CN113442896A - Vehicle control device - Google Patents

Vehicle control device Download PDF

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Publication number
CN113442896A
CN113442896A CN202010227246.8A CN202010227246A CN113442896A CN 113442896 A CN113442896 A CN 113442896A CN 202010227246 A CN202010227246 A CN 202010227246A CN 113442896 A CN113442896 A CN 113442896A
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CN
China
Prior art keywords
compressor
generator
engine
energy
alternator
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202010227246.8A
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Chinese (zh)
Inventor
虻川卓宪
竹内良树
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Denso Corp
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Denso Corp
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Filing date
Publication date
Application filed by Denso Corp filed Critical Denso Corp
Priority to CN202010227246.8A priority Critical patent/CN113442896A/en
Publication of CN113442896A publication Critical patent/CN113442896A/en
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B60H1/3204—Cooling devices using compression
    • B60H1/3205—Control means therefor
    • B60H1/3208—Vehicle drive related control of the compressor drive means, e.g. for fuel saving purposes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0043—Signal treatments, identification of variables or parameters, parameter estimation or state estimation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/30—Auxiliary equipments
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Automation & Control Theory (AREA)
  • Human Computer Interaction (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

Provided is a vehicle control device capable of improving the fuel economy of an engine. When the alternator (1) and the compressor (14A) are operating by power generated by the engine (24), the control unit (25) adjusts the drive torque of at least one of the alternator (1) and the compressor (14A) so that the engine (24) is in a predetermined target operating state with excellent fuel consumption efficiency (steps S3, S5, S6). The control unit (25) adjusts the drive torque of a device that satisfies the execution condition, from among the alternator (1) and the compressor (14A) (step S1). The control unit (25) preferentially reduces the drive torque for a device having a larger difference obtained by subtracting the generator reference threshold value from the energy stored in the storage device or a larger difference obtained by subtracting the compressor reference threshold value from the energy stored in the storage device.

Description

Vehicle control device
Technical Field
The present invention relates to a vehicle control device.
Background
Conventionally, a vehicle control device described in patent document 1 is known as a vehicle control device. In the control device for a vehicle described in patent document 1, a generator generates electric power by torque transmitted from an engine, and the generated electric power is supplied to an electric load and a battery. A conventional vehicle control device adjusts the output of a generator according to the magnitude of the output current of the generator, the engine speed, the generator speed, or the engine torque. In addition, a conventional vehicle control device adjusts the load torque acting on the engine from the generator by adjusting the output of the generator, thereby adjusting the operating point of the engine to an operating point with good fuel consumption efficiency.
Documents of the prior art
Patent document
Patent document 1: japanese patent laid-open publication No. 2017-containing 46525
Disclosure of Invention
Problems to be solved by the invention
However, in the conventional control device for a vehicle, since the device for adjusting the output is only the generator, the fuel economy of the engine cannot be improved when the engine cannot be adjusted to a desired operating point only by adjusting the output of the generator.
The present invention has been made in view of the above-described problems, and an object thereof is to provide a vehicle control device capable of improving fuel economy of an engine.
Means for solving the problems
The present invention is a control device for a vehicle mounted on the vehicle, the vehicle including: a generator that generates electricity by power generated by the engine; and a compressor that compresses a refrigerant by power generated by the engine, wherein the control device for a vehicle includes a drive torque control unit that controls a drive torque of the generator and a drive torque of the compressor, and the drive torque control unit adjusts the drive torque of at least one of the generator and the compressor so that the engine is brought into a predetermined target operating state with excellent fuel consumption efficiency when the generator and the compressor are operating by the power generated by the engine.
Effects of the invention
Thus, according to the present invention described above, the fuel economy of the engine can be improved.
Drawings
Fig. 1 is a configuration diagram of a vehicle control device according to an embodiment of the present invention.
Fig. 2 is a graph showing a correlation between the fuel consumption efficiency and the operating point of an engine of a vehicle in which a control device for a vehicle according to an embodiment of the present invention is mounted.
Fig. 3 is a flowchart illustrating an operation of the vehicle control device according to the embodiment of the present invention.
Description of the reference numerals
1: alternator (generator), 2: main battery (No. 2 battery, storage device), 3: sub-battery (1 st storage battery, storage device), 5: general load (electric load), 9: protected load (electric load), 10: vehicle, 14A: compressor (Compressor), 14B: regenerator (storage device), 24: an engine, 25: a control unit (a drive torque control unit, an idle stop permission unit, a generator recovery energy calculation unit, and a compressor recovery energy calculation unit).
Detailed Description
A vehicle control device according to an embodiment of the present invention is mounted on a vehicle, and the vehicle includes: a generator that generates electricity by power generated by the engine; the control device for a vehicle is characterized by comprising a drive torque control unit for controlling the drive torque of the generator and the drive torque of the compressor, wherein the drive torque control unit adjusts the drive torque of at least one of the generator and the compressor so that the engine is in a predetermined target operation state with excellent fuel consumption efficiency when the generator and the compressor are operating by the power generated by the engine. Thus, the vehicle control device according to the embodiment of the present invention can improve the fuel economy of the engine.
[ examples ]
Hereinafter, a control device for a vehicle according to an embodiment of the present invention will be described with reference to the drawings. Fig. 1 to 3 are diagrams illustrating a vehicle control device according to an embodiment of the present invention.
