U.S. patent application number 16/502556 was filed with the patent office on 2020-04-02 for vehicle heat management system.
This patent application is currently assigned to SUBARU CORPORATION. The applicant listed for this patent is SUBARU CORPORATION. Invention is credited to Yoshiyuki JIN, Yasushi TAKAGI.
Application Number | 20200101814 16/502556 |
Document ID | / |
Family ID | 69947128 |
Filed Date | 2020-04-02 |
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United States Patent
Application |
20200101814 |
Kind Code |
A1 |
TAKAGI; Yasushi ; et
al. |
April 2, 2020 |
VEHICLE HEAT MANAGEMENT SYSTEM
Abstract
A vehicle heat management system includes a refrigerant circuit,
a battery temperature regulation circuit, and an electric part
cooling circuit. The refrigerant circuit circulates a refrigerant
to regulate a temperature inside a passenger compartment through
the refrigerant circuit. The battery temperature regulation circuit
regulates a temperature of a battery by introducing a liquid that
exchanges heat with the refrigerant to the battery. The electric
part cooling circuit circulates a liquid cooled by a radiator
circulates through the electric part cooling circuit, and is
capable of cooling a first and second pieces for driving a vehicle.
In a first mode, the liquid cooled by the radiator cools the first
piece of equipment, the refrigerant of the refrigerant circuit
cools the second piece of equipment, and the liquid which has
exchanged heat with the refrigerant is introduced in parallel to
the battery and the second piece of equipment.
Inventors: |
TAKAGI; Yasushi; (Tokyo,
JP) ; JIN; Yoshiyuki; (Tokyo, JP) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
SUBARU CORPORATION |
Tokyo |
|
JP |
|
|
Assignee: |
SUBARU CORPORATION
Tokyo
JP
|
Family ID: |
69947128 |
Appl. No.: |
16/502556 |
Filed: |
July 3, 2019 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60H 1/2215 20130101;
B60H 1/10 20130101; B60H 2001/00307 20130101; B60H 1/00907
20130101; B60H 1/00914 20130101; B60H 1/00007 20130101; B60H
1/00278 20130101; B60H 1/00392 20130101; B60H 1/00885 20130101 |
International
Class: |
B60H 1/00 20060101
B60H001/00; B60H 1/10 20060101 B60H001/10; B60H 1/22 20060101
B60H001/22 |
Foreign Application Data
Date |
Code |
Application Number |
Sep 28, 2018 |
JP |
2018-185260 |
Claims
1. A vehicle heat management system comprising: a refrigerant
circuit configured to circulate a refrigerant to regulate a
temperature inside a passenger compartment therethgrough; a battery
temperature regulation circuit configured to regulate a temperature
of a battery by introducing a liquid that exchanges heat with the
refrigerant to the battery; and an electric part cooling circuit
configured to circulate a liquid cooled by a radiator
therethgrough, the electric part cooling circuit being capable of
cooling a first piece of equipment and a second piece of equipment
for driving a vehicle, wherein in a first mode, the liquid cooled
by the radiator cools the first piece of equipment, the refrigerant
of the refrigerant circuit cools the second piece of equipment, and
the liquid which has exchanged heat with the refrigerant is
introduced in parallel to the battery and the second piece of
equipment.
2. The vehicle heat management system according to claim 1, wherein
the battery temperature regulation circuit comprises a branch, and
the liquid which has exchanged heat with the refrigerant is divided
at the branch and introduced to each of the battery and the second
piece of equipment.
3. The vehicle heat management system according to claim 2, further
comprising: a first bypass channel that branches from the battery
temperature regulation circuit at the branch and is configured to
be coupled to the second piece of equipment; and a water pump
disposed in the first bypass channel, wherein the liquid flowing
from the branch to the first bypass channel by an operation of the
water pump is introduced to the second piece of equipment.
4. The vehicle heat management system according to claim 3, further
comprising: a second bypass channel configured to return the liquid
introduced to the second piece of equipment back to the battery
temperature regulation circuit, wherein the battery temperature
regulation circuit comprises: a control valve provided on a
downstream side of a coupling between the second bypass channel and
the battery temperature regulation circuit; and a heat exchanger
provided downstream of the control valve and configured to exchange
heat with the refrigerant, the branch is provided on a downstream
side of the heat exchanger, and in the first mode, by opening the
control valve, the liquid flowing out from the battery passes
through the first bypass channel and is introduced to the second
piece of equipment.
5. The vehicle heat management system according to claim 1, wherein
in a second mode, the liquid cooled by the radiator cools the first
piece of equipment, the refrigerant of the refrigerant circuit
cools the second piece of equipment, and the liquid which has
exchanged heat with the refrigerant is introduced in series to the
battery and the second piece of equipment.
6. The vehicle heat management system according to claim 5, wherein
in the second mode, the liquid which has exchanged heat with the
refrigerant is introduced to the battery, and the liquid flowing
out from the battery is introduced to the second piece of
equipment.
7. The vehicle heat management system according to claim 6, further
comprising: a first bypass channel configured to introduce the
liquid of the battery temperature regulation circuit to the second
piece of equipment; and a second bypass channel configured to
return the liquid flowing out from the second piece of equipment
back to the battery temperature regulation circuit, wherein the
battery temperature regulation circuit comprises: a control valve
provided between a first coupling of the first bypass channel and
the battery temperature regulation circuit; and a second coupling
of the second bypass channel and the battery temperature regulation
circuit, and a heat exchanger that is provided downstream of the
second coupling and that is configured to exchange heat with the
refrigerant, and in the second mode, by closing the control valve,
the liquid flowing out from the battery passes through the first
bypass channel and is introduced to the second piece of equipment.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] The present application claims priority from Japanese Patent
Application No. 2018-185260 filed on Sep. 28, 2018, the entire
contents of which are hereby incorporated by reference.
BACKGROUND
[0002] The disclosure relates to a vehicle heat management
system.
[0003] In the related art, Japanese Unexamined Patent Application
Publication No. 2016-137773 relates to a system configuration of a
vehicular air conditioning device of an electric vehicle, and
describes that a battery cycle and a refrigeration cycle (air
conditioning) exchange heat, additionally that a three-way valve is
formed between the battery cycle and a power module cycle, and that
temperature regulation is performed.
SUMMARY
[0004] An aspect of the disclosure provides a vehicle heat
management system including a refrigerant circuit, a battery
temperature regulation circuit, and an electric part cooling
circuit. The refrigerant circuit is configured to circulate a
refrigerant to regulate a temperature inside a passenger
compartment through the refrigerant circuit. The battery
temperature regulation circuit is configured to regulate a
temperature of a battery by introducing a liquid that exchanges
heat with the refrigerant to the battery. The electric part cooling
circuit is configured to circulate a liquid cooled by a radiator
through the electric part cooling circuit. The electric part
cooling circuit is capable of cooling a first piece of equipment
and a second piece of equipment for driving a vehicle. In a first
mode, the liquid cooled by the radiator cools the first piece of
equipment, the refrigerant of the refrigerant circuit cools the
second piece of equipment, and the liquid which has exchanged heat
with the refrigerant is introduced in parallel to the battery and
the second piece of equipment.
BRIEF DESCRIPTION OF THE DRAWINGS
[0005] The accompanying drawings are included to provide a further
understanding of the disclosure and are incorporated in and
constitute a part of this specification. The drawings illustrate
example embodiments and, together with the specification, serve to
explain the principles of the disclosure.
