JP2009196404A - Hybrid control device, air-conditioning control device, and control method of hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid control device capable of securing braking force without charging a battery even when the battery is in a state incapable of being charged, and effectively utilizing electric power generated by braking at the time of braking a hybrid vehicle. <P>SOLUTION: The hybrid control device 84 for controlling an engine 2 and a motor generator MG connected via a power dividing mechanism 61 based on requested power of a vehicle 1 and charge permission electric power and discharge permission electric power of a battery 3, when regenerative braking is requested for the motor generator MG, performs regenerative braking control of the motor generator MG by outputting a power control command to an air-conditioning control device 85 so that surplus power is consumed by an air-conditioning device 7 in a case that electric power generated by the regenerative braking exceeds the charge permission electric power of the battery 3. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a hybrid control device, an air conditioning control device, and a hybrid vehicle that control an engine and a motor generator connected via a power split mechanism based on a required power of a vehicle, a charge permission power and a discharge permission power of a battery. It relates to a control method.

  There has been proposed a hybrid vehicle in which an engine and a motor generator are connected via a power split mechanism and the engine and the motor generator are used together to obtain power to improve the fuel consumption of the engine.

  In the hybrid vehicle, the remaining capacity of the battery falls within a predetermined range by controlling the motor generator so that the electric power is used within the range of the allowable charging power and the allowable discharging power defined according to the remaining capacity of the battery. Thus, charging / discharging of the battery is performed.

  For this reason, for example, when regenerative braking is required for the motor of the hybrid vehicle by releasing the accelerator pedal that the driver has stepped on to decelerate the hybrid vehicle, the electric power generated by the regenerative braking of the motor is charged to the battery. If the permitted power is exceeded, the battery cannot accept the power generated by regenerative braking by charging. Therefore, in such a case, the hybrid vehicle may not be able to regeneratively brake the motor.

In order to solve such a problem, Patent Document 1 discloses a hybrid vehicle that uses a planetary gear mechanism and two motors to convert torque from an engine and outputs the converted torque to an axle. When a non-chargeable state of the battery is detected when a braking force is applied to the battery, the two motors are controlled so that the electric power regenerated by one motor is consumed by the other motor, thereby charging the battery There is disclosed a hybrid vehicle capable of applying a braking force to the axle without any problem.
JP 2004312962 A

  However, in Patent Document 1, power that should originally be used for charging a battery is wasted by driving and controlling the other motor, and the power regenerated by one motor during braking of the vehicle is effective. It has not been utilized.

  In view of the above-described problems, an object of the present invention is to secure a braking force without charging a battery even when the battery cannot be charged during braking of the hybrid vehicle, and to generate electric power generated by braking. The present invention provides a hybrid control device, an air conditioning control device, and a control method for a hybrid vehicle that can effectively utilize the above.

  In order to achieve the above-described object, the characteristic configuration of the hybrid control device according to the present invention is based on the required power of the vehicle, the charge permission power of the battery, and the discharge permission power of the engine and the motor generator connected via the power split mechanism. When the motor generator is requested for regenerative braking, surplus power is consumed by the air conditioner when the power generated by the regenerative braking exceeds the charge permission power of the battery. As described above, a power control command is output to the air-conditioning control device to perform regenerative braking control on the motor generator.

  According to the above-described configuration, the regenerative braking is required for the motor generator for the deceleration of the hybrid vehicle. However, even if the battery cannot be charged at that time, the hybrid control device The air conditioning control device is controlled so that the electric power generated by braking is consumed by the air conditioning device.

  As described above, according to the present invention, when the hybrid vehicle is braked, the braking force can be secured without charging the battery even when the battery cannot be charged, and the electric power generated by the braking can be effectively used. It is now possible to provide a hybrid control device that can be used in the future.

  Hereinafter, a hybrid control device, an air conditioning control device, and a hybrid vehicle control method according to the present invention will be described. As shown in FIG. 1, the hybrid vehicle 1 includes an engine 2, a battery 3, an inverter 4, drive wheels 5, a continuously variable transmission mechanism 6, an air conditioner 7, and a hybrid controller 84 and an air conditioner controller 85 according to the present invention. A plurality of electronic control units 8, a converter 9 and the like are provided.

  As shown in FIG. 2, the engine 2 detects an intake air amount, an intake pipe 21 that serves as a passage for air and fuel sucked into the internal combustion portion 20, an air filter 22 that removes dirt from the outside air, and an intake air amount. An air flow meter 23, a throttle valve 24 for controlling the amount of air taken in, and a fuel injection 25 as a fuel injection valve for injecting fuel stored in the fuel tank into the intake port 20A of the internal combustion unit 20. The exhaust passage 26 for exhausting the gas burned in the internal combustion unit 20, the catalyst 27 for purifying the exhausted gas, and the A / F as air-fuel ratio detection means serving as an oxygen concentration sensor installed upstream of the catalyst 27. An F sensor 28 and the like are provided. The throttle valve 24 is provided with a throttle opening detecting means 24A for detecting a throttle opening comprising a linear throttle position sensor, for example.

