WO2022070795A1 - バッテリ加熱機能を有する車載空調システム - Google Patents

バッテリ加熱機能を有する車載空調システム Download PDF

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Publication number
WO2022070795A1
WO2022070795A1 PCT/JP2021/032764 JP2021032764W WO2022070795A1 WO 2022070795 A1 WO2022070795 A1 WO 2022070795A1 JP 2021032764 W JP2021032764 W JP 2021032764W WO 2022070795 A1 WO2022070795 A1 WO 2022070795A1
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WIPO (PCT)
Prior art keywords
heating circuit
battery
vehicle
flow rate
coolant
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Application number
PCT/JP2021/032764
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English (en)
French (fr)
Japanese (ja)
Inventor
楠 李
晶晶 陳
兆遠 賈
宏太 阪本
凱 呉
隆宏 前田
聡 鈴木
誠司 伊藤
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株式会社デンソー
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Publication of WO2022070795A1 publication Critical patent/WO2022070795A1/ja

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
    • B60H1/14—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit
    • B60H1/143—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit the heat being derived from cooling an electric component, e.g. electric motors, electric circuits, fuel cells or batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/545—Temperature
    • 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

  • This disclosure relates to the field of vehicle heat management technology, specifically to an in-vehicle air conditioning system having a battery heating function.
  • Batteries used for new energy vehicles must operate within a reasonable temperature range. If the temperature of the battery is too low, the effective output of electric energy and voltage will be affected, and the battery performance will be deteriorated, which will reduce the continuous running ability of the vehicle. Therefore, when the battery temperature is low, it is necessary to heat it to maintain an appropriate operating temperature. Further, in a cold environment, there is a demand for raising the temperature inside the vehicle by air conditioning. Generally, hot water heated by a heat source is poured into the inside of a heating core through a water pipe, and the heat energy of the hot water is converted into hot air by the wind of a blower to perform heating. Therefore, it is often necessary to install the heating battery and the heating core in the same circuit and heat them at the same time.
  • the purpose of this disclosure is to provide an in-vehicle air conditioning system having a battery heating function that can simultaneously satisfy different temperature demands of vehicle interior heating and battery heating by a simple circuit.
  • In-vehicle heating circuit including the first pump and radiator, A battery heating circuit, including a second pump and battery heat exchanger, It has a first diversion node connected to the in-vehicle heating circuit and a first confluence node connected to the battery heating circuit, which communicates the in-vehicle heating circuit and the battery heating circuit and allows the coolant to flow from the in-vehicle heating circuit to the battery heating circuit.
  • the first bypass and It has a second confluence node connected to the in-vehicle heating circuit and a second diversion node connected to the battery heating circuit that communicates the in-vehicle heating circuit and the battery heating circuit and allows the coolant to flow from the battery heating circuit to the in-vehicle heating circuit.
  • a three-way flow rate regulating valve is installed at least at any one of the first shunting node, the first merging node, the second merging node, and the second merging node.
  • the flow rate of the flowing coolant is adjusted.
  • the installation position of the three-way flow rate control valve can be flexibly changed. As a result, a simple circuit structure can simultaneously meet the different heating temperature demands of the heating core and the battery. There is also the flexibility to install the heat source in circuits where the water temperature must be higher.
  • FIG. 1 is an exemplary circuit schematic of an in-vehicle air conditioning system having a battery heating function based on the first embodiment of the present disclosure.
  • FIG. 2 shows three types of positions of the heating core in the in-vehicle air conditioning system shown in FIG. 1 in the heating circuit in the vehicle.
  • FIG. 3 shows two types of arrangement methods of the battery heat exchange device in the in-vehicle air conditioning system shown in FIG.
  • FIG. 4 shows various arrangement methods of the three-way flow rate regulating valve in the in-vehicle air conditioning system shown in FIG. 1, (a) shows a state in which the three-way flow rate adjusting valve is arranged at the first diversion node, and (b) shows.
  • FIG. 5 shows the flow direction of the coolant when the first pump and the second pump in the first embodiment are arranged in the same direction
  • FIG. 5A shows the output of the first pump is larger than that of the second pump.
  • the flow direction of the coolant at the time is shown, and (b) shows the flow direction of the coolant when the output of the first pump is smaller than that of the second pump.
  • FIG. 6 shows the relationship between the respective coolant flow rates in the first bypass and the battery heating circuit and the opening degree on the first bypass side of the three-way flow rate adjusting valve in the in-vehicle air conditioning system shown in FIG.
  • FIG. 7 is a flowchart in which the control device controls the opening degree of the three-way flow rate adjusting valve based on the temperature of the coolant that has entered the battery heat exchange device.
  • FIG. 8 is a flowchart in which the control device controls the opening degree of the three-way flow rate adjusting valve based on the battery heat absorption amount calculated by the heat absorption amount calculation unit.
  • FIG. 9 is an exemplary circuit schematic of an in-vehicle air conditioning system having a battery heating function based on the second embodiment of the present disclosure.
  • FIG. 10 is a schematic circuit diagram of a combined heating system for air conditioning and a battery in an existing parallel structure.
  • FIG. 11 is a schematic circuit diagram of a combined heating system for air conditioning and a battery in an existing series structure.
  • FIG. 1 is an exemplary circuit schematic of an in-vehicle air conditioning system based on the first embodiment of this disclosure.
  • the vehicle-mounted air conditioning system of the first embodiment includes an in-vehicle heating circuit 200, a battery heating circuit 400, and a first bypass and a second bypass connecting both of them.
  • the in-vehicle heating circuit 200 is mainly used to raise the temperature inside the vehicle by allowing the heated coolant to flow through the radiator.
  • a plurality of elements in the in-vehicle heating circuit 200 are connected in order.
  • the plurality of elements include a first pump 1 for pumping the coolant, a heat source 2 for heating the coolant, and a heating core 3 for dissipating heat toward the inside of the vehicle.
  • the heat source 2 may be, for example, a PTC heater that directly heats the coolant, a heat exchanger that exchanges heat with hot water in another circuit, hot water that flows in from another circuit, or the like.
  • the heating core 3 may be, for example, a warm air core.
