JP2013095388A - Hybrid car - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve energy efficiency of a vehicle.SOLUTION: Request power Pe* is obtained by subtracting charging/discharging request power Pb* of a battery from a driving power Pdrv* and adding request power Ph1 of a compressor of an air conditioning device and request power Ph2 of a DC/DC converter. During traveling under a motor driving mode, when the request power Pe* is equal to or more than a threshold value Pref smaller than a starting threshold value Pstart (S190), air conditioning by the air conditioning device is stopped (S200). Thus, in comparison with a hybrid car in which air conditioning by the air conditioning device is not stopped, the request power Pe* can be suppressed from becoming equal to or more than the starting threshold value Pstart, and a start frequency of an engine can be reduced. As a result, energy efficiency of the vehicle can be improved.

Description

  The present invention relates to a hybrid vehicle, and more specifically, an engine capable of outputting driving power, a motor capable of outputting driving power, a battery capable of supplying power to the motor, and a battery voltage to which the battery is connected. BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid vehicle including an electric device that operates by receiving electric power from a system.

  Conventionally, a refrigeration cycle having a compressor, a refrigerant condensing means, a refrigerant expanding means, a refrigerant evaporating means, an air conditioning means for performing air conditioning in the vehicle interior using the refrigerant evaporating means, an engine for generating driving force of the vehicle, An auxiliary machine driving means for driving the compressor, and a driving force switching means for selectively transmitting the driving force of the engine and the driving force of the auxiliary machine driving means to the compressor, and the pressure and temperature in a predetermined region of the refrigeration cycle are A technique has been proposed in which the compressor is driven by auxiliary drive means when the value is below the threshold, and the compressor is driven by the engine when the pressure or temperature in a predetermined region of the refrigeration cycle is greater than the threshold (see, for example, Patent Document 1). In this technique, such control reduces the load on the engine when the compressor is driven by the auxiliary drive means, and enables the operation of the engine under inefficient conditions to be avoided.

JP 2000-2111348 A

  In general, in a hybrid vehicle having an engine that can output power for traveling and a motor that can output power for traveling, the power for traveling, the compressor, etc. while traveling using only the power from the motor The engine is started when the required power of the vehicle set in consideration of the driving power of the engine reaches a threshold for starting the engine. For this reason, depending on the driver's accelerator operation, the required power of the vehicle changes in the vicinity of the engine start threshold and the stop threshold, and the engine is frequently started and stopped, resulting in a decrease in vehicle energy efficiency. May occur.

  The main purpose of the hybrid vehicle of the present invention is to improve the energy efficiency of the vehicle.

  The hybrid vehicle of the present invention employs the following means in order to achieve the main object described above.

The hybrid vehicle of the present invention
An engine capable of outputting power for traveling, a motor capable of outputting power for traveling, a battery capable of supplying power to the motor, and power received from a battery voltage system to which the battery is connected operates. The vehicle required power including the power for traveling and the power for the electric device is preliminarily obtained while the vehicle is traveling by the electric device and the motor traveling that stops the operation of the engine and uses only the power from the motor. A hybrid vehicle comprising: control means for starting the engine when a predetermined starting threshold value is reached;
When the vehicle required power reaches or exceeds a determination threshold that is smaller than the starting threshold when the control means is traveling by the motor traveling, the vehicle required power does not reach or exceed the determination threshold. Is a means for limiting the power consumption of the electrical device compared to
It is characterized by that.

  In the hybrid vehicle of the present invention, when the vehicle is traveling by motor traveling that uses only the power from the motor with the engine stopped, the vehicle required power including the power for traveling and the power for electric devices is When the determination threshold value is smaller than a predetermined starting threshold value, the power consumption of the electric device is limited as compared with the case where the vehicle required power does not reach the determination threshold value or more. Thereby, it can suppress that vehicle request | requirement power reaches more than the threshold value for starting, and can reduce the starting frequency of an engine. As a result, the energy efficiency of the vehicle can be improved.

  In such a hybrid vehicle of the present invention, the determination threshold value may be a threshold value that is set to decrease as the degree of increase in the vehicle required power increases. If it carries out like this, the threshold value for determination can be made more appropriate according to the increase degree of vehicle request | requirement power.

  In the hybrid vehicle of the present invention in which the threshold for determination is set so as to decrease as the degree of increase in the required vehicle power increases, the determination threshold is less than a predetermined increase in the vehicle required power. In this case, the first power is set, and when the degree of increase in the vehicle required power is equal to or greater than the predetermined increase, the second power smaller than the first power is set as a threshold value. You can also.

  Further, in the hybrid vehicle of the present invention in which the threshold for determination is set so as to decrease as the degree of increase in the vehicle required power increases, the degree of increase in the vehicle required power is a change per unit time in the accelerator operation amount. Amount, difference between accelerator operation amount and post-annealing accelerator operation amount obtained by performing smoothing on the accelerator operation amount, change amount of driving torque per unit time, per unit time of the driving power Or the amount of change predicted per vehicle unit power per unit time.

  In the hybrid vehicle of the present invention, the control means determines in advance when the vehicle required power reaches the determination threshold value or more and starts limiting the power consumption of the electric device while traveling by the motor traveling. The power consumption of the electric device can be continued until the predetermined time elapses. In this way, it is possible to suppress frequent restriction and cancellation of the power consumption of the electrical equipment.

  Further, in the hybrid vehicle of the present invention, the electric device includes an air conditioner that performs air conditioning of a passenger compartment, and a DC that steps down the power of the battery voltage system and supplies the low voltage system to which a second battery is connected. It is also possible to be at least one of a DC / DC converter.

