JP7806928B2 - Temperature control system control method and temperature control system control device - Google Patents

Description

The present invention relates to a method for controlling a temperature control system and a control device for a temperature control system.

JP 5433387B discloses a vehicle air conditioning system that uses thermal energy obtained by adjusting the temperature of heat-generating elements contained in an electric vehicle, such as the battery, motor generator, and inverter, for interior air conditioning. This document also mentions changing the set temperatures (target temperatures) of the air conditioning cooling medium and equipment cooling medium according to the electric vehicle's driving plan.

In a temperature control system that uses heat generated by a battery, electric powertrain, etc. (hereinafter referred to as "battery, etc.") to heat the vehicle interior, it is preferable to maintain the temperature of the battery, etc. high to improve heating efficiency. Meanwhile, a target temperature is set for the battery, etc. during use, and the battery, etc. is cooled when the temperature of the battery, etc. exceeds the target temperature. Therefore, in a temperature control system that uses heat from a battery, etc. for heating, when the temperature of the battery, etc. exceeds the target temperature, there is a conflict between the desire to maintain the temperature of the battery, etc. high so that it can be used as a heat source for heating, and the desire to cool the battery, etc. to maintain the target temperature.

When the temperature of a battery or other device exceeds the target temperature, the battery or other device is usually immediately cooled. For this reason, in temperature control systems that use heat from a battery or other device for heating, the energy efficiency of heating is essentially determined by the target temperature of the battery or other device used as a heat source, making it difficult to improve the energy efficiency of heating.

The present invention relates to a temperature control system that heats the passenger compartment using heat generated by heat-generating parts of a vehicle, and aims to provide a control method for a temperature control system that can improve the energy efficiency of heating, and a control device for a temperature control system.

One aspect of the present invention is a control method for a temperature control system that heats the passenger compartment of a vehicle using heat generated by a heat-generating part, which is a part of the vehicle that generates heat. In this control method for a temperature control system, a target temperature to be maintained by the heat-generating part is set in advance. Furthermore, a required cooling capacity, which is the cooling capacity required to lower the temperature of the heat-generating part to the target temperature when the temperature of the heat-generating part exceeds the target temperature, and the cooling capacity of the cooling circuit that cools the heat-generating part are calculated. If the temperature of the heat-generating part exceeds the target temperature, the start of cooling of the heat-generating part is postponed until the required cooling capacity and the cooling capacity of the cooling circuit become equal. After the temperature of the heat-generating part exceeds the target temperature, cooling of the heat-generating part is initiated when the required cooling capacity and the cooling capacity of the cooling circuit become equal.

FIG. 1 is a block diagram showing a schematic configuration of a temperature adjustment system. FIG. 2 is a block diagram showing the configuration of the temperature controller. FIG. 3 is a flowchart relating to the control of the temperature adjustment system. FIG. 4 is a graph showing an example of a change in the temperature of the battery. FIG. 5 is a graph schematically showing the energy efficiency of heating by the temperature adjustment system. FIG. 6 is a block diagram showing a schematic configuration of a temperature adjustment system according to a modified example.

Below, we will explain an embodiment of the present invention with reference to the drawings.

Figure 1 is a block diagram showing the general configuration of a temperature control system 100. This temperature control system 100 is installed in a vehicle and adjusts the temperature of the components of the vehicle and the passenger compartment 10. In particular, the temperature control system 100 of this embodiment is installed integrally with the vehicle and efficiently heats the passenger compartment 10 by utilizing heat from parts of the vehicle that generate heat due to use of the vehicle, etc. (hereinafter referred to as heat-generating parts 11).

The vehicle in which the temperature control system 100 is installed may be an electric vehicle such as an electric car or a hybrid vehicle, or other vehicle, and the temperature control system 100 may be installed in any vehicle as long as it has a heat-generating unit 11. In this embodiment, the temperature control system 100 is installed in an electric vehicle, as an example. Therefore, the heat-generating unit 11 is, for example, a battery 12, an electric powertrain 13, or both. In this embodiment, the heat-generating unit 11 is the battery 12 and the electric powertrain 13.

The battery 12 is a power source that supplies power to various components of the electric vehicle, such as the electric powertrain 13. The battery 12 is a secondary battery, such as a lithium-ion battery, and can supply power to the electric powertrain 13 by discharging. It can also be charged by regenerative control of the electric vehicle or by connecting to an external charging facility. Charging methods using external charging facilities include normal charging, which uses normal AC power supplied from a commercial power source, and quick charging (QC), which converts AC power supplied from the commercial power source into DC power and charges the battery more quickly than normal charging. When quick charging is performed, the battery 12 generates a particularly large amount of heat, causing a significant rise in the temperature of the battery 12 (hereinafter referred to as battery temperature T _bat ). In this embodiment, the heat generated by the battery 12 is used to heat the vehicle interior 10. Therefore, in the temperature control system 100, the battery 12 essentially functions as a heat source for heating.

The electric powertrain 13 is composed of an electric motor that generates driving force for the electric vehicle, an inverter that drives the electric motor, etc. Furthermore, depending on the model of the electric vehicle, the electric powertrain 13 may also include a power generation system that generates electricity to charge the battery 12. This power generation system is composed of, for example, a generator, an internal combustion engine that inputs power to the generator, and an inverter that converts AC power generated by the generator to DC power and inputs it to the battery 12. The electric powertrain 13 generates heat in each of the above-mentioned parts as the electric vehicle is driven. In this embodiment, the heat generated by the electric powertrain 13 is used to heat the passenger compartment 10. Therefore, in the temperature control system 100, the electric powertrain 13 essentially functions as a heat source for heating.

As shown in FIG. 1, the temperature control system 100 comprises a temperature control device 101 and a temperature control controller 102 that controls the temperature control device 101. The temperature control device 101 of this embodiment comprises a cooling circuit 21, a heat transport circuit 22, and an air conditioning device 23.

The cooling circuit 21 is a thermal circuit that cools the heat-generating portion 11 by circulating water or another refrigerant (hereinafter referred to as the first refrigerant for the sake of distinction) through the heat-generating portion 11. In this embodiment, the first refrigerant used in the cooling circuit 21 is cooling water. The cooling circuit 21 also includes a refrigerant circulation path 31, a pump 32, and a heat exchanger 33.

The refrigerant circulation path 31 is a flow path for the first refrigerant that circulates through the heat generating section 11. The pump 32 and the heat exchanger 33 are provided in the refrigerant circulation path 31.

