JP6939470B2 - Vehicle control device - Google Patents

Description

The present invention relates to a vehicle control device.

According to Patent Document 1, when it is determined that there is a heating request, the upper limit of SOC (State Of Charge) of the battery is made larger than the normal upper limit when the battery has a remaining charge capacity, and an operating point with good engine efficiency is provided. A vehicle control device that controls the operating point of the engine is described as the target operating point. When it is determined that there is a heating request, this control device sets the SOC upper limit of the battery as the normal upper limit and the operating point with poor engine efficiency as the target operating point when there is no remaining charging capacity of the battery. To control. By controlling the operating point of the engine with the operating point having poor engine efficiency as the target operating point, the amount of exhaust heat of the engine increases, so that the heating operation can be performed by utilizing the exhaust heat of the engine.

JP-A-2015-166204

However, in the vehicle control device described in Patent Document 1, there is room for improvement in setting the charge amount of the battery at which the heating operation using the exhaust heat of the engine is started. That is, according to the vehicle control device described in Patent Document 1, the electric power of the vehicle is increased because the battery power is consumed more than necessary until the heating operation using the exhaust heat of the engine is started. It can get worse.

The present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle control device capable of suppressing deterioration of electricity costs during heating operation.

The vehicle control device according to the present invention has a heating device that heats the vehicle interior by using at least one of the exhaust heat of the engine and the electric power of the battery, and runs using only the electric power of the battery, the engine output, and the battery. It is a vehicle control device that can run using electric power. During heating operation, the operating point of the engine is controlled according to the required value of engine output, and compared to normal operation without heating operation. A control means for setting a high threshold for the amount of charge of the battery for starting the engine is provided.

When the required value of the engine output is less than a predetermined value, the control means may increase the load on the engine while keeping the engine speed constant. As a result, it is possible to suppress the generation of noise and vibration caused by the engine due to the increase in the engine speed.

Further, when the vehicle is stopped, the control means drives the engine and uses the exhaust heat of the engine to heat the interior of the vehicle, and compares it with the load of the engine at the operating point of the engine during normal operation. It is preferable to control the operating point of the engine by setting the operating point where the load of the engine is large as the target operating point. As a result, the heating performance can be maintained even when the vehicle is stopped.

According to the vehicle control device according to the present invention, the operating point of the engine is controlled according to the required value of the engine output during the heating operation, and the engine is started more than during the normal operation when the heating operation is not performed. Set the charge amount threshold high. As a result, the engine can be easily started during the heating operation, and the heating operation can be performed at an early stage by utilizing the exhaust heat of the engine, so that it is possible to suppress the deterioration of the electricity cost during the heating operation.

FIG. 1 is a block diagram showing a vehicle configuration to which a vehicle control device according to an embodiment of the present invention is applied. FIG. 2 is a block diagram showing a configuration of a heating device mounted on the vehicle shown in FIG. FIG. 3 is a timing chart for explaining the operation of the heating device shown in FIG. FIG. 4 is a block diagram showing a configuration of a vehicle control device according to an embodiment of the present invention. FIG. 5 is a flowchart showing the flow of the heating control process according to the first embodiment of the present invention. FIG. 6 is a flowchart showing the flow of the heating control process according to the second embodiment of the present invention. FIG. 7 is a diagram for explaining a heating control process according to a second embodiment of the present invention, and FIG. 7A is a driver-required drive corresponding to an operating point of the engine shown in FIG. 7B. It is a figure which shows an example of a force, an engine rotation speed difference, and an engine load difference, and FIG. 7B is a figure which shows an example of the operating point of an engine at the time of a normal operation and a heating operation.

Hereinafter, the configuration of the vehicle control device according to the embodiment of the present invention will be described with reference to the drawings.

[Vehicle configuration]
First, with reference to FIG. 1, the configuration of the vehicle to which the vehicle control device according to the embodiment of the present invention is applied will be described.

FIG. 1 is a block diagram showing a vehicle configuration to which a vehicle control device according to an embodiment of the present invention is applied. As shown in FIG. 1, the vehicle 1 to which the vehicle control device according to the embodiment of the present invention is applied uses only the power of a battery such as a PHV (Plug-in Hybrid Vehicle) or REEV (Range Extended Electric Vehicle). It is composed of vehicles that can run using (EV running) and running using engine output and battery power (HV running).

