WO2020111004A1 - Dispositif de commande de système de refroidissement monté sur véhicule et système de refroidissement monté sur véhicule - Google Patents

Dispositif de commande de système de refroidissement monté sur véhicule et système de refroidissement monté sur véhicule Download PDF

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Publication number
WO2020111004A1
WO2020111004A1 PCT/JP2019/045989 JP2019045989W WO2020111004A1 WO 2020111004 A1 WO2020111004 A1 WO 2020111004A1 JP 2019045989 W JP2019045989 W JP 2019045989W WO 2020111004 A1 WO2020111004 A1 WO 2020111004A1
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WO
WIPO (PCT)
Prior art keywords
refrigerant
air conditioning
vehicle
battery
request
Prior art date
Application number
PCT/JP2019/045989
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English (en)
Japanese (ja)
Inventor
祥紀 坪井
浩輔 馬場
Original Assignee
株式会社デンソー
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP2019196040A external-priority patent/JP7443718B2/ja
Application filed by 株式会社デンソー filed Critical 株式会社デンソー
Priority to CN201980078618.0A priority Critical patent/CN113165480A/zh
Priority to DE112019005980.7T priority patent/DE112019005980T5/de
Publication of WO2020111004A1 publication Critical patent/WO2020111004A1/fr
Priority to US17/335,415 priority patent/US11884137B2/en

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Classifications

    • 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
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • B60K11/04—Arrangement or mounting of radiators, radiator shutters, or radiator blinds
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • 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
    • 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 disclosure relates to a control device for a vehicle-mounted cooling system and a vehicle-mounted cooling system.
  • a battery refrigerant loop that cools a battery with a battery refrigerant is provided, and air in the vehicle compartment is provided in the battery refrigerant loop.
  • a heat exchanger for exchanging heat between the air in the ventilation drafter discharged to the outside of the vehicle and the refrigerant for the battery is provided.
  • the state in which the battery refrigerant flows through the heat exchanger and the state in which the battery refrigerant bypasses the heat exchanger can be switched by the switching means.
  • the battery refrigerant loop is switched to a state in which the battery refrigerant flows through the heat exchanger, whereby the battery refrigerant is cooled by the heat exchanger. Is released to the air in the drafter, thereby suppressing the temperature rise of the battery when the compressor fails.
  • Patent Document 1 As a countermeasure when an abnormality occurs in the cooling system, a heat exchanger that causes the battery refrigerant loop to exchange heat between the air in the ventilation drafter and the battery refrigerant is provided. Since it is indispensable to install it, there is a concern that it may cause an increase in physique due to the addition of parts. Further, as the abnormality in the cooling system, not only an abnormality in the compressor but also an abnormality in each part of the air conditioning refrigerant circuit is assumed.
  • a condenser for condensing the air conditioner refrigerant is provided with a heat dissipation fan, and when the heat dissipation fan fails, the heat dissipation performance of the condenser deteriorates. It is desired to continuously cool the battery even when such a failure of the heat radiation fan occurs.
  • the present disclosure has been made in view of the above problems, and its main purpose is to provide a vehicle-mounted cooling that can appropriately cool a battery when an abnormality occurs in an air conditioning refrigerant circuit while simplifying the configuration. It is to provide a control device for the system and a vehicle-mounted cooling system.
  • Means 1 An air conditioning refrigerant circuit including a refrigerant passage for circulating a refrigerant, a compressor for compressing the refrigerant, a heat source side heat exchanger, and a use side heat exchanger, A battery that supplies electric power to in-vehicle electrical equipment, A battery cooling unit that cools the battery by circulating the refrigerant in the refrigerant passage, A control device that is applied to a vehicle-mounted cooling system that includes, based on an air conditioning request and a battery cooling request, a control device that controls a driving state of the compressor, An abnormality determination unit that determines that an abnormality has occurred in the air conditioning refrigerant circuit, Under the situation where the battery cooling request is generated and it is determined that the abnormality is occurring, the control mode of the refrigerant circulation in the air conditioning refrigerant circuit is changed while continuing the cooling of the battery by the battery cooling unit. A control mode changing unit for Equipped with.
  • an abnormality of the air conditioning refrigerant circuit occurs due to, for example, a stop failure of a heat dissipation fan or a failure of output reduction
  • the circulation of the refrigerant in the air conditioning refrigerant circuit is stopped
  • the battery is circulated by the refrigerant. Can no longer be cooled and there is concern that the battery temperature will rise excessively.
  • the battery cooling unit continues to cool the battery and the air conditioning refrigerant circuit operates. The control mode of the refrigerant circulation of is changed.
  • the refrigerant can be circulated in a mode according to the occurrence of the abnormality.
  • the battery can be properly cooled when an abnormality occurs in the air conditioning refrigerant circuit while simplifying the configuration.
  • control of the refrigerant circulation in the air-conditioning refrigerant circuit may include drive control of the compressor and control of an expansion valve that adjusts the amount of refrigerant circulation in the refrigerant passage.
  • Changes in the control mode include changes in the rotation speed of the compressor and changes in the refrigerant circulation amount by the expansion valve.
  • control mode changing unit limits the increase in the refrigerant pressure in the refrigerant passage as compared with the time before the abnormality occurs, as the control mode is changed.
  • the refrigerant pressure in the refrigerant passage increases due to a decrease in heat dissipation performance in the condenser (condenser) of the air-conditioning refrigerant circuit, and the piping forming the refrigerant passage is There is concern about damage.
  • the control mode is changed so that the refrigerant passage is different from that before the abnormality.
  • the rise in refrigerant pressure at is limited. Accordingly, when an abnormality occurs in the air conditioning refrigerant circuit, it is possible to continuously cool the battery while protecting the pipes and the like forming the refrigerant passage.
  • the control mode changing unit limits the increase of the refrigerant pressure in the refrigerant passage as a change of the control mode, and the refrigerant pressure in the refrigerant passage is a predetermined high pressure.
  • the drive of the compressor is limited in order to suppress the pressure increase exceeding the upper limit value.
  • the means 2 or 3 is provided with an air-conditioning restriction unit that restricts the execution of air conditioning by the air-conditioning refrigerant circuit when the increase in the refrigerant pressure in the refrigerant passage is restricted as a change of the control mode.
  • the execution of air conditioning by the air conditioning refrigerant circuit is restricted.
  • the battery cooling request is prioritized. That is, the coolant is circulated in the coolant passage to cool the battery. Thereby, the deterioration of the battery due to the excessive rise of the battery temperature can be suitably suppressed.
  • the refrigerant passage has a bypass passage which is provided in parallel with the utilization side heat exchanger and supplies the refrigerant to the battery cooling part. It is possible to switch which circulation path of the first circulation path including the first circulation path and the second circulation path that does not include the use-side heat exchanger and includes the bypass passage, in which the refrigerant flows. As a restriction of the air conditioning, the section makes the refrigerant flow in the second circulation path and restricts the refrigerant flow in the first circulation path.
  • the bypass path (battery cooling section) is included as the air conditioning restriction.
  • the refrigerant is allowed to flow in the second circulation path, and the refrigerant is restricted from flowing in the first circulation path including the utilization side heat exchanger.
  • battery cooling can be preferably performed while restricting air conditioning by suppressing heat exchange in the use side heat exchanger.
  • the air conditioning limiting unit controls the amount of the refrigerant flowing through the first circulation path and the second circulation path based on the temperature of the battery when the air conditioning is restricted. Adjust the distribution with the amount of flowing refrigerant.