  The engine 2 has a throttle opening degree so as to satisfy an engine required power required by the hybrid controller 84 and to achieve an engine speed at which the optimum fuel consumption is achieved by an engine controller 82 described later among the plurality of electronic controllers 8. To control. Further, the engine control device 82 adjusts the amount of fuel injected from the fuel injection 25 so that the air-fuel ratio calculated based on the oxygen concentration detected by the A / F sensor 28 becomes the target air-fuel ratio. By performing the control, the internal combustion unit 20 is configured to be appropriately driven.

  The battery 3 is composed of an assembled battery such as a lithium ion battery or a nickel metal hydride battery in which a plurality of modules in which a plurality of battery cells are integrated are connected in series.

  As shown in FIG. 1, the inverter 4 converts the DC power input from the battery 3 into AC power and outputs the AC power to the motor generator MG, that is, the generator MG1 and the drive motor MG2, and also input from the motor generator MG. AC power is converted to DC power and output to the battery 3.

  Converter 9 steps up or down the voltage of battery 3. For example, the converter 9 boosts the input voltage V1 (for example, 288 (V)) from the battery 3 to a voltage in the range up to the output voltage V2 (for example, 650 (V)), and the output voltage V2 of the inverter 4 to the battery. Step down to a voltage V1 of 3.

  The continuously variable transmission mechanism 6 transmits torque input from the crankshaft of the engine 2 to the propeller shaft 62 and the generator MG1 via a power split mechanism 61 formed of a planetary gear mechanism. The continuously variable transmission mechanism 6 is provided with a drive motor MG2 for driving assistance that drives the propeller shaft 62 via a gear mechanism 63 such as a reduction gear, and the propeller shaft 62 is driven through a differential gear mechanism 64. 5 is connected.

  Although the motor generator MG can function as both a generator and an electric motor, the generator MG1 mainly operates as a generator as the name indicates, and the drive motor MG2 mainly operates as an electric motor.

  The generator MG1 is rotationally driven by the torque from the engine 2 transmitted through the power split mechanism 61 to generate power. The power generated by the generator MG1 is supplied to the battery 3 and / or the drive motor MG2 via the inverter 4, and is used as the charge power for the battery 3 and / or the drive power for the drive motor MG2.

  Drive motor MG2 is rotationally driven by the AC power input from inverter 4. The driving force generated by the rotational drive of the drive motor MG2 is transmitted to the drive wheels 5 via the gear mechanism 63, the propeller shaft 62, and the differential gear mechanism 64. Further, when the hybrid vehicle 1 is decelerated, that is, when regenerative braking is requested to the motor generator MG, the electric power generated by the rotational drive of the drive motor MG2 is supplied to the battery 3 via the inverter 4, and the battery 3 is charged.

  The power split mechanism 61 includes a planetary gear mechanism as shown in FIG. 3 and includes a sun gear 611, a sun gear 611, a ring gear 612, and a plurality of pinion gears 613. 3 is a cross-sectional view of the power split mechanism 61 shown in FIG.

  As shown in FIG. 1, the sun gear 611 is connected to the rotating shaft of the generator MG1 via the sun gear shaft 614, and the ring gear 612 is connected to the rotating shaft of the drive motor MG2 via the ring gear shaft 615 and the gear mechanism 63. It is connected.

  The plurality of pinion gears 613 are arranged between the sun gear 611 and the ring gear 612, and each pinion gear 613 revolves while rotating on the outer periphery of the sun gear 611. The revolution force of each pinion gear 613 is given as the rotational force of the planetary carrier 617 shown in FIG. 3 by the planetary carrier shaft 616. Planetary carrier shaft 616 is connected to engine 2.

  As the planetary carrier 617 rotates, the sun gear 611 and the ring gear 612 rotate, so that torque supplied from the engine 2 via the planetary carrier shaft 616 is transmitted to the ring gear 612 and the sun gear 611 via the pinion gear 613. That is, the torque by the engine 2 is divided into the torque of the propeller shaft 62 and the torque of the generator MG1.

  Hereinafter, the operation of the continuously variable transmission mechanism 6 will be described in detail. In the planetary gear mechanism, when the rotation speed and torque are determined for any two of the sun gear 611, the ring gear 612, and the planetary carrier 617, the remaining rotation speed and torque are determined.

Here, the number of rotations of planetary carrier 617 (engine 2), sun gear 611 (generator MG1), or ring gear 612 (propeller shaft 62) is the number of remaining two rotations and the number of teeth of sun gear 611 and ring gear 612. Based on the ratio, the following equations 1 to 3 are determined. In Equations 1 to 3, Ne is the rotational speed of the engine 2, Ng is the rotational speed of the generator MG1, Np is the rotational speed of the propeller shaft 62, and ρ is the ratio of the number of teeth of the sun gear 611 and the ring gear 612 (sun gear). (The value obtained by dividing the number of teeth of 611 by the number of teeth of the ring gear 612).