  • the heating core 3 takes in the cooling liquid heated by the heat source 2 from the intake port, heats the air with the heat of the cooling liquid by the wind of the blower, and heats the vehicle interior through the ventilation pipe.
  • the heating core 3 discharges the cooling liquid having a low temperature from the outlet.
  • the heating temperature required for the heating core 3 may be, for example, 30 to 125 ° C.
  • the first pump 1 is arranged with the outlet side facing upward on the paper surface.
  • the first pump 1 is arranged in a small closed circuit in the in-vehicle heating circuit 200 in the order of the heat source 2 and the heating core 3.
  • the coolant is pumped to the heat source 2 by the first pump 1.
  • the coolant is heated by the heat source 2 to raise the temperature.
  • the coolant then flows into the heating core 3 to dissipate heat.
  • the coolant is discharged from the heating core 3 and then flows into the first pump 1 again.
  • the coolant circulates counterclockwise in the small closed circuit of the in-vehicle heating circuit 200.
  • the battery heating circuit 400 mainly raises the temperature of the battery by heating the battery heat exchange device 4 using the heated coolant.
  • the battery heating circuit 400 includes a battery heat exchanger 4 and a second pump 6 for pumping the coolant.
  • the battery heat exchanger 4 is provided by a heat exchanger having a built-in or circumscribed general battery used for a new energy vehicle.
  • the battery is, for example, a power battery configured by connecting a plurality of modules of a lithium ion battery in series and / or in parallel.
  • the battery heat exchange device 4 is, for example, a panel of a power battery.
  • the battery heat exchange device 4 may be, for example, a device that exchanges heat with a battery via air.
  • the required heating temperature may be, for example, ⁇ 30 ° C.
  • the second pump 6 is arranged with the outlet side toward the lower side of the paper.
  • the battery heat exchange device 4 is installed closer to the outlet side of the second pump 6 than to the inlet side of the second pump 6.
  • the coolant is pumped by the second pump 6 to the coolant inlet of the battery heat exchanger 4.
  • the coolant flows into the battery heat exchange device 4 to heat the battery, and then is discharged from the coolant outlet of the battery heat exchange device 4. After that, the coolant branches into two. A part of the coolant in the coolant returns to the second pump 6 through the small closing circuit of the battery heating circuit 400.
  • the coolant circulates counterclockwise in the small closed circuit of the battery heating circuit 400.
  • the remaining part of the coolant flows into the connecting passage between the in-vehicle heating circuit 200 and the battery heating circuit 400, and returns to the first pump 1 again. Therefore, the remaining part of the coolant flows clockwise through the connecting passage.
  • This connecting passage includes a first bypass 301 and a second bypass 302.
  • the inlet side of the pump refers to the high pressure side close to the inlet of the pump on the circuit
  • the outlet side refers to the low pressure side close to the outlet of the pump on the circuit.
  • a first bypass 301 and a second bypass 302 for circulating the coolant are installed between the in-vehicle heating circuit 200 and the battery heating circuit 400.
  • the coolant can be circulated between the in-vehicle heating circuit 200 and the battery heating circuit 400.
  • the first bypass 301 is a flow path through which the coolant flows from the in-vehicle heating circuit 200 to the battery heating circuit 400.
  • the first bypass 301 is connected to the in-vehicle heating circuit 200 at the node A, which is the first diversion node.
  • the first bypass 301 is connected to the battery heating circuit 400 at the node B, which is the first confluence node.
  • the second bypass 302 is a flow path through which the coolant returns from the battery heating circuit 400 to the in-vehicle heating circuit 200.
  • the second bypass 302 is connected to the in-vehicle heating circuit at a node C which is a second merging node.
  • the second bypass 302 is connected to the battery heating circuit 400 at the node D, which is the second diversion node.
  • FIG. 1 shows a plurality of circuit portions, that is, a plurality of flow path portions. The plurality of flow path portions are clearly shown in association with the flow direction of the coolant.
  • the in-vehicle heating circuit 200 is divided into two parts, a node A and a node C.
  • the portion where the coolant flows from the node A to the node C is hereinafter referred to as an outer flow path AC.
  • the portion where the coolant flows from the node C toward the node A is hereinafter referred to as an inner flow path CA.
  • the battery heating circuit 400 is divided into two parts, a node B and a node D.
  • the portion where the coolant flows from the node B toward the node D is hereinafter referred to as an inner flow path BD.
  • the portion where the coolant flows from the node D toward the node B is hereinafter referred to as an outer flow path DB.
  • the first bypass 301 is referred to as a connecting flow path AB.
  • the second bypass 302 is called a connecting flow path DC.
  • the predetermined coolant flow direction in this disclosure is the stable flow direction of the coolant in each flow path of the in-vehicle air conditioning system when the first pump 1 and the second pump 6 are operating stably. Point to.
  • the position where the coolant flows into the in-vehicle heating circuit 200, the battery heating circuit 400, the first bypass 301 and the second bypass 302 is defined as the entrance portion of the circuit or bypass.
  • the location where the coolant flows out of those circuits or bypasses is defined as the outlet of the circuit or bypass.
  • the first pump 1 is arranged with the outlet side facing upward on the paper surface.
  • the second pump 6 is arranged with the outlet side facing downward on the paper surface. Therefore, the node A is located on the outlet side of the first pump 1, and the node B is located on the inlet side of the second pump 6.
  • the first bypass 301 connects the in-vehicle heating circuit 200 and the battery heating circuit 400 above the paper surface. Therefore, during the operation of the first pump 1 and the second pump 6, a part of the coolant flows from the node A through the node B via the first bypass 301 and flows into the battery heating circuit 400.
  • the node A is a divergence point (first divergence node) of the in-vehicle heating circuit 200
  • the node B is a merging point (first merging node) of the battery heating circuit 400
  • the second bypass 302 connects the in-vehicle heating circuit 200 and the battery heating circuit 400 below the paper surface.
  • the node C is located on the inlet side of the first pump 1
  • the node D is located on the outlet side of the second pump 6, more specifically, on the outlet side of the battery heat exchange device 4. Therefore, during the operation of the first pump 1 and the second pump 6, a part of the coolant passes from the node D via the node C via the second bypass 302 and returns to the in-vehicle heating circuit 200. That is, the node C is the confluence point (second confluence node) of the in-vehicle heating circuit 200, and the node D is the diversion point (second confluence node) of the battery heating circuit 400.