In fig. 1, a vehicle 10 mounted with a vehicle control device of the present embodiment includes: an alternator 1 as a power generator, a main battery 2 including a lead storage battery, and a sub-battery unit 4. The sub-battery unit 4 has a sub-battery 3 including a lithium-ion secondary battery. One of the main battery 2 and the sub-battery 3 is connected in parallel to the alternator 1, and the other is grounded.
The sub-battery 3 is a high-density storage battery having a higher output density and energy density than the main battery 2. The sub-battery 3 includes an assembled battery in which a plurality of cells are connected in series. The chargeable capacity of the main battery 2 is larger than that of the sub-battery 3.
The lead storage battery constituting the main battery 2 has a characteristic of having a higher internal resistance than the lithium ion storage battery constituting the sub-battery 3. The sub-battery 3 constitutes a1 st battery in the present invention, and the main battery 2 constitutes a2 nd battery in the present invention. The sub-battery 3 and the main battery 2 constitute a storage device in the present invention.
The vehicle 10 includes: a general load 5 as a general electric load, a protected load 9 as an electric load required to operate more stably than the general load 5, an engine controller 20, and a vehicle body controller 21.
The load 5 is generally an electric load that allows a change in an operating state in accordance with a variation in a supply voltage, such as a headlight or a power window motor. The protected load 9 is an electric load (constant current load) required to be stably driven at a constant current, such as a navigation device and an audio device, which are required when the vehicle 10 travels.
The general load 5 and the protected load 9 constitute an electric load in the present invention. The engine controller 20 and the vehicle body controller 21 are electronic control devices including a microcomputer having a CPU and various memories.
The general load 5, the protected load 9, and the vehicle body controller 21 are connected in parallel to the alternator 1. Thus, the alternator 1, the main battery 2, the sub-battery 3, and the protected load 9 are connected in parallel with each other.
The vehicle 10 is provided with an engine 24. The alternator 1 is coupled to an unillustrated crankshaft (output shaft) of the engine 24 via an unillustrated belt, and generates electric power by rotational energy transmitted from the crankshaft.
The alternator 1 includes a generator that generates alternating current. When the rotor of the alternator 1 is rotated by the crankshaft, an alternating current is induced in the stator coil in accordance with the excitation current flowing to the rotor coil, and the alternating current is converted into a direct current by the rectifier.
Then, the voltage of the dc current generated by the power generation is adjusted to a set voltage by adjusting the exciting current flowing to the rotor coil by a voltage regulator. The control of the voltage regulator of the alternator 1 is performed by the engine controller 20.
The driving torque of the alternator 1 accompanying power generation increases and decreases according to the increase and decrease in the amount of power generation (voltage).
The driving torque of the alternator 1 acts on the engine 24 as a load torque.
The vehicle 10 includes a heat pump type air conditioner 14 for conditioning air in the vehicle cabin. The air conditioner 14 includes a compressor 14A that compresses a refrigerant, and a cold accumulator 14B that accumulates low temperature generated by operation of the compressor 14A.
The compressor 14A is operated by power generated by the engine 24. The air conditioner 14 continues the air conditioning using the low temperature stored in the cold storage 14B even when the compressor 14A is stopped due to the idling stop of the engine 24. The regenerator 14B constitutes a storage device in the present invention.
The compressor 14A may be either a fixed displacement type or a variable displacement type. When the compressor 14A is of the fixed displacement type, the drive torque when the compressor 14A is operating is a fixed value. When the compressor 14A is of the variable displacement type, the drive torque at the time of operation of the compressor 14A can be changed. The drive torque of the compressor 14A acts on the engine 24 as a load torque.
The sub-battery unit 4 is provided with an input-side terminal 6 and an output-side terminal 7, and a power feed line 8 is provided to connect these two terminals. The input-side terminal 6 is connected to the alternator 1 and the main battery 2.
The output-side terminal 7 is connected to various protected loads 9 to which electric power from the sub-battery 3 is supplied.
The sub-battery unit 4 includes the 1 st switch 11, the 2 nd switch 12, and a battery controller 13 that controls on/off (on/off) switching of the switches, in addition to the sub-battery 3 described above.
The battery controller 13 is an electronic control device including a microcomputer having a CPU and various memories. In the present embodiment, the battery controller 13 is a controller that is lower than the engine controller 20, and performs switching control of the 1 st switch 11 and the 2 nd switch 12 based on a command from the engine controller 20.
The 1 st switch 11 is a semiconductor switch including a MOSFET or the like, and is provided between the input side terminal 6 and the output side terminal 7 on the power supply line 8. The 1 st switch 11 is switched between the alternator 1 and the main and sub batteries 2 and 3 to an on state or an off state. The 1 st switch 11 functions as a switch for switching on (turning on) and off (turning off) the sub-battery 3 with respect to the alternator 1 and the main battery 2.
The 2 nd switch 12 is constituted by a semiconductor switch including a MOSFET or the like, similarly to the 1 st switch 11, and is provided between the sub-battery 3 and a portion between the 1 st switch 11 and the output-side terminal 7 on the power feeding line 8.