Further, the torques of the engine 2, the generator MG1, and the propeller shaft 62 have the following relationships 4 to 6. In Equations 4 to 6, Te is the torque of the engine 2, Tg is the torque of the generator MG1, Tp is the torque of the propeller shaft 62, Tep is the engine direct torque, Tmp is the propeller shaft equivalent torque, and the engine direct torque The Tep and propeller shaft equivalent torque Tmp will be described below.

  The engine direct torque Tep is a torque applied to the propeller shaft 62 determined by two torques, the torque Te of the engine 2 and the torque Tg of the generator MG1. Further, the propeller shaft equivalent torque Tmp is a torque calculated by multiplying the torque of the drive motor MG2 by the gear ratio of the gear mechanism 63.

  That is, from Equation 6, the torque Tp of the propeller shaft 62 is the engine direct torque Tep that is the torque applied to the propeller shaft 62 by the torque of the engine 2 and the propeller that is the torque applied to the propeller shaft 62 by the torque of the drive motor MG2. It is determined by adding together with the shaft conversion torque Tmp.

  When the hybrid vehicle 1 travels, a driving force corresponding to the power required by the propeller shaft 62 is output from the engine 2, and the output torque is transmitted to the propeller shaft 62 via the power split mechanism 61.

  At this time, a part of the torque output from the engine 2 is transmitted to the generator MG1 via the power split mechanism 61 with respect to the rotation speed and torque to be output from the propeller shaft 62. The generator MG1 generates power using the transmitted torque, and the drive motor MG2 is driven by the generated power. Torque is added to the propeller shaft 62 by driving the drive motor MG2, and the torque output from the propeller shaft 62 is increased.

  All or part of the electric power generated by the motor generator MG is stored in the battery 3. In addition, motor generator MG can be driven by the electric power stored in battery 3.

  Based on the above operating principle, the hybrid vehicle 1 travels by the torque of the engine 2 or the motor generator MG or by the combined use of the torque of the engine 2 and the motor generator MG. The hybrid vehicle 1 can drive the engine 2 at an operating point with high driving efficiency according to the torque to be output from the propeller shaft 62 by running using both the engine 2 and the motor generator MG as drive sources. Therefore, the hybrid vehicle 1 can have low fuel consumption compared to a conventional vehicle using only the engine 2 as a drive source.

  Hereinafter, the operation of the continuously variable transmission mechanism 6 will be described in further detail using the alignment charts shown in FIGS.

  When the hybrid vehicle 1 is stopped, the engine 2, the generator MG1, and the drive motor MG2 are all stopped, and the rotational speed and torque of the engine 2, the generator MG1, and the drive motor MG2 are zero. The operating points of the engine 2, the generator MG1, and the drive motor MG2 in the nomograph are represented by straight lines as shown in FIG.

  When the hybrid vehicle 1 stops the engine 2 and moves forward only with the driving force of the drive motor MG2, the rotational speed Ne of the engine 2 is zero because the engine 2 is stopped, and the propeller shaft 62 is driven by the drive motor MG2. The rotation is positive (rotation speed Np is a positive value) due to the force, and the generator MG1 is negative rotation (rotation speed Ng is a negative value) due to the positive rotation of the propeller shaft 62.

  Further, since the torque Tg of the engine 2 is zero because the engine 2 is stopped, the torque Tg of the generator MG1 is also zero, and the torque Tp (positive torque) of the propeller shaft 62 becomes the driving force of the hybrid vehicle 1 as it is.

  Therefore, the operating points of the engine 2, the generator MG1, and the drive motor MG2 in the nomograph are represented by straight lines as shown in FIG.

  When the hybrid vehicle 1 is traveling forward and accelerated by the engine 2, the engine 2 is rotating forward (rotation speed Ne is a positive value). The propeller shaft 62 is rotating forward (rotation speed Np is a positive value), and the higher the speed of the hybrid vehicle 1, the higher the rotation speed Np. The generator MG1 rotates normally (low speed Ng is a positive value) during low-speed traveling, but becomes negative rotation (rotational speed Ng is negative) due to an increase in the rotational speed Np of the propeller shaft 62 during high-speed traveling.

  Further, the torque Te of the engine 2 is a positive torque because the hybrid vehicle 1 is accelerated, and the torque Tg of the generator MG1 is a negative torque because the torque Te of the engine 2 is a positive torque. The engine direct torque Tep is a positive torque regardless of the vehicle speed because the hybrid vehicle 1 is accelerated, but the propeller shaft equivalent torque Tmp is a positive torque when the hybrid vehicle 1 is at a low speed. When the speed is high, negative torque is generated by power generation to cover the power consumption of the generator MG1. However, since the absolute value of the engine direct torque Tep is larger than the absolute value of the propeller shaft equivalent torque Tmp, the torque Tp of the propeller shaft 62, which is the sum of the engine direct torque Tep and the propeller shaft equivalent torque Tmp, is a positive torque.

