
- the air conditioner loop 10 heat is transferred from the high-temperature refrigerant on the discharge side of the compressor 11 to the cooling water of the high water temperature loop 30 by the water condenser 16, and the excess heat of the low water temperature loop 50 is absorbed in the chiller 17.
- the cooling water heated by the exhaust heat of the water condenser 16 and the motor 33 is circulated to the heater core 35.
- FIG. 6 is a circuit diagram showing the operation of the thermal management system 100 for an electric vehicle during cooling.
- the compressor 11 is operated to circulate refrigerant in the order of the three-way valve 20, the condenser 12, the check valve 21, the evaporator electromagnetic valve 22, the expansion valve 13, and the evaporator 14, and in parallel with this check valve.
- the chiller solenoid valve 23, the expansion valve 18, and the chiller 17 are circulated in this order. Since the refrigerant circulation path is regulated by the three-way valve 20, the refrigerant does not flow to the water condenser 16 side.
- the battery pump 51 operates to circulate cooling water in the order of the DC / DC converter 52, the inverter 53, the hot water heater 54, the water jacket 55, and the chiller 17.
- the radiator pump 31 operates to circulate cooling water in the order of the radiator 32 and the motor 33. Since the H / C pump 34 is not operating, the cooling water does not flow through the heater core 35 but circulates between the motor 33 and the radiator 32.
- the evaporator 14 absorbs heat from the air supplied into the vehicle interior
- the chiller 17 absorbs excess heat of the low water temperature loop 50
- the condenser 12 radiates heat from the refrigerant to the outside air.
- the exhaust heat of the motor 33 is released by the radiator 32.
- FIGS. 7 and 8 are flowcharts showing processing performed by the controller 70 when the vehicle is in a driving state (a state where the driver is on the vehicle).
- the control processing shown in FIGS. 7 and 8 is repeatedly performed every minute time.
- step S1 the controller 70 determines whether or not the blower fan 3 is operating. If it is determined that the blower fan 3 is operating, the process proceeds to step S2. If it is determined that the blower fan 3 is not operating, the process proceeds to step S18 in FIG.
- the blower fan 3 is determined to be operating when the air conditioning unit of the vehicle is operating, for example, when the driver operates the A / C controller 75 to operate the air conditioning.
- step S2 the controller 70 calculates a target blowing temperature.
- the target blowing temperature is calculated based on the set temperature of the air conditioning unit, the air temperature in the vehicle interior, the outside air temperature, the amount of solar radiation received by the vehicle, and the like. For example, when the driver presses the AUTO switch in the A / C controller 75 to set the auto mode, the target blowing temperature is automatically calculated so that the air temperature in the passenger compartment becomes the set temperature.
- step S3 the controller 70 determines whether or not there is a heating request. If it is determined that there is a heating request, the process proceeds to step S4. If it is determined that there is no heating request, the process proceeds to step S14.
- the presence / absence of the heating request is based on the target blowout temperature and the vehicle interior air temperature.For example, when the target blowout temperature is higher than the vehicle interior air temperature, there is a heating request, and when the target blowout temperature is lower than the vehicle interior air temperature. Is judged to have a cooling request.
- step S4 the controller 70 sets the air conditioning cycle of the air conditioning unit to the heating mode, opens the EVA solenoid valve 22, and sets the air conditioning unit (HVAC) to the auto mode.
- HVAC air conditioning unit
- step S5 the controller 70 determines whether or not the cooling water temperature of the low water temperature loop 50 is 15 ° C. or less. If it is determined that the cooling water temperature is 15 ° C. or lower, the process proceeds to step S6. If it is determined that the cooling water temperature is higher than 15 ° C., the process proceeds to step S7.
- the threshold value for determination in this step, 15 ° C. is appropriately set to the lower limit value of the temperature preferable for operation based on the specifications of the battery 1.
- step S6 the controller 70 operates the hot water heater 54.
- step S7 the controller 70 stops the hot water heater 54.
- step S8 the controller 70 determines whether or not the cooling water temperature of the low water temperature loop 50 is 35 ° C. or higher. If it is determined that the cooling water temperature is 35 ° C. or higher, the process proceeds to step S10, and if it is determined that the cooling water temperature is lower than 35 ° C., the process proceeds to step S9. 35 ° C., which is the threshold value for the determination in this step, is appropriately set to an upper limit value of temperature preferable for operation based on the specifications of the battery 1.
- step S9 the controller 70 sets the compressor 11 to the blowout temperature tracking control.
- the blowout temperature tracking control is control for adjusting the rotation speed of the compressor 11 so that the target blowout temperature becomes a desired temperature in the auto mode of the air conditioning unit set in step S4.
- step S10 the controller 70 controls the rotation speed of the compressor 11 so that the cooling water temperature of the low water temperature loop 50 becomes 35 ° C.
- steps S8 to S10 if the cooling water temperature of the low water temperature loop 50 is 35 ° C. or higher, the controller 70 determines that the heating capacity is surplus and keeps the cooling water temperature at 35 ° C.
- the compressor 11 is controlled.
- step S11 the controller 70 determines whether or not the cooling water temperature of the high water temperature loop 30 is equal to or higher than the water temperature Xm. If it is determined that the cooling water temperature is equal to or higher than the water temperature Xm, the process proceeds to step S12. If it is determined that the cooling water temperature is lower than the water temperature Xm, the process proceeds to step S13.
- the water temperature Xm is the target blowing temperature calculated in step S2.
- the controller 70 operates the condenser fan 2 by using the high water temperature loop 30 as a radiator circuit.