[0006] FIG. 1 is a schematic diagram illustrating a schematic
configuration of a vehicle heat management system according to an
embodiment of the disclosure;
[0007] FIG. 2 is a schematic diagram illustrating operations when
cooling a passenger compartment;
[0008] FIG. 3 is a schematic diagram illustrating operations when
cooling a high-voltage battery;
[0009] FIG. 4 is a schematic diagram illustrating operations in a
case of both cooling the passenger compartment and also cooling the
high-voltage battery;
[0010] FIG. 5 is a schematic diagram illustrating operations when
dehumidifying the passenger compartment;
[0011] FIG. 6 is a schematic diagram illustrating operations when
both dehumidifying and also heating the passenger compartment;
[0012] FIG. 7 is a schematic diagram illustrating a different
example of operations when both dehumidifying and also heating the
passenger compartment;
[0013] FIG. 8 is a schematic diagram illustrating the operations of
both dehumidifying the passenger compartment and also cooling the
high-voltage battery;
[0014] FIG. 9 is a schematic diagram illustrating the operations of
both dehumidifying the passenger compartment and also warming up
the high-voltage battery;
[0015] FIG. 10 is a schematic diagram illustrating the operations
of heating the passenger compartment with a heat pump
configuration;
[0016] FIG. 11 is a schematic diagram illustrating the operations
of heating the passenger compartment with a high-voltage
heater;
[0017] FIG. 12 is a schematic diagram illustrating the operations
of warming up the high-voltage battery with a heat pump; and
[0018] FIG. 13 is a schematic diagram illustrating the operations
of warming up the high-voltage battery with a high-voltage
heater.
[0019] FIG. 14 is a schematic diagram illustrating an example of
adding bypass water channels to the configuration of the power
electronics cooling circuit illustrated in FIG. 1;
[0020] FIG. 15 is a schematic diagram illustrating a state of
regulating the temperature of the high-voltage battery by utilizing
powertrain cooling water in the configuration illustrated in FIG.
14;
[0021] FIG. 16 is a schematic diagram illustrating a case of using
the waste heat of a second piece of equipment;
[0022] FIG. 17 is a schematic diagram illustrating an example of
cooling a first piece of equipment by utilizing powertrain coolant
and cooling a second piece of equipment by utilizing coolant of the
battery temperature regulation circuit; and
[0023] FIG. 18 is a schematic diagram illustrating a different
example of cooling a first piece of equipment by utilizing
powertrain coolant and cooling a second piece of equipment by
utilizing coolant of the battery temperature regulation
circuit.
DETAILED DESCRIPTION
[0024] In the following, a preferred but non-limiting embodiment of
the disclosure is described in detail with reference to the
accompanying drawings. Note that sizes, materials, specific values,
and any other factors illustrated in the embodiment are
illustrative for easier understanding of the disclosure, and are
not intended to limit the scope of the disclosure unless otherwise
specifically stated. Further, elements in the following example
embodiment which are not recited in a most-generic independent
claim of the disclosure are optional and may be provided on an
as-needed basis. Throughout the present specification and the
drawings, elements having substantially the same function and
configuration are denoted with the same reference numerals to avoid
any redundant description. Further, elements that are not directly
related to the disclosure are unillustrated in the drawings. The
drawings are schematic and are not intended to be drawn to scale.
In the technology described in JP-A No. 2016-137773 above, since
only the simple exchange of heat is executed between the battery
cycle and the refrigeration cycle, under conditions in which the
temperature of the refrigerant cannot be controlled optimally
because of the outdoor air temperature or the like for example, it
is difficult to bring the battery temperature to a suitable
temperature. Further, in an electric vehicle, since the amount of
generated heat and the demanded temperature of a high-voltage part
to be cooled is lower than an ordinary vehicle using an internal
combustion engine, it becomes more difficult to create a
temperature difference in the heat exchanger. Also, for heating,
since an internal combustion engine to act as a heat source does
not exist in an electric vehicle, and a sufficient amount of heat
is not obtained from the waste heat of the high-voltage part, it is
necessary to provide separate devices for generating heat, and the
efficiency of these devices greatly influences the energy
efficiency. For this reason, in the case in which multiple objects
of temperature adjustment exist, multiple devices needed for
cooling and heating also become necessary, and control also becomes
more complicated, leading to increased cost and weight of the
vehicle.
[0025] Furthermore, if the cooling circuit is configured using a
radiator, since the water temperature cannot be lowered past the
outdoor air temperature, there is a problem of being unable to
ensure the desired cooling capacity depending on the outdoor air
temperature. In particular, if cooling is insufficient for a
high-voltage part such as the motor that drives the vehicle, the
driving force of the vehicle will be insufficient, and there is a
possibility that a situation will occur in which the vehicle is
unable to exhibit desired performance. On the other hand, in the
case of cooling a high-voltage part using a refrigerant function
such as air conditioning, there is a possibility that the cooling
capacity for air conditioning will be insufficient.
[0026] It is desirable to provide a novel and improved vehicle heat
management system capable of optimally cooling high-voltage parts
that require cooling.
1. Configuration of Heat Management System
[0027] First, FIG. 1 will be referenced to describe a schematic
configuration of a heat management system 1000 of a vehicle
according to an embodiment of the disclosure. The heat management
system 1000 is installed in a vehicle such as an electric vehicle.
As illustrated in FIG. 1, the heat management system 1000 includes
a power electronics cooling circuit 100, a refrigerant circuit 200,
a heating circuit 300, and a battery temperature regulation circuit
400. In the heat management system 1000, the regulation of the
temperature inside the passenger compartment and the regulation of
the temperature of the battery for driving the vehicle are realized
by the combination of the power electronics cooling circuit 100,
the refrigerant circuit 200, the heating circuit 300, and the
battery temperature regulation circuit 400.
1.1. Configuration of Power Electronics Cooling Circuit
[0028] The power electronics cooling circuit 100 is coupled to
power electronics for driving the vehicle, and cools these power
electronics. Specifically, the power electronics cooling circuit
100 is coupled to a first piece of equipment 110. Also, the power
electronics cooling circuit 100 is coupled to a radiator 102, an
expansion tank 104, and a water pump 106. For example, the first
piece of equipment 110 includes the driving motor of the vehicle,
an inverter, a converter, or the like, and a second piece of
equipment 116 includes the driving motor of the vehicle, an
inverter, a converter, or the like.
[0029] A liquid (long life coolant (LLC)) flows through the power
electronics cooling circuit 100. In FIG. 1, when a cooling fan 500
rotates, air produced by the cooling fan 500 hits the outdoor heat
exchanger 202 of the refrigerant circuit 200 and the radiator 102.
Note that while the vehicle is traveling, drag wind also hits the
outdoor heat exchanger 202 and the radiator 102. With this
arrangement, heat exchange is performed in the radiator 102, and
the liquid passing through the radiator 102 is cooled.
[0030] As illustrated in FIG. 1, in the power electronics cooling
circuit 100, liquid flows in the direction of the arrows according
to the action of the water pump 106. The expansion tank 104
provided on the upstream side of the water pump 106 temporarily
stores liquid and has a function of separating gas and liquid
fluid.