  Therefore, the operating points of the engine 2, the generator MG1, and the drive motor MG2 in the nomograph are represented by straight lines as shown in FIG. 5A when the speed is low and as shown in FIG. 5B when the speed is high.

  When the hybrid vehicle 1 is traveling forwardly decelerated by the engine 2 in the state shown in FIG. 5A, that is, when the motor generator MG requires regenerative braking, the hybrid vehicle 1 is traveling forward, so the engine 2 The propeller shaft 62 and the generator MG1 are both rotating in the positive direction (rotations Ne, Np, and Ng are positive values).

  The torque Te of the engine 2 is a negative torque because the hybrid vehicle 1 travels at a reduced speed, and the torque Tg of the generator MG1 is a positive torque because the torque Te of the engine 2 is a negative torque. The engine direct torque Tep is negative torque in order to secure braking force because the hybrid vehicle 1 is traveling at a reduced speed, and the propeller shaft equivalent torque Tmp is negative torque in order to cover the power generated by the generator MG1. That is, the torque Tp of the propeller shaft 62, which is an added value of the engine direct torque Tep and the propeller shaft equivalent torque Tmp, is a negative torque.

  Therefore, the operating points of the engine 2, the generator MG1, and the drive motor MG2 in the nomograph are represented by straight lines as shown in FIG.

  The air conditioner 7 is a device that adjusts indoor temperature and humidity by circulating refrigerants such as chlorofluorocarbons, ammonia, or carbon dioxide while repeating liquefaction and vaporization.

  For example, as shown in FIG. 7, the air conditioner 7 compresses a gaseous refrigerant to a high-pressure and high-temperature state by compressing the gaseous refrigerant, and cools the high-pressure and high-temperature refrigerant from the compressor 71 to provide a high-pressure medium temperature and liquid A cooling unit 72 composed of a condenser or the like to be in the above state, and a separation unit 73 that separates and stores the refrigerant liquefied by the cooling unit 72 (liquid refrigerant) from the refrigerant that has not been liquefied by the cooling unit 72 An expansion valve 74 that depressurizes the liquid refrigerant to form a low-pressure and low-temperature state by injecting the liquid refrigerant from the minute nozzle hole to the evaporator 75; an evaporator 75 that vaporizes the depressurized liquid refrigerant; A cold air blower fan 76 that generates cold air by passing air through the air around the evaporator 75 that has been deprived of heat when the refrigerant is vaporized, and discharges the air to the outside. It includes a hot air fan 77 or the like for releasing the heat generated during the liquefaction of the refrigerant to the outside is formed. In the present embodiment, the air conditioner 7 is supplied with power from the battery 3.

  The electronic control unit 8 includes a battery control unit 81 that monitors the state of charge of the battery 3, an engine control unit 82 that controls the intake air amount and the fuel injection amount of the engine 2, and the MG control that controls the motor generator MG. A hybrid controller 84 that controls the device 83 and the engine 2 and the motor generator MG connected via the power split mechanism 61 based on the required power of the hybrid vehicle 1 and the charge permission power and discharge permission power of the battery 3; An air conditioning control device 85 that controls the air conditioning device 7 is provided.

  Each electronic control device 8 is provided with a microcomputer including a CPU, a ROM and / or EEPROM storing a control program executed by the CPU, a RAM used as a working area, an input / output circuit, and the like. Each function of each electronic control unit 8 described below is realized by the CPU executing a control program. Each electronic control unit 8 is connected to be communicable with each other.

  The battery control device 81 receives the measurement values from the voltage measurement unit 31 that measures the output voltage of the battery 3, the current measurement unit 32 that measures the output current, and the temperature measurement unit 33 that measures the temperature. The control device 81 calculates the remaining battery capacity (hereinafter referred to as “SOC (State of Charge)”) based on these measured values.

  The engine control device 82 includes input signals of sensors such as a crank angle sensor, an air flow sensor, and an A / F sensor 28 provided in the engine 2, and communication data from other electronic control devices 8 (for example, a hybrid control device). The engine 2 is grasped on the basis of the required power from the power source 84 and the like, and the engine is controlled so as to achieve an appropriate rotational speed by controlling the fuel supply amount and supply timing to the engine 2 and the throttle opening. 2 is driven and controlled.

  The MG control device 83 drives and controls the motor generator MG so as to satisfy the required torque of the motor generator MG input from the hybrid control device 84, and outputs to the battery 3 from the hybrid control device 84 to the motor generator MG. When there is a request, the motor generator MG is driven and controlled in order to secure a power generation amount that satisfies the output request.

  The hybrid controller 84 will be described in detail below. The hybrid controller 84 determines the engine output and the engine output based on the driving state of the hybrid vehicle 1 such as the accelerator opening obtained from the accelerator position sensor, the shift position obtained from the shift position sensor, and the vehicle speed information obtained from the vehicle speed sensor. Calculate the motor torque. The hybrid control device 84 also receives from the battery control device 81 the power value required by the battery 3 calculated by the battery control device 81 from the SOC or the like.