- the radiator circuit is a circuit in which the cooling water is circulated to the radiator 32 by driving the radiator pump 31 in addition to the heater core circuit in which the cooling water in the high water temperature loop 30 circulates through the heater core 35 as shown in FIG. .
- the radiator circuit in addition to the heat absorbed by the water condenser 16 being exhausted into the passenger compartment by the heater core 35, the cooling water is exhausted outside the passenger compartment by the radiator 32. That is, when the cooling water temperature of the high water temperature loop 30 becomes equal to or higher than the water temperature Xm, the cooling water of the high water temperature loop 30 is forcibly cooled by radiator radiation.
- step S13 the controller 70 uses the high water temperature loop 30 as the heater core circuit and stops the condenser fan 2.
- the heater core circuit is a circuit in which the cooling water of the high water temperature loop 30 circulates through the heater core 35 and the water condenser 16. In this case, the cooling water of the high water temperature loop 30 is not radiated from the radiator.
- step S14 the controller 70 sets the air conditioning cycle of the air conditioning unit to the cooling mode, opens the EVA electromagnetic valve 22, and opens the air conditioning unit ( HVAC) is set to auto mode.
- the air volume of the blower fan 3 and the door position of each door are automatically controlled so that the vehicle interior temperature becomes the set temperature.
- the condenser fan 2 and the radiator pump 31 are operated.
- step S15 the controller 70 determines whether or not the cooling water temperature of the low water temperature loop 50 is 35 ° C. or less. If it is determined that the cooling water temperature is 35 ° C. or lower, the process proceeds to step S16. If it is determined that the cooling water temperature is higher than 35 ° C., the process proceeds to step S17.
- 35 ° C. which is the threshold value for the determination in this step, is appropriately set to an upper limit value of temperature preferable for operation based on the specifications of the battery 1.
- step S16 the controller 70 closes the chiller solenoid valve 23 and controls the compressor 11 so that the air temperature immediately after the evaporator 14 in the air conditioning unit becomes 3 ° C. (evaporation direct 3 ° C. control).
- step S17 the controller 70 opens the chiller solenoid valve 23 and controls the compressor so that the air temperature immediately after the evaporator 14 in the air conditioning unit becomes 3 ° C.
- the compressor 11 in the cooling mode, the compressor 11 is controlled so that the air temperature immediately after the evaporator 14 becomes 3 ° C. regardless of the battery temperature, and when the cooling water temperature of the low water temperature loop 50 is 35 ° C. or more, the chiller 17 Absorbs heat.
- step S1 determines whether the blower fan 3 is stopped. If it is determined in step S1 that the blower fan 3 is stopped, the process proceeds to step S18 in FIG. 8, and the controller 70 sets the air conditioning cycle of the air conditioning unit to the cooling mode, and sets the EVA electromagnetic valve 22 to the cooling mode. Closed. Along with this, the condenser fan 2 and the radiator pump 31 are operated.
- step S19 the controller 70 determines whether or not the cooling water temperature of the low water temperature loop 50 is 35 ° C. or higher. If it is determined that the cooling water temperature is 35 ° C. or higher, the process proceeds to step S20. If it is determined that the cooling water temperature is lower than 35 ° C., the process proceeds to step S21.
- step S20 the controller 70 opens the chiller solenoid valve 23 and operates the compressor 11. Thereby, the refrigerant of the air conditioner loop 10 flows to the chiller 17 and absorbs heat from the cooling water of the low water temperature loop 50.
- step S21 the controller 70 closes the chiller solenoid valve 23 and stops the compressor 11. Thereby, the refrigerant
- FIG. 9 shows a case where a large amount of heating heat is required, such as in winter when the outside air temperature is low.
- the air-conditioner cycle is set to the heating mode
- the compressor 11 is set to follow-up temperature tracking control
- warm air is sent into the vehicle interior by the operation of the blower fan 3.
- the amount of charge of the battery 1 gradually decreases as the vehicle travels.
- the heat generated as the battery 1 is discharged is absorbed by the cooling water in the low water temperature loop 50 through the water jacket 55.
- the cooling water of the low water temperature loop 50 is preheated during heat charging to store heat. Since the cooling water is circulated by the battery pump 51, the heat of the cooling water in the low water temperature loop 50 is absorbed by the refrigerant in the air conditioner loop 10 through the chiller 17. Thereby, the cooling water temperature of the low water temperature loop 50 gradually decreases.
- the hot water heater 54 is operated.
- the hot water heater 54 is ON / OFF controlled or continuously operated so that the cooling water temperature of the low water temperature loop 50 does not fall below 15 ° C.
- the cooling water temperature of the low water temperature loop 50 rises due to the exhaust heat of the battery 1, the inverter 53, and the DC / DC converter 52.
- FIG. 10 shows a case where heating heat is not so much required in the winter, spring, or autumn when the outside air temperature is relatively low.
- the air conditioner cycle is set to the heating mode, and the compressor 11 is switched between the blowout temperature tracking control and the low water temperature loop 35 ° C. control according to the cooling water temperature of the low water temperature loop 50, and the blower fan 3 is operated. Hot air is sent into the passenger compartment.
- the amount of charge of the battery 1 gradually decreases as the vehicle travels.
- the heat generated as the battery 1 is discharged is absorbed by the cooling water in the low water temperature loop 50 through the water jacket 55.
- the cooling water of the low water temperature loop 50 is preheated during heat charging and stored. Since the cooling water is circulated by the battery pump 51, the heat of the cooling water in the low water temperature loop 50 is absorbed by the refrigerant in the air conditioner loop 10 through the chiller 17. Thereby, the cooling water temperature of the low water temperature loop 50 gradually decreases.