The vehicle 1 has an engine 2, a power split mechanism 3, a clutch 4, a motor 5, a clutch 6, a differential gear 7, a drive wheel 8, a generator 9, a battery 10, and a PCU (Power Control Unit) 11 as main components. I have.

The engine 2 is composed of an internal combustion engine such as a gasoline engine or a diesel engine. The engine 2 outputs a driving torque for the vehicle 1 to travel.

The power split mechanism 3 is composed of, for example, a planetary gear mechanism. The power dividing mechanism 3 is configured to be able to divide the power transmission path between the power transmission path for transmitting the engine output to the drive wheel 8 side and the power transmission path for transmitting the engine output to the generator 9 side via the clutch 4. Has been done.

The motor 5 is composed of, for example, a three-phase AC motor. The motor 5 has a function of transmitting a driving force to the driving wheels 8 via the clutch 6 and the differential gear 7 by using the electric power of the battery 10. Further, the motor 5 also has a function as a generator (power generation device) that is driven to generate electricity when traveling using the engine output or when braking the vehicle 1. The generated power of the motor 5 is supplied to the battery 10 via the PCU 11.

The generator 9 has a function as a generator that generates electricity by using the engine output divided by the power dividing mechanism 3. The generated power of the generator 9 is supplied to the battery 10 via the PCU 11.

The battery 10 is composed of a secondary battery such as a nickel hydrogen battery or a lithium ion battery. The battery 10 may be charged using the electric power generated by the motor 5 and / or the generator 9, or may be charged using the electric power supplied from an external power source. The battery 10 is not limited to a secondary battery, and may be a power storage device that can generate a DC voltage and can be charged, and may be, for example, a capacitor or the like.

The PCU 11 has a function of converting the DC power supplied from the battery 10 into AC power to drive the motor 5. Further, the PCU 11 has a function of converting the AC power generated by the motor 5 and the generator 9 into DC power to charge the battery 10.

[Structure of heating device]
Next, the configuration of the heating device mounted on the vehicle 1 will be described with reference to FIGS. 2 and 3. FIG. 2 is a block diagram showing a configuration of a heating device 20 mounted on the vehicle 1 shown in FIG. FIG. 3 is a timing chart for explaining the operation of the heating device 20 shown in FIG.

As shown in FIG. 2, the heating device 20 mounted on the vehicle 1 is a device that heats the vehicle interior by using at least one of the exhaust heat of the engine 2 and the electric power of the battery 10, and is a heat pump (H / P). ) 21, heater 22, water pump (W / P) 23, and W / P 24 are provided as main components.

The H / P 21 is an engine supplied from the engine 2 and the W / P 23 by pressurizing and compressing the refrigerant and adiabatically expanding the refrigerant by using the electric power of the battery 10 to exchange heat between the refrigerant and the engine cooling water. Heat the cooling water.

The heater 22 has a heater core that exchanges heat between the air in the vehicle interior and the engine cooling water discharged from the H / P 21. The heater 22 heats the vehicle interior by sending the air in the vehicle interior to the heater core and exchanging heat between the air in the vehicle interior and the engine cooling water discharged from the H / P 21 in the heater core.

The W / P 23 pumps the engine cooling water discharged from the heater 22 to the H / P 21. The W / P 24 pumps the engine cooling water discharged from the heater 22 in the order of the engine 2 and the H / P 21.

In the heating device 20 having such a configuration, as shown in FIGS. 3A and 3B, when the temperature of the engine cooling water is less than the first threshold value (for example, 40 ° C.), the engine cooling water causes the interior of the vehicle interior. Since it is difficult to heat the engine cooling water flow path R2 that circulates between the H / P 21, the heater 22, and the W / P 23 in the cooling water flow path R1 that circulates between the engine 2 and the W / P 24. Circulate the engine cooling water inside and out. Then, by driving the H / P21, the H / P independent operation for heating the vehicle interior is executed using only the H / P21.