  • a three-way flow rate adjusting valve 5 is further installed in the node A part.
  • the three-way flow rate regulating valve 5 installed here has one inlet and two outlets.
  • the inlet of the three-way flow rate adjusting valve 5 is connected to the pipeline (that is, the high pressure side) where the coolant flows out from the first pump 1.
  • the first outlet of the three-way flow rate adjusting valve 5 is connected to the pipeline (that is, the low pressure side) through which the coolant flows into the first pump 1.
  • the second outlet of the three-way flow control valve 5 is connected on the first bypass 301.
  • the so-called high-pressure side is the side closer to the outlet side of the first pump 1 in the in-vehicle heating circuit 200.
  • the low pressure side is the side closer to the inlet side of the first pump 1 in the in-vehicle heating circuit 200.
  • the in-vehicle heating circuit 200 communicates with the first bypass 301.
  • the flow rate of the cooling liquid flowing from the in-vehicle heating circuit 200 toward the first bypass 301 can be adjusted by adjusting the opening degree of the two outlets of the three-way flow rate adjusting valve 5.
  • the flow rate of the coolant flowing from the inner flow path CA of the in-vehicle heating circuit 200 toward the first bypass 301 can be adjusted.
  • the details of the arrangement method and the operating principle of the three-way flow rate adjusting valve 5 will be described later.
  • the installation method of each element in the in-vehicle air conditioning system of the first embodiment has been described through FIG.
  • the first pump 1 and the heat source 2 are installed in the inner flow path CA in this order.
  • the heating core 3 is installed in the outer flow path AC.
  • the second pump 6 and the battery heat exchange device 4 are installed in the inner flow path BD in this order.
  • the first bypass 301 and the second bypass 302 connect the in-vehicle heating circuit 200 and the battery heating circuit 400.
  • the three-way flow rate adjusting valve 5 is installed at the node A.
  • the heat source 2 and the heating core 3 may be installed in the same side flow path of the in-vehicle heating circuit 200, or may be installed in different side flow paths. May be good.
  • the battery heat exchange device 4 can be installed in the inner flow path BD or the outer flow path DB.
  • the three-way flow rate regulating valve 5 can be installed at at least any one of the nodes A to D.
  • other installation methods of the heat source 2, the heating core 3, the battery heat exchange device 4, and the three-way flow rate adjusting valve 5 in the vehicle-mounted air conditioning system of the first embodiment will be described with reference to FIGS. 2 to 4.
  • FIG. 2 shows three types of positions of the heating core 3 in the in-vehicle air conditioning system shown in FIG. 1 in the in-vehicle heating circuit 200.
  • the heating core 3 can be attached to the first position, the second position, or the third position indicated by the dotted line frame.
  • the heat source 2 when the heat source 2 is installed in the inner flow path CA, the heat source 2 heats all the coolants in the in-vehicle heating circuit 200.
  • the cooling liquid whose temperature has risen divides at the node A and enters the outer flow path AC and the first bypass 301, respectively.
  • the heating core 3 can be installed at the first position, the second position, and / or the third position in the figure.
  • a plurality of heating cores 3 may be arranged. The plurality of heating cores 3 can be installed in two or more of the first position, the second position, and the third position.
  • the heating core 3 it is best to place the heating core 3 in the first position. In this case, even if the inside of the vehicle does not need to be heated, all the coolant can be directly flowed into the first bypass 301 by adjusting the outlet opening degree of the three-way flow rate adjusting valve 5. In this case, the pressure loss of the system is relatively small and the flow rate is relatively large. As a result, the battery can be heated faster.
  • the coolant must pass through the heating core even if heating inside the vehicle is not required. Therefore, the pressure loss of the system is relatively large.
  • the heat source 2 is responsible for heating all the coolants sent out by the first pump 1.
  • the heat source 2 and the first pump 1 may be separately located in different flow paths of the in-vehicle heating circuit 200.
  • the heat source 2 heats only the cooling liquid flowing in the CA pipeline in the in-vehicle heating circuit 200 merged at the node C.
  • the heating core 3 can also be arbitrarily arranged. It is possible to realize heating of the heating core 3 regardless of whether the heating core 3 and the heat source 2 are simultaneously located on the same side or different sides of the in-vehicle heating circuit 200. However, for different arrangement methods, it is possible to consider satisfying the needs for heating and raising the temperature of the heating core 3 and the battery heat exchange device 4 by changing the heating capacity of the heat source 2.
  • a plurality of heat sources 2 can be installed in the in-vehicle heating circuit 200.
  • a PTC heater or a water-cooled condenser (WCDS; water-cooled condenser) using a heat pump (H / P) can be used as a heat source at the same time.
  • the use of PTC heaters and heat pumps (H / P) helps save energy consumption.
  • the heat source 2 can also be installed in the battery heating circuit 400.
  • FIG. 3 shows two types of arrangement methods of the battery heat exchange device 4 in the in-vehicle air conditioning system shown in FIG.
  • the position of the battery heat exchanger 4 is not particularly limited.
  • the battery heat exchanger 4 only needs to be installed on the battery heating circuit 400.
  • the relatively low temperature coolant discharged from the outlet of the battery heat exchange device 4 and the relatively high temperature coolant distributed by the three-way flow rate adjusting valve 5 can all flow into the battery heat exchange device 4 after mixing. can.
  • the flow rate of the cooling liquid flowing through the inner flow path BD is relatively larger than that of the cooling liquid flowing through the outer flow path DB.
  • the flow rate of the coolant passing through the first position exceeds the flow rate of the coolant at the second position. That is, when the battery heat exchange device 4 is in the first position, the flow rate is large and the heat exchange rate is high. As a result, if the inlet water temperature of the battery heat exchange device 4 is the same, the first position can heat the battery faster than the second position.
  • the heat source 2 when the heat source 2 is installed in the battery heating circuit 400, the heat source 2 and the battery heat exchange device 4 are separated into the same side flow path of the battery heating circuit 400 at the same time or to different side flow paths. Can be placed.