  The motor according to the present invention further includes a generator, a drive shaft coupled to an axle, a planetary gear having three rotating elements connected to an output shaft of the engine and a rotating shaft of the generator, and the motor The rotation axis can be connected to the drive shaft.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. It is a flowchart which shows an example of the air-conditioning stop request routine performed by HVECU70 of an Example. It is explanatory drawing which shows an example of the mode change state of request | requirement power Pe *, the rotation speed Ne of the engine 22, and the air-conditioning stop request flag F at the time of drive | working in motor operation mode. It is explanatory drawing which shows an example of the relationship between accelerator opening difference (DELTA) Acc and threshold value Pref. It is a flowchart which shows an example of the air-conditioning stop request | requirement routine of a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 320 of a modified example.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the drawing, the hybrid vehicle 20 of the embodiment includes an engine 22 that outputs power using gasoline or light oil as a fuel, an engine electronic control unit (hereinafter referred to as an engine ECU) 24 that controls the drive of the engine 22, an engine, and the like. A planetary gear 30 in which a carrier is connected to a crankshaft 26 as an output shaft 22 and a ring gear is connected to a drive shaft 36 connected to drive wheels 38a and 38b via a differential gear 37, and a permanent magnet is embedded. As a well-known synchronous generator motor having a rotor and a stator around which a three-phase coil is wound, a motor MG1 in which the rotor is connected to the sun gear of the planetary gear 30, and the rotor is also configured as a synchronous generator motor. The motor MG2 connected to 36 and the motors MG1 and MG2 are driven. Inverters 41, 42, a motor electronic control unit (hereinafter referred to as motor ECU) 40 that drives and controls motors MG 1, MG 2 by switching control of switching elements (not shown) of inverters 41, 42, A battery 50 that is configured as a secondary battery and exchanges power with the motors MG1 and MG2 via the inverters 41 and 42, a battery electronic control unit (hereinafter referred to as a battery ECU) 52 that manages the battery 50, and inverters 41 and 42. An air conditioner 60 that receives power from the high-voltage power line 54 connected to the battery 50 and performs air conditioning in the passenger compartment, and an air conditioning electronic control unit that controls the air conditioner 60 (hereinafter referred to as an air conditioning ECU). 68, the power of the high voltage system power line 54 is stepped down. A DC / DC converter 92 to be supplied to a low voltage system power line 56 connected to a low voltage battery 90 and an auxiliary machine (not shown), and a hybrid electronic control unit (hereinafter referred to as HVECU) 70 for controlling the entire vehicle. Prepare.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, for example, a water temperature that detects the crank position θcr from the crank position sensor 23 that detects the rotational position of the crankshaft 26 and the coolant temperature of the engine 22. The cooling water temperature Tw from the sensor, the in-cylinder pressure Pin from the pressure sensor installed in the combustion chamber, the intake valve for intake and exhaust to the combustion chamber, and the cam position sensor for detecting the rotational position of the camshaft for opening and closing the exhaust valve Cam position θca, throttle position TP from a throttle valve position sensor for detecting the position of the throttle valve, intake air amount Qa from an air flow meter attached to the intake pipe, intake air temperature Ta from a temperature sensor also attached to the intake pipe To the exhaust system The air-fuel ratio AF from the attached air-fuel ratio sensor, the oxygen signal O2 from the oxygen sensor attached to the exhaust system, and the like are input via the input port, and the engine ECU 24 drives the engine 22. Various control signals, for example, the drive signal to the fuel injection valve, the drive signal to the throttle motor that adjusts the position of the throttle valve, the control signal to the ignition coil integrated with the igniter, the change of the opening and closing timing of the intake valve A control signal or the like to a possible variable valve timing mechanism is output via an output port. The engine ECU 24 is in communication with the HVECU 70, controls the operation of the engine 22 by a control signal from the HVECU 70, and outputs data related to the operation state of the engine 22 to the HVECU 70 as necessary. The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on a signal from a crank position sensor 23 attached to the crankshaft 26.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The motor ECU 40 receives signals necessary for driving and controlling the motors MG1 and MG2, for example, rotational positions θm1 and θm2 from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and not shown. A phase current applied to the motors MG1 and MG2 detected by the current sensor is input via the input port, and the motor ECU 40 outputs a switching control signal to switching elements (not shown) of the inverters 41 and 42. It is output through the port. The motor ECU 40 is in communication with the HVECU 70, controls the driving of the motors MG1 and MG2 by a control signal from the HVECU 70, and outputs data related to the operating state of the motors MG1 and MG2 to the HVECU 70 as necessary. The motor ECU 40 also calculates the rotational angular velocities ωm1, ωm2 and the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2 from the rotational position detection sensors 43, 44. ing.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The battery ECU 52 receives signals necessary for managing the battery 50, for example, an inter-terminal voltage Vb from a voltage sensor (not shown) installed between the terminals of the battery 50 and a power line connected to the output terminal of the battery 50. The charging / discharging current Ib from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor (not shown) attached to the battery 50, and the like are input. Send to. Further, in order to manage the battery 50, the battery ECU 52 is a power storage that is a ratio of the capacity of the electric power that can be discharged from the battery 50 at that time based on the integrated value of the charge / discharge current Ib detected by the current sensor. The ratio SOC is calculated, and the input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the calculated storage ratio SOC and the battery temperature Tb. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input limiting limit are set based on the storage ratio SOC of the battery 50. It can be set by setting a correction coefficient and multiplying the basic value of the set input / output limits Win and Wout by the correction coefficient.

  The air conditioner 60 includes a compressor 64 driven by an inverter 65 connected to a high-voltage power line 54, a refrigeration cycle 62 including a condenser, an expansion valve, and an evaporator (not shown), and heat exchange between the refrigeration cycle 62 and an evaporator. A blower 66 that blows air cooled or heated by heat exchange with the cooling water of the engine 22 to the air outlet 21 a of the passenger compartment 21, and an operation panel 67 attached to the passenger compartment 21.