The pump 32 circulates the first refrigerant in the refrigerant circulation path 31. In this embodiment, the first refrigerant is cooling water, so the pump 32 is a water pump.

The heat exchanger 33 exchanges heat between the first refrigerant, which carries the heat generated in the heat-generating portion 11, and the outside air by flowing through the heat-generating portion 11. This allows the cooling circuit 21 to dissipate the heat generated in the heat-generating portion 11 to the outside air. The heat exchanger 33 is, for example, a radiator. In this embodiment, the heat exchanger 33 is equipped with a fan (hereinafter referred to as the first fan 34 for distinction) that promotes the flow of outside air. The first fan 34 is a so-called motor fan. The introduction of outside air into the heat exchanger 33 by the first fan 34 promotes the above-mentioned heat exchange in the heat exchanger 33. In other words, the heat-generating portion 11 is more easily cooled. The flow rate of outside air introduced into the heat exchanger 33 by the first fan 34 is adjusted by controlling the rotation speed of the first fan 34.

In addition, the refrigerant circulation path 31 includes a bypass path 35 that circulates the first refrigerant, bypassing the heat exchanger 33, and an electrically operated valve 36 is provided at the branch point to the bypass path 35. The valve 36 switches the flow path of the first refrigerant between a path that passes through the heat exchanger 33 and a path that passes through the bypass path 35 but does not pass through the heat exchanger 33. In other words, the cooling of the heat-generating portion 11 is started or stopped by controlling the valve 36.

Furthermore, the refrigerant circulation path 31 circulates the first refrigerant through the chiller 44 of the heat transport circuit 22 downstream of the heat-generating portion 11 and upstream of the valve 36 (heat exchanger 33). As a result, as indicated by the hatched arrows, at least a portion of the heat generated in the heat-generating portion 11 is transported by the heat transport circuit 22 via the chiller 44, regardless of the control state of the valve 36. In other words, heat is removed from the heat-generating portion 11 by the heat transport circuit 22. Therefore, whether to start cooling the heat-generating portion 11, i.e., whether to circulate the first refrigerant through the heat exchanger 33, is determined taking into account the heat removal by the heat transport circuit 22.

In this embodiment, the heat-generating unit 11 is composed of the battery 12 and the electric powertrain 13, and in principle, a refrigerant circulation path 31 is provided for each of the battery 12 and the electric powertrain 13. Therefore, when the heat-generating unit 11 includes multiple components, such as the battery 12 and the electric powertrain 13, the temperature, heat capacity, etc. of the heat-generating unit 11 refer to the individual temperature, heat capacity, etc. of each component. Also, the bypass path 35 and valve 36 are provided in each cooling circuit 21 of the battery 12 and the electric powertrain 13. However, the refrigerant circulation path 31 can be configured so that the refrigerant circulation path 31 of the electric powertrain is connected to the refrigerant circulation path 31 of the battery 12, and the battery 12 can be warmed up using heat generated by the electric powertrain 13.

The heat transport circuit 22 is composed of, for example, a compressor 41, a water-cooled condenser 42 (WCDS), an expansion valve 43 (EXV), and a chiller 44.

The compressor 41 compresses the refrigerant (hereinafter referred to as the second refrigerant) circulating through the heat transport circuit 22. The second refrigerant, now at high pressure and temperature, is then sent to the water-cooled condenser 42.

The water-cooled condenser 42 exchanges heat between the high-pressure, high-temperature second refrigerant and the water introduced from the air conditioning unit 23, thereby transporting the heat contained in the second refrigerant to the air conditioning unit 23 and condensing the second refrigerant. The second refrigerant condensed in the water-cooled condenser 42 is introduced into the expansion valve 43.

The expansion valve 43 expands the second refrigerant. The second refrigerant is now at low pressure and low temperature and is then sent to the chiller 44.

The chiller 44 exchanges heat between the second refrigerant and the first refrigerant in the cooling circuit 21. As a result, the second refrigerant absorbs (endotherms) the heat of the first refrigerant. After absorbing the heat of the first refrigerant, the second refrigerant becomes a gas and is introduced back into the compressor 41.

Therefore, as indicated by the hatched arrows, the heat transport circuit 22 is a thermal circuit (so-called heat pump system) that transports the heat of the first refrigerant absorbed by the second refrigerant in the chiller 44 to the air conditioning unit 23 in the water-cooled condenser 42. As mentioned above, the heat carried by the first refrigerant is heat generated in the heat-generating unit 11. Therefore, the heat transport circuit 22 is a thermal circuit that transports the heat generated in the heat-generating unit 11 to the air conditioning unit 23.

The air conditioning unit 23 is a device that adjusts the temperature of the air in the vehicle compartment 10. In this embodiment, the air conditioning unit 23 is a heating device that heats the vehicle compartment 10 and is equipped with a heater 51, a second fan 52, and a pump 53.

The heater 51 is the direct heat source in the air conditioning unit 23. The second fan 52 is a so-called blower fan that sends outside air or air from the passenger compartment 10 into the passenger compartment 10 via the heated heater 51. This heats the passenger compartment 10.

The pump 53 circulates water between the water-cooled condenser 42 of the heat transport circuit 22 and the heater 51. As a result, the heater 51 is heated by the heat obtained by the water from the second refrigerant in the water-cooled condenser 42. Therefore, the heat generating unit 11 is essentially the heat source for heating. In other words, as indicated by the hatched arrows, the air conditioning unit 23 is essentially a heating device that heats the passenger compartment 10 using the heat generated by the heat generating unit 11.

The energy efficiency COP (Coefficient of Performance) of heating by the temperature control system 100 is essentially determined by the energy efficiency of the compressor 41. The higher the temperature of the heat generating unit 11, which is the heat source, the less energy the compressor 41 consumes. Therefore, the higher the temperature of the heat generating unit 11, which is the heat source, the higher the energy efficiency COP of heating. As a result, the higher the temperature of the heat generating unit 11, which is the heat source, the less power the battery 12 consumes to drive the compressor 41.

The temperature control controller 102 is a control device of the temperature control system 100 that controls the temperature control device 101 configured as described above, and is configured by one or more computers. The temperature control controller 102 is programmed to control the temperature control device 101 at a predetermined control period. The temperature control controller 102 can be configured substantially integrally with a vehicle drive controller that drives the vehicle in which the temperature control system 100 is installed. In this embodiment, the part of the controller (control device) of the vehicle equipped with the temperature control system 100 that is involved in controlling the temperature control device 101 is referred to as the temperature control controller 102. Therefore, the temperature control controller 102 can acquire various control parameters from other controllers, etc., and use them to control the temperature control device 101.

