WO2020110508A1 - Appareil de réglage de la température de la batterie d'un véhicule et climatiseur de véhicule équipé de celui-ci - Google Patents

Appareil de réglage de la température de la batterie d'un véhicule et climatiseur de véhicule équipé de celui-ci Download PDF

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Publication number
WO2020110508A1
WO2020110508A1 PCT/JP2019/041092 JP2019041092W WO2020110508A1 WO 2020110508 A1 WO2020110508 A1 WO 2020110508A1 JP 2019041092 W JP2019041092 W JP 2019041092W WO 2020110508 A1 WO2020110508 A1 WO 2020110508A1
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Prior art keywords
battery
temperature
charging
refrigerant
heat
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PCT/JP2019/041092
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English (en)
Japanese (ja)
Inventor
竜 宮腰
孝史 青木
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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
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Priority to CN201980074327.4A priority Critical patent/CN112996689A/zh
Publication of WO2020110508A1 publication Critical patent/WO2020110508A1/fr

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    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/48—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte
    • 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
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
    • 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
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • 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
    • B60L55/00—Arrangements for supplying energy stored within a vehicle to a power network, i.e. vehicle-to-grid [V2G] arrangements
    • 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
    • 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
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/613—Cooling or keeping cold
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/615—Heating or keeping warm
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
    • H01M10/6561—Gases
    • H01M10/6563—Gases with forced flow, e.g. by blowers
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/66—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells
    • H01M10/663—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells the system being an air-conditioner or an engine
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • 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
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • 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
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • a vehicle battery temperature control device including the cooling device in each of the above inventions, the battery can be cooled using the cooling device, and the control device controls the battery power in the charging power priority mode.
  • the index indicating the temperature reaches a predetermined upper limit value
  • the battery is cooled and the index is set to a value lower than the upper limit value.
  • the battery can be charged by selecting the most suitable charging method according to the convenience and preference of the user, and the convenience is significantly improved.
  • the cooling device is provided as in the invention of claim 4, the battery can be cooled by using the cooling device, and in the charging power priority mode, the control device sets a predetermined index indicating the temperature of the battery.
  • the control device sets a predetermined index indicating the temperature of the battery.
  • the charging time priority mode and the charging power priority mode executed by the control device as in the above inventions are particularly effective when the battery is charged by the quick charger as in the invention of claim 6.
  • control device with an input device for selecting whether to execute the charging time priority mode or the charging power priority mode, the user can arbitrarily set the charging time priority mode. It becomes possible to select whether to execute the mode or the charging power priority mode.
  • the present invention is effective not only for electric vehicles but also for so-called hybrid vehicles that use an engine and a running motor.
  • the vehicle to which the vehicle air conditioner 1 of the embodiment is applied is one in which the battery 55 can be charged from an external charger (a quick charger or a normal charger).
  • the outdoor heat exchanger 7 is provided with an outdoor blower 15.
  • the outdoor blower 15 exchanges heat between the outdoor air and the refrigerant by forcibly ventilating the outdoor air through the outdoor heat exchanger 7, whereby the outdoor air is discharged while the vehicle is stopped (that is, the vehicle speed is 0 km/h).
  • the heat exchanger 7 is configured to ventilate outside air.
  • the intake switching damper 26 of the embodiment opens and closes the outside air intake port and the inside air intake port of the intake port 25 at an arbitrary ratio to remove the air (outside air and inside air) flowing into the heat absorber 9 of the air flow passage 3. It is configured so that the ratio of inside air can be adjusted between 0% and 100% (the ratio of outside air can also be adjusted between 100% and 0%).
  • the air conditioning controller 45 is a higher-level controller that controls the vehicle interior air conditioning.
  • the inputs of the air conditioning controller 45 are an outside air temperature sensor 33 that detects the outside air temperature Tam of the vehicle and an outside air humidity that detects outside air humidity.
  • the sensor 34, the HVAC suction temperature sensor 36 that detects the temperature of the air that is sucked into the air flow passage 3 from the suction port 25 and flows into the heat absorber 9, and the inside air temperature sensor 37 that detects the air (inside air) temperature in the vehicle interior.
  • An inside air humidity sensor 38 for detecting the humidity of the air in the vehicle compartment
  • an indoor CO 2 concentration sensor 39 for detecting the carbon dioxide concentration in the vehicle compartment