  • the heating temperature demand of the battery heat exchanger 4 exceeds the heating core 3
  • the heating core 3 can be heated at a relatively low temperature
  • the battery 4 can be heated at a relatively high temperature.
  • FIG. 4 shows various arrangement methods of the three-way flow rate adjusting valve 5 in the in-vehicle air conditioning system shown in FIG.
  • A shows the case where the three-way flow rate adjusting valve 5 is arranged at the node A.
  • B shows a case where the three-way flow rate adjusting valve 5 is arranged at the node B.
  • C shows the case where the three-way flow rate adjusting valve 5 is arranged at the node C.
  • D shows the case where the three-way flow rate adjusting valve 5 is arranged at the node D.
  • the three-way flow rate control valve 5 is best installed at node A.
  • the three-way flow rate adjusting valve 5 has one inlet valve and two outlet valves, and the specific installation method is as described above.
  • the outlet opening degree of the three-way flow rate adjusting valve 5 all of the cooling liquid heated by the heat source 2 can be directly flowed into the first bypass 301 even if the inside of the vehicle does not need to be heated.
  • the pressure loss of the system is relatively small and the flow rate is relatively high, so that the battery can be heated faster.
  • the three-way flow rate control valve 5 has two inlet valves and one outlet valve.
  • One inlet valve is connected to the first bypass 301, the other inlet valve is connected to the inner flow path DB, and the outlet valve is connected to the outer flow path BD.
  • the three-way flow rate control valve 5 has two inlet valves and one outlet valve.
  • One inlet valve is connected to the second bypass 302
  • the other inlet valve is connected to the outer flow path AC
  • the outlet is connected to the inner flow path CA. Since the operation when the three-way flow rate regulating valve 5 is located at the node C is the same as when it is located at the node B, it will not be described repeatedly here.
  • the three-way flow rate control valve 5 has one inlet valve and two outlet valves. One outlet valve is connected to the second bypass 302, the other outlet valve is connected to the inner flow path DB, and the inlet valve is connected to the outer flow path BD. Since the operation when the three-way flow rate regulating valve 5 is located at the node D is the same as when it is located at the node A, it will not be described repeatedly here.
  • the three-way flow rate regulating valve 5 can be installed on a plurality of nodes in the node A, the node B, the node C, and the node D.
  • the plurality of three-way flow rate adjusting valves 5 can be linked so as to be interlocked with each other.
  • the plurality of three-way flow rate adjusting valves 5 realize control of the coolant temperature by engaging with each other.
  • a plurality of three-way flow rate adjusting valves 5 are installed, even if a variable component occurs due to the pressure loss of each flow path in the system, the pressure loss of each flow path is adjusted and the flow rate and flow direction of each flow path are used. Can be made to meet the demand of.
  • the variable component includes, for example, a variable component caused by a change in a component or a circuit.
  • the three-way flow rate regulating valve 5 can be installed at at least one of node A, node B, node C, and node D. At least one three-way flow control valve 5 can be controlled to meet the actual demand of the vehicle-mounted air conditioning system.
  • FIGS. 1 to 4 a plurality of pump arrangement methods of the first pump 1 and the second pump 6 in the in-vehicle air conditioning system of the first embodiment have been described. Furthermore, the installation method of each element (module) in a plurality of pump arrangement methods has been described. However, this disclosure is not limited to this. There are various variations of the arrangement method of the first pump 1 and the second pump 6 under the influence of the outputs of the two pumps. The arrangement method and output of the first pump 1 and the second pump 6 are determined by the pressure loss in the circuit in which each is located. Therefore, the arrangement method and output of the first pump 1 and the second pump 6 need only be able to guarantee that the coolant always flows in the first bypass 301 and the second bypass 302 during normal operation.
  • the state of the plurality of elements includes the output of the first pump 1 and the output of the second pump 6.
  • the effects include the effect on the liquid flow direction in the circuit and the effect on the liquid flow direction on the first bypass 301 and the second bypass 302. That is, the flow direction of the first bypass 301 and the flow direction of the second bypass 302 with respect to the relationship between the output of the first pump 1 and the output of the second pump 6 are described. Further, the flow directions of the first bypass 301 and the second bypass 302 with respect to the relationship between the output of the first pump 1 and the output of the second pump 6 are described. These examples are only one of a plurality of placement schemes and are not intended to limit this disclosure to this.
  • FIG. 5 shows the flow direction of the coolant when the first pump 1 and the second pump 6 are arranged in the same direction in the vehicle-mounted air conditioning system of the first embodiment. ..
  • A shows the flow direction of the coolant when the output of the first pump 1 is larger than that of the second pump 6.
  • B shows the flow direction of the coolant when the output of the first pump 1 is smaller than that of the second pump 6.
  • the morphology shown in FIGS. 5A and 5B can be known from the above-mentioned definitions of the inner flow path and the outer flow path. However, if the above names cannot be applied due to changes in the position of the node and forward clockwise, counterclockwise, etc.
  • the outlet sides of the first pump 1 and the second pump 6 are simultaneously arranged in the in-vehicle heating circuit 200 and the battery heating circuit 400 toward the lower side of the paper.
  • the outlet side pressure of the first pump 1 is larger than the outlet side pressure of the second pump 6.
  • the coolant is split at the node A, a part of which flows into the first bypass 301, and further flows into the battery heating circuit 400.
  • the bypass located below the paper surface near the outlets of the first pump 1 and the second pump 6 is the first bypass 301.
  • the node A connecting the first bypass 301 and the in-vehicle heating circuit 200 is the first diversion node
  • the node B connecting the first bypass 301 and the battery heating circuit 400 is the first confluence node.
  • the portion where the coolant flows from the node A to the node C is the outer flow path AC.
  • the portion where the coolant flows from the node C toward the node A is the inner flow path CA.
  • the portion where the coolant flows from the node B toward the node D is the outer flow path BD.
  • the portion where the coolant flows from the node D toward the node B is the inner flow path DB.
  • the outlet side pressure of the first pump 1 is smaller than the outlet side pressure of the second pump 6.
  • the coolant is split at the node A, a part of which flows into the first bypass 301, and further flows into the battery heating circuit 400.
  • the bypass located above the paper surface near the inlet side of the first pump 1 and the second pump 6 is the first bypass 301.