In this embodiment, the temperature control controller 102 acquires, for example, the target temperature T _target to be maintained by the heat generating unit 11, the heat capacity C of the heat generating unit 11, the temperature of the heat generating unit 11, the planned time to travel to the next destination (hereinafter referred to as travel time τ _d ), the instantaneous heat generation amount Q ₁ of the heat generating unit 11, the amount of heat absorbed from the heat generating unit 11 by the heat transport circuit 22 (chiller 44) when the heat generating unit 11 is at the target temperature (hereinafter referred to as heat removal amount Q ₂ ), and the outside air temperature T _out , and uses these to control the temperature control device 101.

The target temperature T _target of the heat generating unit 11 is determined in advance by experiments, simulations, or the like, depending on the specific configuration of the heat generating unit 11. In this embodiment, it is sufficient that the target temperature T _target is achieved by the time the vehicle arrives at its destination. The target temperature T _target may not be the temperature at a single point, but may be a range of temperatures that the heat generating unit 11 should maintain. For example, in this embodiment, the target temperature T target is determined in advance to be used within a range of a first temperature θ ₁ to a second temperature θ ₂ , taking into account a temperature rise due to rapid charging, so that the battery 12 does not reach the heat-resistant _limit temperature U lim even when rapid charging is performed. That is, the target temperature T _target of the battery temperature T _bat is set within a range of the first temperature θ ₁ to the second temperature θ _2. The first temperature θ ₁ and the second temperature θ ₂ are determined in advance by experiments, simulations, or the like.

In addition, the temperature control controller 102 can obtain the target temperature of the heat generating unit 11 from another controller, etc., but in this embodiment, the temperature control controller 102 pre-sets (stores) the target temperature of the heat generating unit 11 itself.

The heat capacity of the heat generating unit 11 is determined in advance by experiment, simulation, etc., depending on the specific configuration of the heat generating unit 11. The temperature control controller 102 can obtain this from another controller, etc., but in this embodiment, the temperature control controller 102 itself presets (stores) the heat capacity of the heat generating unit 11.

The temperature of the heat generating unit 11 can be measured by a sensor (not shown) or estimated by calculation using parameters that represent the operating state of the heat generating unit 11. The temperature control controller 102 can measure or estimate the temperature of the heat generating unit 11. In this embodiment, the temperature control controller 102 obtains the temperature of the heat generating unit 11 from another controller or the like.

The traveling time _τd is obtained from a car navigation system or other infotainment system, or is calculated based on location information obtained from these systems and information on the planned traveling route (including gradient, speed limit, etc.) The temperature control controller 102 can obtain the traveling time _τd by its own calculation, but in this embodiment, the temperature control controller 102 obtains the traveling time _τd from another controller, etc.

The instantaneous heat generation amount _Q1 of the heat generating unit 11 is the heat generation amount of the heat generating unit 11 at each time. The instantaneous heat generation amount _Q1 varies depending on the gradient of the road surface, the vehicle speed, etc. The instantaneous heat generation amount _Q1 can be measured or calculated based on, for example, the temperature transition of the heat generating unit 11 or the specific usage mode of the heat generating unit 11. In this embodiment, the temperature adjustment controller 102 obtains the instantaneous heat generation amount _Q1 of the heat generating unit 11 from another controller, etc.

The amount of heat _Q2 removed by the heat transport circuit 22 varies depending on the number of heat generating units 11 connected to the chiller 44, the specific temperatures of each unit, etc. The temperature controller 102 can calculate the amount of heat _Q2 removed by the heat transport circuit 22 from each component in the heat generating unit 11, depending on the temperature of each component included in the heat generating unit 11, etc. However, in this embodiment, the temperature controller 102 obtains the amount of heat removed by the heat transport circuit ₂₂ from another controller, etc.

The outside air temperature T _out is measured by a sensor (not shown). The temperature controller 102 can measure the outside air temperature T _out by itself using this sensor, but in this embodiment, the temperature controller 102 obtains the outside air temperature T _out from another controller or the like.

The pump 32, the first fan 34, the valve 36, the compressor 41, the second fan 52, the pump 53, etc. are controlled by the temperature controller 102. Therefore, parameters representing their operating states are known to the temperature controller 102. Therefore, the temperature controller 102 can arbitrarily acquire parameters such as the flow rate F _w1 of the first refrigerant controlled by the pump 32, the rotation speed ω _f1 of the first fan 34 (the flow rate of outside air introduced into the heat exchanger 33), and the temperature of the first refrigerant at the inlet of the heat exchanger 33 (hereinafter referred to as the first refrigerant temperature T _w1 ), and use these parameters to control the temperature adjustment device 101.

For simplicity, the following describes a specific example in which the electric powertrain 13 is maintained at its target temperature T _target , the battery temperature T _bat exceeds the target temperature T _target due to rapid charging, and the battery temperature T _bat is lowered to the target temperature T _target by the time the vehicle arrives at the destination where the next rapid charging is to be performed. Therefore, the temperature adjustment controller 102 pre-sets the target temperature T _target and the heat capacity C _bat of the battery 12. The temperature adjustment controller 102 also acquires the battery temperature T _bat , the driving time τ _d , the instantaneous heat generation amount Q ₁ of the battery 12, the amount of heat Q ₂ removed from the battery 12 when the battery 12 reaches the target temperature T _target , the outside air temperature T _out , the first refrigerant temperature T _w1 , the rotation speed ω _f1 of the first fan 34, and the flow rate F _w1 of the first refrigerant, and controls the temperature adjustment device 101 accordingly.

The temperature controller 102 can control the temperature adjustment device 101 in the same manner as described below when the temperature of the electric powertrain 13 deviates _from its target temperature _Ttarget and the temperature of the battery 12 is maintained at its target value _Ttarget , or when the temperatures of the battery 12 and the electric powertrain 13 deviate from their respective target temperatures _Ttarget . The same applies to a case where a target temperature Ttarget is set for each component (such as an electric motor) constituting the electric powertrain 13. That is, in either case, the following manner can be implemented by replacing the parameters for the battery 12 with parameters for the electric powertrain 13, etc., as necessary. The same also applies when the battery 12 exceeds the target temperature _Ttarget due to factors other than rapid charging, such as high-speed driving.