- the outside air temperature is not so low and the target blowing temperature is lower than that in the situation of FIG. 9, so that the rotation speed of the compressor 11 also decreases earlier than in the situation of FIG.
- the amount of heat absorbed in the chiller 17 decreases.
- the coolant temperature in the low water temperature loop 50 increases.
- the compressor 11 is switched to the low water temperature loop 35 ° C. control. In this case, since the heating capacity is excessive, the compressor 11 is controlled so that the cooling water temperature of the low water temperature loop 50 does not exceed 35 ° C. regardless of the target blowing temperature.
- the rotation speed of the compressor 11 does not follow the target blowing temperature, and the cooling water temperature of the high water temperature loop 30 exceeds the target blowing temperature, so the high water temperature loop 30 is set as a radiator circuit and the condenser fan 2 operates. .
- the cooling water temperature of the high water temperature loop 30 is made to follow the target blowing temperature by radiator radiation.
- FIG. 11 shows a case where the battery 1 needs to be cooled in the summer when the outside air temperature is high.
- the air-conditioner cycle is set to the cooling mode, the compressor 11 is controlled directly at the evaporative temperature of 3 ° C., and the blower fan 3 is operated to send cool air into the vehicle interior. Furthermore, the condenser fan 2 and the radiator pump 31 are operating.
- the amount of charge of the battery 1 gradually decreases as the vehicle travels.
- the heat generated as the battery 1 is discharged is absorbed by the cooling water in the low water temperature loop 50 through the water jacket 55. Since the cooling water temperature in the low water temperature loop is 35 ° C. or lower, the chiller solenoid valve 23 is closed and the refrigerant does not flow through the chiller 17. That is, since the cooling of the introduced air in the evaporator 14 is prioritized, the heat absorption from the low water temperature loop 50 is not performed. Therefore, the temperature of the cooling water in the low water temperature loop 50 gradually increases due to the exhaust heat of the battery 1, the inverter 53, and the DC / DC converter 52.
- the cooling water temperature does not necessarily match the target blowing temperature.
- the chiller solenoid valve 23 is opened. As a result, the refrigerant in the air conditioner loop 10 flows into the chiller 17 and absorbs heat from the cooling water in the low water temperature loop 50 in the chiller 17.
- the chiller solenoid valve 23 is opened and closed so that the cooling water temperature of the low water temperature loop 50 is maintained at approximately 35 ° C.
- the wind speed of the condenser fan 2 is adjusted so that the coolant temperature in the high water temperature loop becomes the target blowout temperature at time t2.
- the condenser fan 2 may be ON / OFF controlled or continuously operated at a low rotational speed.
- the cooling water temperature of the low water temperature loop 50 when the cooling water temperature of the low water temperature loop 50 is lower than 15 ° C., it is heated by the hot water heater 54, and when it is higher than 35 ° C., it absorbs heat by the chiller 17. Can be kept within the desired temperature range. Further, since the heat stored in the low water temperature loop 50 during charging and the exhaust heat of the battery 1 are absorbed by the refrigerant of the air conditioner loop 10 through the chiller 17, the heat stored during charging is used for air conditioning in the passenger compartment. It can be used effectively, and the power consumption due to the operation of the air conditioning can be suppressed to suppress the decrease in the cruising range of the vehicle.
- the compressor 11 is controlled to follow the blowing temperature, so that the heat of the low water temperature loop 50 can be absorbed by the chiller 17 by a necessary amount and can be transmitted to the high water temperature loop 30 via the water condenser 16. . Therefore, the heat stored in the low water temperature loop 50 during charging can be efficiently used as heating heat.
- the compressor 11 is controlled at the low water temperature loop 35 ° C., so even if the heating heat is excessive, the temperature is low.
- the cooling water temperature (battery temperature) of the water temperature loop 50 can be suppressed to 35 ° C. or lower. Further, surplus heat can be sent to the high water temperature loop 30 via the water condenser 16 and can be radiated from the radiator 32 to the outside air. Therefore, the temperature of the battery 1 can be more reliably maintained within a desired temperature range.
- the electric hot water heater 54 that is operated by the electric power supplied from the battery 1 is used. It can be used exclusively for heat transfer from water to the refrigerant side, and a decrease in follow-up performance of the air conditioner loop 10 due to up and down fluctuations in battery temperature can be avoided.
- the compressor 11 when there is a cooling request, the compressor 11 is controlled at 3 ° C. directly in the evaporator, and when the cooling water temperature in the low water temperature loop 50 is 35 ° C. or less, the evaporator electromagnetic valve 22 is closed and all the refrigerant flows to the evaporator 14. Therefore, it is possible to cool the passenger compartment air temperature more quickly, giving priority to the cooling capacity. Further, when the cooling water temperature of the low water temperature loop 50 becomes higher than 35 ° C., the refrigerant 1 flows into the chiller 17 to absorb the heat generated by the battery 1, so that the temperature of the battery 1 can be maintained even during the cooling operation. Can be kept within the desired temperature range.
- FIG. 12 shows a first modification of the thermal management system 100 for an electric vehicle.
- the first modification differs from the above embodiment in the position where the water condenser 16 is provided.
- the water condenser 16 is disposed at the same position, but on the air conditioner loop 10, it is provided between the compressor 11 and the three-way valve 20. That is, in the said embodiment, although the water capacitor
- the cooling water of the high water temperature loop 30 always absorbs heat from the refrigerant regardless of the switching position of the three-way valve 20, the heat dissipation of the air conditioner loop 10 can be improved.