  Although not shown, the air conditioning ECU 68 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The air conditioning ECU 68 is set to an ON / OFF signal from a blower switch 67a that is attached to the operation panel 67 and operates to turn on and off the air conditioning, and a setting from a set temperature switch 67b that is also attached to the operation panel 67 and sets the temperature in the passenger compartment 21. A temperature Tin *, an occupant room temperature Tin from a temperature sensor 67c that is attached to the operation panel 67 and detects the temperature in the occupant room 21 are input, and an inverter 65 for driving the compressor 64, A drive signal or the like to the blower 66 is output. The air conditioning ECU 68 drives and controls the air conditioner 60 (such as the compressor 64 and the blower 66) based on the input signal so that the passenger room temperature Tin becomes the set temperature Tin *. The air conditioning ECU 68 communicates with the HVECU 70, and transmits data regarding the state of the air conditioner 60 to the HVECU 70 and receives a control signal from the HVECU 70 as necessary.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. The HVECU 70 includes an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator opening degree from the accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. Acc, the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. A control signal to the DC / DC converter 92 is output from the HVECU 70 through an output port. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, and the air conditioning ECU 68 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, the battery ECU 52, and the air conditioning ECU 68. Is doing. In the hybrid vehicle 20 of the embodiment, the shift position SP detected by the shift position sensor 82 is a parking position (P position) used during parking, a reverse position (R position) for reverse travel, and a neutral position (N position). ), A drive position (D position) for forward traveling and the like are prepared.

  In the hybrid vehicle 20 of the embodiment thus configured, the required torque Tr * to be output to the drive shaft 36 is calculated based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal by the driver. The operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque Tr * is output to the drive shaft 36. As the operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that the power corresponding to the required power is output from the engine 22, and all the power output from the engine 22 is transmitted to the planetary gear 30 and the motor. The torque conversion operation mode in which the motor MG1 and the motor MG2 are driven and controlled so that the torque is converted by the MG1 and the motor MG2 and output to the drive shaft 36, and the sum of the required power and the power required for charging and discharging the battery 50 is met. Operation of the engine 22 is controlled so that power is output from the engine 22, and all or part of the power output from the engine 22 with charge / discharge of the battery 50 is torque generated by the planetary gear 30, the motor MG1, and the motor MG2. The required power is output to the drive shaft 36 with conversion. Charge-discharge drive mode for driving and controlling the motors MG1 and MG2, there is a motor operation mode in which operation control to output a power commensurate to stop the operation of the engine 22 to the required power from the motor MG2 to the drive shaft 36. The torque conversion operation mode and the charge / discharge operation mode are modes in which the engine 22, the motor MG1, and the motor MG2 are controlled so that the required power is output to the drive shaft 36 with the operation of the engine 22. Since there is no substantial difference in control, both are hereinafter referred to as the engine operation mode.

  In the engine operation mode, the HVECU 70 drives the drive shaft 36 on the basis of the after-acceleration accelerator opening Accmo obtained by subjecting the accelerator opening Acc from the accelerator pedal position sensor 84 to smoothing and the vehicle speed V from the vehicle speed sensor 88. Is set to the required torque Tr * to be output. Here, the annealing process for the accelerator opening degree Acc can be performed by the following equation (1) using the time constant T, for example. Subsequently, the set required torque Tr * is multiplied by the rotation speed Nr of the drive shaft 36 (for example, the rotation speed obtained by multiplying the rotation speed Nm2 of the motor MG2 or the vehicle speed V by a conversion factor) The power Pdrv * is calculated, the charge / discharge required power Pb * of the battery 50 obtained based on the calculated traveling power Pdrv * and the storage ratio SOC of the battery 50 (a positive value when discharging from the battery 50), and the air conditioner Using the required power Ph1 of the 60 compressors 64 and the required power Ph2 of the DC / DC converter 92, the power required for the vehicle, that is, the required power Pe * as the power to be output from the engine 22 is obtained by the equation (2). Set. Then, the target rotational speed Ne of the engine 22 is obtained using an operation line (for example, a fuel efficiency optimal operation line) as a relationship between the rotational speed Ne of the engine 22 and the torque Te that can efficiently output the required power Pe * from the engine 22. * And the target torque Te * are set, and the motor is controlled by the rotational speed feedback control so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne * within the range of the input / output limits Win and Wout of the battery 50. A torque command Tm1 * as a torque to be output from MG1 is set, and when the motor MG1 is driven by the torque command Tm1 *, the torque acting on the drive shaft 36 via the planetary gear 30 is subtracted from the required torque Tr * to reduce the motor MG2. Torque command Tm2 * is set, and the target rotational speed Ne * and target torque Te * are set. In its sent to the engine ECU 24, the torque command Tm1 *, the Tm2 * is sent to the motor ECU 40. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te *, controls the intake air amount, fuel injection control, and ignition of the engine 22 so that the engine 22 is operated by the target rotational speed Ne * and the target torque Te *. The motor ECU 40 that performs control or the like and receives the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. By such control, it is possible to travel while outputting the required torque Tr * to the drive shaft 36 within the range of the input / output limits Win and Wout of the battery 50 while operating the engine 22 efficiently. In this engine operation mode, the stop condition of the engine 22 is satisfied, for example, when the required power Pe * has reached the stop threshold value Pstop defined as the upper limit of the range of the required power Pe * that should be stopped. Sometimes, the operation of the engine 22 is stopped and the operation mode is shifted to the motor operation mode.