On the other hand, as shown in FIGS. 3A and 3C, when the temperature of the engine cooling water is equal to or higher than the first threshold value and lower than the second threshold value (for example, 60 ° C.), the temperature of the engine cooling water rises. Since it becomes possible to heat using the engine cooling water, the engine cooling water is circulated in the engine cooling water flow path R3 that circulates between the engine 2, the H / P 21, the heater 22, and the W / P 24. Let me. Then, by driving the H / P 21, the H / P & engine cooling water cooperative operation for heating the vehicle interior by using both the engine cooling water and the H / P 21 is executed. While the H / P independent operation and the H / P & engine cooling water cooperative operation are being executed, the intermittent operation in which the engine 2 repeatedly operates and stops as appropriate is prohibited.

Further, as shown in FIGS. 3A and 3C, when the temperature of the engine cooling water is equal to or higher than the second threshold value, it is possible to heat the vehicle interior using only the engine cooling water. Therefore, the engine cooling water is circulated in the engine cooling water flow path R3 that circulates between the engine 2, the H / P 21, the heater 22, and the W / P 24. Then, the driving of the H / P 21 is stopped, and the engine cooling water heating operation for heating the interior of the vehicle using only the engine cooling water is executed. If the temperature of the engine cooling water becomes less than the second threshold value during the engine cooling water heating operation, the H / P & engine cooling water cooperative operation is executed. Further, while the engine cooling water heating operation is being executed, the intermittent operation in which the engine 2 repeatedly operates and stops is permitted.

[Vehicle control device configuration]
Next, the configuration of the vehicle control device according to the embodiment of the present invention will be described with reference to FIG.

FIG. 4 is a block diagram showing a configuration of a vehicle control device according to an embodiment of the present invention. As shown in FIG. 4, the vehicle control device 30 according to the embodiment of the present invention includes a heating switch 31, a heating setting unit 32, a vehicle speed sensor 33, an inclination sensor 34, a vehicle interior temperature sensor 35, and an engine cooling water temperature sensor. 36 and an ECU (Electronic Control Unit) 38 are provided as main components.

The heating switch 31 is composed of an operator for turning on / off the heating device 20. The heating switch 31 outputs an electric signal indicating on / off (whether or not there is a heating request) of the heating device 20 to the ECU 38 in response to the operation of the operator.

The heating setting unit 32 is composed of an operator for setting the temperature inside the vehicle interior. The heating setting unit 32 outputs an electric signal indicating the temperature in the vehicle interior, which is set according to the operation of the operator, to the ECU 38.

The vehicle speed sensor 33 detects the speed (vehicle speed) of the vehicle 1 and outputs an electric signal indicating the detected vehicle speed to the ECU 38.

The tilt sensor 34 detects the tilt angle of the vehicle 1 in the front-rear direction at the place where the vehicle 1 is located, and outputs an electric signal indicating the detected tilt angle to the ECU 38.

The vehicle interior temperature sensor 35 detects the temperature inside the vehicle interior and outputs an electric signal indicating the detected temperature inside the vehicle interior to the ECU 38.

The engine cooling water temperature sensor 36 detects the temperature of the engine cooling water and outputs an electric signal indicating the detected temperature of the engine cooling water to the ECU 38.

The ECU 38 is mainly composed of a microcomputer equipped with a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), etc., and executes various control programs stored in the ROM. Executes various control processes including the heating control process described later.

[Heating control process]
In the vehicle control device 30 having such a configuration, the ECU 38 executes the heating control process shown below to prevent the electric cost of the vehicle 1 from deteriorating during the heating operation. Hereinafter, the operation of the ECU 38 when executing the heating control process according to the first and second embodiments of the present invention will be described with reference to FIGS. 5 to 7.

[First Embodiment]
First, with reference to FIG. 5, the operation of the ECU 38 when executing the heating control process according to the first embodiment of the present invention will be described. FIG. 5 is a flowchart showing the flow of the heating control process according to the first embodiment of the present invention. The flowchart shown in FIG. 5 starts at the timing when the occupant of the vehicle 1 operates the heating switch 31 to turn on the heating device 20, and the heating control process proceeds to the process of step S1. This heating control process is repeatedly executed while the heating device 20 is turned on.

In the process of step S1, the ECU 38 determines whether or not the traveling mode of the vehicle 1 is the EV traveling mode (CD mode). As a result of the determination, when the traveling mode of the vehicle 1 is the EV traveling mode (step S1: Yes), the ECU 38 advances the heating control process to the process of step S2. On the other hand, when the traveling mode of the vehicle 1 is not the EV traveling mode but the HV traveling mode (CS mode) (step S1: No), the ECU 38 advances the heating control process to the process of step S5.