  • the air conditioning restriction unit releases the restriction of the air conditioning based on that the vehicle speed, which is the traveling speed of the vehicle, is higher than a predetermined speed threshold value. Alternatively, the degree of restriction of the air conditioning is reduced.
  • the control mode changing unit limits the increase of the refrigerant pressure in the refrigerant passage as the change of the control mode, and the traveling speed of the vehicle. And the vehicle speed is higher than a predetermined first speed threshold, the degree of restriction of the refrigerant pressure is reduced, and the air conditioning restriction unit uses the second speed threshold where the vehicle speed is higher than the first speed threshold. The degree of restriction of the air conditioning is reduced based on the fact that it is greater than.
  • the degree of limitation of the refrigerant pressure and the degree of limitation of the air conditioning are reduced according to the vehicle speed.
  • the degree of restriction of the refrigerant pressure is reduced first, and then the degree of air conditioning restriction is reduced. Therefore, when an abnormality occurs in the air conditioning refrigerant circuit, it is possible to perform appropriate air conditioning while prioritizing battery cooling.
  • control mode changing unit limits the increase of the refrigerant pressure in the refrigerant passage as the change of the control mode, and the traveling speed of the vehicle. Based on the vehicle speed being greater than a predetermined speed threshold value, the degree of restriction of the refrigerant pressure is reduced.
  • any one of the means 1 to 9 when it is determined that the abnormality occurs in the situation where the battery cooling request is not generated, based on the vehicle traveling prediction after the present time, A predicting unit that predicts whether or not a situation in which the battery cooling request will be generated is provided, and the control mode changing unit, when the predicting unit predicts that the battery cooling request will be in a situation, Make changes.
  • the electric device is a rotating electric machine that serves as a power source for traveling the vehicle, and the predicting unit is in a situation where the battery cooling request is generated based on the traveling destination of the vehicle. Predict whether or not.
  • the traveling destination of the vehicle when the traveling destination of the vehicle is far, the driving load of the rotating electric machine is higher than when the destination is near, and the temperature of the battery is likely to rise.
  • the traveling route to the traveling destination includes an uphill road, the driving load of the rotating electric machine also increases, and the temperature of the battery is likely to rise.
  • the traveling destination of the vehicle by predicting whether or not the battery cooling request will be generated based on the traveling destination of the vehicle, it is possible to preferably cope with the rise in the battery temperature due to the sudden change in the traveling load.
  • the control mode changing unit limits the increase of the refrigerant pressure in the refrigerant passage as the change of the control mode, and it is predicted that the battery cooling request will be generated.
  • the refrigerant pressure is limited based on this, the degree of restriction of the refrigerant pressure is increased as compared with the case where the refrigerant pressure is limited based on the fact that the battery cooling request is actually generated.
  • the compressor rotation speed is limited to low rotation, and battery cooling is reduced.
  • the degree is reduced.
  • battery cooling can be appropriately performed while suppressing excessive battery cooling and excessive air conditioning restriction.
  • control mode changing unit includes an air conditioning restricting unit that restricts execution of air conditioning by the air conditioning refrigerant circuit as a change of the control mode.
  • the heat conversion capacity in the air-conditioning refrigerant circuit may be reduced. Can be supplemented. As a result, the battery can be cooled in the most appropriate state when an abnormality occurs.
  • the air conditioning limiting unit increases the output of the compressor under the situation where the air conditioning request and the battery cooling request are generated and the abnormality is determined to occur. Also restricts the execution of the air conditioning on the condition that the air conditioning request and the battery cooling request are not satisfied.
  • the abnormality is determined, based on the vehicle traveling prediction after the current time point.
  • a prediction unit that predicts whether or not both the air conditioning request and the battery cooling request will occur, and the control mode changing unit causes the prediction unit to generate both the air conditioning request and the battery cooling request.
  • the surplus air conditioning for the current request is performed before both the air conditioning request and the battery cooling request occur.
  • both air conditioning demand and battery cooling demand will occur in the future due to changes in the outside air temperature from the present time onward and running conditions such as high-speed running. Further, it can be predicted that, at the time of occurrence of an abnormality in the air conditioning refrigerant circuit, it becomes impossible to satisfy both the future air conditioning request and the battery cooling request. In this case, before the air-conditioning request and the battery cooling request both occur, the surplus air-conditioning (excessive air-conditioning) is performed for the current request, so that the vehicle interior environment can be improved.
  • the refrigerant passage has a bypass passage which is provided in parallel with the utilization side heat exchanger and which supplies the refrigerant to the battery cooling part. Switching between which of the first circulation path including the use-side heat exchanger and the second circulation path including the bypass passage that does not include the use-side heat exchanger can be switched to the state in which the refrigerant flows. It is possible that the air-conditioning restriction unit limits the air-conditioning so that the refrigerant flows in the second circulation path and restricts the refrigerant flowing in the first circulation path.
  • the bypass path (battery cooling section) is included as the air conditioning restriction.
  • the refrigerant is allowed to flow in the second circulation path, and the refrigerant is restricted from flowing in the first circulation path including the utilization side heat exchanger.
  • battery cooling can be preferably performed while restricting air conditioning by suppressing heat exchange in the use side heat exchanger.
  • the air conditioning restriction unit determines the amount of the refrigerant flowing through the first circulation path and the second circulation path based on the temperature of the battery when the air conditioning is restricted. Adjust the distribution with the amount of flowing refrigerant.
  • the air conditioning limiting unit releases the air conditioning limitation based on that the vehicle speed, which is the traveling speed of the vehicle, is higher than a predetermined speed threshold value. Alternatively, the degree of restriction of the air conditioning is reduced.
  • Means 19 includes a parameter acquisition unit for acquiring the drive state of the compressor or the refrigerant pressure in the refrigerant passage as a control parameter in any one of the means 1 to 18, and the control mode changing unit is the abnormal condition.
  • the control mode is changed based on the control parameter after the occurrence of.
  • the heat exchange state (heat dissipation state) in the heat source side heat exchanger differs from that in the normal state of the air conditioning refrigerant circuit, and the drive state of the compressor and the refrigerant passage A change occurs in the refrigerant pressure inside.
  • the change in the refrigerant pressure after the occurrence of the abnormality in the air conditioning refrigerant circuit is grasped and the control of the refrigerant circulation in the air conditioning refrigerant circuit is performed.
  • battery cooling can be appropriately performed according to the driving state of the compressor, and thus the magnitude of the refrigerant pressure.
  • the abnormality determining unit is configured such that the abnormality determination unit stops the radiating fan that blows air to the heat source side heat exchanger in the air conditioning refrigerant circuit or reduces the output, the heat source side. It is determined that an abnormality has occurred in the air conditioning refrigerant circuit based on at least one of heat radiation abnormality due to clogging in the heat exchanger and refrigerant leakage abnormality in the air conditioning refrigerant circuit.
  • the causes of abnormalities in the air conditioning refrigerant circuit are that the heat dissipation fan has stopped or the output is reduced, and that there is heat dissipation abnormality due to clogging of the heat source side heat exchanger. It is conceivable that there is a refrigerant leakage abnormality. Therefore, by determining the occurrence of an abnormality in the air conditioning refrigerant circuit based on the occurrence of an abnormality caused by these factors, it is possible to properly understand the occurrence of the abnormality, and to appropriately perform the battery cooling at the time of the abnormality. can do.
  • the air conditioning refrigerant circuit In an in-vehicle cooling system including the air conditioning refrigerant circuit, the battery, the battery cooling unit, and the control device according to any one of means 1 to 20, while simplifying the configuration, the air conditioning refrigerant circuit
  • the battery can be properly cooled when an abnormality occurs in the.