The 2 nd switch 12 is switched between the alternator 1 and the main and sub batteries 2 and 3 to be in an on state or an off state. The 2 nd switch 12 functions as a switch for switching on (turning on) and off (turning off) the sub-battery 3 with respect to the power path connecting the input-side terminal 6 and the output-side terminal 7.
The on/off states of the 1 st switch 11 and the 2 nd switch 12 are constantly monitored by the battery controller 13, and the monitoring results are transmitted from the battery controller 13 to the engine controller 20 and the like at predetermined time periods.
The electric power generated by the power generation of the alternator 1 is supplied to the general load 5, the protected load 9, the main battery 2, and the sub-battery 3. When the driving of the engine 24 is stopped and the alternator 1 does not generate electric power, electric power is supplied from the main battery 2 and the sub-battery 3 to the vehicle-mounted electric loads.
The amounts of discharge from the main battery 2 and the sub-battery 3 to the in-vehicle electric loads and the amounts of charge from the alternator 1 to the main battery 2 and the sub-battery 3 are controlled to be within a range (appropriate range) in which the SOC (State of charge) of the main battery 2 and the sub-battery 3 does not become overcharged and discharged. The SOC is a ratio of an actual charged amount to a fully charged amount.
In the present embodiment, the terminal voltage of the main battery 2 is set to be higher than the terminal voltage of the sub-battery 3. Specifically, the terminal voltage of the main battery 2 is made higher than the terminal voltage of the sub-battery 3 by setting the internal resistance of the main battery 2 to be higher than the internal resistance of the sub-battery 3.
Therefore, in a state where the 1 st switch 11 and the 2 nd switch 12 are both turned on and the main battery 2 and the sub-battery 3 are connected to each other, charging from the main battery 2 to the sub-battery 3 is performed in addition to charging from the alternator 1 to the sub-battery 3.
The engine controller 20 has the following idle stop function: the engine 24 is automatically stopped when a predetermined automatic stop condition is satisfied during the running of the vehicle, and the engine 24 is automatically restarted when a predetermined restart condition is satisfied during the automatic stop of the engine 24.
The automatic stop conditions include, for example, a vehicle speed equal to or lower than a predetermined vehicle speed, an accelerator operation amount equal to zero (or brake application), and an SOC equal to or higher than a threshold value. The engine restart conditions include, for example, the accelerator operation being performed and the brake operation being released.
The engine controller 20, the vehicle body controller 21, and the battery controller 13 described above constitute a control unit 25. The control unit 25 constitutes a drive torque control unit, an idle stop permission unit, a generator recovery energy calculation unit, and a compressor recovery energy calculation unit in the present invention. The control unit 25 controls the drive torque of the alternator 1 and the drive torque of the compressor 14A.
Here, as shown in fig. 2, the operating state of the engine 24 can be represented by a region composed of the engine torque and the engine rotational speed. In addition, in the operating state of the engine 24, there is a region where the fuel consumption efficiency is optimal. For example, when the current operating point of the engine 24 is a1, the fuel consumption efficiency can be improved by reducing the load torque to the engine 24 and adjusting the operating point to a2 within the range in which the fuel consumption efficiency is optimal. For this reason, the engine torque needs to be adjusted (reduced) by an amount corresponding to the adjustment amount of the operating point from a1 to a 2.
In order to reduce the load torque of the engine 24, it is necessary to reduce the drive torque of the equipment (accessories) operated by the power generated by the engine 24. In the present embodiment, the control unit 25 reduces the driving torque of at least one of the alternator 1 and the air conditioner 14, which is a device operated by the power generated by the engine 24. Further, in the case where the driving torque needs to be increased in order to operate the engine 24 at an operating point with good fuel economy, the driving torque may be increased.
The control unit 25 performs torque mediation of the driving torque between the alternator 1 and the air conditioner 14 so as to satisfy an adjustment amount of the engine torque required for moving the operating point of the engine 24 to the operating point in the region where the fuel consumption efficiency is optimal. For example, when both the alternator 1 and the air conditioner 14 are stopped and the operating point of the engine 24 moves to a position lower than the optimum operating point, the control unit 25 stops one of the alternator 1 and the air conditioner 14 or reduces the drive torque thereof.
Here, if the driving torque of the alternator 1 is unconditionally adjusted, the SOC of the main battery 2 and the sub-battery 3 may be reduced to a value below the appropriate range or sufficient electric power may not be supplied to the general load 5 and the protected load 9. If the SOC falls below the appropriate range, the automatic stop condition for idling stop of engine 24 is not satisfied, and fuel economy cannot be improved. Further, if the driving torque of the air conditioner 14 is unconditionally adjusted, the comfort of the vehicle cabin may be impaired.
Therefore, when torque adjustment is performed, the control unit 25 adjusts the driving torque of the alternator 1 when a predetermined execution condition determined so as not to adversely affect the electric system is satisfied. Further, when the torque adjustment is performed, the control unit 25 adjusts the driving torque of the compressor 14A when a predetermined execution condition determined so as not to adversely affect the comfort of the vehicle cabin is satisfied. In the present specification, the predetermined execution condition that allows adjustment of the drive torque of the alternator 1 is referred to as an "alternator stop execution condition". The predetermined execution condition that allows the adjustment of the drive torque of the compressor 14A is referred to as a "compressor stop execution condition".