In the process of step S2, the ECU 38 detects the charge amount (SOC) of the battery 10 via the PCU 11 and determines whether or not the detected SOC is less than a predetermined value α (for example, 50%). As a result of the determination, when the SOC is less than the predetermined value α (step S2: Yes), the ECU 38 advances the heating control process to the process of step S4. On the other hand, when the SOC is equal to or higher than the predetermined value α (step S2: No), the ECU 38 advances the heating control process to the process of step S3.

In the process of step S3, the ECU 38 detects the temperature in the vehicle interior (required heating level) using the electric signal output from the heating setting unit 32, and the electricity output from the vehicle interior temperature sensor 35. The temperature inside the vehicle (vehicle air conditioning level) is detected using the signal. Then, the ECU 38 executes the H / P independent operation so that the vehicle interior air conditioning level becomes the required heating level. That is, the ECU 38 heats the vehicle interior using only the H / P 21. As a result, the process of step S3 is completed, and the heating control process returns to the process of step S1.

In the process of step S4, the ECU 38 sets the SOC threshold value of the battery 10 for starting the engine 2 higher than that in the normal operation when the heating operation is not performed (engine exhaust heat energy early utilization mode). As a result, the process of step S4 is completed, and the heating control process proceeds to the process of step S5.

In the process of step S5, the required heating level is detected by using the electric signal output from the heating setting unit 32. As a result, the process of step S5 is completed, and the heating control process proceeds to the process of step S6.

In the process of step S6, the ECU 38 detects the vehicle interior air conditioning level using the electric signal output from the vehicle interior temperature sensor 35. As a result, the process of step S6 is completed, and the heating control process proceeds to the process of step S7.

In the process of step S7, the ECU 38 detects the temperature thw of the engine cooling water using the electric signal output from the engine cooling water temperature sensor 36, and the detected engine cooling water temperature thw is a predetermined temperature (for example, 60 ° C.). ) To determine whether or not it is less than. As a result of the determination, when the temperature thw of the engine cooling water is less than the predetermined temperature (step S7: Yes), the ECU 38 advances the heating control process to the process of step S9. On the other hand, when the temperature thw of the engine cooling water is equal to or higher than the predetermined temperature (step S7: No), the ECU 38 advances the heating control process to the process of step S8.

In the process of step S8, the ECU 38 executes the engine cooling water (hot water) heating operation so that the vehicle interior air conditioning level detected in the process of step S6 becomes the required heating level detected in the process of step S5. That is, the ECU 38 stops the operation of the H / P 21 and heats the vehicle interior using only the engine cooling water. As a result, the process of step S8 is completed, and the heating control process returns to the process of step S1.

In the process of step S9, the ECU 38 first detects the vehicle speed based on the electric signal output by the vehicle speed sensor 33, and detects the inclination angle of the vehicle 1 in the front-rear direction based on the electric signal output by the inclination sensor 34. Next, the ECU 38 reads out the required value of the engine output corresponding to the detected vehicle speed and the tilt angle as the driver's required driving force from the map showing the relationship between the vehicle speed and the tilt angle and the required value of the engine output. Then, the ECU 38 determines whether or not the driving force required by the driver is less than the predetermined value A. Here, the predetermined value A is a required value of the engine output (for example, 25 [kW]) in which the temperature rise of the engine cooling water is not hindered even if the heating operation is performed using the engine cooling water warmed by the exhaust heat of the engine 2. In other words, it corresponds to the required value of the engine output when the engine 2 is operating in a high load state. As a result of the determination, when the driver's required driving force is less than the predetermined value A (step S9: Yes), the ECU 38 advances the heating control process to the process of step S10. On the other hand, when the driver-requested driving force is equal to or higher than the predetermined value A (step S9: No), the ECU 38 advances the heating control process to the process of step S11.