[0031] The liquid flowing through the power electronics cooling
circuit 100 is divided in two directions at a branch 122 and
supplied to each of the first piece of equipment 110 and the second
piece of equipment 116. With this arrangement, the first piece of
equipment 110 and the second piece of equipment 116 are cooled. The
liquid flowing through the power electronics cooling circuit 100 is
returned to the radiator 102.
1.2. Configuration of Refrigerant Circuit
[0032] The refrigerant circuit 200 is coupled to an outdoor heat
exchanger 202, a low-voltage solenoid valve 204, a chiller
expansion valve 206, an accumulator 208, a motorized compressor
210, a water-cooled condenser bypass solenoid valve 212, a
high-voltage solenoid valve 214, a heating solenoid valve 216, a
cooling expansion valve 217, an evaporator 218, a check valve 220,
a water-cooled condenser 306, and a chiller 408.
[0033] When a cooling fan 500 rotates, air produced by the cooling
fan 500 hits the outdoor heat exchanger 202 of the refrigerant
circuit 200. With this arrangement, heat is exchanged at the
outdoor heat exchanger 202, and refrigerant flowing through the
outdoor heat exchanger 202 is cooled.
[0034] Also, as illustrated in FIG. 1, in the refrigerant circuit
200, refrigerant flows in the direction of the arrows according to
the action of the motorized compressor 210. The accumulator 208
provided on the upstream side of the motorized compressor 210 has a
function of separating gas and liquid refrigerant.
[0035] In the refrigerant circuit 200, refrigerant compressed by
the motorized compressor 210 is cooled by the outdoor heat
exchanger 202, and by being injected into the evaporator 218 by the
cooling expansion valve 217, the refrigerant gasifies and cools the
evaporator 218. Subsequently, air 10 sent to the evaporator 218 is
cooled, and by introducing this air 10 into the passenger
compartment, the passenger compartment is cooled. The refrigerant
circuit 200 principally cools, dehumidifies, and heats the
passenger compartment.
[0036] Additionally, in the embodiment, the refrigerant circuit 200
also regulates the temperature of a high-voltage battery 410. The
regulation of the temperature of the high-voltage battery 410 by
the refrigerant circuit 200 will be described in detail later.
1.3. Configuration of Heating Circuit
[0037] The heating circuit 300 is coupled to a high-voltage heater
302, a heater core 304, the water-cooled condenser 306, a water
pump 308, and a three-way valve 310. Also, the heating circuit 300
is coupled to three-way valves 404 and 412 of the battery
temperature regulation circuit 400 via channels 312 and 314. The
heating circuit 300 principally heats the passenger compartment.
Additionally, in the embodiment, the heating circuit 300 also
regulates the temperature of the high-voltage battery 410.
[0038] In the heating circuit 300, a liquid (LLC) for heating
flows. The liquid flows in the direction of the arrows according to
the action of the water pump 308. When the high-voltage heater 302
acts, the liquid is warmed by the high-voltage heater 302. The air
10 sent to the evaporator 218 hits the heater core 304. The air 10
sent to the evaporator 218 is warmed by the heater core 304 and
introduced into the passenger compartment. With this arrangement,
the passenger compartment is heated. The evaporator 218 and the
heater core 304 may also be configured as a singular device.
[0039] The water-cooled condenser 306 exchanges heat between the
heating circuit 300 and the refrigerant circuit 200. The regulation
of the temperature of the high-voltage battery 410 by the heating
circuit 300 will be described in detail later.
1.4. Configuration of Battery Temperature Regulation Circuit
[0040] The battery temperature regulation circuit 400 is coupled to
a water pump 402, the three-way valve 404, an expansion tank 406,
the chiller 408, the high-voltage battery 410, and the three-way
valve 412. The battery temperature regulation circuit 400 regulates
the temperature of the high-voltage battery 410.
[0041] In the battery temperature regulation circuit 400, a liquid
(LLC) for regulating the temperature of the high-voltage battery
410 flows. The liquid flows in the direction of the arrows
according to the action of the water pump 402. The liquid is
introduced into the chiller 408. The chiller 408 exchanges heat
between the liquid flowing through the battery temperature
regulation circuit 400 and the refrigerant flowing through the
refrigerant circuit 200. The expansion tank 406 is a tank that
temporarily stores liquid.
[0042] As described above, the battery temperature regulation
circuit 400 also regulates the temperature of the high-voltage
battery 410. The regulation of the temperature of the high-voltage
battery 410 by the battery temperature regulation circuit 400 will
be described in detail later.
1.5. Regulation of Temperature of High-Voltage Battery
[0043] When the temperature of the high-voltage battery 410 rises
moderately, the electric power generated by the high-voltage
battery 410 increases. In the embodiment, by regulating the
temperature of the high-voltage battery 410 with the refrigerant
circuit 200 and the heating circuit 300, it is possible to regulate
the temperature of the high-voltage battery 410 optimally and cause
the high-voltage battery 410 to exhibit high output. For example,
when starting the vehicle in the winter or the like, since the
high-voltage battery 410 is cold, it may not be possible to exhibit
sufficient output in some cases. Also, when charging the
high-voltage battery 410, the high-voltage battery 410 generates
heat, and the temperature of the high-voltage battery 410 may rise
excessively in some cases. Likewise in such cases, by regulating
the temperature of the high-voltage battery 410 with the
refrigerant circuit 200 and the heating circuit 300, it is possible
to regulate the temperature of the high-voltage battery 410
optimally. Note that the regulation of the temperature of the
high-voltage battery 410 preferably is executed according to a
feedback control based on a measured value of the temperature of
the high-voltage battery 410.
2. Exemplary Operations of Heat Management System
[0044] Next, the operations of the heat management system 1000
configured as above will be described. To cool, dehumidify, and
heat the passenger compartment and also to regulate the temperature
of the high-voltage battery 410, various types of heat exchange are
performed. In the following, these operations in the heat
management system will be described. Note that each operation is
merely an example, and the control for achieving each operation is
not limited to what is given as an example. In the following
description, the operating states of the low-voltage solenoid valve
204, the chiller expansion valve 206, the water-cooled condenser
bypass solenoid valve 212, the high-voltage solenoid valve 214, the
heating solenoid valve 216, the three-way valve 310, the three-way
valve 404, and the three-way valve 412 will be illustrated in the
diagrams as solid white to denote the open state and as solid black
to denote the closed state.
2.1. Cooling Passenger Compartment
[0045] FIG. 2 is a schematic diagram illustrating operations when
cooling the passenger compartment. Cooling of the passenger
compartment is performed by the refrigerant circuit 200. FIG. 2
illustrates a state in which the heating circuit 300 and the
battery temperature regulation circuit 400 are stopped. The
refrigerant in the refrigerant circuit 200 flows in the direction
indicated by the arrows in FIG. 2. As described above, air 10 sent
to the evaporator 218 is cooled by the evaporator 218, and by
introducing this air 10 into the passenger compartment, the
passenger compartment is cooled.