Accmo = (1-T) ・ Acc + T ・ Previous Accmo (1)
Pe * = Pdrv * -Pb * + Ph1 + Ph2 (2)

  In the motor operation mode, the HVECU 70 sets the required torque Tr * to be output to the drive shaft 36 based on the accelerator opening after the smoothing Accmo and the vehicle speed V, and sets a value 0 to the torque command Tm1 * of the motor MG1. The torque command Tm2 * of the motor MG2 is set and transmitted to the motor ECU 40 so that the required torque Tr * is output to the drive shaft 36 within the range of the input / output limits Win and Wout of the battery 50. Then, the motor ECU 40 that receives the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. With such control, the engine 22 can travel by outputting the required torque Tr * to the drive shaft 36 within the range of the input / output limits Win and Wout of the battery 50 with the engine 22 stopped. In this motor operation mode, the travel power Pdrv * obtained by multiplying the required torque Tr * by the rotational speed Nr of the drive shaft 36, the charge / discharge required power Pb * of the battery 50, and the required power Ph1 of the compressor 64 of the air conditioner 60 The starting threshold value determined as the lower limit of the range of the required power Pe * in which the required power Pe * obtained by the above equation (2) using the required power Ph2 of the DC / DC converter 92 should be started. When the start condition of the engine 22 is satisfied, such as when it reaches Pstart or more, the engine 22 is started and the engine operation mode is shifted.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation of whether or not to stop the air conditioning by the air conditioner 60 will be described. FIG. 2 is a flowchart illustrating an example of an air conditioning stop request routine executed by the HVECU 70 of the embodiment. This routine is repeatedly executed every predetermined time (for example, every several tens of milliseconds or several hundreds of milliseconds).

  When the air conditioning stop request routine is executed, the HVECU 70 first executes a process of inputting data such as the accelerator opening Acc from the accelerator pedal position sensor 84, the required power Pe * required for the vehicle, and the travel mode. At the same time (step S100), by subtracting the accelerator opening (previous Acc) input when this routine was executed last time from the input accelerator opening Acc, the unit time of the accelerator opening Acc (the execution interval of this routine) ) The accelerator opening difference ΔAcc is calculated as the amount of change per step (step S110). Here, as the required power Pe * and the travel mode, those set by the drive control described above are input. In the embodiment, as described above, since the required power Pe * is set according to the accelerator opening Acc, the accelerator opening difference ΔAcc can be considered as predicting the degree of increase in the required power Pe *. it can.

  Subsequently, the input travel mode is checked (step S120), and when the travel mode is the engine operation mode, a value 0 is set in the air conditioning stop request flag F indicating whether or not to stop the air conditioning by the air conditioner 60. Is transmitted to the air conditioning ECU 68 (step S130), and this routine is terminated. The air conditioning ECU 68 that has received the air conditioning stop request flag F with the value 0 determines that the air conditioning device 60 is not required to stop air conditioning, and the air conditioner 60 (the compressor 64 or the compressor 64 or the like) is set so that the passenger room temperature Tin becomes the set temperature Tin *. Normal control for controlling the blower 66 and the like is performed.

  When the travel mode is the motor operation mode, the value of the air conditioning stop request flag F is checked (step S140). When the air conditioning stop request flag F is 0, it is determined that the air conditioning apparatus 60 does not request air conditioning stop. Then, the accelerator opening difference ΔAcc is compared with a threshold value ΔAref (step S160).

  When the accelerator opening difference ΔAcc is equal to or smaller than the threshold value ΔAref, a predetermined value Pref1 smaller than the above-mentioned starting threshold value Pstart used for determining whether or not to start the engine 22 is set as the threshold value Pref (step S170), and the accelerator opening difference When ΔAcc is larger than the threshold value ΔAref, a predetermined value Pref2 smaller than the predetermined value Pref1 is set as the threshold value Pref (step S180). Here, the predetermined value Pref1 and the predetermined value Pref2 are used to determine whether or not the required power Pe * is in a power arrival prediction state that is likely to reach the starting threshold value Pstart or more. As the predetermined value Pref1 and the predetermined value Pref2, for example, when the starting threshold value Pstart is about 10 kW, a value that is about several kW smaller than the starting threshold value Pstart and a value about several kW smaller than the predetermined value Pref1 can be used. . The threshold value ΔAref is used to determine whether or not the required power Pe * is likely to reach the starting threshold value Pstart in a relatively short time after reaching the predetermined value Pref1 or more. Details of the threshold ΔAref will be described later.

  Then, the required power Pe * is compared with the threshold value Pref (step S190). When the required power Pe * is less than the threshold value Pref, the air conditioning stop request flag F is set to 0 and transmitted to the air conditioning ECU 68 (step S130). When this routine is finished and the required power Pe * is equal to or greater than the threshold value Pref, the air conditioning stop request flag F is set to 1 and transmitted to the air conditioning ECU 68 (step S200), and this routine is finished. The air conditioning ECU 68 that has received the air conditioning stop request flag F of value 1 determines that the air conditioning device 60 is requested to stop air conditioning, and stops the air conditioning by the air conditioning device 60. Specifically, the driving of the compressor 64 and the blower 66 of the air conditioner 60 is stopped.