In this way, when the alternator 1 and the compressor 14A are operating by the power generated by the engine 24, the control unit 25 adjusts the driving torque of at least one of the alternator 1 and the compressor 14A so that the engine 24 is in a predetermined target operating state with excellent fuel consumption efficiency.
Further, the execution conditions for adjusting the drive torques of the alternator 1 and the compressor 14A are determined, and the control unit 25 adjusts the drive torque of the device satisfying the execution conditions among the alternator 1 and the compressor 14A.
Preferably, the control unit 25 calculates a generator recovery energy that is an energy required to return the stored energy (SOC) to the original state when the alternator 1 is stopped, and a compressor recovery energy that is an energy required to return the stored energy (cold storage amount) to the original state when the compressor 14A is stopped. Then, the control unit 25 compares the generator recovered energy with the compressor recovered energy, and preferentially reduces the drive torque for the device with the smaller recovered energy.
In addition, the following are preset: a generator reference threshold value that is a threshold value of a stored energy (SOC) at which driving of the alternator 1 should be started; and a compressor reference threshold value that is a threshold value of the stored energy (cold storage amount) at which the driving of the compressor 14A should be started.
Preferably, the control unit 25 preferentially reduces the drive torque of the alternator 1 or the compressor 14A in which a difference obtained by subtracting the generator reference threshold value from the energy stored in the storage device or a difference obtained by subtracting the compressor reference threshold value from the energy stored in the storage device is larger.
In other words, the generator reference threshold value refers to, for example, a value of a lower limit of an appropriate range of the SOC. The compressor reference threshold value is, for example, a lower limit value of the cold storage amount of the cold storage device 14B that can maintain the air conditioning state of the vehicle cabin in an appropriate range.
Here, a large difference means a state in which the amount of energy stored in the storage device (the amount of stored electricity, the amount of cold storage) is sufficiently large and the stored energy is surplus. Therefore, in a state where the difference from the generator reference threshold value or the compressor reference threshold value is large, the driving torque of the alternator 1 or the compressor 14A can be reduced without deteriorating the operation state of the electric load or the air-conditioning state.
Preferably, the control unit 25 decreases the amount of adjustment of the drive torque when it is estimated that the energy of the storage device will fall below the generator reference threshold or below the compressor reference threshold when the drive torque of the alternator 1 or the compressor 14A is adjusted.
Preferably, the control unit 25 limits the adjustment of the driving torque of the alternator 1 when the generated voltage generated by the alternator 1 becomes lower than the required voltage required for the normal operation of the electrical load by adjusting the amount of power generation of the alternator 1. Further, limiting the adjustment of the drive torque of the alternator 1 includes prohibiting the adjustment of the drive torque and gradually changing the drive torque.
Preferably, the control unit 25 interrupts the conduction of electricity between the alternator 1 and the sub-battery 3 when the sub-battery 3 and the main battery 2 are being charged and the generated voltage of the alternator 1 is smaller than the required voltage of the electric load.
The control unit 25 allows the idling stop of the engine 24 when the stored electric energy of the main battery 2 and the sub-battery 3 is equal to or greater than a predetermined stored electric energy or when the stored cold amount of the cold storage device 14B is equal to or greater than a predetermined stored cold amount. In other words, the execution conditions of the idle stop include that the stored electric energy of the main battery 2 and the sub-battery 3 is equal to or greater than a predetermined stored electric energy, and the cold storage amount of the cold storage device 14B is equal to or greater than a predetermined cold storage amount.
Preferably, the control unit 25 adjusts the driving torque on the condition that the stored electricity amount is estimated to be equal to or more than the predetermined stored electricity amount or the stored cold amount of the cold storage device 14B is estimated to be equal to or more than the predetermined cold storage amount after the adjustment of the driving torque of the alternator 1 or the compressor 14A is completed. That is, the control unit 25 calculates the amount of stored electricity or the amount of cold storage at the time of completion of adjustment of the drive torque based on the execution time (length of time) of the adjustment of the drive torque estimated in advance, and adjusts the drive torque when it is estimated that the amount of stored electricity or the amount of cold storage will return to or above a predetermined amount of stored electricity within a predetermined time thereafter, or otherwise does not adjust the drive torque.
In the present embodiment, the condition for permitting the idling stop is set so that both the sub-battery 3 and the main battery 2 are equal to or more than a predetermined amount of stored electricity. The condition for permitting the idling stop may be that both the sub-battery 3 and the main battery 2 exceed a predetermined battery voltage.
The target operating state is preferably an operating point with excellent fuel efficiency determined based on the engine torque and the engine rotational speed of the engine 24.
In the present embodiment, when it is predicted that the vehicle speed is equal to or higher than the predetermined vehicle speed, the control unit 25 changes the compressor reference threshold value so as to expand the stop region in which the compressor 14A is stopped.
Next, an example of a method of mediating the torque of the drive torque of the alternator 1 and the compressor 14A will be described below. Hereinafter, a description will be given of a case where the operation point of the engine 24 is set to the optimum operation point by stopping the alternator 1 or the compressor 14A or adjusting (reducing) the drive torque when the operation point of the engine 24 is at a position higher than the optimum operation point.
The description will be made in a case where the compressor 14A is of a variable displacement type and a case where the compressor 14A is of a fixed displacement type.