  • FIG. 1 is a configuration diagram showing a cooling water circuit and an air conditioning refrigerant circuit in a vehicle
  • FIG. 2 is a block diagram showing an electrical configuration relating to battery cooling
  • FIG. 3 is a flowchart showing a procedure for battery cooling
  • FIG. 4 is a diagram showing the relationship between the refrigerant pressure and the compressor rotation speed
  • 5A is a diagram showing the relationship between the vehicle speed and the rotation speed correction value ⁇ N1
  • FIG. 5B is a diagram showing the relationship between the vehicle speed and the rotation speed correction value ⁇ N2.
  • FIG. 6 is a time chart for explaining the battery cooling process more specifically, FIG.
  • FIG. 7 is a flowchart showing a battery cooling process procedure according to the second embodiment.
  • FIG. 8 is a diagram showing a distribution ratio between the amount of the refrigerant flowing through the first circulation path and the amount of the refrigerant flowing through the second circulation path
  • FIG. 9 is a time chart for specifically explaining the battery cooling process in another example
  • FIG. 10 is a flowchart showing a processing procedure of battery cooling in another example
  • FIG. 11 is a time chart for specifically explaining the battery cooling process in another example
  • FIG. 12 is a flowchart showing a processing procedure of battery cooling in another example
  • FIG. 13 is a time chart for specifically explaining the battery cooling process in another example
  • FIG. 14 is a flowchart showing a processing procedure of battery cooling in another example
  • FIG. 15 is a flowchart showing a processing procedure of battery cooling in another example
  • FIG. 16 is a flowchart showing a processing procedure of battery cooling in another example.
  • the present embodiment is embodied as a vehicle-mounted cooling system that cools a battery that supplies electric power to a rotating electric machine in a hybrid vehicle that has an engine (internal combustion engine) and a rotating electric machine as power sources.
  • an engine internal combustion engine
  • a rotating electric machine as power sources.
  • an engine mode in which an engine is used as a running power source an EV mode in which a rotating electrical machine is used as a running power source, and an engine and a rotating electrical machine are used as running power sources. It is possible to switch to the running HV mode.
  • FIG. 1 is a configuration diagram showing cooling water circuits 12 and 22 for cooling an engine 11 and a rotating electric machine 21 in a vehicle 10, and an air conditioning refrigerant circuit 31 using an air conditioning refrigerant.
  • the rotary electric machine 21 corresponds to an in-vehicle electric device.
  • the vehicle 10 has a first cooling water circuit 12 that cools the engine 11 and a second cooling water circuit 22 that cools the rotating electric machine 21 as a cooling water cooling system.
  • the first cooling water circuit 12 has a cooling water passage 13 for circulating engine cooling water, a cooling water pump 14 and a radiator 15 provided in the cooling water passage 13.
  • the second cooling water circuit 22 also has a cooling water passage 23 for circulating the motor cooling water, a cooling water pump 24 and a radiator 25 provided in the cooling water passage 23.
  • the second cooling water circuit 22 may cool the inverter that drives the rotary electric machine 21 mainly by battery power.
  • the heat generating portion such as the armature winding in the rotating electric machine body may be cooled.
  • the air conditioning refrigerant circuit 31 includes a refrigerant passage 32 for circulating a refrigerant such as a CFC-based refrigerant, an electric compressor 33 for compressing the refrigerant, and a condenser 34 (condenser) for cooling and liquefying the refrigerant. And an evaporator 35 (evaporator) that vaporizes the refrigerant.
  • the condenser 34 is provided with a heat radiation fan 36 that blows air for heat radiation in the condenser 34.
  • the condenser 34 corresponds to a “heat source side heat exchanger”, and the evaporator 35 corresponds to a “use side heat exchanger”.
  • An expansion valve 38 may be provided on the downstream side of the condenser 34 in the refrigerant passage 32.
  • a refrigerant pressure sensor 37 that detects the refrigerant pressure is provided in the refrigerant passage 32.
  • the radiators 15 and 25 are integrated as a heat radiation unit, or the condensers 34 are integrated as a heat radiation unit in addition to the radiators 15 and 25.
  • the heat radiation fan 36 may radiate heat in these heat radiation unit units.
  • the air conditioning refrigerant circuit 31 is provided not only for air conditioning (cooling/heating) of the vehicle interior but also for cooling the battery 51 that supplies electric power to the vehicle-mounted electric equipment.
  • the electric device mounted on the vehicle includes the rotating electric machine 21.
  • the battery 51 is provided as a part of the battery pack 50, and the battery pack 50 is provided with a temperature adjustment unit 52 that adjusts the battery temperature.
  • the temperature adjustment unit 52 corresponds to a battery cooling unit that cools the battery 51 by circulating the refrigerant in the refrigerant passage 32, and has, for example, a heat conversion unit that cools the battery 51 by heat conversion of the refrigerant.
  • the refrigerant passage 32 has a bypass passage 41 in parallel with the evaporator 35 on the upstream side of the compressor 33, and the temperature adjustment unit of the battery pack 50 is provided in the bypass passage 41. 52 is provided.
  • An electromagnetic valve 42 is provided in the refrigerant passage 32, and by the electromagnetic valve 42, a first circulation path L1 including the evaporator 35 and a second circulation path L2 including the bypass passage 41 not including the evaporator 35 are provided. It is possible to switch which of the above circulation paths is used to flow the refrigerant.
  • the refrigerant flows only through the second circulation path L2 or the refrigerant flows through the first circulation path L1 and the second circulation path L2 so that the refrigerant flows through the bypass passage 41.
  • the refrigerant circulates.
  • the battery 51 is cooled by heat exchange in the temperature control unit 52.
  • the temperature control unit 52 may be composed of a chiller having a circulation passage for circulating a heat fluid such as cooling water.
  • a heat fluid such as cooling water.
  • an evaporator provided on the bypass passage 41 and the evaporator.
  • the battery 51 may be cooled by a circulation passage that circulates a thermal fluid (cooling water or the like) that is cooled by heat exchange, and the thermal fluid that circulates in the circulation path.
  • FIG. 2 is a block diagram showing an electrical configuration relating to battery cooling.
  • the control device 60 includes a microcomputer having a CPU and various memories, as is well known, and controls driving of the compressor 33, the heat radiation fan 36, and the solenoid valve 42 based on input signals from various sensors. To do.
  • the sensors include an outside air temperature sensor 61 that detects the outside air temperature, a vehicle interior temperature sensor 62 that detects the vehicle interior temperature, a rotation speed sensor 63 that detects the rotation speed of the compressor 33, and a battery temperature.
  • a battery temperature sensor 64 for detecting, a current sensor 65 for detecting a current flowing through the compressor 33, a vehicle speed sensor 66 for detecting the speed (vehicle speed) of the vehicle 10 and the like are included.
  • the control device 60 controls the drive state of the compressor 33 based on the air conditioning request and the battery cooling request. That is, the control device 60 performs the rotation speed control of the compressor 33 based on the air conditioning control parameters such as the outside air temperature, the vehicle interior temperature, the set temperature, and the set air volume when the air conditioning request is made. Further, the controller 60 controls the rotation speed of the compressor 33 based on the battery temperature when the battery cooling request is generated. At this time, the control device 60 sets the target rotation speed of the compressor 33 based on the air conditioning control parameter and the battery temperature, and performs feedback control so that the actual rotation speed detected by the rotation speed sensor 63 matches the target rotation speed. Should be implemented.
  • control device 60 controls the heat radiation state in the condenser 34 by driving the heat radiation fan 36 when the compressor 33 is driven in response to the air conditioning request and the battery cooling request.