  • an outlet temperature sensor 41 for detecting the temperature of the air blown into the vehicle compartment.
  • the voltage (BLV) of 27, the information from the battery controller 73, the information from the GPS navigation device 74, and the information input to the air conditioning operation unit 53 are transmitted from the air conditioning controller 45 to the heat pump controller 32 via the vehicle communication bus 65.
  • the heat pump controller 32 controls the heat pump controller 32.
  • the high-temperature and high-pressure gas refrigerant discharged from the compressor 2 flows into the radiator 4. Since the air in the air flow passage 3 is ventilated through the radiator 4, the air in the air flow passage 3 is heated by exchanging heat with the high temperature refrigerant in the radiator 4. On the other hand, the refrigerant in the radiator 4 is cooled by being deprived of heat by the air and condensed and liquefied.
  • the liquefied refrigerant in the radiator 4 exits the radiator 4 and then reaches the outdoor expansion valve 6 via the refrigerant pipes 13E and 13J.
  • the refrigerant flowing into the outdoor expansion valve 6 is decompressed there, and then flows into the outdoor heat exchanger 7.
  • the refrigerant that has flowed into the outdoor heat exchanger 7 evaporates and pumps up heat from the outside air ventilated by traveling or by the outdoor blower 15 (heat absorption). That is, the refrigerant circuit R serves as a heat pump.
  • the heat pump controller 32 supplements this shortage with the heat generated by the auxiliary heater 23. As a result, the vehicle interior is heated without any trouble even when the outside temperature is low.
  • FIG. 6 shows how the refrigerant flows in the refrigerant circuit R in the dehumidifying and cooling mode (solid arrow).
  • the heat pump controller 32 opens the solenoid valve 17 and the solenoid valve 35, and closes the solenoid valve 20, the solenoid valve 21, the solenoid valve 22, and the solenoid valve 69.
  • the compressor 2 and the blowers 15 and 27 are operated, and the air mix damper 28 adjusts the ratio of the air blown from the indoor blower 27 to the radiator 4 and the auxiliary heater 23.
  • the refrigerant is decompressed by the indoor expansion valve 8, then flows into the heat absorber 9 through the electromagnetic valve 35, and evaporates. Due to the heat absorbing action at this time, moisture in the air blown out from the indoor blower 27 is condensed and attached to the heat absorber 9, and the air is cooled and dehumidified.
  • the heat pump controller 32 supplements the shortage with the heat generated by the auxiliary heater 23. To do. As a result, dehumidifying and cooling are performed without lowering the temperature inside the vehicle compartment too much.
  • FIG. 8 shows how the refrigerant flows in the refrigerant circuit R (solid arrow) in the air conditioning (priority)+battery cooling mode.
  • the heat pump controller 32 opens the solenoid valve 17, the solenoid valve 20, the solenoid valve 35, and the solenoid valve 69, and closes the solenoid valves 21 and 22.
  • the refrigerant evaporated in the heat absorber 9 reaches the accumulator 12 via the refrigerant pipe 13C, and then is sucked into the compressor 2 via the refrigerant pipe 13K.
  • the air cooled by the heat absorber 9 is blown into the vehicle interior from the air outlet 29, so that the vehicle interior is cooled.
  • the rest of the refrigerant that has passed through the check valve 18 is split, flows into the branch pipe 67, and reaches the auxiliary expansion valve 68.
  • the refrigerant is decompressed, then flows into the refrigerant channel 64B of the refrigerant-heat medium heat exchanger 64 via the electromagnetic valve 69, and evaporates there. At this time, it exerts an endothermic effect.
  • the refrigerant evaporated in the refrigerant passage 64B repeats the circulation in which the refrigerant is sucked into the compressor 2 from the refrigerant pipe 13K through the refrigerant pipe 71, the refrigerant pipe 13C and the accumulator 12 in sequence (shown by a solid arrow in FIG. 8).
  • the range therebetween is the temperature of the battery 55.
  • the target heat medium temperature TWO (TWObase described later) as the default target value of the heat medium temperature Tw is set in advance to a predetermined value A within this appropriate temperature range.
  • the solenoid valve 69 is opened (electromagnetic valve 69 opening instruction).
  • the refrigerant flows into the refrigerant channel 64B of the refrigerant-heat medium heat exchanger 64, evaporates, and cools the heat medium flowing through the heat medium channel 64A. Therefore, the battery 55 is cooled by the cooled heat medium. To be done.
  • the solenoid valve 35 is opened (electromagnetic valve). Instruction to open valve 35). As a result, the refrigerant flows into the heat absorber 9 and evaporates, and cools the air flowing through the air flow passage 3.
  • the solenoid valve 35 is closed (solenoid valve 35 closing instruction). Thereafter, such opening/closing of the solenoid valve 35 is repeated to control the heat absorber temperature Te to the target heat absorber temperature TEO while prioritizing the cooling of the battery 55 to cool the vehicle interior.
  • the refrigerant exiting the outdoor heat exchanger 7 enters the refrigerant pipe 13B through the refrigerant pipe 13A, the solenoid valve 17, the receiver dryer unit 14, and the supercooling unit 16. After passing through the check valve 18, all of the refrigerant flowing into the refrigerant pipe 13B flows into the branch pipe 67 and reaches the auxiliary expansion valve 68. Here, the refrigerant is decompressed, then flows into the refrigerant channel 64B of the refrigerant-heat medium heat exchanger 64 via the electromagnetic valve 69, and evaporates there. At this time, it exerts an endothermic effect.