2 is a block diagram showing the configuration of the temperature controller 102. When the battery temperature T _bat exceeds the target temperature T _target , the temperature controller 102 controls the start and end times of cooling the battery 12 using the heat exchanger 33. Specifically, as shown in FIG. 2, the temperature controller 102 includes a required cooling capacity calculation unit 61, an actual cooling capacity calculation unit 62, a cooling necessity determination unit 63, and a valve control unit 64.

The required cooling capacity calculation unit 61 calculates the cooling capacity (hereinafter referred to as required cooling capacity Q req) required to reduce the battery temperature T _bat , which has exceeded the target temperature T _target , to the target temperature T _target by the time the vehicle arrives at the destination where the next quick charge will _{be performed. In principle, the required cooling capacity Q req for} the battery 12 can be calculated according to the following equation (1) using the target temperature T _target of the battery 12, the heat capacity C _bat of the battery 12, the battery temperature T _bat , and the running time τ _d . If the running time τ _d is as planned, the required cooling capacity Q _req based on equation (1) is substantially determined by the difference between the actual battery temperature T _bat and the target temperature T _target .

In this embodiment, the required cooling capacity calculation unit 61 further calculates a required cooling capacity Qreq corrected by taking into account the instantaneous heat generation amount _Q1 of the battery ₁₂ and the amount of heat dissipation _Q2 when the battery temperature _Tbat reaches the target temperature _Ttarget . That is, the required cooling capacity calculation unit 61 of this embodiment calculates the required cooling capacity _Qreq by correcting the basic value (first term) calculated by equation (1) using the instantaneous heat generation amount _Q1 and the amount of heat dissipation _Q2 . Specifically, the required cooling capacity calculation unit 61 of this embodiment calculates the required cooling capacity _Qreq according to the following equation (2):

The required cooling capacity Q _req based on formula (2) is a basic value corrected for the amount of heat that increases at the moment of calculation (instantaneous heat generation amount Q ₁ ) and fluctuations in the amount of heat dissipation Q ₂ at the moment of calculation. Therefore, the required cooling capacity Q _req based on formula (2) represents a particularly accurate required cooling capacity Q _req that corresponds to the specific driving state of the vehicle.

The actual cooling capacity calculation unit 62 calculates the actual maximum cooling capacity (hereinafter referred to as actual cooling capacity Q _cap ) of the cooling circuit 21 that cools the battery 12. The actual cooling capacity calculation unit 62 calculates the actual cooling capacity Q _cap according to the following equation (3) using the first refrigerant temperature T _w1 , the outside air temperature T _out , the standalone cooling performance of the heat exchanger 33 (hereinafter referred to as heat exchanger standalone performance S _HEX ), and a margin M.

The first term in equation (3) represents the maximum cooling capacity of the cooling circuit 21 under ideal conditions. Therefore, the actual cooling capacity Q _cap represents the actual maximum cooling capacity with a margin M secured relative to the ideal maximum cooling capacity of the cooling circuit 21.

The heat exchanger standalone performance S _HEX is determined by the vehicle speed, the rotation speed ω _f1 of the first fan 34 (i.e., the flow rate of outside air introduced into the heat exchanger 33), and the flow rate F _w1 of the first refrigerant (the performance of the pump 32). The actual cooling capacity calculation unit 62 calculates the heat exchanger standalone performance S _HEX according to these parameters, for example, by referring to a heat exchanger standalone performance map (not shown) that associates these parameters with the heat exchanger standalone performance S _HEX . The heat exchanger standalone performance map is determined in advance by experiment, simulation, or the like according to the specific configuration of the heat exchanger 33.

Furthermore, in this embodiment, the heat exchanger individual performance S HEX is calculated particularly under the condition that the vehicle is stopped, that is, under the condition that the vehicle speed is zero, there is no wind due to running, and outside air is introduced into the heat exchanger 33 substantially only by the first fan 34. This is the condition under which the heat exchanger individual performance S _HEX is lowest with respect to the vehicle speed. Furthermore, in this embodiment, the heat exchanger individual performance S _HEX is calculated particularly under the condition that the rotation speed ω _f1 of the first fan 34 is maximum _and the flow rate F _w1 of the first refrigerant is maximum. Therefore, in this embodiment, the heat exchanger individual performance S _HEX is a fixed value, and the ideal maximum cooling capacity of the cooling circuit 21 in the first term of equation (3) is the maximum cooling capacity of the cooling circuit 21 when the vehicle is stopped.

The margin M in the second term of equation (3) is set according to possible errors (errors in internally calculated values related to heat quantity) contained in parameters used to calculate the required cooling capacity Q _req and the actual cooling capacity Q _cap . Specifically, the margin M is determined according to calculation errors in the instantaneous heat generation amount _Q1 and the heat dissipation amount _Q2 of the battery 12, the time delay until the heat dissipation amount _Q2 is actually dissipated from the battery 12, and measurement errors in the battery temperature T _bat , the first refrigerant temperature T _w1 , and the outside air temperature T _out . For example, the margin M is set in advance by experiment, simulation, or the like so as to maximize the possible errors caused by these factors. Therefore, the actual cooling capacity Q _cap represents the actual maximum cooling capacity of the cooling circuit 21 when the vehicle is stopped.

The cooling necessity determination unit 63 determines whether or not it is necessary to cool the battery 12, i.e., determines when to start and end cooling of the battery 12, based on the requested cooling capacity _Qreq and the actual cooling capacity _Qcap of the cooling circuit 21. Specifically, the cooling necessity determination unit 63 determines that it is not necessary to cool the battery 12 while the actual cooling capacity _Qcap is greater than the requested cooling capacity _Qreq . On the other hand, the cooling necessity determination unit 63 determines that it is necessary to cool the battery 12 when the requested cooling capacity _Qreq is equal to or greater than the actual cooling capacity _Qcap in terms of numerical comparison, i.e., essentially when the requested cooling capacity _Qreq is equal to the actual cooling capacity _Qcap .

The valve control unit 64 opens and closes the valve 36 of the cooling circuit 21 based on the determination result of the cooling necessity determination unit 63. As a result, the valve control unit 64 controls the timing to start and end cooling of the battery 12 according to the determination result of the cooling necessity determination unit 63. Specifically, even if the battery temperature T _bat exceeds the target temperature T _target , the start of cooling of the battery 12 is suspended as long as the actual cooling capacity Q _cap is greater than the requested cooling capacity Q _req . In other words, when the battery temperature T _bat exceeds the target temperature T _target , the start of cooling of the battery 12 is suspended until the requested cooling capacity Q _req becomes equal to the actual cooling capacity Q _cap . Then, after the battery temperature T _bat exceeds the target temperature T _target , cooling of the battery 12 is started when the requested cooling capacity Q _req becomes equal to the actual cooling capacity Q _cap .