  • the heat radiation fan 36 controls on/off of the driving state.
  • the driving state of the heat radiation fan 36 can be adjusted in a plurality of stages (for example, three stages of low, middle, and high)
  • the driving state of the heat radiation fan 36 is controlled in one of a plurality of stages.
  • the refrigerant passage 32 is deteriorated due to a decrease in heat radiation performance of the condenser 34 of the air conditioning refrigerant circuit 31.
  • the refrigerant pressure inside rises.
  • the battery 51 cannot be cooled by the circulation of the refrigerant, and there is a concern that the battery temperature may excessively rise.
  • the present embodiment it is determined that an abnormality has occurred in the air conditioning refrigerant circuit 31 based on the fact that the heat dissipation fan 36 is stopped or has a failure that reduces the output. Then, under the situation where the battery cooling request is generated and it is determined that the air conditioning refrigerant circuit 31 is abnormal, the refrigerant pressure in the refrigerant passage 32 is suppressed while increasing the pressure exceeding the predetermined high pressure upper limit value. The compressor 33 is driven with the drive being restricted. This process is a fail-safe process when a failure occurs in the heat dissipation fan 36.
  • the cooling of the battery 51 by the temperature control unit 52 is continued in a state where the control mode of the refrigerant circulation in the air conditioning refrigerant circuit 31 is changed. ..
  • the increase in the refrigerant pressure in the refrigerant passage 32 is restricted as compared with before the abnormality occurred in the air conditioning refrigerant circuit 31.
  • the drive state of the compressor 33 or the refrigerant pressure in the refrigerant passage 32 during the compressor drive is acquired as a control parameter, and the compressor is determined based on the control parameter after the stop failure of the heat radiation fan 36 occurs.
  • the degree of drive restriction of 33 may be adjusted. At this time, for example, based on the refrigerant pressure detected by the refrigerant pressure sensor 37, it is grasped that the refrigerant pressure is changing up or down after the occurrence of the stop failure of the heat dissipation fan 36, and based on the result, the compressor 33 is changed. It is advisable to adjust the degree of the drive limitation, that is, the limit rotation speed of the compressor 33.
  • the refrigerant pressure may be estimated based on the compressor energization current detected by the current sensor 65.
  • the electromagnetic valve 42 causes the refrigerant to flow in the first circulation path L1 including the evaporator 35 and the second circulation path L2 including the bypass passage 41 not including the evaporator 35. It is possible to switch to a state in which the refrigerant flows. Then, as the restriction of the air conditioning, the refrigerant is allowed to flow in the second circulation path L2 and the refrigerant is restricted from flowing in the first circulation path L1.
  • FIG. 3 is a flowchart showing a battery cooling processing procedure, and this processing is repeatedly executed by the control device 60 at a predetermined cycle.
  • step S11 it is determined whether or not there is a failure in the radiating fan 36 that causes a stop or output reduction as an abnormality in the air conditioning refrigerant circuit 31.
  • this failure determination for example, when the heat dissipation fan 36 is not energized even though a drive command is issued to the heat dissipation fan 36, it is determined that there is a stop failure.
  • step S11 corresponds to the “abnormality determination unit”.
  • step S11 is denied and the process proceeds to step S12 to drive the compressor 33 normally.
  • the control device 60 executes the rotation speed control of the compressor 33 based on the air conditioning request and the battery cooling request.
  • step S13 it is determined whether a battery cooling request has been issued. In step S13, for example, if the battery temperature is equal to or higher than the predetermined temperature, it is determined that the battery cooling request is generated.
  • the predetermined temperature is a temperature determined based on the temperature at which the output of the battery 51 is limited, and is 40° C., for example. If the battery cooling request has not been issued, the process proceeds to step S14, and the compressor 33 is brought into a non-driving state. At this time, if air conditioning is being performed according to the air conditioning request at the time when the radiation fan 36 fails, the air conditioning is stopped by stopping the driving of the compressor 33.
  • the process proceeds to step S15, and it is determined whether the refrigerant pressure is equal to or higher than the first threshold value TH1.
  • the first threshold value TH1 is, for example, a high pressure upper limit value within a range that suppresses high pressure breakage of the refrigerant pipe.
  • the first threshold value TH1 is determined based on the valve opening pressure of the safety valve and is a pressure slightly lower than the valve opening pressure. If the refrigerant pressure is equal to or higher than the first threshold value TH1, the process proceeds to step S16, and the compressor rotation speed is limited to the limited rotation speed N1.
  • the control device 60 performs the rotation speed feedback control with the target rotation speed of the compressor 33 as the limited rotation speed N1.
  • the limited rotation speed N1 is preferably a rotation speed lower than the compressor rotation speed when only the battery cooling request is generated among the air conditioning request and the battery cooling request.
  • step S17 if an air conditioning request is made, the air conditioning is stopped. Specifically, in the air conditioning refrigerant circuit 31, the refrigerant is allowed to flow in the second circulation path L2 and the refrigerant is stopped from flowing in the first circulation path L1. This limits the implementation of air conditioning. For example, by controlling the electromagnetic valve 42, it is preferable that the refrigerant flow in the first circulation path L1 in addition to the second circulation path L2 while limiting the refrigerant flow rate. In addition, in step S17, instead of stopping the air conditioning, the degree of air conditioning may be limited (reduced) while continuing the air conditioning. Step S17 corresponds to the "air conditioning restriction unit".
  • the process proceeds to step S18, and it is determined whether the refrigerant pressure is the second threshold TH2 or more.
  • the second threshold TH2 is a pressure threshold lower than the first threshold TH1.
  • the process proceeds to step S19, and the limiting rotation speed of the compressor 33 is set based on the refrigerant pressure.
  • the limiting rotation speed of the compressor 33 may be set using the relationship of FIG. In FIG. 4, the relationship between the refrigerant pressure and the compressor rotation speed is defined.
  • the compressor rotation speed is set to the limit rotation speed N1 and the refrigerant pressure is set to the second threshold value.
  • the limited rotation speed is variably set within the range of N1 to N2.
  • the limited rotation speed is set such that the higher the refrigerant pressure, the lower the rotation speed.
  • the compressor rotation speed is controlled such that the higher the refrigerant pressure, the higher the limitation degree.
  • the compressor rotation speed is limited to a low rotation speed as compared with the normal time before the abnormality occurs in the air conditioning refrigerant circuit 31, whereby the increase in the refrigerant pressure in the refrigerant passage 32 is restricted. That is, as a result, the control mode of the refrigerant circulation in the air conditioning refrigerant circuit 31 is changed when an abnormality occurs in the air conditioning refrigerant circuit 31.
  • the limit rotation speed of the compressor 33 is corrected based on the vehicle speed.
  • the limiting rotation speed of the compressor 33 may be corrected using the relationship shown in FIG.
  • the relationship between the vehicle speed and the rotation speed correction value ⁇ N1 is defined, and the rotation speed correction value ⁇ N1 is set as a positive value in the range where the vehicle speed is equal to or higher than the speed threshold THA.
  • the higher the vehicle speed the larger the rotation speed correction value ⁇ N1 may be set.
  • the rotation speed correction value ⁇ N1 is added to the rotation speed limit set in step S19, whereby the rotation speed limit is increased and corrected.
  • the correction degree for reducing the limitation speed of the compressor rotation speed is performed based on the vehicle speed being higher than the speed threshold value THA.
  • step S21 it is determined whether an air conditioning request is currently made and the vehicle speed is equal to or higher than the speed threshold THB.