  • the heat pump controller 32 sets the refrigerant circuit R to the heating mode described above, and then fully opens the valve opening degree of the outdoor expansion valve 6. Then, the compressor 2 is operated, the high-temperature refrigerant discharged from the compressor 2 is caused to flow into the outdoor heat exchanger 7 through the radiator 4 and the outdoor expansion valve 6, and the frost formation on the outdoor heat exchanger 7 is prevented. Thaw ( Figure 10). Then, the heat pump controller 32 defrosts the outdoor heat exchanger 7 when the outdoor heat exchanger temperature TXO detected by the outdoor heat exchanger temperature sensor 49 becomes higher than a predetermined defrosting end temperature (for example, +3° C.). Is completed and the defrosting mode is terminated.
  • a predetermined defrosting end temperature for example, +3° C.
  • the target rotation speed of the compressor 2 (compressor target rotation speed) TGNCw is calculated based on the heat medium temperature Tw by the control block diagram of FIG. To do.
  • FIG. 11 is a control block diagram of the heat pump controller 32 that calculates the target rotation speed (compressor target rotation speed) TGNCh of the compressor 2 based on the radiator pressure Pci.
  • the lower limit speed TGNCwLimLo for control and the upper limit speed TGNCwLimHi are set to TGNCw0, and then the compressor OFF control unit 97 is used to determine the target compressor speed TGNCw. Therefore, if the value TGNCw00 added by the adder 94 is within the upper limit rotational speed TGNCwLimHi and the lower limit rotational speed TGNCwLimLo and the ON-OFF mode described later does not occur, this value TGNCw00 is the target compressor rotational speed TGNCw (compressor 2 Will be the number of rotations).
  • the heat pump controller 32 uses the compressor target rotation speed TGNCw calculated based on the heat medium temperature Tw so that the heat medium temperature Tw becomes the target heat medium temperature TWO within the appropriate temperature range described above. Control the operation of 2.
  • the compressor OFF control unit 97 determines that the compressor target rotation speed TGNCw becomes the above-described lower limit rotation speed TGNCwLimLo, and the heat medium temperature Tw is set above and below the target heat medium temperature TWO and the control upper limit value TwUL and the control lower limit value TwLL are set.
  • the compressor 2 is stopped and the ON-OFF mode for ON-OFF controlling the compressor 2 is entered.
  • the charging current of the battery 55 is automatically adjusted by the quick charger and the battery controller 73 in accordance with the heat medium temperature Tw, so that the battery cooling (priority)+air conditioning mode or battery cooling described above is performed. If the battery 55 is cooled in the (single) mode and the battery 55 is heated in the battery heating mode so that the heat medium temperature Tw falls within the appropriate temperature range, the quick charger and the battery controller 73 do not limit the charging current, Since the battery 55 is charged with a large charging current, rapid charging can be performed. However, the electric power for cooling the battery 55 is mainly consumed in the compressor 2 and is heated. Since the electric power is consumed by the heat medium heating heater 63, the total charging power becomes large and the charge for charging also becomes high.
  • FIG. 18 is a control block diagram relating to control of the target heat medium temperature TWO in the charge time priority mode of the heat pump controller 32 in that case.
  • TWObase is the above-described default target heat medium temperature, which is a predetermined value A within the appropriate temperature range in the embodiment.
  • Reference numeral 104 is a data table showing the relationship between the maximum charging current value Imax of the battery 55 and the outside air temperature Tam, and is assumed to be preset in the heat pump controller 32 in the embodiment.
  • the maximum charging current value Imax and the actual charging current value Iact obtained from the battery controller 73 are input to the subtractor 106, and the deviation e(Imax-Iact) thereof is amplified by the amplifier 107 and input to the calculator 108.
  • the calculator 108 performs integral calculation of the heat medium temperature correction value at a predetermined integration period and integration time (integral control, or may be differential integration), and the adder 109 integrates the heat medium temperature correction value added with the previous value.
  • the value TWOHos is calculated. Then, after the control upper limit value and the control lower limit value are limited by the limit setting unit 101, the heat medium temperature correction value TWOHos (targeting the maximum current) is determined.
  • the battery heating mode is not executed as described above until the heat medium temperature Tw reaches the lower limit value TL in FIG. 17 described above.
  • the heat pump controller 32 energizes the heat medium heating heater 63 to execute the battery heating mode to heat the battery 55.
  • the heat medium temperature Tw rises to the above-described predetermined value C (the control lower limit value TwLL in the embodiment; FIG. 17) higher than the lower limit value TL, the energization is stopped.
  • the battery heating mode is restricted and the charging power (charge) is suppressed, and even in the charging power priority mode, deterioration of the battery 55 caused by charging at an abnormally low temperature can be avoided in advance.
  • the heat pump controller 32 selects one of the remaining amount of the battery 55, the outside air temperature Tam (environmental condition), the heat medium temperature Tw at the start of charging, the type of the quick charger, or a combination thereof, or , If the battery charging completion time calculated based on the battery charging completion time calculated from all of them satisfies the preset desired charging time, if the charging power priority mode is executed, the scheduled departure time is set. By presetting the desired charging time in accordance with the above conditions, the heat pump controller 32 automatically selects and executes the charging power priority mode in which the charge is reduced, and the convenience is significantly improved.
  • Tam environmental condition
  • Tw heat medium temperature