  • the node A connecting the first bypass 301 and the in-vehicle heating circuit 200 is the first diversion node
  • the node B connecting the first bypass 301 and the battery heating circuit 400 is the first confluence node.
  • the coolant circuit is planned and the plurality of elements in the circuit are planned so that the coolant is exchanged between the in-vehicle heating circuit 200 and the battery heating circuit 400.
  • Operation control is planned.
  • an isobaric condition may be established in which the coolant cannot be exchanged between the in-vehicle heating circuit 200 and the battery heating circuit 400.
  • One condition of the isobaric condition is that the outlet sides of the first pump 1 and the second pump 6 are simultaneously arranged in the in-vehicle heating circuit 200 and the battery heating circuit 400 toward the lower side of the paper surface.
  • the additional condition of the isobaric condition is that the output of the first pump 1 and the output of the second pump 6 have the same pressure intensity of the diversion node and the confluence node in the first bypass 301 and the second bypass 302. When adjusted to.
  • the pressure intensities of the nodes A and B and the pressure intensities of the nodes C and D are the same, the cooling liquid does not flow in the first bypass 301 and the second bypass 302.
  • the coolant may not be exchanged between the in-vehicle heating circuit 200 and the battery heating circuit 400.
  • a coolant circuit is planned, a plurality of elements in the circuit are planned, and their operation control is planned.
  • FIG. 5 show an example in which the first pump 1 and the second pump 6 are simultaneously arranged in the inner flow path of the heating circuit toward the lower side of the paper surface on the outlet side of each.
  • the first pump 1 and the second pump 6 can be arranged in the opposite direction on the inner / outer flow paths or in the same direction. Since all of these methods are appropriate adjustments that can be performed on the premise that those skilled in the art satisfy the above functions, description thereof will be omitted here.
  • both the first pump 1 and the second pump 6 may be arranged in their respective inner flow paths in different directions.
  • the outlet side of the first pump 1 may be arranged toward the upper side of the paper surface
  • the outlet side of the second pump 6 may be arranged toward the lower side of the paper surface.
  • the flow direction of the coolant in the circuit is as shown in FIG.
  • the outlet side of the first pump 1 is further arranged toward the lower side of the paper, and the second pump 1 is arranged. This includes the case where the outlet side of the pump 6 is arranged toward the upper side of the paper surface.
  • the arrangement method in which both the first pump 1 and the second pump 6 are oriented differently further installs any one or both of the first pump 1 and the second pump 6 in the outer flow path of the heating circuit in which the first pump 1 and the second pump 6 are located. It includes multiple forms such as. Since all of these methods have the same effect as the arrangement method shown in FIG. 1 or mirroring thereof, the description thereof will be omitted here.
  • the positional relationship between the first pump 1, the heat source 2, and the heating core 3 in the in-vehicle heating circuit 200 there is no special limitation on the positional relationship between the battery heat exchanger 4 and the second pump 6 in the battery heating circuit 400 in the upstream and downstream directions. All of the various installation methods can realize the effect of simultaneously satisfying the temperatures of the coolant required by the heating core 3 and the battery heat exchange device 4, respectively, as disclosed above.
  • the positions in the respective circuits may be exchanged based on the first bypass 301 and the second bypass 302 defined before that.
  • the positions of the first diverging node, the first merging node, the second merging node, and the second merging node also change.
  • the node A is the outlet of the first pump 1 with respect to the node C. Located on the side.
  • the node B is located on the inlet side of the second pump 6 with respect to the node D. Further, when the directions of the first pump 1 and the second pump 6 are different, the node A is always the first with respect to the node C regardless of how the output ratios of the first pump 1 and the second pump 6 change. It is located on the outlet side of the pump 1, and the node B is always located on the inlet side of the second pump 6 with respect to the node D.
  • Coolant in each flow path The following describes the state of the coolant in each flow path in the vehicle-mounted air conditioning system of the first embodiment with reference to FIG. 1.
  • the high-temperature coolant having a temperature Ta heated through the heat source 2 is a node on the outlet side of the first pump 1.
  • Divide at A In this case, a part of the separated cooling liquid flows into the outer flow path AC, and when it passes through the heating core 3, it simultaneously exchanges heat with the air passing through the heating core 3 to heat the air.
  • the other portion of the diverted coolant flows toward the first bypass 301 at a flow rate Qa corresponding to the opening opening degree of the three-way flow rate adjusting valve 5 connected to the first bypass 301.
  • the second pump 6 circulates a part of the coolant in the battery heating circuit 400 in the battery heating circuit 400.
  • the circulating coolant is a portion of the flow rate Qb in the coolant having a temperature Tb discharged from the coolant outlet of the battery heat exchange device 4.
  • the cooling liquid adjusted for the temperature Tc flow rate Qc flows into the inner flow path BD to heat the battery.
  • the cooling liquid whose flow rate Qc temperature has dropped to Tb is diverted at the node D, and the cooling liquid at the portion of the flow rate Qb in the cooling liquid returns to the node B via the outer flow path BD as described above.
  • the cooling liquid having the remaining flow rate Qa flows toward the node C via the second bypass 302.
  • FIG. 6 shows the relationship between the respective coolant flow rates in the first bypass 301 and the battery heating circuit 400 and the opening degree of the three-way flow rate adjusting valve 5 on the first bypass 301 side.
  • a high-temperature coolant having a temperature Ta flow rate Qa of the first bypass 301 and a low-temperature coolant having a temperature Tb flow rate Qb that has flowed into the outer flow path BD after being diverted at the node D are the nodes B. It is mixed with. Mixing at node B produces an intermediate coolant of temperature Tc flow rate Qc. The intermediate coolant flows into the battery heat exchanger 4.
  • the high-temperature cooling liquid is a cooling liquid heated by the heat source 2, and has a temperature Ta.
  • Flow rate Qb decreases.
  • the coolant temperature Tc at the inlet of the battery heat exchanger rises.
  • the opening of the opening to which the three-way flow rate adjusting valve 5 and the first bypass 301 are connected is changed in the closing direction, the flow rate Qa of the coolant of the first bypass 301 decreases, and the coolant of the outer flow path BD Flow rate Qb increases. This means that the high-temperature coolant having a temperature Ta flowing into the battery heating circuit 400 decreases, and the coolant temperature Tc at the inlet of the battery heat exchanger decreases.