2.2. Cooling High-Voltage Battery
[0046] FIG. 3 is a schematic diagram illustrating operations when
cooling the high-voltage battery 410. In FIG. 3, the cooling of the
high-voltage battery 410 is achieved by causing the refrigerant
flowing through the refrigerant circuit 200 and the liquid flowing
through the battery temperature regulation circuit 400 to exchange
heat with each other in the chiller 408. Refrigerant compressed by
the motorized compressor 210 is cooled by the outdoor heat
exchanger 202, and by being injected into the chiller 408 by the
chiller expansion valve 206, the refrigerant gasifies and cools the
chiller 408. With this arrangement, the liquid flowing through the
battery temperature regulation circuit 400 is cooled by the
refrigerant flowing through the refrigerant circuit 200. FIG. 3
illustrates a state in which the heating circuit 300 is
stopped.
2.3. Cooling Passenger Compartment and Cooling High-Voltage
Battery
[0047] FIG. 4 is a schematic diagram illustrating operations in a
case of both cooling the passenger compartment and also cooling the
high-voltage battery 410. By opening the chiller expansion valve
206 with respect to FIG. 2, the refrigerant flowing through the
refrigerant circuit 200 and the liquid flowing through the battery
temperature regulation circuit 400 exchange heat with each other in
the chiller 408, and the high-voltage battery 410 is cooled. FIG. 4
illustrates a state in which the heating circuit 300 is
stopped.
2.4. Dehumidifying Passenger Compartment
[0048] FIG. 5 is a schematic diagram illustrating operations when
dehumidifying the passenger compartment. FIG. 5 differs from FIG. 2
in that air that has been cooled and dehumidified by the evaporator
218 is reheated by the heater core 304. The refrigerant after
exchanging heat in the evaporator 218 is in a high-temperature,
high-pressure state. By causing liquid to flow through the heating
circuit 300 by the action of the water pump 308 and causing the
liquid in the heating circuit 300 to exchange heat with the
high-temperature, high-pressure refrigerant at the water-cooled
condenser 306, the liquid in the heating circuit 300 is heated. At
this time, as illustrated in FIG. 5, by closing parts of the
three-way valve 310, the three-way valve 404, and the three-way
valve 412, the liquid in the heating circuit 300 does not flow into
the battery temperature regulation circuit 400. The air
dehumidified by the evaporator 218 is warmed by the heater core 304
and introduced into the passenger compartment. In conditions in
which the liquid in the heating circuit 300 is not given enough
heat from the refrigerant, the high-voltage heater 302 is turned on
to heat the liquid in the heating circuit 300 further.
2.5. Dehumidifying and Heating Passenger Compartment (1)
[0049] FIG. 6 is a schematic diagram illustrating operations when
both dehumidifying and also heating the passenger compartment. In
FIG. 6, a portion of the refrigerant in the refrigerant circuit 200
does not pass through the outdoor heat exchanger 202, and instead
passes through the high-voltage solenoid valve 214 and is
introduced into the evaporator 218. Liquid flows inside the heating
circuit 300 by the action of the water pump 308, and the liquid
flowing through the heating circuit 300 is warmed by the
water-cooled condenser 306. With this arrangement, the air
dehumidified by the evaporator 218 is warmed by the heater core 304
and introduced into the passenger compartment.
2.6. Dehumidifying and Heating Passenger Compartment (2)
[0050] FIG. 7 is a schematic diagram illustrating a different
example of operations when both dehumidifying and also heating the
passenger compartment. The basic operations are similar to FIG. 6,
but in FIG. 7, the high-voltage solenoid valve 214 and the
low-voltage solenoid valve 204 are closed. The difference between
FIGS. 6 and 7 is that, in FIG. 7, in the case in which the outdoor
air temperature is low, the high-voltage heater 302 is turned on to
ensure heating capacity when dehumidifying. On the other hand, in
FIG. 6, in the case in which the outdoor air temperature is low,
since the refrigerant bypasses the outdoor heat exchanger 202, it
is possible to ensure heating capacity even without using the
high-voltage heater 302. Note that, similarly to FIG. 5, FIGS. 6
and 7 illustrate a state in which the flow of liquid from the
heating circuit 300 to the battery temperature regulation circuit
400 is stopped, and the battery temperature regulation circuit 400
is stopped.
2.7. Dehumidifying Passenger Compartment and Cooling High-Voltage
Battery
[0051] FIG. 8 is a schematic diagram illustrating the operations of
both dehumidifying the passenger compartment and also cooling the
high-voltage battery 410. With respect to FIG. 5, the chiller
expansion valve 206 is opened. Refrigerant compressed by the
motorized compressor 210 is cooled by the outdoor heat exchanger
202, and by being injected into the chiller 408 by the chiller
expansion valve 206, the refrigerant gasifies and cools the chiller
408. The refrigerant flowing through the refrigerant circuit 200
and the liquid flowing through the battery temperature regulation
circuit 400 exchange heat with each other in the chiller 408, and
the high-voltage battery 410 is cooled. Dehumidification is
performed similarly to FIG. 5.
2.8. Dehumidifying Passenger Compartment and Warming Up
High-Voltage Battery
[0052] FIG. 9 is a schematic diagram illustrating the operations of
both dehumidifying the passenger compartment and also warming up
the high-voltage battery 410. The basic operations are similar to
FIG. 5, but in FIG. 9, the liquid in the heating circuit 300 is
introduced into the battery temperature regulation circuit 400. For
this reason, in the three-way valve 310 of the heating circuit 300
and the three-way valves 404 and 412 of the battery temperature
regulation circuit 400, each valve is controlled such that liquid
flows in the direction of the arrows. The liquid in the battery
temperature regulation circuit 400 and the heating circuit 300
flows in the direction of the arrows by the action of the water
pump 402. By introducing the liquid in the heating circuit 300 into
the battery temperature regulation circuit 400, it is possible to
warm up the high-voltage battery 410. The air dehumidified by the
evaporator 218 is warmed by the heater core 304 and introduced into
the passenger compartment. In conditions in which the liquid in the
heating circuit 300 is not given enough heat from the refrigerant,
the high-voltage heater 302 is turned on to heat the liquid in the
heating circuit 300 further.
2.9. Heating Passenger Compartment with Heat Pump Configuration
[0053] FIG. 10 is a schematic diagram illustrating the operations
of heating the passenger compartment with a heat pump
configuration. By putting the refrigerant in a high-temperature,
high-pressure state with the motorized compressor 210 and causing
the liquid in the heating circuit 300 to exchange heat with the
high-temperature, high-pressure refrigerant at the water-cooled
condenser 306, the liquid in the heating circuit 300 is heated.
Similarly to FIG. 5, the flow of liquid from the heating circuit
300 to the battery temperature regulation circuit 400 is stopped,
and the battery temperature regulation circuit 400 is stopped. The
air to be introduced into the passenger compartment is warmed by
the heater core 304. In conditions in which the liquid in the
heating circuit 300 is not given enough heat from the refrigerant,
the high-voltage heater 302 is turned on to heat the liquid in the
heating circuit 300 further.
2.10. Heating Passenger Compartment with High-Voltage Heater
[0054] FIG. 11 is a schematic diagram illustrating the operations
of heating the passenger compartment with the high-voltage heater
302. By causing liquid in the heating circuit 300 to be heated by
the high-voltage heater 302 and to exchange heat in the heater core
304, the passenger compartment is heated. The refrigerant circuit
200 is in a stopped state. Also, the flow of liquid from the
heating circuit 300 to the battery temperature regulation circuit
400 is stopped, and the battery temperature regulation circuit 400
is stopped.