A method of torque mediation in the case where the compressor 14A is of the variable displacement type will be described. When the compressor 14A is of the variable displacement type, the drive torque of the compressor 14A can be continuously adjusted within a predetermined adjustable range.
First, when the alternator stop execution condition and the compressor stop execution condition are not satisfied, the control unit 25 cannot perform the stop of the alternator 1 or the drive torque adjustment, and cannot perform the stop of the compressor 14A, and therefore, the driving states of these devices are maintained. In this case, the engine 24 cannot be brought to the optimum operating point.
Next, a case where the alternator stop execution condition is not satisfied and the compressor stop execution condition is satisfied will be described. When the output of the compressor 14A is adjusted so that the operating point of the engine 24 can reach the optimum operating point, the control unit 25 adjusts the drive torque of the compressor 14A.
When stopping the compressor 14A, the control unit 25 stops the compressor 14A when the operating point of the engine 24 can be brought to the optimum operating point. When the operating point of the engine 24 can be brought close to the optimum operating point by stopping the compressor 14A, the control unit 25 stops the compressor 14A.
Next, a case where the alternator stop execution condition is satisfied and the compressor stop execution condition is not satisfied will be described. When the output of the alternator 1 is adjusted so that the operating point of the engine 24 can reach the optimum operating point, the control unit 25 adjusts the drive torque of the alternator 1.
When the operating point of the engine 24 can be set to the optimum operating point by stopping the alternator 1, the control unit 25 stops the alternator 1. When the operating point of the engine 24 can be brought close to the optimum operating point by stopping the alternator 1, the control unit 25 stops the alternator 1.
Next, a case where the alternator stop execution condition is satisfied and the compressor stop execution condition is satisfied will be described. The control unit 25 stops both the alternator 1 and the compressor 14A when the engine 24 cannot reach the optimum operating point even if either of the alternator and the compressor is stopped, but when both are stopped, the engine 24 can reach the optimum operating point.
Further, the control unit 25 adjusts the driving torque of the alternator 1 when the engine 24 cannot be brought to the optimum operating point even if the compressor 14A is stopped but the engine 24 can be brought to the optimum operating point by adjusting the driving torque of the alternator 1.
Further, the control unit 25 stops the alternator 1 when the recovery energy after the re-driving of the alternator 1 is small when stopping the alternator 1 in a state where the engine 24 can reach the optimum operating point when stopping one of the alternator 1 and the compressor 14A. The recovered energy is generated energy obtained by driving the alternator 1.
Further, the control unit 25 stops the compressor 14A when the engine 24 can be brought to the optimum operating point without bringing the engine 24 to the optimum operating point even if the alternator 1 is stopped, but when the compressor 14A is stopped, the engine 24 can be brought to the optimum operating point.
Further, the control unit 25 stops the compressor 14A when the recovery energy after the re-driving of the compressor 14A is small when the compressor 14A is stopped in a state where the engine 24 can reach the optimum operating point when one of the alternator 1 and the compressor 14A is stopped. The recovered energy is stored cold energy obtained by driving the compressor 14A.
The recovery energy of the compressor 14A is energy required to reach a target control state (cabin temperature, etc.) after the re-driving of the compressor 14A. That is, when the current cabin temperature is close to the target cabin temperature, there is a margin for stopping the compressor 14A, and therefore the compressor 14A is stopped without stopping the alternator 1.
A method of torque mediation in the case where the compressor 14A is of the fixed displacement type will be described. When the compressor 14A is of the fixed displacement type, the drive torque of the compressor 14A can be adjusted to either one of the drive torque at the time of driving and the drive torque at the time of stopping.
First, when the alternator stop execution condition and the compressor stop execution condition are not satisfied, the control unit 25 does not perform the drive torque adjustment. In this case, the engine 24 cannot be brought to the optimum operating point.
Next, a case where the alternator stop execution condition is not satisfied and the compressor stop execution condition is satisfied will be described. When the compressor 14A is stopped, the control unit 25 maintains the driving state when the operating point of the engine 24 moves to an operating point lower than the optimum operating point.
When the operating point of the engine 24 can be brought to the optimum operating point by stopping the compressor 14A, the control unit 25 stops the compressor 14A. When the operating point of the engine 24 can be brought close to the optimum operating point by stopping the compressor 14A, the control unit 25 stops the compressor 14A.
Next, a case where the alternator stop execution condition is satisfied and the compressor stop execution condition is not satisfied will be described. When the operating point of the engine 24 can be brought to the optimum operating point by adjusting the output of the alternator 1, the control unit 25 adjusts the drive torque of the alternator 1.
When the operating point of the engine 24 can be set to the optimum operating point by stopping the alternator 1, the control unit 25 stops the alternator 1. When the operating point of the engine 24 can be brought close to the optimum operating point by stopping the alternator 1, the control unit 25 stops the alternator 1.
Next, a case where the alternator stop execution condition is satisfied and the compressor stop execution condition is satisfied will be described. The control unit 25 stops both the alternator 1 and the compressor 14A when the engine 24 cannot reach the optimum operating point even if either of the alternator and the compressor is stopped, but when both are stopped, the engine 24 can reach the optimum operating point.
Further, the control unit 25 adjusts the driving torque of the alternator 1 when the engine 24 cannot be brought to the optimum operating point even if the compressor 14A is stopped but the engine 24 can be brought to the optimum operating point by adjusting the driving torque of the alternator 1.