  As described above, when traveling in the motor operation mode, when the required power Pe * is equal to or larger than the threshold value Pref that is smaller than the start threshold value Pstart, the air conditioning by the air conditioner 60 is stopped, whereby the air by the air conditioner 60 is stopped. Since the required power Ph1 of the compressor 64 of the air conditioner 60 is smaller (value 0) than that in which the harmony is not stopped, the required power Pe * obtained by the above equation (2) is equal to or greater than the starting threshold value Pstart. Can be suppressed, and the starting frequency of the engine 22 can be reduced. As a result, the energy efficiency of the vehicle can be improved. Moreover, when the accelerator opening difference ΔAcc as the amount of change per unit time of the accelerator opening Acc is larger than the threshold value ΔAref (when the degree of change in the required power Pe * is considered to be relatively large), the accelerator opening difference By using the predetermined value Pref2 smaller than the predetermined value Pref1 when ΔAcc is equal to or less than the threshold value ΔAref as the threshold value Pref, when the accelerator opening difference ΔAcc is relatively large, the required power Pe * reaches the starting threshold value Pstart or more. It can suppress more fully. In other words, when the accelerator opening difference ΔAcc is equal to or smaller than the threshold value ΔAref, the accelerator opening difference ΔAcc is compared by using the predetermined value Pref1 larger than the predetermined value Pref2 when the accelerator opening difference ΔAcc is larger than the threshold value ΔAref as the threshold value Pref. When the air conditioner is small, it is possible to suppress the air conditioning by the air conditioner 60 from being stopped. The above threshold value ΔAref is considered to be an accelerator opening that is considered to be unable to sufficiently suppress the required power Pe * exceeding the starting threshold Pstart when the air conditioning by the air conditioner 60 is stopped after the required power Pe * reaches the predetermined value Pref1 or more. The value can be determined as a value near the lower limit of the degree difference ΔAcc, and can be set, for example, according to the difference between the starting threshold value Pstart and the predetermined value Pref1.

  When the air conditioning stop request flag F has a value of 1 in step S140, it is determined that the air conditioning apparatus 60 has requested to stop air conditioning, and the value of the air conditioning stop request flag F is switched from the value 0 to the value 1 for a predetermined time. It is determined whether or not tref has elapsed (step S150). Here, the predetermined time tref is used for suppressing frequent switching of the value of the air conditioning stop request flag F, specifically, immediately after the value of the air conditioning stop request flag F is switched from the value 0 to the value 1. In addition, it is used to suppress switching of the value of the air conditioning stop request flag F from the value 1 to the value 0 due to a decrease in the required power Ph1 of the compressor 64 due to the stop of air conditioning by the air conditioner 60, that is, a decrease in the required power Pe * For example, 300 msec, 500 msec, 700 msec, etc. can be used.

  When the predetermined time tref has not elapsed since the value of the air conditioning stop request flag F was switched from the value 0 to the value 1, the air conditioning stop request flag F is set to a value 1 regardless of the accelerator opening difference ΔAcc ( Step S200), this routine is finished. On the other hand, when the predetermined time tref has elapsed since the value of the air conditioning stop request flag F was switched from 0 to 1, the threshold value Pref is set according to the accelerator opening difference ΔAcc (steps S160 to S180). The process after step S190 is executed. If the value 1 is set in the air conditioning stop request flag F when the required power Pe * rises from less than the threshold value Pref and reaches or exceeds the threshold value Pref, the required power Ph1 of the compressor 64 becomes smaller (value 0), and the required power Pe * may be less than the threshold value Pref. Therefore, in the embodiment, when the value of the air conditioning stop request flag F is switched from the value 0 to the value 1, the value of the air conditioning stop request flag F is held at the value 1 for a predetermined time tref. It is possible to suppress frequent switching of the required power Pe * by suppressing frequent switching of the value of F.

  Note that even when the value of the air conditioning stop request flag F is switched from the value 0 to the value 1 and before the predetermined time tref elapses, when the required power Pe * further increases and reaches the starting threshold value Pstart or more, Since the engine 22 is motored by the motor MG1 and started, and the travel mode is switched from the motor operation mode to the engine operation mode, when this routine is executed thereafter, the travel mode is the engine operation mode in step S120. The air conditioning stop request flag F is set to a value of 0 and transmitted to the air conditioning ECU 68 (step S130), and this routine ends.

  FIG. 3 is an explanatory diagram showing an example of how the required power Pe *, the rotational speed Ne of the engine 22 and the air conditioning stop request flag F change over time when traveling in the motor operation mode. In the figure, the solid line indicates the time change of the embodiment in which the air conditioning by the air conditioner 60 is stopped when the required power Pe * is equal to or greater than the threshold value Pref, and the alternate long and short dash line indicates the air by the air conditioner 60 regardless of the required power Pe *. The mode of the time change of the comparative example which does not stop harmony is shown. The starting threshold value Pstart and the stopping threshold value Pstop are preferably provided with hysteresis in order to suppress frequent starting and stopping of the engine 22, but in the example of FIG. For simplicity, they are collectively shown as “Pst”. In the case of the comparative example in which the air conditioning by the air conditioner 60 is not stopped even when the required power Pe * is equal to or higher than the threshold value Pref, the required power Pe * becomes equal to or higher than the threshold value Pst for a relatively short time, as indicated by the one-dot chain line in the figure. Depending on the driver's accelerator operation, such as when the engine 22 is operated for a relatively short time, the required power Pe * fluctuates in the vicinity of the threshold value Pst, and the engine 22 is frequently started and stopped. It may occur that this causes a decrease. On the other hand, in the embodiment, as shown in the figure, when the required power Pe * reaches the threshold value Pref or higher, the air conditioning stop request flag F is set to 1 to stop the air conditioning by the air conditioner 60. The required power Ph1 becomes 0 and the required power Pe * becomes smaller, and the required power Pe * is less likely to reach the threshold value Pst or more. Thereby, the start frequency of the engine 22 can be reduced, and the energy efficiency of the vehicle can be improved.