Below, we will explain the control functions of the temperature control system 100 configured as described above.

3 is a flowchart related to the control of the temperature adjustment system 100. As shown in FIG. 3, in step S10, the required cooling capacity calculation unit 61 acquires the battery temperature T _bat , the running time τ _d , the instantaneous heat generation amount Q ₁ of the battery 12, and the heat dissipation amount Q _2. In step S11, the required cooling capacity calculation unit 61 calculates a required cooling capacity Q _req based on the acquired parameters, a target temperature T _target of the battery 12 that is set in advance, and a heat capacity C _bat of the battery 12.

Meanwhile, in step S12, the actual cooling capacity calculation unit 62 acquires the outside air temperature T _out and the first refrigerant temperature T _w1 . Then, in step S13, the actual cooling capacity calculation unit 62 calculates the actual cooling capacity Q _cap of the cooling circuit 21 based on the acquired outside air temperature T _out and first refrigerant temperature T _w1 and a preset stand-alone heat exchanger performance S _HEX .

Thereafter, in step S14, the cooling necessity determining unit 63 compares the requested cooling capacity Q _req with the actual cooling capacity Q _cap of the cooling circuit 21 to determine whether or not the battery 12 needs to be cooled.

In step S14, if the actual cooling capacity Q _cap of the cooling circuit 21 is greater than the required cooling capacity Q _req (Q _req < Q _cap ), it is determined that cooling of the battery 12 is not necessary. Therefore, the process proceeds to step S15, where the cooling of the battery 12 is turned off. That is, in step S15, when cooling of the battery 12 by the heat exchanger 33 has already started, the valve control unit 64 controls the valve 36 to circulate the first refrigerant through the bypass 35. This ends cooling of the battery 12 by the heat exchanger 33. Also, in step S15, when cooling of the battery 12 by the heat exchanger 33 has not yet started, the valve control unit 64 maintains the controlled state of the valve 36. This suspends the start of cooling of the battery 12 by the heat exchanger 33 even if the battery temperature T _bat exceeds the target temperature T _target .

On the other hand, in step S14, if the requested cooling capacity Q _req is equal to or greater than the actual cooling capacity Q _cap of the cooling circuit 21, it is determined that cooling of the battery 12 is necessary. Therefore, the process proceeds to step S16, where the cooling of the battery 12 is turned on. That is, in step S16, if the cooling of the battery 12 by the heat exchanger 33 has already started, the valve control unit 64 maintains the controlled state of the valve 36. As a result, the cooling of the battery 12 by the heat exchanger 33 continues. Also, in step S16, if the cooling of the battery 12 by the heat exchanger 33 has not yet started, the valve control unit 64 controls the valve 36 to circulate the first refrigerant through the heat exchanger 33. As a result, the cooling of the battery 12 by the heat exchanger 33 starts.

As shown in step S17, the above-described control of starting or ending cooling is repeatedly executed at a predetermined control period until the vehicle arrives at the destination, that is, until the traveling time τ _d reaches zero, for example.

4 is a graph showing an example of temperature change of the battery 12. As an example, FIG. 4 shows the transition of the battery temperature T _bat according to this embodiment and the comparative example when the vehicle repeatedly performs driving ("D") and quick charging ("QC"). The battery temperature T _bat according to the control of this embodiment is shown by a solid line, and the battery temperature T _bat according to the control of the comparative example is shown by a two-dot chain line. In the control of the comparative example, when the temperature of the battery 12 exceeds the target temperature T _target , cooling of the battery 12 by the heat exchanger 33 is started immediately after the vehicle is started, and when the battery temperature T _bat reaches the target temperature T _target , the target temperature T _target (here, a temperature below the target temperature T _target ) is maintained.

4, assume that the vehicle starts traveling at time _t0 , arrives at the destination at time _t1 , and starts rapid charging of the battery 12. At this time, while the vehicle is traveling, the battery temperature _Tbat does not exceed the target temperature _Ttarget , but after time _t1 when rapid charging starts, the battery temperature _Tbat rises sharply and exceeds the target temperature _Ttarget .

Therefore, when rapid charging ends at time _t2 and the vehicle starts to travel, in the control of the comparative example, cooling of the battery 12 by the heat exchanger 33 immediately begins. Then, at time _t3 , the battery temperature _Tbat reaches the target temperature _Ttarget (particularly the first temperature _θ1, which is the lower limit thereof), and cooling of the battery 12 by the heat exchanger 33 ends. Furthermore, the battery temperature _Tbat is maintained within the range of the target temperature _Ttarget until time _t5 when the vehicle arrives at the next destination and rapid charging begins. That is, in the control of the comparative example, the battery temperature _Tbat is maintained at almost the target temperature _Ttarget while the vehicle is traveling from time _t2 to time _t5 .

On the other hand, in the control of this embodiment, even if the battery temperature T _bat exceeds the target temperature T _target (particularly, the second temperature θ ₂ , which is its upper limit), the start of cooling of the battery 12 is postponed until the actual cooling capacity Q _cap of the cooling circuit 21 becomes equal to the requested cooling capacity Q _req . Therefore, even if the rapid charging ends at time t ₂ and the vehicle starts running, cooling of the battery 12 does not immediately start at this time t _2. Then, at a later time t ₄ , when the actual cooling capacity Q _cap of the cooling circuit 21 becomes equal to the requested cooling capacity Q _req , cooling of the battery 12 by the heat exchanger 33 begins. When the vehicle arrives at the next destination at time t ₅ and rapid charging starts, the battery temperature T _bat just reaches the target temperature T _target (particularly, the second temperature θ ₂ , which is its upper limit).

That is, in the control of this embodiment, the battery temperature T _bat is almost always above the target temperature T _target during running from time _t2 to time _t5 . However, when rapid charging is next started and the battery temperature T _bat rises at time _t5 , the battery temperature T _bat has already dropped to the target temperature T _target . Therefore, even if rapid charging is started at time _t5 and the battery temperature T _bat rises sharply, the battery temperature T _bat does not reach the heat-resistant limit temperature U _lim .

The control modes of the present embodiment and the comparative example described above are also the same when the vehicle travels and the battery 12 are rapidly charged repeatedly after time _t6 .