2.11. Warming Up High-Voltage Battery with Heat Pump
[0055] FIG. 12 is a schematic diagram illustrating the operations
of warming up the high-voltage battery 410 with a heat pump. The
basic operations are similar to FIG. 10, but in FIG. 12, the liquid
in the heating circuit 300 is introduced into the battery
temperature regulation circuit 400. For this reason, in the
three-way valve 310 of the heating circuit 300 and the three-way
valves 404 and 412 of the battery temperature regulation circuit
400, each valve is controlled such that liquid flows in the
direction of the arrows. The liquid in the battery temperature
regulation circuit 400 and the heating circuit 300 flows in the
direction of the arrows by the action of the water pump 402. When
warming up the high-voltage battery 410 with a heat pump, by
putting the refrigerant in a high-temperature, high-pressure state
with the motorized compressor 210 and causing the liquid in the
heating circuit 300 to exchange heat with the high-temperature,
high-pressure refrigerant at the water-cooled condenser 306, the
liquid in the heating circuit 300 is heated. For this reason, the
high-voltage heater 302 remains in the stopped state unless the
outdoor air temperature becomes extremely cold (for example,
-10.degree. C. or less) Consequently, power consumption may be
suppressed, and energy usage efficiency may be raised.
[0056] As above, by basically using the refrigerant circuit 200 to
exchange heat between refrigerant and air inside the passenger
compartment and also to exchange heat between refrigerant and the
liquid in the battery temperature regulation circuit 400,
temperature regulation (cooling, heating) of the passenger
compartment and temperature regulation of the high-voltage battery
410 are achieved. Furthermore, at extremely low temperatures, by
coupling the heating circuit 300 and the battery temperature
regulation circuit 400 to put both on the same circuit, it becomes
possible to meet the temperature demand even at extremely low
temperatures.
2.12. Warming Up High-Voltage Battery with High-Voltage Heater
[0057] FIG. 13 is a schematic diagram illustrating the operations
of warming up the high-voltage battery 410 with the high-voltage
heater 302. By causing the liquid in the heating circuit 300 to be
heated by the high-voltage heater 302 and introduced into the
battery temperature regulation circuit 400, the high-voltage
battery 410 is warmed up. The refrigerant circuit 200 is in a
stopped state. Likewise in FIG. 13, in the three-way valve 310 of
the heating circuit 300 and the three-way valves 404 and 412 of the
battery temperature regulation circuit 400, each valve is
controlled such that liquid flows in the direction of the arrows.
The liquid in the battery temperature regulation circuit 400 and
the heating circuit 300 flows in the direction of the arrows by the
action of the water pump 402.
3. Regulation of Temperature of High-Voltage Battery by Coolant of
Power Electronics Cooling Circuit
[0058] As above, in the heat management system 1000, the
refrigerant circuit 200, the heating circuit 300, and the battery
temperature regulation circuit 400 may be used to regulate the
temperature of the high-voltage battery 410. Additionally, in the
embodiment, it is also possible to regulate the temperature of the
high-voltage battery 410 with the liquid flowing through the power
electronics cooling circuit 100.
[0059] FIG. 14 is a schematic diagram illustrating an example of
adding bypass water channels 130, 132, 134 and bypass three-way
valves 140, 142, 144 to the configuration of the power electronics
cooling circuit 100 illustrated in FIG. 1. The bypass water
channels 130, 132, and 134 couple the power electronics cooling
circuit 100 and the battery temperature regulation circuit 400.
Also, in the configuration illustrated in FIG. 14, the expansion
tank 406 of the battery temperature regulation circuit 400 is
provided between the high-voltage battery 410 and the water pump
402. The same applies to FIGS. 15 and 16 described later.
[0060] With the configuration illustrated in FIG. 14, it becomes
possible to cause the coolant for the power electronics
(powertrain) cooled by the radiator 102 to flow through the battery
temperature regulation circuit 400. Specifically, by switching
channels using the bypass three-way valves 140, 142, and 144, the
coolant for the power electronics may be used to regulate the
temperature of the high-voltage battery 410. Note that it is
preferable to stop the inflow and outflow of liquid between the
heating circuit 300 and the battery temperature regulation circuit
400 by controlling the three-way valves 310 and 404. Also, heat
exchange by the chiller 408 does not have to be performed
particularly.
[0061] The coolant flowing through the power electronics cooling
circuit 100 normally is at a higher temperature than the liquid
flowing through the battery temperature regulation circuit 400.
Consequently, the coolant for the power electronics may be used to
warm up the high-voltage battery 410. As described above, when the
temperature of the high-voltage battery 410 rises moderately, the
electric power generated by the high-voltage battery 410 increases.
Consequently, by using the coolant for the power electronics to
warm up the high-voltage battery 410, it is possible to regulate
the temperature of the high-voltage battery 410 optimally and cause
the high-voltage battery 410 to exhibit high output.
[0062] On the other hand, in the case in which the temperature of
the coolant flowing through the power electronics cooling circuit
100 is lower than the temperature of the liquid flowing through the
battery temperature regulation circuit 400, it is also possible to
use the coolant for the power electronics to cool the high-voltage
battery 410. For example, since the high-voltage battery 410
generates when being charged, the coolant for the power electronics
that has exchanged heat with outdoor air at the radiator 102 may be
at a lower temperature than the liquid flowing through the battery
temperature regulation circuit 400 in some cases. In such cases, by
introducing the coolant for the power electronics into the battery
temperature regulation circuit 400, the high-voltage battery 410
may be cooled.
[0063] Also, in the case of using the coolant for the power
electronics to warm up the high-voltage battery 410, compared to
the case of warming up the temperature of the high-voltage battery
410 according to the procedures described in FIGS. 9, 12, and 13,
since the refrigerant circuit 200 and the heating circuit 300 are
not used, power consumption may be reduced. More specifically, in
the case of using the coolant for the power electronics to warm up
the high-voltage battery 410, power is consumed only by the water
pump 106. On the other hand, in the case of using the refrigerant
circuit 200 and the heating circuit 300, since the motorized
compressor 210, the water pump 308, the high-voltage heater 302,
and the like act, the power consumption increases. Consequently, by
using the coolant for the power electronics to warm up the
high-voltage battery 410, it is possible to greatly reduce power
consumption.
[0064] Furthermore, in the case of using the coolant for the power
electronics to warm up the high-voltage battery 410, the coolant
for the power electronics that has already reached a high
temperature may be used to warm up the high-voltage battery 410 in
a short time. Consequently, it is possible to shorten the arrival
time at which the high-voltage battery 410 arrives at the target
temperature.
[0065] In particular, in the case of causing the high-voltage
heater 302 to act to warm up the high-voltage battery 410, power
consumption by the high-voltage heater 302 increases, the driving
output drops, and there is a possibility that cruising radius of
the vehicle will be reduced. On the other hand, with the coolant
flowing through the power electronics cooling circuit 100, since
the first piece of equipment 110 and the second piece of equipment
116 generate heat due to vehicle travel, it is possible to utilize
the heat generated by vehicle travel effectively to warm up the
high-voltage battery 410. Consequently, in the case of using the
coolant for the power electronics to warm up the high-voltage
battery 410, energy loss basically does not occur.
[0066] With this arrangement, when causing the vehicle to travel in
a low-temperature environment, such as during winter for example,
it is possible to warm up the high-voltage battery 410 in a short
time and cause the high-voltage battery 410 to exhibit the desired
output.