In the process of step S10, the ECU 38 determines that the engine 2 is not operating in a high load state, and the engine is more than the load and the number of revolutions of the engine 2 at the operating point of the engine 2 during the normal operation in which the heating operation is not performed. The operating point of the engine 2 is controlled with the operating point having a large load and the number of rotations of 2 as the target operating point. In the present embodiment, the "operating point of the engine 2" refers to the engine in two-dimensional coordinates with the state quantity indicating the operating state of the engine 2 exemplified by the engine rotation speed and the engine output torque (load) as the coordinate axes. It means an operating point indicating the operating state of No. 2 (see FIG. 7B). As a result, the engine output is increased as compared with the normal operation in which the heating operation is not performed, and a large amount of heat energy can be generated. As a result, the process of step S10 is completed, and the heating control process proceeds to the process of step S12.

In the process of step S11, the ECU 38 determines that the engine 2 is operating in a high load state, and sets the same operating point as the operating point of the engine 2 during normal operation when the heating operation is not performed as the target operating point. Control the operating point of. As a result, the process of step S11 is completed, and the heating control process proceeds to the process of step S12.

In the process of step S12, the ECU 38 executes the H / P & engine cooling water cooperative operation so that the vehicle interior air conditioning level detected in the process of step S6 becomes the required heating level detected in the process of step S5. That is, the ECU 38 heats the vehicle interior using both the H / P 21 and the engine cooling water. As a result, the process of step S12 is completed, and the heating control process returns to the process of step S1.

As is clear from the above description, in the heating control process according to the first embodiment of the present invention, during the heating operation, the ECU 38 controls the operating point of the engine 2 according to the driving force required by the driver and heats the engine 2. The SOC threshold value of the battery 10 for starting the engine 2 is set higher than that during normal operation when the engine is not in operation. According to such a configuration, the engine 2 can be easily started during the heating operation, and the heating operation can be performed at an early stage by utilizing the exhaust heat of the engine 2, so that the electricity cost of the vehicle 1 deteriorates during the heating operation. Can be suppressed.

[Second Embodiment]
Next, the operation of the ECU 38 when executing the heating control process according to the second embodiment of the present invention will be described with reference to FIGS. 6 and 7. FIG. 6 is a flowchart showing the flow of the heating control process according to the second embodiment of the present invention. FIG. 7 is a diagram for explaining a heating control process according to a second embodiment of the present invention, and FIG. 7A is an operation corresponding to operating points P1 to P4 of the engine shown in FIG. 7B. FIG. 7B is a diagram showing an example of a driving force required by a person, a difference in engine speed, and a difference in engine load, and FIG. 7B is a diagram showing an example of operating points of the engine 2 during normal operation and heating operation.

The flowchart shown in FIG. 6 starts at the timing when the occupant of the vehicle 1 operates the heating switch 31 to turn on the heating device 20, and the heating control process proceeds to the process of step S21. This heating control process is repeatedly executed while the heating device 20 is turned on. Further, since the contents of the processes of steps S21 to S26 shown in FIG. 6 are the same as the contents of the processes of steps S1 to S6 shown in FIG. 5, the description thereof will be omitted below, and the description will be started from the process of step S27. ..

In the process of step S27, the ECU 38 detects the temperature thw of the engine cooling water using the electric signal output from the engine cooling water temperature sensor 36, and the detected engine cooling water temperature thw is a predetermined temperature (for example, 60 ° C.). ) To determine whether or not it is less than. As a result of the determination, when the temperature thw of the engine cooling water is less than the predetermined temperature (step S27: Yes), the ECU 38 advances the heating control process to the process of step S29. On the other hand, when the temperature thw of the engine cooling water is equal to or higher than the predetermined temperature (step S27: No), the ECU 38 advances the heating control process to the process of step S28.

In the process of step S28, the ECU 38 executes the engine cooling water heating operation so that the vehicle interior air conditioning level detected in the process of step S26 becomes the required heating level detected in the process of step S25. That is, the ECU 38 heats the vehicle interior using only the engine cooling water. As a result, the process of step S28 is completed, and the heating control process returns to the process of step S1.

In the process of step S29, the ECU 38 prohibits the intermittent operation of the engine 2. As a result, the process of step S29 is completed, and the heating control process proceeds to the process of step S30.

In the process of step S30, the ECU 38 detects the vehicle speed based on the electric signal output from the vehicle speed sensor 33, and determines whether or not the vehicle 1 is stopped based on the detected vehicle speed. As a result of the determination, when the vehicle 1 is stopped (step S30: Yes), the ECU 38 advances the heating control process to the process of step S31. On the other hand, when the vehicle 1 is running (step S30: No), the ECU 38 advances the heating control process to the process of step S32.