  Then, the hybrid control device 84 uses the calculated power value necessary for realizing the engine output and the motor torque and the total power value required by the battery 3 received from the battery control device 81 as the engine power. Requests are made to the control device 82 and the MG control device 83.

  The hybrid control device 84 supplies the discharge power from the battery 3 to the motor generator MG when the hybrid vehicle 1 is powered, and charges the battery 3 with the power generated by the motor generator MG during regenerative braking of the hybrid vehicle 1. The device 83 is controlled by the motor generator MG.

  More specifically, the hybrid control device 84 is a map showing the distribution of engine output and motor torque with respect to the operating state of the hybrid vehicle 1 stored in the SOC of the battery 3 input from the battery control device 81 and the ROM of the hybrid control device 7. An arithmetic process is executed based on the information and the like, and the motor generator MG is controlled by the MG controller 83 so that the battery 3 is charged / discharged within the range of the charge permission power Win and the discharge permission power Wout.

  Here, the charge permission power Win and the discharge permission power Wout are the input / output permission power range of the battery 3 defined according to the SOC estimated by the battery control device 7, and the charge permission power Win is basically the same. The negative value and discharge permission power Wout are basically positive values.

In order to prevent overcharge or overdischarge as described above, the hybrid control device 84 has the charge / discharge power Pb of the battery 3 calculated by the following equation 7 within the range of the charge permission power Win and the discharge permission power Wout. In other words, the MG control device 83 is controlled to increase or decrease the generated power or the consumed power in the motor generator MG so as to be larger than the charging permission power Win and smaller than the discharge permission power Wout. In Equation 7, Pg is the power of the generator MG1, Pm is the power of the drive motor MG2, Pac is the power consumption of the air conditioner 7, Pi is the electrical loss in the inverter 4, etc. When power is consumed, the value is positive. When power is generated, the value is negative.

  For example, when power is supplied from the generator MG1 to the battery 3, the power Pg of the generator MG1 decreases as the supplied power increases. In other words, the absolute value increases with a negative value. , The charge / discharge power Pb of the battery 3 may be smaller than the charge permission power Win.

  When power is supplied from the battery 3 to the drive motor MG2 and the air conditioner 7, the power Pm of the drive motor MG2 and the power consumption Pac of the air conditioner 7 increase as the supplied power increases. There is a possibility that Pb increases and the charge / discharge power Pb of the battery 3 becomes larger than the discharge permission power Wout.

  When the motor generator MG requests regenerative braking, the hybrid controller 84 determines that the power generated by the regenerative braking exceeds the charge permission power Win of the battery 3, that is, the charge / discharge permission power Pb described above is the charge permission power Win. When it becomes smaller, a power control command is output to the air conditioning control device 85 so that surplus power is consumed by the air conditioning device 7, and the motor generator MG is regeneratively controlled.

  For example, when the hybrid vehicle 1 travels forward and decelerates by releasing or loosening the accelerator pedal while the hybrid vehicle 1 is traveling forward, as shown in FIG. Since the rotation and torque Tp are negative torque, the electric power of the drive motor MG2 has a negative value. Therefore, electric power is generated in the drive motor MG2.

  The power generated by the drive motor MG2 is originally charged in the battery 3. However, if the electric power generated by the drive motor MG2 exceeds the charge permission power Win defined by the current SOC of the battery 3, in the case of the conventional configuration, the hybrid controller 84 prevents such overcharge. In order to do this, the MG control device 83 is controlled to limit the required torque to the drive motor MG2 so that no electric power is generated in the drive motor MG2. As a result, the hybrid vehicle 1 cannot obtain a sufficient braking force.

  Therefore, in the configuration according to the present invention, the hybrid control device 84 controls the air conditioning control device 85 to increase the power consumption Pac in the air conditioning device 7, thereby reducing the charging power Pb of the battery 3. In other words, the increase in the power Pm generated by the drive motor MG2 for securing the braking force is offset by the power consumption Pac in the air conditioner 7, thereby preventing the increase in the charge / discharge power Pb of the battery 3. This prevents the charge / discharge power Pb from becoming smaller than the charge permission power Win.

  The hybrid control device 84 outputs a power control command to the air conditioning control device 85 so that the power consumption of the air conditioning device 7 decreases at the end of the regenerative braking control.

  This will be described in detail below. When the regenerative braking control is completed, the drive motor MG2 that has generated power during regenerative braking stops power generation due to regenerative braking, so the increase in power Pm is offset by the power consumption Pac in the air conditioner 7 as in regenerative braking control. There is no need to do this.

  Therefore, the hybrid control device 84 outputs a power control command to the air conditioning control device 85 at the end of the regenerative braking control. The air conditioning control device 85 that has received the power control command controls the air conditioning device 7 so that the power consumption of the air conditioning device 7 is equal to or less than the power consumption at the time when the regenerative braking control is started.

  Note that the power consumption of the air conditioner 7 is not only the same as the power consumption at the time when the regenerative braking control is started, but also less than the power consumption. Therefore, the temperature inside the vehicle may be lower (cooling) or higher (heating) than the temperature originally set by the air conditioner 7, and this is for the purpose of offsetting.