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Transportation (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Energy (AREA)
  • Sustainable Development (AREA)
  • Thermal Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Secondary Cells (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

La présente invention aborde le problème de la réalisation d'un appareil de réglage de la température de la batterie d'un véhicule qui permet à un utilisateur de sélectionner un procédé de charge qui est optimal en termes de temps de charge et de puissance de charge lors de la charge d'une batterie montée sur un véhicule. La solution selon l'invention porte sur un appareil (61) de réglage de la température de la batterie qui est destiné à régler la température d'une batterie (55) montée sur un véhicule et qui peut être chargée par un chargeur externe, et qui est pourvu d'un dispositif de commande. Ce dispositif de commande possède un mode de priorité de temps de charge, dans lequel le dispositif de commande règle la température de la batterie (55) lorsque la batterie (55) est chargée, et un mode de priorité de puissance de charge, dans lequel le fonctionnement du dispositif de commande pour régler la température de la batterie (55) est limité ou dans lequel ledit fonctionnement est arrêté lors de la charge de la batterie (55).
PCT/JP2019/041092 2018-11-27 2019-10-18 Appareil de réglage de la température de la batterie d'un véhicule et climatiseur de véhicule équipé de celui-ci WO2020110508A1 (fr)

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JP2018221253A JP7213665B2 (ja) 2018-11-27 2018-11-27 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

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CN113525108A (zh) * 2021-06-16 2021-10-22 广汽本田汽车有限公司 电动汽车的充电控制方法、充电控制系统及存储介质

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CN113525108A (zh) * 2021-06-16 2021-10-22 广汽本田汽车有限公司 电动汽车的充电控制方法、充电控制系统及存储介质

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