In the process of step S31, the ECU 38 charges the battery 10 by driving the generator 9 by the engine output, and the load of the engine 2 is larger than the load at the operating point of the engine 2 during the normal operation when the heating operation is not performed. The operating point of the engine 2 is controlled so that Specifically, as shown in FIGS. 7A and 7B, the ECU 38 controls the operating point of the engine 2 from the operating point P1'during normal operation to the operating point P1 to rotate the engine 2. The load of the engine 2 is increased by about 20 [Nm] while maintaining the number. In FIG. 7B, L1 indicates the operation line of the engine 2 when the heating control process is executed (heating on), L1'indicates the operation line of the engine 2 during the normal operation (heating off), and La is La. The equal load curve of the engine 2 (proportional to the vehicle speed) is shown, and Lb shows the equal efficiency curve of the engine 2. As a result, the process of step S31 is completed, and the heating control process proceeds to the process of step S37.

In the process of step S32, the ECU 38 first detects the vehicle speed based on the electric signal output by the vehicle speed sensor 33, and detects the inclination angle of the vehicle 1 in the front-rear direction based on the electric signal output by the inclination sensor 34. Next, the ECU 38 reads out the required value of the engine output corresponding to the detected vehicle speed and the tilt angle as the driver's required driving force from the map showing the relationship between the vehicle speed and the tilt angle and the required value of the engine output. Then, the ECU 38 determines whether or not the driving force required by the driver is less than the predetermined value A. As a result of the determination, when the driver's required driving force is less than the predetermined value A (step S32: Yes), the ECU 38 advances the heating control process to the process of step S34. On the other hand, when the driver-requested driving force is equal to or higher than the predetermined value A (step S32: No), the ECU 38 advances the heating control process to the process of step S33.

In the process of step S33, the ECU 38 determines that the engine 2 is operating in a high load state, and sets the same operating point as the operating point of the engine 2 during normal operation when the heating operation is not performed as the target operating point. Control the operating point of. Specifically, as shown in FIG. 7B, the ECU 38 controls the operating point of the engine 2 to the operating point P4 during normal operation. As a result, the process of step S33 is completed, and the heating control process proceeds to the process of step S37.

In the process of step S34, the ECU 38 determines whether or not the driver-requested driving force read in the process of step S32 is less than the predetermined value B. Here, the predetermined value B is such that the temperature of the engine cooling water does not rise or falls (for example, heat dissipation of less than 1 [kW]) when the heating operation is performed using the engine cooling water warmed by the exhaust heat of the engine 2. It corresponds to the required value of the engine output (for example, within the range of 10 to 25 [kW]), in other words, the required value of the engine output when the engine 2 is operating in the medium load region. As a result of the determination, when the driver's required driving force is less than the predetermined value B (step S34: Yes), the ECU 38 advances the heating control process to the process of step S35. On the other hand, when the driver-requested driving force is equal to or higher than the predetermined value B (step S34: No), the ECU 38 advances the heating control process to the process of step S36.

In the process of step S35, the ECU 38 determines that the engine 2 is operating in a low load state, and maintains the engine speed at the operating point of the engine 2 during normal operation when the heating operation is not performed. The operating point of the engine 2 is controlled so that the load of the engine 2 increases. Specifically, as shown in FIGS. 7A and 7B, the ECU 38 keeps the engine speed at the engine speed NA and sets the operating point of the engine 2 from the operating point P2'during normal operation. The load of the engine 2 is increased by less than 30 [Nm] by controlling the operating point P2. As a result, while suppressing the generation of noise and vibration caused by the engine due to the increase in the number of revolutions of the engine 2, the engine output is increased as compared with when the heating device 20 is not turned on, and a large amount of heat energy is generated. Can be made to. In the low load state, the temperature of the engine cooling water drops significantly (for example, heat dissipation of 1 [kW] or more) when the heating operation is performed using the engine cooling water warmed by the exhaust heat of the engine 2. It means the load state of the engine 2. As a result, the process of step S35 is completed, and the heating control process proceeds to the process of step S37.