  • the opening degree of the three-way flow control valve 5 is changed to set the coolant temperature Tc after mixing to a preset temperature threshold T0, that is, the optimum operation of the battery heat exchange device 4.
  • a control system 500 is provided for temperature.
  • the control system 500 includes a control device 501 including a processor, one or more sensors as an input device 502, and a three-way flow control valve 5 as an output device.
  • the three-way flow rate adjusting valve 5 is an electric valve whose opening degree can be electrically adjusted.
  • the input device 502 includes an inlet temperature sensor for measuring the coolant temperature, which is located at the coolant inlet of the battery heat exchange device 4.
  • the control device 501 includes a control device that controls the three-way flow rate adjusting valve 5 based on the measured value of the inlet temperature sensor.
  • the control device 501 has, for example, a memory such as a ROM and a RAM, and a CPU as a processor.
  • the CPU executes the program stored in the ROM.
  • FIG. 7 is a flowchart in which the control device controls the opening degree of the three-way flow rate adjusting valve 5 based on the temperature of the coolant that has entered the battery heat exchange device 4.
  • the control system 500 provides a feedback control system that feedback-controls the opening degree of the three-way flow rate adjusting valve 5.
  • the control system 500 includes at least one processor.
  • the processor may be a semiconductor circuit that executes a program recorded in internal memory or external memory.
  • the processor may be a semiconductor circuit including a digital circuit corresponding to a program. Digital circuits may be referred to by names such as gate arrays or FPGAs.
  • the control device receives the coolant temperature (that is, the inlet water temperature) Tc measured by the inlet temperature sensor, and compares it with the preset temperature threshold value T0. That is, the difference value between the inlet coolant temperature Tc and the temperature threshold value T0 is calculated.
  • the control device controls the three-way flow rate adjusting valve 5 so as to reduce the flow rate discharged from the in-vehicle heating circuit 200 to the battery heating circuit 400. ..
  • the opening degree of the opening to which the three-way flow rate adjusting valve 5 and the first bypass 301 are connected is adjusted in the closing direction so as to reduce the coolant flow rate of the first bypass 301. This reduces the amount of high temperature coolant entering the battery heating circuit 400 less, thereby lowering the coolant temperature Tc.
  • the control device controls the three-way flow rate adjusting valve 5 so as to increase the flow rate discharged from the in-vehicle heating circuit 200 to the battery heating circuit 400. ..
  • the opening degree of the opening to which the three-way flow rate adjusting valve 5 and the first bypass 301 are connected is adjusted in the opening direction so as to increase the coolant flow rate of the first bypass 301.
  • the amount of high-temperature coolant entering the battery heating circuit 400 is increased, thereby raising the coolant temperature Tc.
  • the control device constantly reads and compares the coolant temperature Tc entering the battery heat exchange device 4 and the temperature threshold value T0.
  • the control device repeats adjusting the coolant temperature Tc to the temperature threshold T0.
  • the control device performs feedback control on the three-way flow rate adjusting valve 5.
  • the temperature Ta of the high temperature coolant of FIG. 1 is determined only by the heat source 2.
  • the temperature Ta of the high-temperature coolant is set to the operating temperature required for the heating core 3, and then the coolant temperature Tc flowing into the battery heat exchange device 4 by feedback control is optimally set to the battery heat exchange device 4. Maintain operating temperature.
  • This embodiment can simultaneously satisfy the coolant temperatures required by the heating core 3 and the battery heat exchanger 4 by simply providing these two temperature settings. As a result, this embodiment can balance occupant comfort with the demand for battery heating.
  • this embodiment includes the control system 500 in the in-vehicle air conditioning system.
  • the control system 500 includes an inlet temperature sensor located at the coolant inlet of the battery heat exchange device 4 and a control device 501 that adjusts the three-way flow rate adjusting valve 5 based on the measured value of the inlet temperature sensor. It has been explained that this configuration makes the heating core 3 and the water temperature required by the battery heat exchange device 4 compatible with each other. However, this disclosure is not limited to this.
  • an additional input device 502 may be provided.
  • the input device 502 may include a temperature sensor that measures the outlet water temperature of the heat source 2.
  • the input device 502 may include a temperature sensor that measures the outlet water temperature Tb of the battery heat exchange device 4.
  • the input device 502 may include a battery temperature sensor that measures the battery temperature.
  • the control device 501 further includes a heat absorption amount calculation unit.
  • the heat absorption amount calculation unit calculates the heat absorption amount of the battery heat exchange device 4 based on the measured values of the above sensors, the opening degree of the flow rate adjusting valve 5, the output of the pump, and the like.
  • FIG. 8 is a flowchart in which the control device 501 controls the opening degree of the three-way flow rate adjusting valve 5 based on the battery heat absorption amount calculated by the heat absorption amount calculation unit.
  • the heat absorption amount calculation unit is provided by the control device 501, and is specifically illustrated by a plurality of steps in FIG.
  • the control device 501 sets the heat absorption amount threshold value P0 (unit: W) corresponding to the battery temperature based on the detected battery temperature at that time. Subsequently, as shown in FIG. 8, the control device 501 calculates the coolant flow rate Qa in the first bypass 301, the coolant flow rate Qb in the outer flow path DB, and the coolant flow rate Qc flowing through the battery heat exchange device 4. (Volume flow rate).
  • the coolant flow rate Qa, the coolant flow rate Qb, and the coolant flow rate Qc are calculated by considering the opening degree of the three-way flow rate adjusting valve 5 and the pump output based on the detected inlet coolant temperature Tc of the battery heat exchange device 4. Will be done.
  • control device 501 is based on the above-mentioned coolant flow rates Qa, Qb, Qc, the received heat source outlet water temperature Ta, and the inlet water temperature Tc of the battery heat exchange device 4, and the outlet coolant temperature of the battery heat exchange device 4. Find Tb. Further, the control device 501 directly uses the measured value when a temperature sensor for measuring the outlet water temperature of the battery heat exchange device 4 is installed.
  • Cp is the specific heat capacity of the coolant
  • ⁇ is the density of the coolant.