  When the regenerative braking control is completed, the drive motor MG2 is in a state where no surplus power is generated. However, according to the above-described configuration, the power consumption of the air conditioner 7 remains increased even though the surplus power is not generated. It is possible to prevent wasteful consumption of electric power.

  The air conditioning control device 85 is configured to adjust the injection amount of the expansion valve 74 based on the outlet temperature of the evaporator 75, switch the compressor 71 on and off, and the like in order to cause the air conditioning device 7 to perform proper cooling and heating. ing.

  Here, execution of proper cooling and heating of the air conditioner 7 includes, for example, maintaining the in-vehicle temperature at a temperature set by the air conditioner 7 or setting the air volume sent from the air conditioner 7 to the set air volume. There are things to maintain.

  When a power control command for increasing the power consumption of the air conditioner 7 is input from the hybrid control device 84, the air conditioning control device 85 sets the outlet temperature of the evaporator 75 to a temperature different from the set temperature and The power consumption is controlled to increase.

  For example, when receiving the power control command during cooling, the air conditioning control device 85 controls the air conditioning device 7 so that the outlet temperature of the evaporator 75 is set lower than the set temperature. Then, even when the vehicle interior temperature is the set temperature and the compressor 71 is controlled to be turned off, the air conditioner 7 tries to set the compressor 71 to the outlet temperature of the evaporator 75, which is a lower temperature. Switch on. That is, by controlling the air conditioner 7 so as to lower the outlet temperature of the evaporator 75, the proportion of time during which the compressor 71 is switched on is increased, and the power consumption in the compressor 71 is increased.

  Conversely, when receiving the power control command during heating, the air conditioning control device 85 controls the air conditioning device 7 so as to set the outlet temperature of the evaporator 75 higher than the set temperature. Then, even if the vehicle interior temperature is the set temperature and the compressor 71 is controlled to be turned off, the air conditioner 7 tries to make the vehicle interior temperature the outlet temperature of the evaporator 75, which is a higher temperature. Switch on. That is, by controlling the air conditioner 7 so as to increase the outlet temperature of the evaporator 75, the ratio of the time during which the compressor 71 is switched on increases, and the power consumption in the compressor 71 increases.

  Normally, the duration of the regenerative braking control state is short. And even if the state in which the target temperature of the air conditioner 7 is different from the set temperature continues for a short time, there is a low possibility that the passenger of the hybrid vehicle 1 will be uncomfortable, so the configuration as described above It is suitable as a method of consuming surplus power.

  When the air-conditioning control device 85 receives a power control command for reducing the power consumption of the air-conditioning device 7 from the hybrid control device 84, the power consumption in the compressor 71 is reduced so that the outlet temperature of the evaporator 75 becomes the set temperature. It is comprised so that it may control.

  For example, when the air-conditioning control device 85 receives the power control command during cooling, the air-conditioning device 7 returns the outlet temperature of the evaporator 75 that is lower than the set temperature to the set temperature, that is, sets the outlet temperature higher. To control. Then, even if the compressor 71 is controlled to be turned on at that time, the air conditioner 7 switches the compressor 71 off in an attempt to set the vehicle interior temperature to the set temperature higher than the current outlet temperature of the evaporator 75. That is, by controlling the air conditioner 7 so as to increase the outlet temperature of the evaporator 75, the proportion of time during which the compressor 71 is switched off is increased, and the power consumption in the compressor 71 is reduced.

  Conversely, when the air conditioning control device 85 receives the power control command during heating, the air conditioning device returns the outlet temperature of the evaporator 75 that is higher than the set temperature to the set temperature, that is, sets the outlet temperature low. 7 is controlled. Then, even if the compressor 71 is controlled to be turned on at that time, the air conditioner 7 switches the compressor 71 off in an attempt to set the vehicle interior temperature to the set temperature lower than the current outlet temperature of the evaporator 75. That is, by controlling the air conditioner 7 so as to set the outlet temperature of the evaporator 75 low, the ratio of the time during which the compressor 71 is switched off is increased, and the power consumption in the compressor 71 is reduced.

  When the regenerative braking is completed, it is not necessary to generate surplus electric power, so that the air conditioning control device 85 returns the vehicle interior temperature to the temperature originally set in the air conditioning device 7 as in the above-described configuration. By controlling the above, the in-vehicle temperature can be quickly brought to a temperature desired by the passenger of the hybrid vehicle 1.

  Hereinafter, processing of the hybrid control device 84 and the air conditioning control device 85 according to the present invention will be described based on the flowchart shown in FIG.

  The hybrid controller 84 reads accelerator opening, shift position, vehicle speed information, and the like from an accelerator position sensor, shift position sensor, vehicle speed sensor, and the like (S1).