[0067] Note that in cases where using the refrigerant circuit 200
or the heating circuit 300 to warm up the high-voltage battery 410
consumes less power than using the coolant for the power
electronics to warm up the high-voltage battery 410, it is
preferable to use the refrigerant circuit 200 or the heating
circuit 300 to warm up the high-voltage battery 410.
3.1. Case of not Using Waste Heat from Second Piece of
Equipment
[0068] FIG. 15 is a schematic diagram illustrating a state of
regulating the temperature of the high-voltage battery 410 by
utilizing powertrain cooling water in the configuration illustrated
in FIG. 14. FIG. 15 illustrates the case of not using waste heat
from the second piece of equipment 116. As illustrated in FIG. 15,
by controlling the bypass three-way valve 140, the channel
proceeding from the three-way valve 140 to the second piece of
equipment 116 is closed. In addition, the three-way valve 144 is
also closed.
[0069] For this reason, the powertrain coolant flows from the
three-way valve 140 through the bypass channel 130 to the battery
temperature regulation circuit 400. Additionally, the powertrain
coolant flowing to the battery temperature regulation circuit 400
enters the battery temperature regulation circuit 400 and flows in
the direction of the high-voltage battery 410.fwdarw.water pump
402.fwdarw.bypass channel 134.fwdarw.three-way valve 142. With this
arrangement, it is possible to use the powertrain coolant to
regulate the temperature of the high-voltage battery 410.
[0070] Also, in the example illustrated in FIG. 15, since heat is
not exchanged with the battery temperature regulation circuit 400,
the refrigerant circuit 200 may be used exclusively to regulate the
temperature of the passenger compartment.
3.2. Case of Using Waste Heat from Second Piece of Equipment
[0071] FIG. 16 is a schematic diagram illustrating a case of using
the waste heat of the second piece of equipment. In the example
illustrated in FIG. 16, by controlling the bypass three-way valve
140, the channel proceeding from the three-way valve 140 to the
second piece of equipment 116 is opened, and the channel proceeding
from the three-way valve 140 to the battery temperature regulation
circuit 400 is closed.
[0072] Also, by controlling the three-way valve 144, the channel
proceeding from the three-way valve 144 to the battery temperature
regulation circuit 400 is opened, and the channel proceeding from
the three-way valve 144 to the three-way valve 142 is closed.
[0073] For this reason, the coolant after cooling the second piece
of equipment 116 flows from the three-way valve 144 through the
bypass channel 132 to the battery temperature regulation circuit
400. Additionally, the powertrain coolant flowing to the battery
temperature regulation circuit 400 enters the battery temperature
regulation circuit 400 and flows in the direction of the
high-voltage battery 410.fwdarw.water pump 402.fwdarw.bypass
channel 134.fwdarw.three-way valve 142. With this arrangement, the
coolant after cooling the second piece of equipment 116 may be used
to regulate the temperature of the high-voltage battery 410.
[0074] By having the coolant cool the second piece of equipment
116, heat is exchanged between the second piece of equipment 116
and the coolant. With this arrangement, the waste heat from the
second piece of equipment 116 may be introduced into the battery
temperature regulation circuit 400. Consequently, it becomes
possible to utilize the waste heat from the second piece of
equipment 116 to regulate the temperature of the high-voltage
battery 410, and more particularly, it becomes possible to utilize
the waste heat to warm up the high-voltage battery 410.
4. Example of Cooling Pieces of Equipment Individually
[0075] Next, an example of cooling the first piece of equipment 110
and the second piece of equipment 116 individually will be
described on the basis of the configuration illustrated in FIG. 14.
FIGS. 17 and 18 are schematic diagrams illustrating an example of
cooling only the first piece of equipment 110 using the powertrain
coolant. In FIGS. 17 and 18, the second piece of equipment 116 is
cooled by using the coolant of the battery temperature regulation
circuit 400.
[0076] The configurations illustrated in FIGS. 17 and 18 are the
same, and FIGS. 17 and 18 differ from each other in whether the
cooling of the second piece of equipment 116 and the high-voltage
battery 410 is in series or in parallel. In the following, the
configuration shared in common between FIGS. 17 and 18 will be
described, and after that the operations of each of FIGS. 17 and 18
will be described.
[0077] In the configuration illustrated in FIGS. 17 and 18, the
bypass channel 130 illustrated in FIG. 14 is not provided, and a
bypass channel 136 is provided instead of the bypass channel 130.
Additionally, a solenoid valve 414 is provided between the site
where the bypass channel 136 and the battery temperature regulation
circuit 400 are coupled and the site where the bypass channel 130
and the battery temperature regulation circuit 400 are coupled.
[0078] Also, in the configuration illustrated in FIGS. 17 and 18,
the bypass channel 132 illustrated in FIG. 14 is not provided, and
a bypass channel 138 is provided instead of the bypass channel 132.
A water pump 416 is provided in the bypass channel 138. Also, in
the configuration illustrated in FIGS. 17 and 18, the water pump
402 is provided on the upstream side of the high-voltage battery
410, and the expansion tank 406 is not provided. Furthermore, in
the configuration illustrated in FIGS. 17 and 18, the flow
direction of the liquid in the heating circuit 300 is the reverse
of FIG. 14, and the arrangement of the high-voltage heater 302 and
the heater core 304 with respect to the flow direction is also the
reverse of FIG. 14.
[0079] Hereinafter, the operations illustrated in FIG. 17 will be
described. As illustrated in FIG. 17, by controlling the bypass
three-way valve 140, the flow of powertrain coolant from the water
pump 106 to the three-way valve 140 is stopped. For this reason,
the powertrain coolant passing through the radiator 102 is not
divided in two directions at the branch 122, and is supplied to the
first piece of equipment 110 by the action of the water pump 106.
With this arrangement, only the first piece of equipment 110 is
cooled by the powertrain coolant. After cooling the first piece of
equipment 110, the inverter 112, and the DC/DC converter 114, the
powertrain coolant is returned to the radiator 102.
[0080] As described above, by controlling the bypass three-way
valve 140, the flow of powertrain coolant from the water pump 106
to the three-way valve 140 is stopped. On the other hand, in the
three-way valve 140, the channel proceeding from the battery
temperature regulation circuit 400 to the charger 120 is opened.
Also, by controlling the three-way valve 144, the channel
proceeding from the second piece of equipment 116 to the three-way
valve 142 is opened, and the channel proceeding from the second
piece of equipment 116 to the bypass channel 138 is closed.
[0081] Also, by controlling the three-way valve 142, the channel
proceeding from the second piece of equipment 116 through the
bypass channel 134 to the battery temperature regulation circuit
400 is opened, and the channel proceeding from the three-way valve
142 to the radiator 102 is closed. Furthermore, by closing parts of
the three-way valve 310, the three-way valve 404, and the three-way
valve 412, the liquid in the heating circuit 300 does not flow into
the battery temperature regulation circuit 400. In addition, the
solenoid valve 414 provided in the battery temperature regulation
circuit 400 is closed.