- FIG. 13 shows a second modification of the thermal management system 100 for an electric vehicle.
- the second modification differs from the above embodiment in the configuration of the high water temperature loop 30 and the air conditioner loop 10.
- the water condenser 16 In the high water temperature loop 30, the water condenser 16, the water switching valve 37, the H / C pump 34, and the heater core 35 are removed from the high water temperature loop 30 of the above embodiment, and the cooling water sent from the radiator pump 31 is supplied to the radiator 32 and A circuit for circulating the motor 33 was used.
- the air conditioner loop 10 is provided with an inner condenser 24 in a bypass passage 15 that connects the downstream side of the compressor 11 and the downstream side of the condenser 12.
- the inner capacitor 24 is provided in the air conditioning unit in the same manner as the heater core 35 of the above embodiment.
- FIG. 14 shows a third modification of the thermal management system 100 for an electric vehicle.
- the third modification differs from the above embodiment in the configuration of the air conditioner loop 10.
- the evaporator 14 and the chiller 17 of the air conditioner loop 10 are connected in parallel.
- the evaporator 14 and the chiller 17 are connected in series in this order.
- FIG. 15 shows a fourth modification of the thermal management system 100 for an electric vehicle.
- the configuration of the high water temperature loop 30 and the air conditioner loop 10 is different from that of the above embodiment, and air is used as a refrigerant instead of the cooling water of the low water temperature loop 50.
- the battery 1 is air-cooled by the fan 26.
- An air heater 56 is used to heat the battery.
- the DC / DC converter 52 and the inverter 53 are arranged in series with respect to the motor 33 of the above embodiment.
- an evaporator 25 is provided instead of the chiller 17 of the above embodiment, and the evaporator 25 is disposed adjacent to the battery 1.
- the temperature of the battery 1 can be appropriately adjusted by adjusting the operating states of the evaporator 25 and the hot water heater 54. Further, the cooling system of the battery 1 can be simplified by the amount of cooling water in the low water temperature loop 50.
- FIG. 16 shows a fifth modification of the thermal management system 100 for an electric vehicle.
- the fifth modification is a configuration based on the premise of a vehicle that employs an in-wheel motor housed inside a drive wheel as a vehicle drive motor.
- the configuration of the high water temperature loop 30 is different from the above embodiment.
- the motor 33, the radiator pump 31, the radiator 32, and the water switching valve 37 are removed from the high water temperature loop 30 of the above embodiment, and the cooling water sent from the H / C pump 34 is used as the heater core 35 and the water.
- a circuit that circulates the capacitor 16 was used.
- the same thermal management system 100 as in the above embodiment can be realized even in a vehicle equipped with an in-wheel motor.
- FIG. 17 shows a sixth modification of the thermal management system 100 for an electric vehicle.
- the sixth modified example is a configuration based on a vehicle including both the motor 33 and the engine 38, such as a hybrid vehicle or a range extender EV vehicle.
- the configuration of the high water temperature loop 30 is different from the above embodiment.
- the engine 38 is arranged in series with respect to the motor 33 of the above embodiment.
- the heat management system 100 similar to that of the above embodiment can be realized by effectively using the exhaust heat of the engine 38 even in a vehicle equipped with the engine 38.
- the cooling water temperature threshold of the low water temperature loop 50 for determining the operation of the hot water heater 54 is set to 15 ° C., but other ranges are suitable for the operating temperature of the battery 1 provided in the low water temperature loop 50.
- the temperature may be set to
- the threshold value of the cooling water temperature of the low water temperature loop 50 for determining the control switching of the compressor 11 is set to 35 ° C.
- the operating temperature of the battery 1 provided in the low water temperature loop 50 is set to another temperature within an appropriate range. May be.
- the threshold value of the cooling water temperature of the low water temperature loop 50 for determining whether the chiller solenoid valve 23 is opened or closed is set to 35 ° C.
- the operating temperature of the battery 1 provided in the low water temperature loop 50 is set to another temperature within an appropriate range. May be.
- the above threshold values of 15 ° C. and 35 ° C. may be provided with a differential (hysteresis) to prevent chattering, and may be set to different temperatures when the water temperature rises and falls.
- cooling water of the low water temperature loop 50 and the high water temperature loop 30 has been described by taking the antifreeze liquid as an example, other refrigerants such as oil may be used.