  • the speed threshold THB is a speed value higher than the speed threshold THA. And when step S21 is affirmed, it progresses to step S22 and makes an air conditioning into an operating state.
  • the air conditioning is activated by setting the refrigerant to flow in the first circulation path L1 in addition to the second circulation path L2. This releases the air conditioning restriction.
  • the limiting rotation speed of the compressor 33 is corrected.
  • the limiting rotation speed of the compressor 33 may be corrected using the relationship shown in FIG.
  • FIG. 5B the relationship between the vehicle speed and the rotation speed correction value ⁇ N2 is defined, and the rotation speed correction value ⁇ N2 is set as a positive value in the range where the vehicle speed is equal to or higher than the speed threshold value THB. Further, as shown in the figure, the higher the vehicle speed, the larger the rotation speed correction value ⁇ N2 may be set.
  • the rotational speed correction value ⁇ N2 is added to the rotational speed limit set in step S19 or the rotational speed limit corrected in step S20, whereby the rotational speed limit is increased and corrected.
  • the correction degree for reducing the limitation speed of the compressor rotation speed is performed based on that the vehicle speed is higher than the speed threshold value THB.
  • the speed thresholds THA and THB have a relationship of THA ⁇ THB. Therefore, when the vehicle speed increases, the degree of drive limitation of the compressor 33 is reduced first, and then the degree of air conditioning limitation is reduced.
  • step S22 a process of reducing the degree of air conditioning restriction may be performed instead of the process of releasing the air conditioning restriction.
  • a process for reducing the degree of air conditioning restriction for example, the amount of the refrigerant flowing through the first circulation path L1 may be increased by controlling the solenoid valve 42.
  • step S21 If step S21 is negative, the process proceeds to step S17, and the process of stopping the air conditioning or the process of restricting the implementation of the air conditioning is performed. Note that steps S15 to S22 correspond to the "control mode changing unit".
  • FIG. 6 is a time chart for explaining the battery cooling process more specifically.
  • the ignition switch of the vehicle 10 is turned on, an initial process is performed to enable the vehicle to travel, and then at timing t2, air conditioning is started in response to an air conditioning request.
  • the compressor rotation speed is feedback-controlled to the target rotation speed determined according to the content of the air conditioning request each time. As a result, the refrigerant pressure gradually rises. Further, the driving of the heat radiation fan 36 is started. In FIG. 6, the driving state of the heat radiation fan 36 is shown as ON/OFF.
  • a battery cooling request is generated when the battery temperature exceeds a predetermined value, and battery cooling is started in accordance with the battery cooling request.
  • the compressor rotation speed is controlled according to the air conditioning request and the battery cooling request each time. As a result, the compressor rotation speed and the refrigerant pressure increase in response to the battery cooling request.
  • the refrigerant pressure becomes higher than the second threshold value TH2, and after that timing t5, the rotation speed of the compressor 33 is controlled by the limited rotation speed set based on the refrigerant pressure.
  • the higher the refrigerant pressure the lower the rotational speed of the compressor 33 is set as the rotational speed limit.
  • the air conditioning is stopped regardless of the fact that the air conditioning request is generated.
  • the battery temperature gradually rises, but an excessive rise is suppressed.
  • the refrigerant pressure is maintained at a pressure lower than the first threshold TH1 which is the high pressure upper limit value.
  • this embodiment assumes that the cooling performance of the cooling system is higher than the temperature rise.
  • the limit rotation speed of the compressor 33 is increased and corrected as the vehicle speed increases to the speed threshold THA.
  • the heat radiation of the condenser 34 is promoted by the traveling wind of the vehicle 10, so that the compressor rotation speed can be increased correspondingly without the increase of the refrigerant pressure.
  • the air conditioning refrigerant circuit 31 is continuously cooled by the temperature adjustment unit 52.
  • the control mode of the refrigerant circulation in 31 is changed.
  • the increase in the refrigerant pressure in the refrigerant passage 32 is limited as compared with that before the abnormality in the air conditioning refrigerant circuit 31. More specifically, in order to suppress the pressure increase in which the refrigerant pressure in the refrigerant passage 32 exceeds a predetermined high-pressure upper limit value, the compressor 33 is driven in a drive-restricted state.
  • the refrigerant can be circulated in a manner according to the occurrence of the abnormality.
  • the battery can be properly cooled when an abnormality occurs in the air conditioning refrigerant circuit 31 while simplifying the configuration.
  • the heat radiation fan 36 fails, it is possible to continuously cool the battery 51 while protecting the pipes and the like forming the refrigerant passage 32.
  • the air conditioning by the air conditioning refrigerant circuit 31 is restricted.
  • the battery cooling request is prioritized. That is, in order to cool the battery 51, the refrigerant is circulated in the refrigerant passage 32. Thereby, the deterioration of the battery 51 due to the excessive rise in the battery temperature can be suitably suppressed.
  • the air conditioning limitation is such that the refrigerant flows in the second circulation path L2 including the bypass passage 41 (the temperature adjustment unit 52).
  • the refrigerant is restricted from flowing in the first circulation path L1 including the evaporator 35.
  • battery cooling can be suitably performed while restricting air conditioning by suppressing vaporization of the refrigerant in the evaporator 35.
  • the restriction of air conditioning is released or the degree of restriction of air conditioning is decreased based on the vehicle speed being higher than a predetermined speed threshold THB. I decided to do it.
  • THB a predetermined speed threshold
  • the vehicle speed is high, it is possible to perform the air conditioning in addition to the battery cooling, even in the situation where the driving of the compressor 33 is limited, by taking into consideration that the condenser 34 dissipates heat by the traveling wind. It will be possible. In this case, for example, it is possible to switch from a state in which the air conditioning is stopped to a state in which the air conditioning is performed as the air conditioning restriction.
  • the degree of the drive restriction of the compressor 33 is reduced based on the vehicle speed being higher than the speed threshold THA.
  • the vehicle speed is high, it is possible to reduce the degree of drive limitation of the compressor 33 and increase the degree of battery cooling by taking into consideration that heat is dissipated by the condenser 34 due to traveling wind.
  • the degree of the drive restriction of the compressor 33 is reduced based on the vehicle speed being higher than the speed threshold THA (first speed threshold) so that the vehicle speed is lower than the speed threshold THA.
  • the degree of air conditioning restriction is reduced based on the fact that it is larger than the large speed threshold THB (second speed threshold). This makes it possible to reduce the degree of drive limitation of the compressor 33 and reduce the degree of air conditioning limitation according to the magnitude of the vehicle speed. In this case, when the vehicle speed increases, the degree of drive limitation of the compressor 33 is first reduced, and then the degree of air conditioning limitation is reduced. Therefore, when the heat radiation fan 36 fails, it is possible to appropriately perform air conditioning while giving priority to battery cooling.
  • the cooling state of the refrigerant in the condenser 34 is different from that in the normal state of the radiation fan 36, and the driving state of the compressor 33 or the refrigerant when the compressor 33 is driven is different. Changes in pressure occur. In this case, based on the drive state of the compressor 33 or a control parameter indicating the refrigerant pressure when the compressor 33 is driven, the change in the refrigerant pressure after the occurrence of the stop failure of the heat radiation fan 36 is grasped to limit the drive of the compressor 33.
  • the battery cooling can be appropriately performed according to the driving state of the compressor 33, and thus the magnitude of the refrigerant pressure, by adjusting the degree.
  • the abnormality determination unit that determines whether or not there is an abnormality in the air conditioning refrigerant circuit 31 may use a configuration that determines that a heat radiation abnormality due to clogging in the condenser 34 (clogging abnormality) has occurred.
  • This abnormality is, for example, a clogging of the condenser fin.