Therefore, the control of this embodiment (solid line) can maintain the battery temperature T _bat higher while the vehicle is running than the control of the comparative example (two-dot chain line). At the same time, the control of this embodiment can lower the battery temperature T _bat to the target temperature T _target that is set in consideration of the sudden temperature rise caused by rapid charging when rapid charging is started. Therefore, the control of this embodiment can maintain the battery temperature T _bat high while the vehicle is running, while preventing the battery temperature T _bat from exceeding the heat-resistant limit temperature U _lim due to rapid charging.

Fig. 5 is a graph schematically showing the energy efficiency COP of heating by the temperature adjustment system 100. Fig. 5 shows the energy efficiency COP of heating by the temperature adjustment system 100 when there is a change in the battery temperature T _bat shown in Fig. 4. The solid line in Fig. 5 shows the energy efficiency COP of heating by the control of this embodiment, and the two-dot chain line in Fig. 5 shows the energy efficiency COP of heating by the control of the comparative example.

As shown in Fig. 5, the energy efficiency COP of heating by the temperature adjustment system 100 changes in accordance with the change in the battery temperature T _bat shown in Fig. 4. This is because the energy efficiency COP of heating is determined by the energy efficiency of the compressor 41, and the higher the temperature of the battery 12, which is the heat source, the more the energy efficiency of the compressor 41 improves.

Therefore, the control of this embodiment can maintain the battery temperature T _bat higher during vehicle running than the control of the comparative example by postponing the start of cooling of the battery 12 until the actual cooling capacity Q _cap of the cooling circuit 21 becomes equal to the required cooling capacity Q _req , and therefore, as shown in FIG. 5 , the control of this embodiment can improve the heating energy efficiency COP more than the control of the comparative example.

In the above embodiment, a specific example has been described in which the battery temperature T _bat exceeds the target temperature T _target due to rapid charging, and the battery temperature T _bat is reduced to the target temperature T _target by the time the vehicle arrives at the destination where the next rapid charging will be performed. However, this is not limiting. As described above, when the electric powertrain 13 exceeds the target temperature T _target , the temperature control system 100 can be controlled in the same manner as in the above embodiment when the temperature of the electric powertrain 13 is reduced to the target temperature T _target by the time the vehicle arrives at the destination. The same applies when both the battery temperature T _bat and the temperature of the electric powertrain 13 exceed their respective target temperatures T _target . The same applies when a target temperature T _target is set for each of multiple components included in the electric powertrain 13. The same also applies when vehicle components other than the battery 12 and the electric powertrain 13 are used as a heat source for heating.

Therefore, the above embodiment relates to a temperature control system 100 that heats the vehicle interior 10 using heat generated by a heat-generating part 11, which is a part of the vehicle that generates heat. The above embodiment is one specific example of an embodiment in which a target temperature T _target to be maintained by the heat-generating part 11 is set in advance, a required cooling capacity Q _req and the cooling capacity (actual cooling capacity Q _cap ) of the cooling circuit 21 are calculated, and when the temperature of the heat-generating part 11 exceeds the target temperature, the start of cooling of the heat-generating part 11 is postponed until the required cooling capacity Q _req and the cooling capacity (Q _cap ) of the cooling circuit 21 become equal, and after the temperature of the heat-generating part 11 exceeds the target temperature T _target , cooling of the heat-generating part 11 is started when the required cooling capacity Q _req and the cooling capacity (Q _cap ) of the cooling circuit 21 become equal.

In addition, the configuration of the temperature control system 100 for transporting the heat generated in the heat generating unit 11 to the air conditioning unit 23 is not limited to that described in the above embodiment. As long as the heat generated in the heat generating unit 11 is transported to the air conditioning unit 23 and used to heat the vehicle interior 10, the specific configuration of the heat transport circuit 22, etc. may be changed, for example, as follows:

Figure 6 is a block diagram showing the general configuration of a modified temperature control system 200. As shown in Figure 6, in the modified temperature control system 200, the heat transport circuit 22 is equipped with an inner condenser 201 instead of the water-cooled condenser 42. The air conditioning device 23 is configured such that, instead of being equipped with a heater 51, the second fan 52 sends outside air or air from the vehicle interior 10 into the vehicle interior 10 via the inner condenser 201. The other configurations are the same as those of the temperature control system 100 of the above embodiment. The modified temperature control system 200 configured in this manner also functions in the same way as the above embodiment.

In addition, in the above embodiments and variants, heat generated in a heat-generating portion 11 such as a battery 12 is transported to the air conditioning unit 23 by a so-called heat pump system, but heat transport may also be performed by a system other than a heat pump system.

As described above, the control method for the temperature adjustment system according to the above embodiment is a control method for the temperature adjustment system 100, 200 that heats the vehicle interior 10 using heat generated by the heat-generating part 11, which is a heat-generating part in the vehicle. In this control method for the temperature adjustment system, a target temperature T _{target at} which the heat-generating part 11 should be maintained is set in advance, and when the temperature of the heat-generating part 11 (e.g., battery temperature T _bat ) exceeds the target temperature T _target , a required cooling capacity Q _req that is the cooling capacity required to lower the temperature of the heat-generating part 11 to the target temperature T _target , and a cooling capacity (actual cooling capacity Q _cap ) of the cooling circuit 21 that cools the heat-generating part 11 are calculated. When the temperature of the heat-generating part 11 exceeds the target temperature T _target , the start of cooling of the heat-generating part 11 is put on hold until the requested cooling capacity Q _req becomes equal to the cooling capacity (Q _cap ) of the cooling circuit 21. After the temperature of the heat-generating part 11 exceeds the target temperature T _target , cooling of the heat-generating part 11 starts when the requested cooling capacity Q _req becomes equal to the cooling capacity (Q _cap ) of the cooling circuit 21.

In this way, the need for cooling is determined by comparing the required cooling capacity Q _req with the actual cooling capacity Q _cap of the cooling circuit 21. Even if the temperature of the heat-generating unit 11 exceeds the target temperature T _target , the start of cooling of the heat-generating unit 11 is postponed until the required cooling capacity Q _req and the actual cooling capacity Q _cap become equal. This allows the temperature of the heat-generating unit 11 to be maintained high. As a result, the energy efficiency COP of heating using the heat generated by the heat-generating unit 11 is improved. Furthermore, by starting cooling of the heat-generating unit 11 when the required cooling capacity Q _req and the actual cooling capacity Q _cap become equal, the temperature of the heat-generating unit 11 is lowered to the target temperature T _target just when the vehicle arrives at its destination. Therefore, if it is sufficient to achieve the target temperature T _target by the time the vehicle arrives at its destination, the purpose of controlling the temperature of the heat-generating unit 11 is achieved. Therefore, the control method for the temperature adjustment system according to the above embodiment can control the heat-generating unit 11 to the target temperature T _target while improving the energy efficiency COP of heating compared to conventional methods.