Abstract
Description
Claims (8)
- 電動モータによって駆動される電動車両に用いられる車両用熱管理システムであって、
エアコン用冷媒を圧縮する圧縮部と、エアコン用冷媒の熱を放熱してエアコン用冷媒を凝縮させる凝縮部と、エアコン用冷媒を膨張させて減圧させる減圧部と、エアコン用冷媒に熱を吸熱させてエアコン用冷媒を蒸発させる蒸発部とを有し、エアコン用冷媒を循環させるエアコン用冷媒ループと、
バッテリ用冷媒を、前記電動モータへの供給電力を蓄電するバッテリと、前記エアコン用冷媒ループと共通の前記蒸発部と、バッテリ用冷媒を加熱する加熱器と、の間で循環させるバッテリ用冷媒ループと、
車室内空気温度を調整する空調ユニットが作動中、バッテリ用冷媒の温度が前記バッテリの許容下限温度より低い場合、前記加熱器によってバッテリ用冷媒を加熱し、バッテリ用冷媒の温度が前記バッテリの許容上限温度より高い場合、前記圧縮部の出力を増大してバッテリ用冷媒の温度を前記バッテリの許容上限温度以下となるまで低下させる熱管理制御手段と、
を備える電動車両用熱管理システム。 - 請求項1に記載の電動車両用熱管理システムであって、
ヒータ用冷媒を、前記エアコン用冷媒ループと共通の前記凝縮部と、ヒータ用冷媒から車内への導入空気に放熱させる車内放熱器と、の間で循環させるヒータ用冷媒ループと、
前記空調ユニットの目標吹き出し温度が車室内空気温度より高いか、目標吹き出し温度が車室内空気温度より低いか、を判定する温度状態判定手段と、
前記温度状態、外気温度、及び車室内空気温度に基づいてヒータ用冷媒の目標温度を演算する目標温度演算手段と、
を備え、
前記熱管理制御手段は、目標吹き出し温度が車室内空気温度より高い場合、前記圧縮部の出力を制御してヒータ用冷媒の温度を前記目標温度に追従させる、
電動車両用熱管理システム。 - 請求項2に記載の電動車両用熱管理システムであって、
前記ヒータ用冷媒ループは、ヒータ用冷媒から車外空気へと放熱させる車外放熱器を含み、
前記熱管理制御手段は、前記空調ユニットの目標吹き出し温度が車室内空気温度より高い場合であって、バッテリ用冷媒の温度が前記許容上限温度より高い場合、前記車外放熱器における放熱量を制御してヒータ用冷媒の温度を前記目標温度に追従させる、
電動車両用熱管理システム。 - 請求項1から請求項3までのいずれか一項に記載の電動車両用熱管理システムであって、
前記加熱器は、前記バッテリから供給される電力によって作動する電気ヒータである、
電動車両用熱管理システム。 - 請求項1から請求項4までのいずれか一項に記載の電動車両用熱管理システムであって、
前記蒸発部は、エアコン用冷媒が車内への導入空気から吸熱する第1蒸発器と、前記エアコン用冷媒ループに沿って前記第1蒸発器と並列に設けられ、エアコン用冷媒がバッテリ用冷媒から吸熱する第2蒸発器と、から構成され、
エアコン用冷媒を、前記第1蒸発器側及び前記第2蒸発器側の少なくとも一方へ循環させる切り換え手段を備え、
前記熱管理制御手段は、前記空調ユニットの目標吹き出し温度が車室内空気温度より低い場合、エアコン用冷媒を前記第1蒸発器へと流し、バッテリ用冷媒の温度が前記許容上限温度より高い場合にのみエアコン用冷媒を前記第2蒸発器へと流す、
電動車両用熱管理システム。 - 請求項1から請求項4までのいずれか一項に記載の電動車両用熱管理システムであって、
前記蒸発部は、エアコン用冷媒が車内への導入空気から吸熱する第1蒸発器と、前記エアコン用冷媒ループに沿って前記第1蒸発器と直列に設けられ、エアコン用冷媒がバッテリ用冷媒から吸熱する第2蒸発器と、から構成される、
電動車両用熱管理システム。 - 請求項1から請求項6までのいずれか一項に記載の電動車両用熱管理システムであって、
前記バッテリ用冷媒ループのバッテリ用冷媒として空気を用いる、
電動車両用熱管理システム。 - 電動モータによって駆動される電動車両に用いられる車両用熱管理システムの制御方法であって、
前記車両用熱管理システムは、
エアコン用冷媒を圧縮する圧縮部と、エアコン用冷媒の熱を放熱してエアコン用冷媒を凝縮させる凝縮部と、エアコン用冷媒を膨張させて減圧させる減圧部と、エアコン用冷媒に熱を吸熱させてエアコン用冷媒を蒸発させる蒸発部とを有し、エアコン用冷媒を循環させるエアコン用冷媒ループと、
バッテリ用冷媒を、前記電動モータへの供給電力を蓄電するバッテリと、前記エアコン用冷媒ループと共通の前記蒸発部と、バッテリ用冷媒を加熱する加熱器と、の間で循環させるバッテリ用冷媒ループと、
を備え、
前記制御方法は、車室内空気温度を調整する空調ユニットが作動中、バッテリ用冷媒の温度が前記バッテリの許容下限温度より低い場合、前記加熱器によってバッテリ用冷媒を加熱し、バッテリ用冷媒の温度が前記バッテリの許容上限温度より高い場合、前記圧縮部の出力を増大してバッテリ用冷媒の温度を前記バッテリの許容上限温度以下となるまで低下させる、
電動車両用熱管理システムの制御方法。
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE112013004046.8T DE112013004046T5 (de) | 2012-08-13 | 2013-06-17 | Wärmeverwaltungssystem für ein Elektrofahrzeug und Steuerverfahren hierfür |
US14/421,377 US20150202986A1 (en) | 2012-08-13 | 2013-06-17 | Thermal management system for electric vehicle and its control method |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2012179330A JP5860360B2 (ja) | 2012-08-13 | 2012-08-13 | 電動車両用熱管理システム |
JP2012-179330 | 2012-08-13 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2014027504A1 true WO2014027504A1 (ja) | 2014-02-20 |
Family
ID=50285656
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2013/066597 WO2014027504A1 (ja) | 2012-08-13 | 2013-06-17 | 電動車両用熱管理システム及びその制御方法 |
Country Status (4)
Country | Link |
---|---|
US (1) | US20150202986A1 (ja) |
JP (1) | JP5860360B2 (ja) |
DE (1) | DE112013004046T5 (ja) |
WO (1) | WO2014027504A1 (ja) |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2016170616A1 (ja) * | 2015-04-22 | 2016-10-27 | 三菱電機株式会社 | 空気調和装置 |
CN110949180A (zh) * | 2019-11-15 | 2020-04-03 | 中国第一汽车股份有限公司 | 一种汽车热管理系统 |
CN112172462A (zh) * | 2020-10-23 | 2021-01-05 | 东风本田汽车有限公司 | 电动汽车空调加热系统及控制方法 |
CN112449553A (zh) * | 2019-08-27 | 2021-03-05 | 本田技研工业株式会社 | 车辆 |