Further, the control unit 25 stops the alternator 1 when the engine 24 can be brought closer to the optimum operating point than when the compressor 14A is stopped.
Further, the control unit 25 stops the alternator 1 when the recovery energy after the re-driving of the alternator 1 is small in a state where the engine 24 can reach the optimum operating point when one of the alternator 1 and the compressor 14A is stopped.
Further, the control unit 25 stops the compressor 14A when the engine 24 can be brought to the optimum operating point without bringing the engine 24 to the optimum operating point even if the alternator 1 is stopped, but when the compressor 14A is stopped, the engine 24 can be brought to the optimum operating point.
Further, the control unit 25 stops the compressor 14A when the recovery energy after the re-drive from the stop when the compressor 14A is stopped is small in a situation where the engine 24 can be brought to the optimum operating point when one of the alternator 1 and the compressor 14A is stopped.
The recovery energy of the compressor 14A is energy required to reach a target control state (cabin temperature, etc.) after the re-driving of the compressor 14A. That is, when the current cabin temperature is close to the target cabin temperature, there is a margin for stopping the compressor 14A, and therefore the compressor 14A is stopped without stopping the alternator 1.
Next, the drive torque adjustment operation performed by the control unit 25 will be described with reference to fig. 3. The drive torque adjustment operation is as follows: during the operation of the alternator 1 and the compressor 14A, the driving torque of at least one of the alternator 1 and the compressor 14A is adjusted so that the operating point of the engine 24 enters a predetermined region where fuel economy is good.
As shown in fig. 3, first, the control unit 25 repeatedly determines whether or not the drive torque adjustment of the alternator 1 or the compressor 14A is possible (step S1). Here, the control unit 25 determines that the stop of the alternator 1 or the compressor 14A is possible when the SOC of the battery exceeds the alternator stop permission threshold or when the comfort of the vehicle cabin is satisfied.
When determining in step S1 that the stop of the alternator 1 or the compressor 14A is possible, the control unit 25 determines whether or not the drive torques of both the alternator 1 and the compressor 14A need to be adjusted (step S2). Here, the control unit 25 determines whether it is necessary to adjust the drive torques of both the alternator 1 and the compressor 14A or to adjust one of the drive torques.
When it is determined in step S2 that it is necessary to adjust the drive torques of both the alternator 1 and the compressor 14A, the controller 25 adjusts the drive torques of both the alternator 1 and the compressor 14A (step S3), and ends the operation.
In step S3, the control unit 25 maintains the drive of the higher priority device among the alternator 1 and the compressor 14A and adjusts the drive torque of the lower priority device based on the SOC of the battery, the degree of need for in-vehicle air conditioning, and the like.
In step 3, the control unit 25 determines how the engine 24 can be operated at the optimum thermal efficiency when controlling the drive torques of the alternator 1 and the compressor 14A, respectively, and controls the alternator 1 and the compressor 14A based on the result.
When it is determined in step S2 that it is necessary to adjust the drive torque of one of the alternator 1 and the compressor 14A, the control unit 25 determines whether it is preferable to adjust the drive torque of the alternator 1 (step S4).
If it is determined in step S4 that it is preferable to adjust the drive torque of the alternator 1, the control unit 25 adjusts the drive torque of the alternator 1 (step S5) and ends the operation of this time.
If it is determined in step S4 that it is not preferable to adjust the drive torque of the alternator 1, the controller 25 adjusts the drive torque of the compressor 14A (step S6) and ends the operation.
As described above, in the present embodiment, when the alternator 1 and the compressor 14A are operating by the power generated by the engine 24, the control unit 25 adjusts the driving torque of at least one of the alternator 1 and the compressor 14A so that the engine 24 is in the predetermined target operating state with excellent fuel consumption efficiency.
Thereby, the driving torque of at least one of the alternator 1 and the compressor 14A is adjusted so that the engine 24 is brought into the target operating state with excellent fuel consumption efficiency. Therefore, the load of the engine 24 can be adjusted by adjusting the drive torque, and the engine 24 can be operated in the target operation state with excellent fuel consumption efficiency. As a result, the fuel economy of the engine 24 can be improved.
In the present embodiment, the execution conditions for adjusting the drive torques of the alternator 1 and the compressor 14A are determined, and the control unit 25 adjusts the drive torque of the device satisfying the execution conditions among the alternator 1 and the compressor 14A.
This makes it possible to avoid an adverse effect on the operating state of the electrical load or the air conditioning of the vehicle cabin by adjusting the drive torque of the equipment that does not satisfy the execution condition.
In the present embodiment, the vehicle 10 is provided with the main battery 2, the sub-battery 3, and the cold accumulator 14B as storage devices for storing energy generated by the alternator 1 and the compressor 14A. The control unit 25 calculates a generator recovery energy required to return the stored energy (SOC) to the original state and a compressor recovery energy required to return the stored energy (cold storage amount) to the original state. The controller 25 compares the generator recovered energy with the compressor recovered energy, and preferentially reduces the drive torque for the device with the smaller recovered energy.
This makes it possible to preferentially reduce the drive torque of the device in which the stored energy (SOC) or the stored energy (cold storage amount) returns to the original state and the required recovery energy is smaller. The original state refers to, for example, a state when the alternator 1 or the compressor 14A is stopped.