  • the presence or absence of clogging abnormality in the condenser 34 is determined based on the refrigerant pressure on the upstream side of the condenser 34.
  • FIG. 7 is a flowchart showing a processing procedure of battery cooling in the present embodiment, and this processing is executed by replacing the processing of FIG. Note that, in FIG. 7, the same steps as those in FIG. 3 are given the same step numbers.
  • step S31 it is predicted based on the vehicle traveling prediction after the present time whether or not a situation in which a battery cooling request occurs will occur.
  • the control device 60 predicts whether or not a situation in which a battery cooling request occurs will be based on the traveling destination of the vehicle 10 registered in advance in the navigation device or the like. More specifically, the presence/absence of a battery cooling request in the future is predicted based on the traveling distance to the traveling destination, the required time, the road surface inclination on the traveling route, and the like.
  • the outside temperature and the weight of the vehicle 10 loaded may be taken into consideration.
  • step S32 it is determined whether or not the prediction result of step S31 is a prediction result that a battery cooling request will occur. Then, if it is not the prediction result that the battery cooling request is generated, the process proceeds to step S14, and the compressor 33 is brought into the non-driving state.
  • step S15 the process of limiting the compressor rotation speed is performed based on the refrigerant pressure as described above.
  • the processing after step S15 is as already described.
  • step S31 if it is predicted in step S31 that a battery cooling request will occur, it is better to increase the degree of drive restriction in the drive state of the compressor 33 than when the battery cooling request is currently occurring. Specifically, in the case where the drive restriction of the compressor 33 is implemented due to the affirmative determination in step S13, the step S16 is performed more than in the case where the drive restriction of the compressor 33 is implemented due to the affirmative determination in step S32. Alternatively, it is advisable to set the limit rotation speed set in step S19 to a small value.
  • the battery cooling can be preliminarily performed based on the necessity of battery cooling after the present time. ..
  • the increase in the battery temperature can be suppressed. That is, even when the cooling is insufficient and the temperature rises, it is possible to suppress the excessive rise of the battery temperature during traveling. As a result, the battery 51 can be protected.
  • the drive limit of the compressor 33 is limited on the basis that it is predicted that a battery cooling request will occur, compared to the case where the drive limit of the compressor is limited based on the actual battery cooling request being generated, The degree of drive restriction in the drive state of is increased. In this case, battery cooling can be appropriately performed while suppressing excessive battery cooling and excessive air conditioning restriction.
  • the drive of the compressor 33 is restricted when an abnormality occurs in the air conditioning refrigerant circuit 31, but this may be changed.
  • the control device 60 may control the expansion valve 38, and the expansion valve 38 may be controlled to limit an increase in the refrigerant pressure in the refrigerant passage 32. In this case, the amount of refrigerant passing through the expansion valve 38 is adjusted, and the refrigerant pressure is limited accordingly.
  • the upper limit value of the refrigerant pressure in the normal time and the abnormality occurrence time is set as a configuration for limiting the increase in the refrigerant pressure in the refrigerant passage 32 compared to the normal time before the occurrence of the abnormality.
  • the upper limit value of the compressor rotation speed corresponding to the upper limit value of the refrigerant pressure may be made different so that the upper limit value of the refrigerant pressure or the upper limit value of the compressor rotation speed when an abnormality occurs is smaller than the upper limit value at the normal time.
  • the upper limit value of the compressor rotation speed when an abnormality occurs is set to be smaller than the upper limit value of the compressor rotation speed when normal.
  • the compressor rotation speed at that time is relatively low, it is not always necessary to immediately reduce the compressor rotation speed, and the rotation speed is lower than that in normal operation.
  • the compressor rotation speed may be limited by the upper limit value.
  • the distribution of the amount of the refrigerant flowing through the first circulation route L1 and the amount of the refrigerant flowing through the second circulation route L2 may be adjusted based on the battery temperature. Specifically, when a failure occurs in the heat radiation fan 36, the control device 60 flows through the second circulation path L2 and the amount of refrigerant flowing through the first circulation path L1 based on the relationship of FIG. The distribution with the amount of refrigerant (L2 refrigerant amount) is adjusted. In FIG. 8, the distribution ratio is adjusted so that the higher the battery temperature, the less the L2 refrigerant amount relative to the L1 refrigerant amount. It should be noted that this processing may be performed in step S17 of FIG. 3, for example.
  • the control mode of the refrigerant circulation in the air conditioning refrigerant circuit 31 may be changed by the following methods. Note that, here, a configuration will be described in which the drive of the compressor 33 is restricted when a failure of the heat radiation fan 36 occurs.
  • FIG. 9 the time chart in which the drive of the compressor 33 is restricted when a failure of the heat radiation fan 36 occurs.
  • the first method will be explained. As shown in FIG. 9, when the heat dissipation fan 36 fails at timing t11, the refrigerant pressure rises, and at timing t12, the refrigerant pressure rises to the first threshold value TH1. As a result, after the timing t12, the compressor rotation speed is controlled at the limited rotation speed N1. As described above, the first threshold value TH1 is a pressure threshold value determined based on the high-pressure upper limit value within the range that suppresses high-pressure breakage of the refrigerant pipe or the valve opening pressure of the safety valve.
  • step S41 in FIG. 10 it is determined whether or not the heat dissipation fan 36 has a failure that causes a stop or an output reduction. If the heat dissipation fan 36 has not failed, the process proceeds to step S42, and the compressor 33 is normally driven.
  • step S43 it is determined whether the refrigerant pressure is equal to or higher than the first threshold value TH1. If the refrigerant pressure is equal to or higher than the first threshold value TH1, the process proceeds to step S44, and the compressor rotation speed is limited to the limited rotation speed N1. If the refrigerant pressure is less than the first threshold value TH1, the process proceeds to step S45 and the current drive state of the compressor 33 is maintained. That is, the target rotation speed of the compressor 33 is left as it is (that is, in the normal drive state or the drive limited state).
  • the compressor rotation speed is controlled at the limited rotation speed N1, and thereafter, the refrigerant pressure falls and drops to the second threshold value TH2 at the timing t25.
  • the limited rotation speed of the compressor 33 is updated to NA2 that is larger than N1 and smaller than NA1 (that is, the rotation speed that has a larger degree of limitation than when TH2 was reached last time). After that, the same processing is repeated as necessary.
  • step S51 in FIG. 12 it is determined in step S51 in FIG. 12 whether or not the heat dissipation fan 36 has a failure that causes a stop or an output reduction. If the heat dissipation fan 36 has not failed, the process proceeds to step S52, and the compressor 33 is normally driven.
  • step S53 it is determined whether the refrigerant pressure is equal to or higher than the first threshold value TH1. If the refrigerant pressure is equal to or higher than the first threshold value TH1, the process proceeds to step S54, and the compressor rotation speed is limited to the limited rotation speed N1. If the refrigerant pressure is less than the first threshold TH1, the process proceeds to step S55, and it is determined whether the refrigerant pressure is the second threshold TH2 or more. Then, if the refrigerant pressure is equal to or higher than the second threshold value TH2, the process proceeds to step S56, and the current drive state of the compressor 33 is held.
  • step S57 the limit rotation speed of the compressor 33 that is higher than the limit rotation speed N1 is set in order to reduce the degree of the drive limit of the compressor 33.
  • NA1 and NA2 are set as the limiting rotation speeds, respectively.
  • the limiting rotation speed NAi is set according to the number of repetitions i, and the larger the number of repetitions i, the smaller the limiting rotation speed NAi compared to the previous value (that is, It is set to a value with a greater degree of restriction than the previous value).