CN114347748A (zh) * | 2021-12-28 | 2022-04-15 | 珠海格力电器股份有限公司 | 电动车辆及其空调和热管理系统的控制方法、装置和介质 |
Families Citing this family (55)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN106163842B (zh) * | 2014-07-31 | 2018-11-06 | 翰昂汽车零部件有限公司 | 车用热泵系统 |
CN104175839A (zh) * | 2014-09-10 | 2014-12-03 | 国家电网公司 | 一种汽车停车后外接电源或行驶的独立冷暖空调装置 |
CN104210333A (zh) * | 2014-09-20 | 2014-12-17 | 国家电网公司 | 一种双压缩机汽车停车后外接电源供电的冷暖空调装置 |
US9783024B2 (en) | 2015-03-09 | 2017-10-10 | Bergstrom Inc. | System and method for remotely managing climate control systems of a fleet of vehicles |
US10293658B2 (en) * | 2016-04-29 | 2019-05-21 | Ford Global Technologies, Llc | Traction battery cooling system for an electrified vehicle |
US10340563B2 (en) * | 2016-04-29 | 2019-07-02 | Ford Global Technologies, Llc | Traction battery cooling system with coolant proportional valve |
JP2017212775A (ja) * | 2016-05-23 | 2017-11-30 | 三菱自動車工業株式会社 | 電動車両 |
DE102016112094B4 (de) | 2016-07-01 | 2021-10-21 | Hanon Systems | System zum Klimatisieren der Luft eines Fahrgastraums und zur Kühlung von Antriebskomponenten eines Kraftfahrzeugs sowie Verfahren zum Betreiben des Systems und Verwendung des Systems in einem Kraftfahrzeug |
JP2018043570A (ja) * | 2016-09-13 | 2018-03-22 | 東洋電産株式会社 | 内燃機関自動車用エアコンシステム |
US10644367B2 (en) * | 2016-10-04 | 2020-05-05 | Ford Global Technologies, Llc | Electric vehicle battery cooling using excess cabin air conditioning capacity |
KR101846924B1 (ko) * | 2016-11-01 | 2018-05-24 | 현대자동차 주식회사 | 차량용 히트 펌프 시스템 |
US10384511B2 (en) | 2017-01-27 | 2019-08-20 | Ford Global Technologies, Llc | Method to control battery cooling using the battery coolant pump in electrified vehicles |
JP6624107B2 (ja) * | 2017-02-10 | 2019-12-25 | 株式会社豊田中央研究所 | 車両の熱管理制御装置、熱管理制御プログラム |
US10118503B2 (en) | 2017-04-04 | 2018-11-06 | Nio Usa, Inc. | Supercooling of components during extreme conditions |
JP6948146B2 (ja) | 2017-04-18 | 2021-10-13 | サンデン・オートモーティブクライメイトシステム株式会社 | 車両用空気調和装置 |
DE102017212479A1 (de) * | 2017-07-20 | 2019-01-24 | Audi Ag | Kälteanlage eines Fahrzeugs mit einem Kältemittelkreislauf |
DE102017213973B4 (de) * | 2017-08-10 | 2020-06-04 | Audi Ag | Verfahren zum Betreiben einer Kälteanlage eines Fahrzeugs mit einem eine Kühl- und Heizfunktion aufweisenden Kältemittelkreislauf |
JP6753379B2 (ja) | 2017-09-15 | 2020-09-09 | トヨタ自動車株式会社 | 車両の熱交換システム |
CN107946693A (zh) * | 2017-12-05 | 2018-04-20 | 珠海长欣汽车智能系统有限公司 | 一种汽车制冷散热系统 |
KR102518177B1 (ko) * | 2017-12-08 | 2023-04-07 | 현대자동차주식회사 | 차량의 공조시스템 |
DE102018201165B3 (de) | 2018-01-25 | 2019-05-29 | Audi Ag | Verfahren zum Betreiben einer einen Kältemittelkreislauf aufweisenden Kälteanlage eines Fahrzeugs im Kältebetrieb |
JP6925288B2 (ja) | 2018-01-30 | 2021-08-25 | サンデン・オートモーティブクライメイトシステム株式会社 | 車両用空気調和装置 |
FR3078389A1 (fr) * | 2018-02-23 | 2019-08-30 | Psa Automobiles Sa | Installation thermique pour moteurs thermique et electrique avec transmission automatique electrique et condenseur fluide/fluide |
US11420496B2 (en) | 2018-04-02 | 2022-08-23 | Bergstrom, Inc. | Integrated vehicular system for conditioning air and heating water |
US11065936B2 (en) * | 2018-08-10 | 2021-07-20 | GM Global Technology Operations LLC | Vehicle thermal system architecture |
KR102537052B1 (ko) * | 2018-08-21 | 2023-05-30 | 한온시스템 주식회사 | 열관리 시스템 |
JP7099202B2 (ja) * | 2018-09-05 | 2022-07-12 | トヨタ自動車株式会社 | ハイブリッド車両の制御装置 |
JP7155771B2 (ja) * | 2018-09-06 | 2022-10-19 | 株式会社デンソー | 冷凍サイクル装置 |