  • the control device 501 After obtaining the battery heat absorption amount Pc, the control device 501 compares the calculated value Pc of the heat absorption amount calculation unit with the preset heat absorption amount threshold value P0. That is, the control device 501 calculates the difference value between the battery heat absorption amount Pc and the heat absorption amount threshold value P0. When the difference value is larger than 0, that is, when the battery heat absorption amount Pc is equal to or more than the heat absorption amount threshold value P0, the control device 501 closes the opening of the opening to which the three-way flow rate adjusting valve 5 and the first bypass 301 are connected. Adjust in the direction.
  • the control device 501 reduces the amount of high-temperature coolant entering the battery heating circuit 400 to be less, and lowers the amount of heat absorbed by the battery.
  • the difference value is smaller than 0, that is, when the battery heat absorption amount Pc is less than the heat absorption amount threshold value P0, the control device 501 opens the opening of the opening to which the three-way flow rate adjusting valve 5 and the first bypass 301 are connected. Adjust to.
  • the control device 501 increases the amount of the high-temperature coolant entering the battery heating circuit 400 to increase the battery heat absorption amount Pc. In this way, the controller 501 constantly reads the coolant temperature Tc and the battery temperature.
  • the control device 501 compares the battery heat absorption amount Pc calculated by the heat absorption amount calculation unit with the preset heat absorption amount threshold value P0.
  • the control device 501 further performs feedback control to the three-way flow rate adjusting valve 5 by repeatedly adjusting the battery heat absorption amount Pc to the heat absorption amount threshold value P0.
  • the temperature Ta of the high temperature coolant of FIG. 1 is determined only by the heat source 2. In this embodiment, the temperature Ta of the high-temperature coolant is set to the operating temperature required for the heating core 3, and then feedback control is performed for the three-way flow rate adjusting valve 5 by the control device 501.
  • the battery heat absorption amount can be adjusted to the heat absorption amount threshold value only by adjusting the amount of heat flowing into the battery heat exchange device 4.
  • this embodiment can simultaneously satisfy the heat exchange amounts required for each of the heating core 3 and the battery heat exchange device 4.
  • this embodiment can balance occupant comfort with the demand for battery heating.
  • FIG. 9 is an exemplary circuit schematic of an in-vehicle air conditioning system having a battery heating function based on the second embodiment of the present disclosure.
  • the vehicle-mounted air conditioning system of the second embodiment the same structure as that of the first embodiment is represented by the same reference numerals, and the description thereof will be omitted.
  • the vehicle-mounted air conditioning system of the second embodiment includes an in-vehicle heating circuit 200 and a battery heating circuit 400 interrupting the in-vehicle heating circuit 200.
  • the in-vehicle heating circuit 200 includes a plurality of elements connected in order.
  • the plurality of elements are fluidly connected in an annular shape so as to form an in-vehicle heating circuit 200 as a cooling liquid circulation system.
  • the plurality of elements include a first pump 1 for pumping the coolant, a heat source 2 for heating the coolant, and a heating core 3 for dissipating heat toward the inside of the vehicle.
  • the battery heating circuit 400 includes a plurality of elements connected in order.
  • the plurality of elements are fluidly connected in an annular shape so as to form the battery heating circuit 400 as a circulation system of the coolant.
  • the plurality of elements include a battery heat exchanger 4 and a second pump 6.
  • the battery heating circuit 400 includes a node B as a merging node of the battery heating circuit located on the downstream side of the heating core 3 and a node D as a diverging node of the battery heating circuit located on the upstream side of the first pump 1. Equipped with.
  • the battery heating circuit 400 interrupts the in-vehicle heating circuit 200 through the node B and the node D.
  • the flow path through which the coolant flows from the node B to the node D is called the inner flow path BD, and conversely, the flow path through which the coolant flows from the node D toward the node B is called the outer flow path DB.
  • This embodiment also comprises the control system 500 illustrated in FIG.
  • the second pump 6 is installed at the overlapping portion between the annular in-vehicle heating circuit 200 and the annular battery heating circuit 400.
  • a part of the coolant in the battery heating circuit 400 is returned from the node D to the node B through the outer flow path DB.
  • the low-temperature coolant having a temperature Tb flow rate Qc that has passed through the battery heat exchange device 4 on the inner flow path BD is diverted at the node D.
  • the coolant (temperature Tb flow rate Qb) in the portion exceeding the flow rate of the in-vehicle heating circuit 200 flows into the outer flow path DB.
  • the components of the coolant are mixed with the coolant having a temperature Ta flow rate Qa from the heating core 3 to become a mixed coolant having a temperature Tc.
  • the mixed coolant flows through the inner flow path BD and heats the battery through the battery heat exchange device 4.
  • the cooling liquid of another part of the components of the two separated cooling liquids returns from the node D to the in-vehicle heating circuit 200 and returns to the first pump 1.
  • a three-way flow rate adjusting valve 5 is installed at the node D in this embodiment.
  • the three-way flow rate adjusting valve 5 is connected to the downstream opening of the battery heat exchange device 4 to allow the coolant to flow in.
  • the three-way flow rate adjusting valve 5 can be connected to the opening on the upstream side of the first pump 1 and the opening on the upstream side of the second pump 6 to allow the coolant to flow out.
  • the coolant having a temperature Tc flow rate Qc pumped by the second pump 6 is radiated and discharged by the battery heat exchange device 4 portion.
  • the coolant is split at node D.
  • the cooling liquid having the temperature Tb flow rate Qb flows into the outer flow path DB, and the remaining cooling liquid returns to the in-vehicle heating circuit 200 through the node D.
  • the coolant is heated by the heat source 2 under the action of the first pump 1. After being heated, the coolant is supplied to the heating core 3 and dissipated by the heating core 3.
  • the coolant having the temperature Ta flow rate Qa dissipated in the heating core 3 flows toward the node B.
  • the cooling liquid having the temperature Ta flow rate Qa is diverted by the three-way flow rate adjusting valve 5 located at the node D and mixed with the low temperature cooling liquid flowing into the outer flow path DB. After the coolant is mixed, it flows into the inner flow path BD to heat the battery heat exchange device 4.