In the process of step S36, the ECU 38 determines that the engine 2 is operating in a medium load state, and the engine is more than the load and the number of revolutions of the engine 2 at the operating point of the engine 2 during normal operation when the heating operation is not performed. The operating point of the engine 2 is controlled with the operating point having a large load and the number of rotations of 2 as the target operating point. Specifically, as shown in FIGS. 7A and 7B, the ECU 38 rotates the engine 2 by controlling the operating point of the engine 2 from the operating point P3'during normal operation to the operating point P3. The number is increased by less than 400 [rpm] and the load of the engine 2 is increased by less than 40 [Nm]. As a result, the engine output can be increased and more heat energy can be generated than when the heating device 20 is not turned on. The ECU 38 may change the rotation speed of the engine 2 according to the magnitude of the driving force required by the driver. As a result, the process of step S36 is completed, and the heating control process proceeds to the process of step S37.

In the process of step S37, the ECU 38 executes the H / P & engine cooling water cooperative operation so that the vehicle interior air conditioning level detected in the process of step S26 becomes the required heating level detected in the process of step S25. That is, the ECU 38 heats the vehicle interior using both the H / P 21 and the engine cooling water. As a result, the process of step S37 is completed, and the heating control process returns to the process of step S21.

As is clear from the above description, in the heating control process according to the second embodiment of the present invention, the ECU 38 keeps the rotation speed of the engine 2 constant when the driving force required by the driver is less than the predetermined value B. While doing so, the load on the engine 2 is increased. According to such a configuration, in addition to the effect obtained by the heating control process according to the first embodiment of the present invention, noise and vibration caused by the engine are generated by increasing the rotation speed of the engine 2. The effect of being able to suppress it can be achieved.

Further, in the heating control process according to the second embodiment of the present invention, when the vehicle 1 is stopped, the ECU 38 drives the engine 2 and uses the exhaust heat of the engine 2 to heat the interior of the vehicle. The operating point of the engine 2 is controlled with the operating point where the load of the engine 2 is larger than the operating point of the engine 2 at the operating point of the engine 2 during normal operation as the target operating point. According to such a configuration, in addition to the effect obtained by the heating control process according to the first embodiment of the present invention, the effect that the heating performance can be maintained even when the vehicle 1 is stopped. Can play.

Although the embodiment to which the invention made by the present inventors has been applied has been described above, the present invention is not limited by the description and the drawings which form a part of the disclosure of the present invention according to the present embodiment. That is, other embodiments, examples, operational techniques, and the like made by those skilled in the art based on the present embodiment are all included in the scope of the present invention.

1 Vehicle 2 Engine 3 Power split mechanism 4, 6 Clutch 5 Motor 7 Differential gear 8 Drive wheel 9 Generator 10 Battery 11 PCU (Power Control Unit)
20 Heating device 21 Heat pump (H / P)
22 Heater 23,24 Water pump (W / P)
30 Vehicle control device 31 Heating switch 32 Heating setting unit 33 Vehicle speed sensor 34 Tilt sensor 35 Vehicle interior temperature sensor 36 Engine cooling water temperature sensor 38 ECU (Electronic Control Unit)

Claims (3)

It has a heating device that heats the passenger compartment using at least one of the exhaust heat of the engine and the electric power of the battery, and can execute the running using only the electric power of the battery and the running using the engine output and the electric power of the battery. It is a vehicle control device
It is equipped with a control means that controls the operating point of the engine according to the required value of the engine output during the heating operation and sets the threshold value of the charge amount of the battery that starts the engine higher than that during the normal operation when the heating operation is not performed. A vehicle control device characterized by the fact that. When the required value of the engine output is less than a predetermined value, the control means controls the rotation of the engine by controlling the operating point of the engine, which indicates the operating state of the engine in two-dimensional coordinates with the rotation speed of the engine and the load as coordinate axes. The vehicle control device according to claim 1, wherein the load of the engine is increased while keeping the number constant. When the vehicle is stopped, the control means drives the engine to heat the interior of the vehicle by utilizing the exhaust heat of the engine, and compares it with the load of the engine at the operating point of the engine during the normal operation. The vehicle control device according to claim 1 or 2, wherein the operating point of the engine is controlled with an operating point having a large load on the engine as a target operating point.

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