JP7185468B2 (ja) | 2018-09-28 | 2022-12-07 | 株式会社Subaru | 車両の熱管理システム |
JP7221639B2 (ja) | 2018-10-09 | 2023-02-14 | サンデン株式会社 | 車両用空気調和装置 |
SE544022C2 (en) * | 2018-10-16 | 2021-11-02 | Scania Cv Ab | Cooling system and a vehicle comprising said cooling system |
JP7300264B2 (ja) * | 2018-11-27 | 2023-06-29 | サンデン株式会社 | 車両用空気調和装置 |
KR102139485B1 (ko) * | 2018-12-10 | 2020-07-31 | 쌍용자동차 주식회사 | 전기 자동차의 고전압배터리 냉각시스템 및 그 방법 |
CN109649119A (zh) * | 2018-12-23 | 2019-04-19 | 上海思致汽车工程技术有限公司 | 一种充分利用废热的新能源汽车整车热管理系统 |
JP7176405B2 (ja) | 2018-12-26 | 2022-11-22 | 株式会社デンソー | 温度調整装置 |
DE102019100096B4 (de) * | 2019-01-04 | 2021-01-28 | Hanon Systems | Klimatisierungs- und Batteriekühlanordnung sowie Verfahren zum Betreiben einer Klimatisierungs- und Batteriekühlanordnung |
JP7213698B2 (ja) | 2019-01-22 | 2023-01-27 | サンデン株式会社 | 車両のバッテリ温度調整装置及びそれを備えた車両用空気調和装置 |
JP7221767B2 (ja) | 2019-04-04 | 2023-02-14 | サンデン株式会社 | 車両用空気調和装置 |
JP7263116B2 (ja) * | 2019-05-20 | 2023-04-24 | サンデン株式会社 | 車両搭載機器の温度調整装置及びそれを備えた車両用空気調和装置 |
KR20210013858A (ko) * | 2019-07-29 | 2021-02-08 | 현대자동차주식회사 | 차량용 히트펌프 시스템 제어방법 |
CN110435390A (zh) * | 2019-08-19 | 2019-11-12 | 上海理工大学 | 一种适用于低温工况下新能源汽车的整车热管理系统 |
DE102020201455A1 (de) | 2020-02-06 | 2021-08-12 | Ford Global Technologies, Llc | System sowie Verfahren zur Klimatisierung eines Fahrzeuginnenraums und gleichzeitigen Kühlung einer Fahrzeugbatterie für ein elektrisches Fahrzeug |
KR20210104354A (ko) * | 2020-02-17 | 2021-08-25 | 현대자동차주식회사 | 차량용 히트펌프 시스템 |
JP7256142B2 (ja) * | 2020-03-31 | 2023-04-11 | トヨタ自動車株式会社 | 熱要求調停装置、方法、プログラム、及び車両 |
CN111591102A (zh) * | 2020-05-18 | 2020-08-28 | 中国计量大学 | 一种新能源汽车热管理系统 |
DE102020206844A1 (de) | 2020-06-02 | 2021-12-02 | Denso Corporation | Kühlvorrichtung zum Kühlen der Batterie von Elektrofahrzeugen, ein Verfahren zum Betreiben der Kühlvorrichtung, Klimaanlage mit einer solchen Kühlvorrichtung und Verfahren Steuerung einer solchen Klimaanlage |
JP2022053246A (ja) | 2020-09-24 | 2022-04-05 | サンデン・オートモーティブクライメイトシステム株式会社 | 車両用空調装置 |
EP3984792A1 (en) | 2020-10-15 | 2022-04-20 | Ymer Technology AB | Thermal management system and an electric vehicle including the thermal management system |
CN112339302A (zh) * | 2020-10-28 | 2021-02-09 | 盐城健牌科技有限公司 | 一种汽车密封条料生产用成型冷却设备 |
CN115468324B (zh) * | 2021-02-04 | 2023-12-05 | 浙江吉利控股集团有限公司 | 一种车辆冷却的控制方法、控制系统和车辆 |
KR20220139758A (ko) * | 2021-04-08 | 2022-10-17 | 현대자동차주식회사 | 차량용 열관리시스템의 난방 제어방법 |
US11541719B1 (en) | 2021-07-14 | 2023-01-03 | GM Global Technology Operations LLC | Active thermal management systems and control logic for heat exchanger storage of refrigerant |
JP2023045717A (ja) * | 2021-09-22 | 2023-04-03 | サンデン株式会社 | 蓄熱管理システム |
CN114447471B (zh) * | 2022-01-07 | 2024-02-20 | 东风柳州汽车有限公司 | 一种汽车、汽车电池冷却系统及冷却方法 |
CN114614143A (zh) * | 2022-03-03 | 2022-06-10 | 中国第一汽车股份有限公司 | 电池热管理系统及其控制方法、电池总成和电动车辆 |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2002191104A (ja) * | 2000-10-13 | 2002-07-05 | Honda Motor Co Ltd | 車両用バッテリ冷却装置 |
JP2002352867A (ja) * | 2001-05-28 | 2002-12-06 | Honda Motor Co Ltd | 電気自動車のバッテリ温度制御装置 |
JP2006296193A (ja) * | 2005-04-05 | 2006-10-26 | Valeo Systemes Thermiques | 電気自動車用バッテリの設定温度維持装置 |
JP2010272285A (ja) * | 2009-05-20 | 2010-12-02 | Nissan Motor Co Ltd | バッテリ温度制御装置 |
Family Cites Families (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP5861495B2 (ja) * | 2011-04-18 | 2016-02-16 | 株式会社デンソー | 車両用温度調整装置、および車載用熱システム |
JP5755490B2 (ja) * | 2011-04-18 | 2015-07-29 | トヨタ自動車株式会社 | 冷却装置 |