  According to the hybrid vehicle 20 of the embodiment described above, when traveling in the motor operation mode, the charge / discharge required power Pb * of the battery 50 is subtracted from the travel power Pdrv * to request the compressor 64 of the air conditioner 60. When the required power Pe * obtained by adding the power Ph1 and the required power Ph2 of the DC / DC converter 92 is equal to or larger than the threshold value Pref smaller than the starting threshold value Pstart, the air conditioning by the air conditioner 60 is stopped. Compared with the case where the air conditioning is not stopped, the required power Pe * can be suppressed from reaching the starting threshold value Pstart or more, and the starting frequency of the engine 22 can be reduced. As a result, the energy efficiency of the vehicle can be improved. In addition, when the accelerator opening difference ΔAcc as the change amount per unit time of the accelerator opening Acc is larger than the threshold value ΔAref, a predetermined value Pref2 smaller than the predetermined value Pref1 when the accelerator opening difference ΔAcc is equal to or smaller than the threshold value ΔAref is set as the threshold value Pref. Therefore, when the accelerator opening difference ΔAcc is relatively small, it is possible to suppress the required power Pe * from reaching the starting threshold value Pstart or more and to suppress the stop of air conditioning by the air conditioner 60. When ΔAcc is relatively large, the required power Pe * can be sufficiently suppressed from reaching the starting threshold value Pstart or more.

  In the hybrid vehicle 20 of the embodiment, when the accelerator opening difference ΔAcc is equal to or smaller than the threshold value ΔAref, the predetermined value Pref1 is set to the threshold value Pref. When the accelerator opening difference ΔAcc is larger than the threshold value ΔAref, the predetermined value Pref2 smaller than the predetermined value Pref1 is set as the threshold value. The threshold value Pref may be set such that the larger the accelerator opening difference ΔAcc is, the smaller the number of steps is three or more. However, the accelerator opening difference ΔAcc and the threshold value Pref in FIG. As illustrated in the relationship, the threshold value Pref may be set so as to decrease linearly as the accelerator opening difference ΔAcc increases, or the threshold value tends to decrease as the accelerator opening difference ΔAcc increases. Pref may be set. Also, a predetermined fixed value may be used as the threshold value Pref regardless of the accelerator opening difference ΔAcc.

  In the hybrid vehicle 20 of the embodiment, the threshold value Pref is set according to the accelerator opening difference ΔAcc as the amount of change per unit time of the accelerator opening Acc. The threshold value Pref may be set according to the accelerator opening difference ΔAcc2 obtained by subtracting Accmo. In this case, when the accelerator opening difference ΔAcc2 is equal to or smaller than the threshold value ΔAref2, the predetermined value Pref1 is set to the threshold value Pref, and when the accelerator opening difference ΔAcc2 is larger than the threshold value ΔAref, the predetermined value Pref2 may be set to the threshold value Pref. The threshold value Pref may be set such that the greater the accelerator opening difference ΔAcc2 is, the smaller the number of steps is three or more, and the smaller the threshold Pref is, the larger the accelerator opening difference ΔAcc2 is. It may be set. Since the post-annealing accelerator opening degree Accmo changes following the accelerator opening degree Acc, the accelerator opening degree difference ΔAcc2 predicts the degree of change in the post-annealing accelerator opening degree Accmo. As a result, it can be considered as predicting the degree of increase in the required power Pe * thereafter.

  In the hybrid vehicle 20 of the embodiment, the threshold value Pref is set according to the accelerator opening difference ΔAcc as a change amount per unit time of the accelerator opening Acc, but instead of or in addition to the accelerator opening difference ΔAcc. The threshold value Pref may be set according to the amount of change in the required torque Tr * per unit time, the amount of change in the travel power Pdrv * per unit time, the amount of change in the required power Pe * per unit time, and the like. . FIG. 5 shows an example of an air conditioning stop request routine in the case where the threshold value Pref is set according to the amount of change per unit time of the required power Pe *. In the air conditioning stop request routine of FIG. 5, the HVECU 70 inputs the travel mode and the requested power Pe * (step S300), and the requested power (when this routine is executed last time from the inputted requested power Pe *) ( The required power difference ΔPe is calculated by subtracting the previous Pe *) (step S310). Then, the travel mode is checked (step S320). When the travel mode is the engine operation mode, the air conditioning stop request flag F is set to 0 and transmitted to the air conditioning ECU 68 (step S330), and this routine is terminated. When the travel mode is the motor operation mode in step S320, the value of the air conditioning stop request flag F is checked (step S340). When the air conditioning stop request flag F is 0, the required power difference ΔPe is compared with the threshold value ΔPref (step S360). ), When the required power difference ΔPe is equal to or smaller than the threshold value ΔPref, the predetermined value Pref1 smaller than the starting threshold value Pstart is set as the threshold value Pref (step S370), and when the required power difference ΔPe is larger than the threshold value ΔPref, the predetermined value smaller than the predetermined value Pref1 The value Pref2 is set to the threshold value Pref (step S380). Then, the required power Pe * is compared with the threshold value Pref (step S390). When the required power Pe * is less than the threshold value Pref, the air conditioning stop request flag F is set to 0 and transmitted to the air conditioning ECU 68 (step S330). When this routine is finished and the required power Pe * is equal to or greater than the threshold value Pref, the air conditioning stop request flag F is set to 1 and transmitted to the air conditioning ECU 68 (step S400), and this routine is finished. Here, the threshold value ΔPref is used to determine whether or not the required power Pe * is likely to reach the starting threshold value Pstart or higher in a relatively short time after the required power Pe * reaches the predetermined value Pref1 or higher, like the above-described ΔAref. Of the required power difference ΔPe, which is considered to be insufficient when the air conditioning by the air conditioner 60 is stopped after the required power Pe * reaches the predetermined value Pref1 or more. The value can be determined as a value near the lower limit, and can be set, for example, according to the difference between the starting threshold value Pstart and the predetermined value Pref1. By such processing, the same effect as the embodiment can be obtained. When the air conditioning stop request flag F is a value 1 in step S340, it is determined whether or not a predetermined time tref has elapsed since the value of the air conditioning stop request flag F was switched from the value 0 to the value 1 (step S350). When tref has not elapsed, regardless of the required power difference ΔPe, the air conditioning stop request flag F is set to a value 1 (step S400), this routine is terminated, and when the predetermined time tref has elapsed, the request is made. A threshold value Pref is set according to the power difference ΔPe (steps S360 to S380), and the processes after step S390 are executed.