In the present embodiment, a generator reference threshold value that is a threshold value of the stored energy at which the driving of the alternator 1 should be started and a compressor reference threshold value that is a threshold value of the stored energy at which the driving of the compressor 14A should be started are set.
The control unit 25 preferentially reduces the drive torque for a device having a larger difference obtained by subtracting the generator reference threshold value from the energy stored in the storage device or a larger difference obtained by subtracting the compressor reference threshold value from the energy stored in the storage device.
Thus, the difference between the stored energy and the generator reference threshold value and the difference between the stored energy and the compressor reference threshold value can be detected, and the drive torque can be preferentially reduced for the device having a large difference and having a surplus.
In the present embodiment, the control unit 25 reduces the amount of adjustment of the drive torque when it is estimated that the energy of the storage device will fall below the generator reference threshold or below the compressor reference threshold when the drive torque of the alternator 1 or the compressor 14A is adjusted.
Thus, based on the estimation of whether or not the power generation amount of the alternator 1 or the compressor 14A can be maintained at or above the generator reference threshold value or at or above the compressor reference threshold value when the power generation amount is adjusted, it is possible to determine whether or not the adjustment of the drive torque of the alternator 1 or the compressor 14A is possible, and therefore it is possible to more accurately adjust the drive torque of the alternator 1 or the compressor 14A.
In the present embodiment, the control unit 25 restricts the adjustment of the driving torque of the alternator 1 when the generated voltage generated by the alternator 1 becomes lower than the required voltage required for the normal operation of the electrical load by adjusting the amount of power generation of the alternator 1.
Thus, when the required voltage of the alternator 1 is smaller than the required voltage of the electrical load, the adjustment of the drive torque of the alternator 1 is restricted, and therefore, the normal operation of the electrical load can be maintained as much as possible even during the period in which the drive torque of the alternator 1 is adjusted.
In the present embodiment, the vehicle 10 includes a battery, and the battery includes: a sub-battery 3 connected in parallel to the alternator 1; and a main battery 2 connected in parallel with the alternator 1, and having an internal resistance higher than that of the sub-battery 3.
When the sub-battery 3 and the main battery 2 are being charged and the generated voltage of the alternator 1 is lower than the required voltage of the electrical load, the control unit 25 cuts off the current supply between the alternator 1 and the sub-battery 3.
Thus, when the generated voltage of the alternator 1 is smaller than the required voltage of the electric load, the power supply between the alternator 1 and the sub-battery 3 having an internal resistance lower than that of the main battery 2 is cut off, whereby the load on the engine 24 can be reduced while suppressing a decrease in the voltage supplied to the main battery 2, and therefore, a change in the operating state of the electric load fed from the main battery 2 can be suppressed, and the load on the engine 24 can be reduced.
In addition, in the present embodiment, the vehicle 10 includes: a cold accumulator 14B for accumulating the low temperature generated by the compressor 14A; and a control unit 25 that allows the idling stop of the engine 24 when the stored electric energy amounts of the main battery 2 and the sub-battery 3 are equal to or greater than a predetermined stored electric energy amount or the cold storage amount of the cold storage device 14B is equal to or greater than a predetermined cold storage amount.
The control unit 25 adjusts the driving torque on the condition that it is estimated that the stored electricity amount is returned to a predetermined stored electricity amount or more or that the stored cold amount of the cold storage device 14B is returned to a predetermined cold storage amount or more after the adjustment of the driving torque of the alternator 1 or the compressor 14A is completed.
This makes it possible to adjust the drive torque without reducing the frequency of execution of the idle stop, and therefore, further improvement in fuel economy can be achieved.
The target operating state is preferably an operating point with excellent fuel efficiency determined based on the engine torque and the engine rotational speed of the engine 24.
As a result, the driving torque of the alternator 1 or the compressor 14A can be controlled so that the engine 24 is operated at the operating point of the target operating state having excellent fuel consumption efficiency, and fuel economy can be improved.
In the present embodiment, when it is predicted that the vehicle speed is equal to or higher than the predetermined vehicle speed, the control unit 25 changes the compressor reference threshold value so as to expand the stop region in which the compressor 14A is stopped.
Accordingly, when it is predicted that the vehicle is traveling at a high speed equal to or higher than the predetermined vehicle speed, the stop range of the compressor 14A is expanded, and the compressor 14A is easily stopped, so that the amount of reduction in the engine load can be increased, and fuel efficiency can be improved.
Although an embodiment of the present invention has been disclosed, it will be apparent to those skilled in the art that modifications can be made without departing from the scope of the invention. It is intended that all such modifications and equivalents be included in the following claims.

Claims (10)

1. A vehicle control device mounted on a vehicle, the vehicle comprising:
a generator that generates electricity by power generated by the engine; and
a compressor for compressing a refrigerant by power generated by the engine, wherein the vehicle control device is characterized in that,
a drive torque control unit for controlling the drive torque of the generator and the drive torque of the compressor,
the drive torque control unit
In the case where the generator and the compressor are operating by the power generated by the engine,
the driving torque of at least one of the generator and the compressor is adjusted so that the engine is brought into a predetermined target operating state having excellent fuel consumption efficiency.