KR101342385B1 (ko) * | 2011-06-10 | 2013-12-16 | 엘지전자 주식회사 | 전기자동차용 공기조화장치 |
US9105951B2 (en) * | 2011-06-22 | 2015-08-11 | Magna E-Car Systems Of America, Inc. | Thermal management system using a phase-change material for vehicle with electric traction motor |
-
2012
- 2012-08-13 JP JP2012179330A patent/JP5860360B2/ja not_active Expired - Fee Related
-
2013
- 2013-06-17 DE DE112013004046.8T patent/DE112013004046T5/de not_active Withdrawn
- 2013-06-17 US US14/421,377 patent/US20150202986A1/en not_active Abandoned
- 2013-06-17 WO PCT/JP2013/066597 patent/WO2014027504A1/ja active Application Filing
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2002191104A (ja) * | 2000-10-13 | 2002-07-05 | Honda Motor Co Ltd | 車両用バッテリ冷却装置 |
JP2002352867A (ja) * | 2001-05-28 | 2002-12-06 | Honda Motor Co Ltd | 電気自動車のバッテリ温度制御装置 |
JP2006296193A (ja) * | 2005-04-05 | 2006-10-26 | Valeo Systemes Thermiques | 電気自動車用バッテリの設定温度維持装置 |
JP2010272285A (ja) * | 2009-05-20 | 2010-12-02 | Nissan Motor Co Ltd | バッテリ温度制御装置 |
Cited By (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2016170616A1 (ja) * | 2015-04-22 | 2016-10-27 | 三菱電機株式会社 | 空気調和装置 |
CN112449553A (zh) * | 2019-08-27 | 2021-03-05 | 本田技研工业株式会社 | 车辆 |
CN112449553B (zh) * | 2019-08-27 | 2024-01-02 | 本田技研工业株式会社 | 车辆 |
CN110949180A (zh) * | 2019-11-15 | 2020-04-03 | 中国第一汽车股份有限公司 | 一种汽车热管理系统 |
CN112172462A (zh) * | 2020-10-23 | 2021-01-05 | 东风本田汽车有限公司 | 电动汽车空调加热系统及控制方法 |
CN112172462B (zh) * | 2020-10-23 | 2023-10-10 | 东风本田汽车有限公司 | 电动汽车空调加热系统及控制方法 |
CN114347748A (zh) * | 2021-12-28 | 2022-04-15 | 珠海格力电器股份有限公司 | 电动车辆及其空调和热管理系统的控制方法、装置和介质 |
CN114347748B (zh) * | 2021-12-28 | 2023-08-29 | 珠海格力电器股份有限公司 | 电动车辆及其空调和热管理系统的控制方法、装置和介质 |
Also Published As
Publication number | Publication date |
---|---|
JP5860360B2 (ja) | 2016-02-16 |
JP2014037178A (ja) | 2014-02-27 |
US20150202986A1 (en) | 2015-07-23 |
DE112013004046T5 (de) | 2015-06-25 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP5860360B2 (ja) | 電動車両用熱管理システム | |
JP5860361B2 (ja) | 電動車両用熱管理システム | |
JP6997558B2 (ja) | 車両用空気調和装置 | |
JP2014037181A (ja) | 電動車両用熱管理システム | |
WO2015136768A1 (ja) | 車載温調装置、車両用空調装置及びバッテリ温調装置 | |
WO2019150830A1 (ja) | 車両用空気調和装置 | |
US20210316594A1 (en) | Vehicular air conditioner | |
JP7300264B2 (ja) | 車両用空気調和装置 | |
WO2019150829A1 (ja) | 車両用空気調和装置 | |
JP2014037182A (ja) | 電動車両用熱管理システム | |
JP2018177219A (ja) | 車両用熱管理装置 | |
JP7372794B2 (ja) | 車両用空気調和装置 | |
JP2014037179A (ja) | 電動車両用熱管理システム | |
CN115397682A (zh) | 车辆用空调装置 | |
JP2013184596A (ja) | 車両空調用、及び、自動車構成部品温度調整用冷凍サイクル装置 | |
JP7164986B2 (ja) | 車両用空気調和装置 | |
WO2022158153A1 (ja) | 熱管理システム | |
WO2021192761A1 (ja) | 車両用空気調和装置 | |
WO2021187005A1 (ja) | 車両用空気調和装置 | |
JP7233953B2 (ja) | 車両用空気調和装置 | |
WO2022064944A1 (ja) | 車両用空調装置 | |
WO2021192760A1 (ja) | 車両用空気調和装置 | |
WO2020179492A1 (ja) | 車両用空気調和装置 | |
JPWO2019188651A1 (ja) | 車両用空気調温システム |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 13879357 Country of ref document: EP Kind code of ref document: A1 |
|
WWE | Wipo information: entry into national phase |
Ref document number: 14421377 Country of ref document: US |
|
WWE | Wipo information: entry into national phase |
Ref document number: 112013004046 Country of ref document: DE Ref document number: 1120130040468 Country of ref document: DE |
|
122 | Ep: pct application non-entry in european phase |
Ref document number: 13879357 Country of ref document: EP Kind code of ref document: A1 |