  In this modification, when the required power difference ΔPe is equal to or smaller than the threshold value ΔPref, the predetermined value Pref1 is set as the threshold value Pref, and when the required power difference ΔPe is larger than the threshold value ΔPref, the predetermined value Pref2 smaller than the predetermined value Pref1 is set as the threshold value Pref. However, the threshold value Pref may be set such that the larger the required power difference ΔPe is, the smaller the number of steps is, and the smaller the threshold value Pref is, the larger the required power difference dAcc is. Pref may be set. Further, when the threshold value Pref is set according to the amount of change per unit time of the required torque Tr * and the amount of change per unit time of the traveling power Pdrv *, it can be considered in the same manner as in the embodiment and this modification. it can.

  In the hybrid vehicle 20 of the embodiment, when traveling in the motor operation mode, when the required power Pe * reaches the threshold value Pref or more and the value of the air conditioning stop request flag F is switched from the value 0 to the value 1, the switching is performed. From (after stopping the air conditioning by the air conditioner 60), the value of the air conditioning stop request flag F is held at the value 1 until the predetermined time tref elapses (holding the stop of air conditioning by the air conditioner 60). However, the value of the air conditioning stop request flag F may be held at the value 1 until the required power Pe * is less than the power (Pref−α) that is smaller than the threshold value Pref by the predetermined value α. The value of the air conditioning stop request flag F is held at a value of 1 until the predetermined time tref elapses or the required power Pe * reaches less than the power (Pref−α). It may be. Here, the predetermined value α is the required power of the compressor 64 of the air conditioner 60 during normal control for controlling the air conditioner 60 (compressor 64, blower 66, etc.) so that the passenger room temperature Tin becomes the set temperature Tin *. A slightly larger power than Ph1 can be used. In order to suppress frequent switching of the value of the air conditioning stop request flag F, specifically, immediately after the value of the air conditioning stop request flag F is switched from the value 0 to the value 1, the air conditioning by the air conditioner 60 is performed. The reduction of the required power Ph1 of the compressor 64 due to the stop, that is, the reduction of the required power Pe *, prevents the required power Pe * from becoming less than the threshold value Pref and switching the value of the air conditioning stop request flag F from the value 1 to the value 0. Because.

  In the hybrid vehicle 20 of the embodiment, when traveling in the motor operation mode and the required power Pe * is equal to or greater than the threshold value Pref, the air conditioning by the air conditioner 60 is stopped, but the present invention is not limited to this. As long as the air conditioner 60 is controlled so that the power consumption of the air conditioner 60 becomes smaller than the normal control for controlling the air conditioner 60 (the compressor 64, the blower 66, etc.) so that the room temperature Tin becomes the set temperature Tin *. It doesn't matter what.

  In the hybrid vehicle 20 of the embodiment, when traveling in the motor operation mode, when the required power Pe * is greater than or equal to the threshold value Pref, the power consumption of the air conditioner 60 is greater than when the required power Pe * is less than the threshold value Pref. However, instead of or in addition to this, the power consumption of the DC / DC converter 92 and the DC / DC are compared with when the required power Pe * is less than the threshold value Pref. The DC / DC converter 92 may be controlled such that the power supplied from the high voltage system power line 54 to the low voltage system power line 56 is limited by the converter 92. If the required power Ph1 of the compressor 64 of the air conditioner 60 and the required power Ph2 of the DC / DC converter 92 are both reduced, the required power Pe * can be further reduced, so that the required power Pe * is equal to or greater than the starting threshold value Pstart. Can be more sufficiently suppressed.

  In the hybrid vehicle 20 of the embodiment, the required torque Tr * to be output to the drive shaft 36 is set using the post-annealed accelerator opening Accmo and the vehicle speed V obtained by subjecting the accelerator opening Acc to the smoothing process. However, the required torque Tr * may be set using the accelerator opening Acc instead of the accelerator opening Acc after the annealing without performing the annealing process on the accelerator opening Acc.

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output to the drive shaft 36 connected to the drive wheels 38a and 38b via the planetary gear 30, but is exemplified in the hybrid vehicle 220 of the modification of FIG. As described above, the inner rotor 232 connected to the crankshaft of the engine 22 and the outer rotor 234 connected to the drive shaft 36 that outputs power to the drive wheels 38a and 38b have a part of the power from the engine 22. A counter-rotor motor 230 that transmits power to the drive shaft 36 and converts remaining power into electric power may be provided.