  The hybrid control device 84 calculates the engine output and the motor torque based on the information read in step S1, and the current driving state of the hybrid vehicle 1, that is, the calculated engine output and motor torque is regeneratively braked to the motor generator MG. Is determined to determine whether or not there is a regenerative braking request (S2).

  As a result, when the hybrid control device 84 requests the motor generator MG to perform regenerative braking (S2), it determines whether or not the charge / discharge power Pb generated by the regenerative braking is smaller than the charge permission power Win of the battery 3 (S3). .

  When the charge / discharge power Pb is smaller than the charge permission power Win of the battery 3 (S3), the hybrid control device 84 outputs a power control command to the air conditioning control device 85 (S4), and receives the power control command. 85 controls the air conditioner 7 to increase its power consumption (S5).

  When the hybrid control device 84 does not request the motor generator MG for regenerative braking at step S2, or when the charge / discharge power Pb generated by the regenerative braking is equal to or higher than the charging permission power Win of the battery 3 at step S3. When the hybrid control device 84 outputs a power control command for increasing power consumption (power control command in step S4) to the air conditioning control device 85 (S6), the hybrid control device 84 controls power control for increasing power consumption. Instead of the command, a power control command for reducing power consumption is output to the air conditioning control device 8 (S7).

  The air conditioning control device 85 that has received the power control command controls the air conditioning device 7 to reduce its power consumption (S8).

  As described above, the control method of the hybrid vehicle 1 according to the present invention uses the engine 2 and the motor generator MG connected via the power split mechanism 61 for the required power of the vehicle, the charging permission power Win and the discharging permission power of the battery 3. In the control method of the hybrid vehicle 1 controlled based on Wout, when regenerative braking is requested by the motor generator MG, if the power generated by the regenerative braking exceeds the charge permission power Win of the battery 3, surplus A regenerative braking start step (step S4 in FIG. 8) for outputting a power control command to the air conditioning control device 85 so that electric power is consumed by the air conditioner 7 and regenerative braking control of the motor generator MG, and the regenerative braking start step. When the power control command for increasing the power consumption of the air conditioner 7 is input, the evaporator 75 At the end of the air conditioning power consumption power increase control step (step S5 in FIG. 8) in which the mouth temperature is set to a temperature different from the set temperature and the power consumption at the compressor 71 is increased, and at the end of the regenerative braking control, The regenerative braking end step (step S7 in FIG. 8) for outputting a power control command to the air conditioning control device 85 so that the power consumption of the air conditioning device 7 is reduced, and the power consumption of the air conditioning device 7 is reduced in the regenerative braking end step. When the power control command to be performed is input, an air conditioning power consumption reduction control step (step S8 in FIG. 8) is performed to control power consumption in the compressor 71 so that the outlet temperature of the evaporator 75 becomes the set temperature. Including.

  Hereinafter, another embodiment will be described. In the above-described embodiment, when a power control command for reducing the power consumption of the air conditioning device 7 is input from the hybrid control device 84, the air conditioning control device 85 uses the compressor 71 so that the outlet temperature of the evaporator 75 becomes the set temperature. However, when the power control command is input, the consumption at the compressor 71 is set so that the outlet temperature of the evaporator 75 is higher or lower than the set temperature. The configuration may be such that power is reduced.

  This will be described in detail below. Since the air conditioner 7 is driven so that the power consumption in the compressor 71 is increased by the control of the air conditioning control device 85 during the regenerative braking control, the in-vehicle temperature of the hybrid vehicle 1 is increased by the increased power consumption. 7 is likely to be lower during cooling and higher during heating than the temperature set in 7.

  When the air conditioner 7 is controlled by the air conditioning controller 85 so that the in-vehicle temperature of the hybrid vehicle 1 becomes the set temperature as in the above-described embodiment, the in-vehicle temperature that is higher or lower than the set temperature is Then, after the elapse of a predetermined time, the temperature converges to the set temperature.

  On the other hand, when the air conditioner 7 is controlled by the air conditioning controller 85 so that the vehicle temperature of the hybrid vehicle 1 is higher than the set temperature during cooling and lower during heating as in the present embodiment, the compressor 71 is switched off. The ratio of time becomes longer than in the above-described embodiment.

  Therefore, the electric power consumed by the air conditioner 7 until the vehicle interior temperature reaches the set temperature is smaller than that in the above embodiment. Therefore, power consumption can be saved.

  In addition, since the ratio of the time during which the compressor 71 of the air conditioner 7 is switched off is longer than that in the above-described embodiment, the temperature increases during cooling and decreases during heating in a time shorter than the predetermined time. The temperature can reach the set temperature earlier.

  In the case of the present embodiment, the air conditioning control device 85, when the vehicle interior temperature reaches the set temperature in order to prevent the vehicle interior temperature from becoming higher (cooling) or lower (heating) than the set temperature. The control up to that time, that is, the control of the air conditioner 7 in which the vehicle temperature is higher than the set temperature during cooling and lower during the heating, is changed to the control of the air conditioner 7 in which the vehicle temperature is the same as the set temperature. Switch. With such control switching, the in-vehicle temperature can be maintained at the set temperature.