In the control method of the temperature adjustment system according to the above embodiment, the required cooling capacity Q req is calculated based on the heat capacity of the heat generating unit 11 (e.g., the heat capacity C _bat of the battery 12), the temperature of the heat generating _unit 11 (e.g., the battery temperature T _bat ), the target temperature T _target , and the time the vehicle is scheduled to travel (travel time τ _d ).

In this way, when the required cooling capacity Q _req is calculated using the running time τ _d, etc., an appropriate required cooling capacity Q _req is calculated according to the specific running schedule of the vehicle, etc., and the accuracy of the required cooling capacity Q _req is improved. As a result, the cooling start time for the heat-generating portion 11 is more likely to be determined correctly.

In the control method for the temperature adjustment system according to the above embodiment, the required cooling capacity Q _req is corrected based on, in particular, the instantaneous heat generation amount of the heat-generating unit 11 (e.g., the instantaneous heat generation amount Q ₁ of the battery 12) and the amount of heat dissipated from the heat-generating unit 11 when the heat-generating unit 11 reaches the target temperature T target (e.g., the amount of heat dissipated from the _{battery 12} Q ₂ ). Then, the timing to start cooling the heat-generating unit 11 (e.g., the battery 12) is determined based on the corrected required cooling capacity Q _req (Q _req in equation (2)).

In this way, by calculating the required cooling capacity _Qreq while further taking into consideration the instantaneous heat generation amount _Q1 and the heat dissipation amount _Q2 , the required cooling capacity Qreq can be calculated particularly accurately, and as a result, the cooling start time for the heat-generating portion 11 can be particularly easily determined correctly.

In the control method of the temperature adjustment system according to the above embodiment, the cooling capacity (actual cooling capacity Q cap ) of the cooling circuit 21 is calculated based on the temperature T _w1 of the refrigerant (first _refrigerant ) circulating through the cooling circuit 21 and the outside air temperature T _out .

In this way, the actual cooling capacity Q _cap of the cooling circuit 21 is calculated based on the first refrigerant temperature T _w1 and the outside air temperature T _out , whereby an accurate actual cooling capacity Q _cap is calculated. As a result, the cooling start time for the heat-generating portion 11 is particularly likely to be determined correctly.

In the control method of the temperature adjustment system according to the above embodiment, in particular, the cooling capacity of the cooling circuit 21 (actual cooling capacity Q _cap ) is calculated by subtracting a predetermined margin M from the maximum cooling capacity of the cooling circuit 21 (first term of equation (3)).

In this way, by calculating the actual cooling capacity Q _cap of the cooling circuit 21 in consideration of the predetermined margin M, it is possible to prevent delay in the start of cooling of the heat-generating part 11. Therefore, it is possible to reliably make the heat-generating part 11 reach the target temperature T _target by the time the vehicle arrives at its destination.

In the control method for the temperature adjustment system according to the above embodiment, the margin M is set in particular according to errors that may be included in the parameters for calculating the requested cooling capacity Q _req and the cooling capacity of the cooling circuit 21 (actual cooling capacity Q _cap ).

In this way, the margin M is used to cancel out the calculation errors of the required cooling capacity Q _req and the actual cooling capacity Q _cap collectively, which results in a particularly accurate determination of the cooling start time for the heat-generating portion 11. Furthermore, it is possible to reliably ensure that the heat-generating portion 11 reaches the target temperature T _target by the time the vehicle arrives at its destination.

In the control method of the temperature regulation system according to the above embodiment, the timing to start cooling the heat generating portion 11 is determined based on the cooling capacity (actual cooling capacity Q _cap ) of the cooling circuit 21 when the vehicle is stopped.

When the vehicle is stopped, the heat exchanger unit performance S _HEX is lowest with respect to the vehicle speed. In other words, the actual cooling capacity Q _cap is calculated under the most stringent conditions. Therefore, by determining the cooling start timing of the heat generating unit 11 based on the actual cooling capacity Q _cap when the vehicle is stopped, the cooling start timing of the heat generating unit 11 can be determined regardless of the actual vehicle speed and its changes. Therefore, it is possible to reliably control the heat generating unit 11 to the target temperature T _target while improving the heating energy efficiency COP.

In the control method of the temperature control system of the above embodiment, the heat generating part 11 is a battery 12 that supplies power to the vehicle, an electric powertrain 13 that drives the vehicle, or the battery 12 and the electric powertrain 13.

The battery 12 and electric powertrain 13 (or components thereof) are among the components in the vehicle that tend to generate heat. Therefore, by using these as heat-generating parts 11, i.e., as a heat source for heating, particularly efficient heating can be achieved.

In the control method of the temperature control system of the above embodiment, when the heat generating unit 11 includes a battery 12, the time to start cooling the battery 12 is determined at least when the battery 12 is rapidly charged.

The battery 12 not only generates heat while the vehicle is running, but also may experience a sudden rise in temperature due to rapid charging after the vehicle is stopped. For this reason, the battery 12 is suitable as a heat source for heating. Even if a target temperature T _target is set to prepare for a sudden rise in temperature due to rapid charging, this target should be achieved by the time the vehicle arrives at the destination. Therefore, in situations where the battery 12 is rapid charged, the control method of the temperature adjustment system according to the above embodiment is particularly likely to improve the energy efficiency COP of heating.

In the control method of the temperature adjustment system according to the above embodiment, the target temperature T _target is set within a predetermined range from a first temperature θ ₁ to a second temperature θ _2. After starting to cool the heat generating unit 11, the heat generating unit 11 is cooled to the second temperature θ ₂ (see FIG. 4).

In the control of the comparative example, even when the target temperature T _target is defined as a range, the heat-generating unit 11 (battery 12) must be cooled to the first temperature θ ₁ , which is the lower limit, or lower in order to maintain the target temperature T _target while driving. In contrast, in the control method of the temperature adjustment system according to the above embodiment, it is sufficient for the temperature of the heat-generating unit 11 (battery 12) to reach the second temperature θ ₂ , which is the upper limit, just when the vehicle arrives at the destination. Therefore, when the target temperature T _target is defined as a range, cooling the heat-generating unit 11 to the second temperature θ ₂ , which is the upper limit, as described above, makes it particularly easy to improve the heating energy efficiency COP.