  • the opening degree of the opening on the upstream side to which the first pump 1 of the three-way flow rate adjusting valve 5 is connected may be changed in the opening direction. In this case, the flow rate Qa of the cooling liquid in the in-vehicle heating circuit 200 increases, and the flow rate Qb of the cooling liquid in the outer flow path DB decreases.
  • the coolant temperature Tc at the inlet of the battery heat exchanger rises.
  • the opening degree of the opening on the upstream side to which the first pump 1 of the three-way flow rate adjusting valve 5 is connected may be changed in the closing direction.
  • the flow rate Qa of the coolant in the in-vehicle heating circuit 200 decreases, and the flow rate Qb of the coolant in the outer flow path DB increases. This means that the high-temperature coolant having a temperature Ta flowing into the battery heating circuit 400 decreases, and the coolant temperature Tc at the inlet of the battery heat exchanger decreases.
  • the ratio values of the flow rate Qa and the flow rate Qb change. ..
  • the coolant temperature Tc at the inlet of the battery heat exchanger also changes.
  • the ratio of the flow rate Qa to the flow rate Qb can be adjusted in a complementary manner.
  • the control system 500 by changing the opening opening degree of the three-way flow control valve 5, the coolant temperature Tc after mixing is set to a preset temperature threshold value T0, that is, the optimum operation of the battery heat exchange device 4.
  • the control system 500 can include an inlet temperature sensor for measuring the coolant temperature, which is located at the coolant inlet of the battery heat exchange device 4.
  • the control system 500 further includes a control device that controls the three-way flow rate adjusting valve 5 based on the measured value of the inlet temperature sensor. The control device constantly reads and compares the coolant temperature Tc entering the battery heat exchange device 4 and the temperature threshold value T0.
  • the control device performs feedback control to the three-way flow rate adjusting valve 5 by repeating adjusting the coolant temperature Tc to the temperature threshold value T0.
  • a plurality of sensors including a battery temperature sensor, a battery heat exchanger outlet temperature sensor, and the like can be arranged.
  • the control device may further include a heat absorption amount calculation unit that calculates the heat absorption amount of the battery based on these measured values.
  • the controller constantly reads the coolant temperature Tc and the battery temperature.
  • the control device compares the battery heat absorption amount Pc calculated by the heat absorption amount calculation unit with the preset heat absorption amount threshold value P0.
  • the control device performs feedback control to the three-way flow rate adjusting valve 5 by repeatedly adjusting the battery heat absorption amount to the heat absorption amount threshold value. Thereby, the coolant temperature Tc flowing into the battery heat exchange device 4 can be maintained at the temperature threshold value T0 through the above-mentioned flow path and feedback control.
  • the control device can control the three-way flow rate adjusting valve 5 so as to maintain the battery heat absorption amount Pc at the heat absorption amount threshold value P0.
  • the heat source 2 is installed downstream of the first pump 1, and the cooling liquid pumped by the first pump 1 is heated to the temperature Ta.
  • the second pump 6 and the battery heat exchange device 4 are arranged between the node B and the node D in this order.
  • the three-way flow rate adjusting valve 5 is installed at the node D.
  • the cooling liquid flowing out from the heating core 3 and the cooling liquid separated by the node D and flowing into the outer flow path DB are mixed at the node B.
  • the cooling liquid mixed in the node B is sent to the inner flow path BD in which the second pump 6 and the battery heat exchange device 4 are installed.
  • this disclosure is not limited to this. This disclosure can take various variations, such as installing the heat source 2 in the battery heating circuit 400, based on actual installation demand and conditions.
  • FIG. 10 shows the circuit of the first comparative example.
  • the in-vehicle heating circuit 200 and the battery heating circuit 400 are connected in parallel by the three-way flow rate adjusting valve 5.
  • the water temperatures of the in-vehicle heating circuit 200 and the battery heating circuit 400 are the same.
  • the water temperature required to heat the battery is different from the water temperature required to heat the heating core that air-conditions the interior of the vehicle. If the temperature of the battery is too high, the battery structure may be destroyed and irreversible loss may occur, and if it is too low, the battery cannot be heated.
  • the water temperature of the battery heating circuit 400 may be limited by adjusting the temperature of the hot water after the heat source 2 is heated. In this case, it may not be possible to bring the water temperature of the in-vehicle heating circuit 200 to an appropriate temperature. As a result, passenger comfort deteriorates.
  • FIG. 11 shows the circuit of the second comparative example.
  • the heating inside the vehicle and the heating of the battery are connected in series and integrated as the main flow path 100.
  • the hot water flows into the battery heat exchanger 4 through the heating core 3.

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PCT/JP2021/032764 2020-09-30 2021-09-07 バッテリ加熱機能を有する車載空調システム WO2022070795A1 (ja)

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JP2019055704A (ja) * 2017-09-21 2019-04-11 株式会社デンソー 冷凍サイクル装置
JP2019130980A (ja) * 2018-01-30 2019-08-08 サンデン・オートモーティブクライメイトシステム株式会社 車両用空気調和装置
JP2020055345A (ja) * 2018-09-28 2020-04-09 株式会社Ｓｕｂａｒｕ 車両の熱管理システム

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JP7024413B2 (ja) * 2018-01-09 2022-02-24 株式会社デンソー 熱管理システム
CN109664718A (zh) * 2018-12-28 2019-04-23 帝亚维新能源汽车有限公司 一种汽车电池热管理系统及方法
DE102019107194A1 (de) * 2019-03-20 2020-09-24 Bayerische Motoren Werke Aktiengesellschaft Steuerungssystem für ein Wärmesystem sowie Verfahren zum Betrieb eines Wärmesystems

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JP2013500903A (ja) * 2009-08-07 2013-01-10 ルノー・エス・アー・エス 電動自動車の熱の全体制御のためのシステム
JP2019055704A (ja) * 2017-09-21 2019-04-11 株式会社デンソー 冷凍サイクル装置
JP2019130980A (ja) * 2018-01-30 2019-08-08 サンデン・オートモーティブクライメイトシステム株式会社 車両用空気調和装置
JP2020055345A (ja) * 2018-09-28 2020-04-09 株式会社Ｓｕｂａｒｕ 車両の熱管理システム

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