2. The control apparatus of a vehicle according to claim 1,
the execution conditions for adjusting the driving torques of the generator and the compressor are determined respectively,
the drive torque control unit
And adjusting the driving torque of the equipment meeting the execution condition in the generator or the compressor.
3. The control apparatus of a vehicle according to claim 1 or claim 2,
the vehicle is provided with a storage device for storing energy generated by the generator and the compressor,
the control device for the vehicle is provided with: a generator recovery energy calculation unit that calculates a generator recovery energy that is an energy required to return to an original state when the generator is stopped; and a compressor recovery energy calculating unit that calculates a compressor recovery energy that is an energy required to return to an original state when the compressor is stopped,
the electric generator recovery energy and the compressor recovery energy are compared, and the drive torque is preferentially reduced for the device with the smaller recovery energy.
4. The control apparatus of a vehicle according to claim 3,
the method comprises the following steps: a generator reference threshold value which is a threshold value of stored energy at which the driving of the generator should be started; and a compressor reference threshold value which is a threshold value of energy to be saved for starting the driving of the compressor,
the drive torque control unit
The driving torque is preferentially reduced for a device having a larger difference obtained by subtracting the generator reference threshold value from the energy stored in the storage device or a larger difference obtained by subtracting the compressor reference threshold value from the energy stored in the storage device.
5. The control apparatus of a vehicle according to claim 4,
the drive torque control unit
When it is estimated that the energy of the storage device is reduced to be less than the generator reference threshold or less than the compressor reference threshold when the driving torque of the generator or the compressor is adjusted, the amount of adjustment of the driving torque is reduced.
6. The control device of a vehicle according to any one of claims 1 to 5,
the drive torque control unit
When the generated voltage generated by the generator is smaller than the required voltage required for normal operation of the electric load, the adjustment of the driving torque of the generator is restricted.
7. The control apparatus of a vehicle according to claim 6,
the vehicle is provided with a battery, and the battery includes: a1 st storage battery connected in parallel to the generator; and a2 nd storage battery connected in parallel with the generator and having an internal resistance higher than that of the 1 st storage battery,
the drive torque control unit
When the 1 st battery and the 2 nd battery are being charged and the generated voltage of the generator is smaller than the required voltage of the electrical load, the power supply between the generator and the 1 st battery is interrupted.
8. The control apparatus of a vehicle according to claim 7,
the vehicle is provided with a cold accumulator for accumulating the low temperature generated by the compressor,
the vehicle control device includes an idle stop permission unit that permits an idle stop of the engine when a stored electric energy amount of the battery is equal to or greater than a predetermined stored electric energy amount or a cold accumulation amount of the cold accumulator is equal to or greater than a predetermined cold accumulation amount,
the drive torque control unit
The adjustment of the driving torque is performed on the condition that the stored electric energy of the storage battery is estimated to return to a predetermined stored electric energy or more or the stored cold energy of the cold accumulator is estimated to return to a predetermined stored cold energy or more after the adjustment of the driving torque of the generator or the compressor is completed.
9. The control device of a vehicle according to any one of claims 1 to 8,
the target operating state is an operating point with excellent fuel consumption efficiency determined based on the engine torque and the engine rotational speed of the engine.
10. The control apparatus of a vehicle according to claim 4 or claim 5,
the drive torque control unit
When it is predicted that the vehicle speed is equal to or higher than a predetermined vehicle speed, the compressor reference threshold value is changed so as to expand a stop region in which the compressor is stopped.
CN202010227246.8A 2020-03-27 2020-03-27 Vehicle control device Pending CN113442896A (en)

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Application Number Priority Date Filing Date Title
CN202010227246.8A CN113442896A (en) 2020-03-27 2020-03-27 Vehicle control device

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Application Number Priority Date Filing Date Title
CN202010227246.8A CN113442896A (en) 2020-03-27 2020-03-27 Vehicle control device

Publications (1)

Publication Number Publication Date
CN113442896A true CN113442896A (en) 2021-09-28

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Application Number Title Priority Date Filing Date
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Country Status (1)

Country Link
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Publication number Priority date Publication date Assignee Title
JP2012041830A (en) * 2010-08-16 2012-03-01 Denso Corp Control device for vehicle
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CN102625886A (en) * 2009-05-19 2012-08-01 丰田自动车株式会社 Control device for vehicular power transmission system
CN102666234A (en) * 2009-12-22 2012-09-12 本田技研工业株式会社 Control device for a hybrid vehicle
CN103707755A (en) * 2012-10-05 2014-04-09 现代自动车株式会社 Hybrid electric vehicle and method of controlling driving of the same
CN107310546A (en) * 2016-04-27 2017-11-03 福特环球技术公司 Alternating current generator charging based on marginal fuel cost
CN110871784A (en) * 2018-08-30 2020-03-10 丰田自动车株式会社 Control device for hybrid vehicle

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102625886A (en) * 2009-05-19 2012-08-01 丰田自动车株式会社 Control device for vehicular power transmission system
CN102666234A (en) * 2009-12-22 2012-09-12 本田技研工业株式会社 Control device for a hybrid vehicle
JP2012041830A (en) * 2010-08-16 2012-03-01 Denso Corp Control device for vehicle
JP2012117402A (en) * 2010-11-30 2012-06-21 Daihatsu Motor Co Ltd Vehicle control device
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