The control device of the temperature control system according to the above embodiment is a control device (temperature control controller 102) of the temperature control system 100, 200 that heats the passenger compartment of the vehicle using heat generated by the heat generating portion 11, which is a heat generating part in the vehicle. This control device (temperature adjustment controller 102) sets a target temperature T _target at which the heat-generating unit 11 should be maintained, and calculates a required cooling capacity Q _req , which is the cooling capacity required to lower the temperature of the heat-generating unit 11 to the target temperature T _target when the temperature of the heat-generating unit 11 exceeds the target temperature T _target , and the cooling capacity (actual cooling capacity Q _cap ) of the cooling circuit 21 that cools the heat-generating unit 11.When the temperature of the heat-generating unit 11 exceeds the target temperature T _target , the control device suspends the start of cooling of the heat-generating unit 11 until the required cooling capacity Q _req and the cooling capacity (Q _cap ) of the cooling circuit 21 become equal.After the temperature of the heat-generating unit 11 exceeds the target temperature T _target , the control device starts cooling the heat-generating unit 11 when the required cooling capacity Q _req and the cooling capacity (Q _cap ) of the cooling circuit 21 become equal.

In this way, the need for cooling is determined by comparing the required cooling capacity Q _req with the actual cooling capacity Q _cap of the cooling circuit 21. Even if the temperature of the heat-generating unit 11 exceeds the target temperature T _target , the start of cooling of the heat-generating unit 11 is postponed until the required cooling capacity Q _req and the actual cooling capacity Q _cap become equal. This allows the temperature of the heat-generating unit 11 to be maintained high. As a result, the energy efficiency COP of heating using the heat generated by the heat-generating unit 11 is improved. Furthermore, by starting cooling of the heat-generating unit 11 when the required cooling capacity Q _req and the actual cooling capacity Q _cap become equal, the temperature of the heat-generating unit 11 is lowered to the target temperature T _target just as the vehicle arrives at its destination. Therefore, if it is sufficient to achieve the target temperature T _target by the time the vehicle arrives at its destination, the purpose of controlling the temperature of the heat-generating unit 11 is achieved. Therefore, the control device of the temperature adjustment system according to the above embodiment can control the heat-generating unit 11 to the target temperature T _target while improving the energy efficiency COP of heating compared to conventional systems.

The above describes embodiments of the present invention, but the configurations described in the above embodiments and each variant only represent some of the application examples of the present invention and are not intended to limit the technical scope of the present invention.

Claims (11)

A control method for a temperature control system that heats a passenger compartment of a vehicle using heat generated by a heat generating portion of the vehicle, the method comprising:
A target temperature to be maintained by the heat generating unit is set in advance;
calculating a cooling capacity required to lower the temperature of the heat-generating portion to the target temperature when the temperature of the heat-generating portion exceeds the target temperature, the required cooling capacity being determined based on the difference between the actual temperature of the heat-generating portion and the target temperature, and a cooling capacity of a cooling circuit that cools the heat-generating portion;
When the temperature of the heat generating part exceeds the target temperature, the start of cooling of the heat generating part is suspended until the requested cooling capacity becomes equal to the cooling capacity of the cooling circuit;
and after the temperature of the heat generating part exceeds the target temperature, when the required cooling capacity becomes equal to the cooling capacity of the cooling circuit, cooling of the heat generating part is started.
A method for controlling a temperature control system. A control method for a temperature adjustment system according to claim 1,
calculating the required cooling capacity based on the heat capacity of the heat generating portion, the temperature of the heat generating portion, the target temperature, and a time period during which the vehicle is scheduled to travel;
A method for controlling a temperature control system. A control method for a temperature adjustment system according to claim 2,
correcting the required cooling capacity based on an instantaneous heat generation amount of the heat generating portion and an amount of heat dissipated from the heat generating portion when the heat generating portion reaches the target temperature;
determining a timing to start cooling the heat generating portion based on the corrected required cooling capacity;
A method for controlling a temperature control system. A control method for a temperature adjustment system according to claim 1,
calculating a cooling capacity of the cooling circuit based on the temperature of the refrigerant circulating through the cooling circuit and an outside air temperature;
A method for controlling a temperature control system. A control method for a temperature adjustment system according to claim 1,
The cooling capacity of the cooling circuit is calculated by subtracting a predetermined margin from the maximum cooling capacity of the cooling circuit.
A method for controlling a temperature control system. A control method for a temperature adjustment system according to claim 5,
The margin is set according to an error that may be included in the required cooling capacity and a parameter for calculating the cooling capacity of the cooling circuit.
A method for controlling a temperature control system. A control method for a temperature adjustment system according to claim 1,
determining a timing to start cooling the heat generating portion based on the cooling capacity of the cooling circuit when the vehicle is stopped;
A method for controlling a temperature control system. A control method for a temperature adjustment system according to claim 1,
The heat generating unit is a battery that supplies power to the vehicle, an electric power train that drives the vehicle, or the battery and the electric power train.
A method for controlling a temperature control system. A control method for a temperature adjustment system according to claim 8,
If the heat generating unit includes the battery, at least when the battery is fast charged, a determination is made as to whether to start cooling or suspend cooling of the battery.
A method for controlling a temperature control system. A control method for a temperature adjustment system according to claim 1,
the target temperature is set within a predetermined range from a first temperature to a second temperature,
After starting to cool the heat generating portion, the heat generating portion is cooled to the second temperature.
A method for controlling a temperature control system. A control device for a temperature control system that heats a passenger compartment of a vehicle using heat generated by a heat generating portion of the vehicle,
The control device
setting a target temperature to be maintained by the heat generating unit;
calculating a cooling capacity required to lower the temperature of the heat-generating portion to the target temperature when the temperature of the heat-generating portion exceeds the target temperature, the required cooling capacity being determined based on the difference between the actual temperature of the heat-generating portion and the target temperature, and a cooling capacity of a cooling circuit that cools the heat-generating portion;
When the temperature of the heat generating part exceeds the target temperature, the start of cooling of the heat generating part is suspended until the requested cooling capacity becomes equal to the cooling capacity of the cooling circuit;
and after the temperature of the heat generating part exceeds the target temperature, when the required cooling capacity and the cooling capacity of the cooling circuit become equal, cooling of the heat generating part is started.
Temperature control system control device.