[0082] By the action of the water pump 402, the liquid in the
battery temperature regulation circuit 400 and the power
electronics cooling circuit 100 flows in the direction of the
arrows in FIG. 17, and the liquid is introduced to the second piece
of equipment 116. At this time, the refrigerant circuit 200 is
operating, and by exchanging heat between the refrigerant flowing
through the refrigerant circuit 200 and the liquid flowing through
the battery temperature regulation circuit 400 at the chiller 408,
the liquid flowing through the battery temperature regulation
circuit 400 is cooled.
[0083] Specifically, the liquid cooled at the chiller 408 is
introduced to the high-voltage battery 410 to cool the high-voltage
battery 410. Furthermore, the liquid that has cooled the
high-voltage battery 410 flows from the bypass channel 136 to the
second piece of equipment 116 to cool the second piece of equipment
116. After cooling these power electronics, the liquid passes
through the three-way valve 142 and returns to the battery
temperature regulation circuit 400 from the bypass channel 134. The
liquid returning to the battery temperature regulation circuit 400
is cooled by heat exchange at the chiller 408.
[0084] As above, by closing the solenoid valve 414, the
high-voltage battery 410 is connected in series with the power
electronics such as the second piece of equipment 116, the inverter
118, and the charger 120. For this reason, all of the liquid that
has cooled the high-voltage battery 410 is introduced to the second
piece of equipment 116. Consequently, the cooling capacity of the
second piece of equipment 116 may be improved.
[0085] According to a configuration like the above, the powertrain
coolant cooled by the radiator 102 is supplied only to the first
piece of equipment 110. With this arrangement, all of the
powertrain coolant cooled by the radiator 102 is supplied to the
first piece of equipment 110, and is not supplied to the second
piece of equipment 116. Also, the capacity of the water pump 106
may be used only for the first piece of equipment 110.
Consequently, the flow rate of coolant to the first piece of
equipment 110 may be increased. Also, the powertrain coolant
receiving heat from the second piece of equipment 116 is avoided.
With this arrangement, the cooling capacity for the first piece of
equipment 110 may be increased greatly, making it possible to cool
the first piece of equipment 110 reliably.
[0086] Also, by exchanging heat between the refrigerant flowing
through the refrigerant circuit 200 and the liquid flowing through
the battery temperature regulation circuit 400 at the chiller 408,
the liquid flowing through the battery temperature regulation
circuit 400 is cooled and introduced to the second piece of
equipment 116. Consequently, it is also possible to cool the second
piece of equipment 116 reliably.
[0087] Herein, in the case of utilizing the heat exchange at the
radiator 102 to cool the first piece of equipment 110 and the
second piece of equipment 116, it is not possible to cool the
powertrain coolant to below the outdoor air temperature. For this
reason, if one attempts to cool both the first piece of equipment
110 and the second piece of equipment 116 with only the heat
exchange of the radiator 102, cases in which sufficient cooling
cannot be achieved are anticipated. If these pieces of equipment
cannot be cooled sufficiently, since the equipment will be unable
to exhibit the desired output, it may be necessary to put
limitations in advance on the driving force to be generated by the
vehicle in some cases.
[0088] According to the configuration illustrated in FIG. 17, for
the second piece of equipment 116, cooling is performed by the
refrigerant flowing through the refrigerant circuit 200.
Specifically, by exchanging heat between the refrigerant flowing
through the refrigerant circuit 200 and the liquid flowing through
the battery temperature regulation circuit 400, low-temperature
liquid may be supplied to the second piece of equipment 116, and
the second piece of equipment 116 may be cooled sufficiently.
Consequently, a drop in output caused by overheating of the second
piece of equipment 116 may be suppressed reliably. With this
arrangement, limitations on the output of the vehicle may be
avoided, making it possible to cause the vehicle to exhibit the
desired driving force.
[0089] Note that compared to the power electronics such as the
second piece of equipment 116, the high-voltage battery 410 is
controlled to a lower temperature. For this reason, even if the
liquid is introduced to the power electronics such as the second
piece of equipment 116 after first cooling the high-voltage battery
410, sufficient cooling capacity may be obtained.
[0090] Also, for the first piece of equipment 110, all of the
powertrain coolant cooled by the radiator 102 is supplied to the
first piece of equipment 110. Consequently, compared to the case of
supplying the powertrain coolant to both the first piece of
equipment 110 and the second piece of equipment 116, the amount of
powertrain coolant to supply to the first piece of equipment 110
may be increased, making it possible to greatly improve the cooling
capacity for the first piece of equipment 110.
[0091] For example, in the case in which the vehicle speed is
relatively slow, since a small amount of air hits the radiator 102,
if one attempts to cool both the first piece of equipment 110 and
the second piece of equipment 116 with the powertrain coolant, the
cooling capacity for the motor provided by the powertrain coolant
may be insufficient in some cases. If the cooling capacity for the
motor is insufficient, the motor is unable to exhibit the desired
output, and it becomes necessary to limit the driving force as
described above. The driving force is limited to keep the motor
from overheating when the motor temperature reaches 65.degree. C.
or higher, for example. When the driving force is limited, the
vehicle is no longer able to exhibit the desired power performance
in cases such as climbing a hill or traveling over an uneven road,
for example. In particular, in the summer and the like, there is a
possibility that the outdoor air temperature may rise up to around
40.degree. C., and if the cooling of the motor is insufficient, a
drop in the motor output is more likely to occur.
[0092] In such cases, a situation is anticipated in which the first
piece of equipment 110 and the second piece of equipment 116 cannot
be cooled sufficiently by cooling according to the outdoor air
temperature using the radiator 102. According to the embodiment,
since heat exchange with refrigerant is utilized to cool the second
piece of equipment 116, it is possible to lower the temperature of
the second piece of equipment 116 to the outdoor air temperature or
below (for example, approximately 18.degree. C. to 20.degree. C.).
Also, by supplying all of the coolant cooled by the radiator 102 to
the first piece of equipment 110, although the difference between
the motor temperature and the outdoor air temperature is relatively
small, the flow rate of powertrain coolant may be increased to cool
the first piece of equipment 110. Consequently, it is also possible
to cool the first piece of equipment 110 rapidly down to the same
level as the outdoor air temperature.
[0093] Next, the operations in FIG. 18 will be described. The
cooling of the first piece of equipment 110 by the powertrain
coolant is similar to FIG. 17. In FIG. 18, after cooling the
high-voltage battery 410, the liquid flowing through the battery
temperature regulation circuit 400 is cooled by exchanging heat at
the chiller 408, and is supplied to the second piece of equipment
116.
[0094] As illustrated in FIG. 18, by controlling the bypass
three-way valve 140, the flow of powertrain coolant from the water
pump 106 to the three-way valve 140 is stopped. On the other hand,
in the three-way valve 140, the channel proceeding from the charger
120 through the bypass channel 136 to the battery temperature
regulation circuit 400 is opened. Also, by controlling the
three-way valve 144, the channel proceeding from the battery
temperature regulation circuit 400 through the bypass channel 138
to the second piece of equipment 116 is opened, and the channel
proceeding from the three-way valve 142 to the second piece of
equipment 116 is closed.
[0095] Also, by controlling the three-way valve 142, the channel
proceeding from the battery temperature regulation circuit 400
through the bypass channel 134 to the second piece of equipment 116
is opened, and the channel proceeding from the three-way valve 142
to the radiator 102 is closed. Similarly to FIG. 17, by closing
parts of the three-way valve 310, the three-way valve 404, and the
three-way valve 412, the liquid in the heating circuit 300 does not
flow into the battery temperature regulation circuit 400. In
addition, the solenoid valve 414 provided in the battery
temperature regulation circuit 400 is opened.