  • the drive limitation of the compressor 33 is started on condition that the refrigerant pressure has risen to the first threshold value TH1.
  • the limiting rotation speed of the compressor 33 is gradually updated to a small value (that is, a value having a large limiting degree) while suppressing the refrigerant pressure from exceeding the first threshold value TH1.
  • the limited rotation speed set in step S57 of FIG. 12 may be the same rotation speed each time (that is, the rotation speed of the same degree of limitation).
  • a configuration may be adopted in which a rotation speed that is not limited is set.
  • the change in increase in the refrigerant pressure is monitored at a predetermined time interval ⁇ T, and, for example, at timings t34 and t35, the limiting rotation speed of the compressor 33 is gradually updated to a large value (that is, a value with a small limiting degree).
  • the time interval ⁇ T may be a constant time or a gradually decreasing time.
  • the update width ⁇ Nx for gradually increasing the limited rotation speed may be a constant value or a value that gradually decreases.
  • the speed limit is updated to a small value based on the refrigerant pressure rising to the first threshold value TH1. After that, the same processing is repeated.
  • step S61 in FIG. 14 it is determined in step S61 in FIG. 14 whether or not the heat dissipation fan 36 has a failure that causes a stop or an output reduction. If no failure has occurred in the heat radiation fan 36, the process proceeds to step S62, and the compressor 33 is normally driven.
  • step S63 it is determined whether the refrigerant pressure is equal to or higher than the first threshold value TH1. If the refrigerant pressure is equal to or higher than the first threshold value TH1, the process proceeds to step S64, and it is determined whether or not the refrigerant pressure becomes equal to or higher than the first threshold value TH1 for the first time after the failure of the heat radiation fan 36 occurs. .. If it is the first time, the process proceeds to step S65, and the compressor rotation speed is limited to the limited rotation speed N1 (timing t32 in FIG. 13). If it is not the first time, the limit rotation speed is reduced by a predetermined value in order to increase the degree of drive limitation of the compressor 33 from the previous value (timing t36 in FIG. 13).
  • step S67 If the refrigerant pressure is less than the first threshold TH1, the process proceeds to step S67, and it is determined whether the refrigerant pressure is the second threshold TH2 or more. Then, if the refrigerant pressure is equal to or higher than the second threshold value TH2, the process proceeds to step S68, and after the refrigerant pressure reaches the first threshold value TH1, a predetermined time has elapsed since the last time it was updated to the side in which the speed limit is increased. It is determined whether or not. When the result in step S68 is affirmative, the process proceeds to step S69, and the limit rotation speed is increased by a predetermined value (timings t34 and t35 in FIG. 13).
  • step S70 the current drive state of the compressor 33 is held.
  • the drive limitation of the compressor 33 is started on condition that the refrigerant pressure rises to the first threshold value TH1.
  • the limiting rotation speed of the compressor 33 is gradually updated from the limiting rotation speed N1 having a large degree of limitation to a large value while suppressing the refrigerant pressure from exceeding the first threshold value TH1.
  • the abnormality determination in the air conditioning refrigerant circuit 31 it may be configured to determine that the refrigerant leakage is occurring in the air conditioning refrigerant circuit 31.
  • the processing procedure of battery cooling in this configuration will be described with reference to FIG.
  • the implementation of air conditioning is limited to compensate for the shortage of battery cooling.
  • step S81 it is determined whether a refrigerant leak has occurred in the air conditioning refrigerant circuit 31 as an abnormality in the air conditioning refrigerant circuit 31. For example, based on the detection value of the refrigerant pressure sensor 37, the presence/absence of refrigerant leakage abnormality is determined. It is also possible to determine the presence/absence of a refrigerant leakage abnormality based on the detection value of the refrigerant pressure sensor 37 while taking into consideration the driving state of the compressor 33 such as the compressor rotation speed.
  • step S81 is denied and the process proceeds to step S82 to drive the compressor 33 normally.
  • the control device 60 executes the rotation speed control of the compressor 33 based on the air conditioning request and the battery cooling request.
  • step S81 If a refrigerant leakage abnormality has occurred, the affirmative decision is made in step S81 and the operation proceeds to step S83.
  • step S83 it is determined whether a battery cooling request has been issued. If the battery cooling request is not generated, the process proceeds to step S85, and the compressor 33 is brought into a non-driving state. At this time, if air conditioning is being performed in response to the air conditioning request at the time when the refrigerant leakage abnormality occurs, the air conditioning is stopped as the drive of the compressor 33 is stopped.
  • step S84 it is determined whether the refrigerant pressure is equal to or higher than a predetermined threshold value TH11.
  • the threshold value TH11 is, for example, a pressure lower limit value that allows the temperature control unit 52 to cool the battery.
  • the threshold value TH11 may be determined based on the relationship between the refrigerant pressure and the heat exchange capacity of the temperature adjustment unit 52. Then, if the refrigerant pressure is less than the threshold value TH11 in step S84, the process proceeds to step S85, and the compressor 33 is brought into a non-driving state. That is, when the refrigerant pressure is excessively reduced, battery cooling becomes impossible, and the drive of the compressor 33 is stopped.
  • step S86 the refrigerant pressure is maintained at a pressure equal to or higher than the predetermined pressure Pa by driving the compressor 33 in order to continue the battery cooling even in the situation where the refrigerant leakage abnormality occurs. That is, the control of the refrigerant pressure is performed at a level at which the heat conversion in the temperature adjustment unit 52 is possible.
  • the predetermined pressure Pa is a pressure that enables at least the minimum battery cooling, and may be a pressure of “TH11+ ⁇ ” with the threshold TH11 as a reference, for example.
  • step S87 it is determined whether or not an air conditioning request is currently made.
  • step S87 is positive, the process proceeds to step S88. At this time, if both the air conditioning request and the battery cooling request are generated, step S87 is affirmed. If step S87 is denied, this process ends.
  • step S88 it is determined whether or not the current situation is such that the air conditioning request and the battery cooling request are not satisfied even if the output of the compressor 33 is increased. Then, when step S88 is denied, that is, when both requests can be satisfied, the process proceeds to step S90 to activate the air conditioning.
  • step S90 in the air conditioning refrigerant circuit 31, the air conditioning is activated by setting the refrigerant to flow in the first circulation path L1 in addition to the second circulation path L2.
  • step S88 If step S88 is positive, the process proceeds to step S89.
  • step S89 it is determined whether the vehicle speed is equal to or higher than the speed threshold THC. If the result at step S89 is affirmative, the process proceeds to step S90 to activate the air conditioning.
  • step S89 If step S89 is denied, the process proceeds to step S91 to stop the air conditioning. At this time, in the air conditioning refrigerant circuit 31, the refrigerant is allowed to flow in the second circulation path L2, and the refrigerant is stopped from flowing in the first circulation path L1. This limits the implementation of air conditioning.
  • step S91 If the vehicle speed becomes equal to or higher than the speed threshold value THC under the condition that the air conditioning is stopped in step S91, that is, the step S88 is affirmative and the step S89 is negative, the step S89 is affirmative and the step S90 is affirmative.
  • the air conditioning is activated (the restriction on the air conditioning is lifted).
  • the degree of air conditioning restriction may be reduced instead of canceling the air conditioning restriction.
  • the air conditioning restriction is released or the degree of air conditioning restriction is reduced. Considering that when the vehicle speed is high, heat is dissipated from the condenser 34 by the traveling wind, it is possible to switch from a state in which the air conditioning is stopped to a state in which the air conditioning is performed as the air conditioning restriction.