  In addition, the air conditioning control device 85 does not reduce the power consumption in the compressor 71 so that the outlet temperature of the evaporator 75 becomes higher or lower than the set temperature when the power control command is input. The apparatus 7 may be stopped and the power consumption in the compressor 71 may be zero.

  In the above-described embodiment, when the regenerative braking is requested from the motor generator MG, the hybrid control device 84 uses the air conditioner 7 to generate surplus power if the power generated by the regenerative braking exceeds the charging permission power of the battery 3. The air conditioning control device 85 outputs a power control command to the air conditioning control device 85 so as to be consumed, and the air conditioning control device 85 that has received the power control command sets the outlet temperature of the evaporator 75 to a temperature different from the set temperature. The configuration for controlling the power consumption to increase or decrease has been described.

  However, when such control is executed, the vehicle interior temperature of the hybrid vehicle 1 becomes extremely lower or higher than the passenger's required temperature, which may cause the passenger to feel uncomfortable.

  Therefore, the hybrid control device 84 presets a temperature deviation permission threshold value from the set temperature, and when the difference between the current in-vehicle temperature and the set temperature becomes larger than the temperature deviation permission threshold value, the air conditioning control device 85. The configuration may be such that a command to cancel the power control command is output to avoid a state in which the in-vehicle temperature of the hybrid vehicle 1 becomes extremely lower or higher than the set temperature.

  In the above-described embodiment, as an example when regenerative braking is required for the motor generator MG, the hybrid vehicle 1 moves forward by releasing or loosening the accelerator pedal when the hybrid vehicle 1 is traveling forward. Although the case where the vehicle travels at a reduced speed has been described, the hybrid vehicle 1 may travel forward and decelerate by depressing the brake pedal when the hybrid vehicle 1 is traveling forward. In addition, the hybrid vehicle 1 is not limited to traveling forward but may be traveling backward.

  Note that the above-described embodiment is merely an example of the present invention, and it is needless to say that the specific configuration of each block can be changed and designed as appropriate within the scope of the effects of the present invention.

Functional block diagram of hybrid vehicle Illustration of the engine Cross section of power split mechanism (A) shows an operating point while the vehicle is stopped, and (b) is an alignment chart showing operating points during EV forward traveling. (A) shows an operating point during forward acceleration traveling at high speed, and (b) is an alignment chart showing operating points during forward acceleration traveling at low speed. Collinear chart showing operating points during forward deceleration Functional block diagram of air conditioner The flowchart for demonstrating the process of the hybrid control apparatus 84 and the air-conditioning control apparatus 85 by this invention.

Explanation of symbols

2: Engine 3: Battery 7: Air conditioning device 61: Power split mechanism 71: Compressor 75: Evaporator 84: Hybrid control device 85: Air conditioning control device MG: Motor generator

Claims (5)

A hybrid control device that controls an engine and a motor generator connected via a power split mechanism based on a required power of a vehicle, a charge permission power and a discharge permission power of a battery,
When regenerative braking is required for the motor generator, if the electric power generated by the regenerative braking exceeds the charge permission power of the battery, the air conditioner is controlled by the air conditioner so that surplus power is consumed by the air conditioner. A hybrid control device that outputs a command and performs regenerative braking control of the motor generator.   The hybrid control device according to claim 1, wherein at the end of the regenerative braking control, a power control command is output to the air conditioning control device so that power consumption of the air conditioning device is reduced.   When a power control command for increasing the power consumption of the air conditioner is input from the hybrid control device according to claim 1, the outlet temperature of the evaporator is set to a temperature different from the set temperature to increase the power consumption in the compressor. Air-conditioning control device to control.   When a power control command for reducing power consumption of the air conditioner is input from the hybrid control device according to claim 2, control is performed so that power consumption in the compressor is reduced so that an outlet temperature of the evaporator becomes the set temperature. The air conditioning control device according to claim 3. A control method for a hybrid vehicle that controls an engine and a motor generator connected via a power split mechanism based on a required power of a vehicle, a charge permission power and a discharge permission power of a battery,
When regenerative braking is required for the motor generator, if the electric power generated by the regenerative braking exceeds the charge permission power of the battery, the air conditioner is controlled by the air conditioner so that surplus power is consumed by the air conditioner. A regenerative braking start step for outputting a command to control the motor generator for regenerative braking;
When a power control command for increasing the power consumption of the air conditioner is input in the regenerative braking start step, the evaporator outlet temperature is set to a temperature different from the set temperature so that the power consumption in the compressor increases. An air conditioning power consumption increase control step to be controlled;
A regenerative braking end step of outputting a power control command to the air conditioning control device so that power consumption of the air conditioning device is reduced at the end of the regenerative braking control;
When a power control command for reducing the power consumption of the air conditioner is input in the regenerative braking end step, control is performed so that the power consumption in the compressor is reduced so that the outlet temperature of the evaporator becomes the set temperature. A control method of a hybrid vehicle including an air conditioning power consumption reduction control step.