[0096] By the action of the water pump 402, the liquid in the
battery temperature regulation circuit 400 and the power
electronics cooling circuit 100 flows in the direction of the
arrows in FIG. 18, and the liquid is introduced to the second piece
of equipment 116. At this time, the refrigerant circuit 200 is
operating, and by exchanging heat between the refrigerant flowing
through the refrigerant circuit 200 and the liquid flowing through
the battery temperature regulation circuit 400 at the chiller 408,
the liquid flowing through the battery temperature regulation
circuit 400 is cooled.
[0097] Specifically, the liquid cooled at the chiller 408 branches
at a branch 124 that couples the battery temperature regulation
circuit 400 and the bypass channel 138, and is introduced to both
the high-voltage battery 410 and the second piece of equipment 116.
At this point, by causing the water pump 416 to act, the liquid in
the battery temperature regulation circuit 400 flows through the
bypass channel 138. With this arrangement, both the high-voltage
battery 410 and the second piece of equipment 116 are cooled. After
cooling these power electronics, the liquid passes through the
three-way valve 140 and returns to the battery temperature
regulation circuit 400 from the bypass channel 136.
[0098] As above, by opening the solenoid valve 414, causing the
water pump 402 to act, and additionally causing the water pump 416
to act, two channels joining the high-voltage battery 410 and the
power electronics (the second piece of equipment 116, the inverter
118, and the charger 120) in series may be formed.
[0099] The first channel is a channel that circulates through the
chiller 408.fwdarw.water pump 416.fwdarw.three-way valve
144.fwdarw.power electronics.fwdarw.three-way valve
140.fwdarw.chiller 408 sequentially. Also, the second channel is a
channel that circulates through the chiller 408.fwdarw.high-voltage
battery 410.fwdarw.water pump 402.fwdarw.chiller 408
sequentially.
[0100] Furthermore, since the water pump 416 serves as a flow rate
adjustment function, the flow ratio between the first and second
channels may be adjusted optimally. Consequently, it becomes
possible to provide an optimal amount of liquid at an optimal
temperature to each of the first channel and the second channel.
Also, by the action of the water pump 416, it is possible to return
the liquid from the power electronics back to the battery
temperature regulation circuit 400, and reliably deter flow
(backflow) proceeding from the water pump 402 to the three-way
valve 140.
[0101] According to a configuration like the above, similarly to
FIG. 17, since all of the powertrain coolant cooled by the radiator
102 is supplied to the first piece of equipment 110 and is not
supplied to the second piece of equipment 116, it is possible to
increase the flow rate of coolant to the first piece of equipment
110.
[0102] Also, by exchanging heat between the refrigerant flowing
through the refrigerant circuit 200 and the liquid flowing through
the battery temperature regulation circuit 400 at the chiller 408,
the liquid flowing through the battery temperature regulation
circuit 400 is cooled and introduced to the second piece of
equipment 116. Consequently, it is also possible to cool the second
piece of equipment 116 reliably.
[0103] Furthermore, according to FIG. 18, the liquid cooled at the
chiller 408 branches at the branch 124 that couples the battery
temperature regulation circuit 400 and the bypass channel 138, and
is introduced to both the high-voltage battery 410 and the second
piece of equipment 116. For this reason, low-temperature liquid
cooled by the chiller 408 is introduced to the second piece of
equipment 116. For this reason, compared to FIG. 17 in which the
liquid is introduced to the second piece of equipment 116 after
cooling the high-voltage battery 410, since liquid at a lower
temperature may be introduced to the second piece of equipment 116,
the second piece of equipment 116 may be cooled reliably.
[0104] With this arrangement, since the second piece of equipment
116 may be cooled rapidly, it also becomes possible to make the
second piece of equipment 116 temporarily produce output at or
above the rated output. Consequently, the acceleration performance
of the vehicle may be improved greatly, and the performance for
escaping from a stuck state or the like may also be improved.
Consequently, it becomes possible to greatly raise the
merchantability of the vehicle.
[0105] Particularly, in cases in which the temperature of the
high-voltage battery 410 is relatively low and the second piece of
equipment 116 is overheating, since the low-temperature liquid may
be introduced to the second piece of equipment 116, the second
piece of equipment 116 may be cooled reliably.
[0106] It is preferable to be able to switch between the mode
illustrated in FIG. 17 and the mode illustrated in FIG. 18
according to the state of heat generation in the high-voltage
battery 410 and the second piece of equipment 116. With this
arrangement, it is possible to provide liquid at an optimal
temperature to the high-voltage battery 410 and the power
electronics at an optimal flow rate. For example, between the mode
illustrated in FIG. 17 and the mode illustrated in FIG. 18, the
mode with the shorter arrival time may be selected according to the
arrival time by which equipment reaches a target temperature. Also,
in cases such as when traveling in economy mode for example, since
the vehicle runs prioritizing power consumption over the time it
takes for equipment to reach the target temperature, it is also
possible to select the mode with lower power consumption between
the mode illustrated in FIG. 17 and the mode illustrated in FIG.
18. Also, according to the configurations illustrated in FIGS. 17
and 18, since two refrigerant circuits (the power electronics
cooling circuit 100 and the battery temperature regulation circuit
400) are coupled by three-way valves, the expansion tank 406 may be
omitted and a single expansion tank may be used.
[0107] Note that in the example illustrated in FIG. 17, the
temperature of the liquid introduced to the second piece of
equipment 116 is expected to be higher than in FIG. 18 due to
cooling the high-voltage battery 410, but in the example
illustrated in FIG. 17, all of the liquid flowing through the
battery temperature regulation circuit 400 is introduced to the
second piece of equipment 116. Consequently, in the example
illustrated in FIG. 17, the temperature of the liquid introduced to
the second piece of equipment 116 rises as a result of cooling the
high-voltage battery 410, but by introducing all of the liquid
flowing through the battery temperature regulation circuit 400 to
the second piece of equipment 116, it is possible to cool the
second piece of equipment 116 reliably.
[0108] As above, in the embodiment, by taking a configuration
enabling the selection of circuits that cool or warm up each part
such as the first piece of equipment 110 and the second piece of
equipment 116 in a vehicle such as an electric vehicle, it is
possible to select and execute different cooling methods for
different purposes, such as a mode with low power consumption per
unit time and a mode with a short time to reach a target
temperature. Also, it becomes possible to cool the power
electronics such as the motor and inverter intensively by circuit
selection. Furthermore, because it is possible to configure a
refrigerant circuit capable of providing a cooling water
temperature at or below the outdoor air temperature, output
limitations on the power electronics due to variations in the
cooling capacity depending on the outdoor air temperature may be
avoided, and an improvement in the output of the power electronics
also becomes possible.
[0109] Although the preferred embodiments of the disclosure have
been described in detail with reference to the appended drawings,
the disclosure is not limited thereto. It is obvious to those
skilled in the art that various modifications or variations are
possible insofar as they are within the technical scope of the
appended claims or the equivalents thereof. It should be understood
that such modifications or variations are also within the technical
scope of the disclosure.
[0110] According to the disclosure, it is possible to provide a
vehicle heat management system capable of optimally cooling
high-voltage parts that require cooling.
* * * * *