  • the following processing may be performed as a response when a refrigerant leakage abnormality occurs.
  • the distribution of the amount of the refrigerant flowing through the first circulation path L1 and the amount of the refrigerant flowing through the second circulation path L2 may be adjusted based on the battery temperature.
  • the control device 60 based on the relationship of FIG. 8, the amount of the refrigerant flowing through the first circulation path L1 (L1 refrigerant quantity) and the refrigerant flowing through the second circulation path L2.
  • the distribution with the amount (L2 refrigerant amount) is adjusted. Note that this process may be performed in step S91 of FIG. 15, for example.
  • FIG. 16 is a flowchart for explaining such processing. This process is performed by the control device 60 at a predetermined cycle.
  • step S101 it is determined whether or not one or both of the air conditioning request and the battery cooling request are currently occurring, and in the following step S102, it is determined whether a refrigerant leakage abnormality has occurred. To judge. When both steps S101 and S102 are affirmed, the process proceeds to step S103.
  • step S103 it is predicted whether or not both the air-conditioning request and the battery cooling request will occur based on the vehicle traveling prediction after the present time. At this time, when the vehicle is traveling, it is possible to predict that both an air conditioning request and a battery cooling request will occur in the future due to changes in the outside air temperature after the present time and traveling conditions such as high speed traveling. It is also possible to predict that at the time of occurrence of the refrigerant leakage abnormality (abnormality of the air conditioning refrigerant circuit 31), both future air conditioning demand and battery cooling demand cannot be satisfied.
  • step S104 surplus air conditioning is performed with respect to the current request before both the air conditioning request and the battery cooling request occur.
  • the vehicle interior air conditioning (cooling) is made stronger than at the present time, for example, by lowering the set temperature of the air conditioning. If the air conditioning is not performed, the air conditioning (cooling) is started regardless of whether or not there is a current air conditioning request. It is also possible to estimate the future timing at which both the air conditioning request and the battery cooling request occur based on the vehicle travel prediction, and to start the surplus air conditioning at a timing that is a predetermined time back from the timing.
  • the excess air conditioning (excess air conditioning) for the current request is performed to improve the vehicle interior environment.
  • the compressor energizing current may be acquired as a control parameter.
  • the configuration may be such that the compressor torque or the compressor output is acquired as the control parameter.
  • the electric compressor 33 has a structure in which the driving state is controlled by changing the rotation speed, and the driving state is controlled by changing the refrigerant discharge amount per one rotation. It may be configured.
  • a mechanical compressor driven by the power of the engine 11 may be used instead of the electric compressor 33.
  • the rotating shaft of the compressor is connected to the output shaft of the engine 11 via a connecting member such as a belt, and the compressor is driven as the engine 11 rotates.
  • a multistage or continuously variable transmission is provided in the rotation input section of the compressor, and the rotational speed of the compressor can be controlled by controlling the transmission. Then, under the situation where the battery cooling request is generated and it is determined that the abnormality has occurred in the air conditioning refrigerant circuit 31, it is preferable to drive the compressor in a drive limited state (a state in which the rotation speed is limited).
  • the on-vehicle electric equipment supplied with power from the battery 51 may be other than the rotating electric machine 21, and may be, for example, a heater for heating the interior of the vehicle, a heater for heating an exhaust purification catalyst, or various auxiliary equipment such as an electric pump. May be
  • the vehicle applicable in the present disclosure may be other than a hybrid vehicle, and may be, for example, a vehicle including an internal combustion engine as a traveling power source, an electric vehicle including a rotating electric machine as a traveling power source, or a fuel cell vehicle. Good.
  • control unit and the method thereof described in the present disclosure are realized by a dedicated computer provided by configuring a processor and a memory programmed to execute one or more functions embodied by a computer program. May be done.
  • control unit and the method thereof described in the present disclosure may be realized by a dedicated computer provided by configuring a processor with one or more dedicated hardware logic circuits.
  • control unit and the method thereof described in the present disclosure are based on a combination of a processor and a memory programmed to execute one or a plurality of functions and a processor configured by one or more hardware logic circuits. It may be implemented by one or more dedicated computers configured.
  • the computer program may be stored in a computer-readable non-transition tangible recording medium as an instruction executed by a computer.

Abstract

L'invention concerne un système de refroidissement monté sur véhicule comprenant : un circuit de fluide frigorigène de climatisation (31) qui est pourvu d'un passage de fluide frigorigène (32), d'un compresseur (33), d'un échangeur de chaleur côté source de chaleur (34) et d'un échangeur de chaleur côté utilisation (35) ; une batterie (51) ; et une unité de refroidissement de batterie (52) qui refroidit la batterie en faisant circuler un fluide frigorigène. Le dispositif de commande (60) commande l'état d'entraînement du compresseur sur la base d'une demande de climatisation et d'une demande de refroidissement de batterie. Le dispositif de commande comprend : une unité de détermination d'anomalie qui détermine si une anomalie s'est produite dans le circuit de fluide frigorigène de climatisation ; et une unité de changement de mode de commande qui modifie le mode de commande de la circulation de fluide frigorigène dans le circuit de fluide frigorigène de climatisation tout en continuant à refroidir la batterie avec l'unité de refroidissement de batterie dans une situation dans laquelle il existe une demande de refroidissement de batterie et il est déterminé que l'anomalie s'est produite.
PCT/JP2019/045989 2018-11-29 2019-11-25 Dispositif de commande de système de refroidissement monté sur véhicule et système de refroidissement monté sur véhicule WO2020111004A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
CN201980078618.0A CN113165480A (zh) 2018-11-29 2019-11-25 车载冷却系统的控制装置和车载冷却系统
DE112019005980.7T DE112019005980T5 (de) 2018-11-29 2019-11-25 Steuerungsvorrichtung für ein in einem Fahrzeug montiertes Kühlsystem und in einem Fahrzeug montiertes Kühlsystem
US17/335,415 US11884137B2 (en) 2018-11-29 2021-06-01 Control device for vehicle-mounted cooling system, and vehicle-mounted cooling system

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP2018-224234 2018-11-29
JP2018224234 2018-11-29
JP2019-196040 2019-10-29
JP2019196040A JP7443718B2 (ja) 2018-11-29 2019-10-29 車載冷却システムの制御装置、車載冷却システム及びプログラム

Related Child Applications (1)

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US17/335,415 Continuation US11884137B2 (en) 2018-11-29 2021-06-01 Control device for vehicle-mounted cooling system, and vehicle-mounted cooling system

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WO2020111004A1 true WO2020111004A1 (fr) 2020-06-04

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2022146556A (ja) * 2021-03-22 2022-10-05 トヨタ自動車株式会社 電池冷却システム

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013052778A (ja) * 2011-09-05 2013-03-21 Nippon Soken Inc 冷却装置の制御装置および制御方法
JP2013189118A (ja) * 2012-03-14 2013-09-26 Denso Corp 車両用空調システム
JP2018075922A (ja) * 2016-11-08 2018-05-17 株式会社デンソー 車両用空調装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013052778A (ja) * 2011-09-05 2013-03-21 Nippon Soken Inc 冷却装置の制御装置および制御方法
JP2013189118A (ja) * 2012-03-14 2013-09-26 Denso Corp 車両用空調システム
JP2018075922A (ja) * 2016-11-08 2018-05-17 株式会社デンソー 車両用空調装置

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2022146556A (ja) * 2021-03-22 2022-10-05 トヨタ自動車株式会社 電池冷却システム
JP7295155B2 (ja) 2021-03-22 2023-06-20 トヨタ自動車株式会社 電池冷却システム

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