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output to the drive shaft 36 connected to the drive wheels 38a and 38b via the planetary gear 30, and the power from the motor MG2 is output to the drive shaft 36. However, as illustrated in the hybrid vehicle 320 of the modified example of FIG. 7, the motor MG is attached to the drive shaft 36 connected to the drive wheels 38a and 38b via the transmission 330, and the clutch 329 is attached to the rotation shaft of the motor MG. The power from the engine 22 is output to the drive shaft 36 via the rotation shaft of the motor MG and the transmission 330, and the power from the motor MG is output to the drive shaft via the transmission 330. It is good also as what outputs to. Alternatively, as illustrated in the hybrid vehicle 420 of the modification of FIG. 8, the power from the engine 22 is output to the drive shaft 36 connected to the drive wheels 38a and 38b via the transmission 430, and the power from the motor MG. May be output to an axle different from the axle to which the drive wheels 38a, 38b are connected (the axle connected to the wheels 39a, 39b in FIG. 8). That is, any type of hybrid vehicle may be used as long as it includes an engine that outputs traveling power and a motor that outputs traveling power.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to an “engine”, the motor MG2 corresponds to a “motor”, the battery 50 corresponds to a “battery”, and the air conditioner 60 and the DC / DC converter 92 correspond to an “electric device”. During traveling in the motor operation mode, the charging / discharging required power Pb * of the battery 50 is subtracted from the traveling power Pdrv * to request the required power Ph1 of the compressor 64 of the air conditioner 60 and the DC / DC converter 92. When the engine 22 is started when the required power Pe * obtained by adding the power Ph2 reaches or exceeds the starting threshold value Pstart, the required power Pe * is set to the starting threshold value when traveling in the motor operation mode. When the threshold value Pref is smaller than Pstart, the air conditioner 60 stops air conditioning and the HVECU 70 And down ECU24 and the motor ECU40 corresponds to the "control means".

  Here, the “engine” is not limited to the engine 22 that outputs power using gasoline or light oil as a fuel, but any type of engine that can output power for traveling, such as a hydrogen engine. It does not matter. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor as long as it can output power for traveling, such as an induction motor. The “battery” is not limited to the battery 50 configured as a lithium ion secondary battery, but can supply power to the motor, such as a nickel metal hydride secondary battery, a nickel cadmium secondary battery, or a lead storage battery. Any type of battery may be used. The “electric device” is not limited to the air conditioner 60 or the DC / DC converter 92, and may be any device as long as it operates by receiving power from a battery voltage system to which a battery is connected. The “control means” is not limited to a combination of the HVECU 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, as the “control means”, while traveling in the motor operation mode, the required power Ph1 of the compressor 64 of the air conditioner 60 is obtained by subtracting the charge / discharge required power Pb * of the battery 50 from the travel power Pdrv *. The engine 22 is started when the required power Pe * obtained by adding the required power Ph2 of the DC / DC converter 92 reaches the start threshold value Pstart or more. When the power Pe * is equal to or greater than a threshold value Pref that is smaller than the start threshold value Pstart, the air conditioner 60 is not limited to stopping air conditioning, and the engine is stopped and the vehicle travels using only the power from the motor. While traveling by motor traveling, vehicle request parameters including power for traveling and power for electrical equipment are included. The engine is started when the motor reaches a predetermined starting threshold, and when the vehicle demand power reaches a determination threshold smaller than the starting threshold when the vehicle is running by motor running, As long as the power consumption of the electric device is limited as compared with the case where the power does not reach the determination threshold value or more, any device may be used.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the manufacturing industry of hybrid vehicles.

  20, 120, 220, 320 Hybrid vehicle, 21 passenger compartment, 22 engine, 23 crank position sensor, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 planetary gear, 36 drive shaft, 37 differential gear 38a, 38b Drive wheel, 39a, 39b Wheel, 40 Motor electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 50 battery, 52 Battery electronic control unit (battery ECU), 60 air conditioner, 62 refrigeration cycle, 64 compressor, 65 inverter, 67 operation panel, 67a blower switch, 67b set temperature switch, 67c temperature sensor, 68 air conditioning electronic control unit (air conditioning EC U), 70 hybrid electronic control unit (HVECU), 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 90 low voltage battery, 92 DC / DC converter, 230 pair rotor motor, 232 inner rotor, 234 outer rotor, 329 clutch, 330 transmission, MG, MG1, MG2 motor.

Claims (6)

An engine capable of outputting power for traveling, a motor capable of outputting power for traveling, a battery capable of supplying power to the motor, and power received from a battery voltage system to which the battery is connected operates. The vehicle required power including the power for traveling and the power for the electric device is preliminarily obtained while the vehicle is traveling by the electric device and the motor traveling that stops the operation of the engine and uses only the power from the motor. A hybrid vehicle comprising: control means for starting the engine when a predetermined starting threshold value is reached;
When the vehicle required power reaches or exceeds a determination threshold that is smaller than the starting threshold when the control means is traveling by the motor traveling, the vehicle required power does not reach or exceed the determination threshold. Is a means for limiting the power consumption of the electrical device compared to
Hybrid car. The hybrid vehicle according to claim 1,
The determination threshold is a threshold that is set to tend to decrease as the degree of increase in the vehicle required power increases.
Hybrid car. A hybrid vehicle according to claim 2,
The determination threshold is set to a first power when the increase in the vehicle required power is less than a predetermined increase, and when the increase in the vehicle required power is equal to or greater than the predetermined increase, the first threshold is set. A second power that is smaller than the power of
Hybrid car. A hybrid vehicle according to claim 2 or 3,
The degree of increase in the vehicle required power is the amount of change in the accelerator operation amount per unit time, the difference between the accelerator operation amount and the accelerator operation amount after smoothing obtained by subjecting the accelerator operation amount to smoothing, The amount of change predicted per unit time of the torque, the amount of change of the power for driving per unit time, the amount of change of the vehicle required power per unit time,
Hybrid car. A hybrid vehicle according to any one of claims 1 to 4,
When the control means is running by the motor running and the vehicle required power reaches the determination threshold or more and starts limiting the power consumption of the electrical device, a predetermined time elapses. Means for continuing to limit power consumption of the electrical device until
Hybrid car. A hybrid vehicle according to any one of claims 1 to 5,
The electrical device includes at least one of an air conditioner that performs air conditioning in a passenger compartment, and a DC / DC converter that steps down the power of the battery voltage system and supplies it to a low voltage system to which a second battery is connected. Is,
Hybrid car.

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