JP2001254643A - Engine control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an engine control device capable of lowering engine noise, fuel consumption and an engine load in charging a battery. SOLUTION: An engine control device to charge a battery by driving an engine has a residual capacity computing means 1 to compute battery residual capacity soc, a refrigerant pressure detection means 2 to detect refrigerant pressure Pd of an air-conditioner, a target engine speed setting means 3 to set target engine speed Ni of the engine in accordance with the battery residual capacity soc and the refrigerant pressure Pd of the air-conditioner and an engine speed control means 4 to control an engine speed to the target engine speed Ni. Consequently, it is possible to carry out engine control, to lower engine noise, to reduce fuel consumption and to lower an engine load.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine control device, and more particularly to an engine control device that charges a battery by operating the engine.

[0002]

2. Description of the Related Art FIG. 11 conceptually shows a main part of a hybrid system of a hybrid vehicle. As shown in the figure, a hybrid vehicle has two driving sources, namely, an engine 1
01 and the traveling motor 102, and the power of any one of these drive sources is transmitted to the drive wheels.

[0003] A generator 103 driven by engine operation is connected to the engine 101, and a battery 104 for storing the power generated by the generator 103 and supplying it to the traveling motor 102 is connected to the traveling motor 102. It is connected.

[0004] The hybrid vehicle having the above configuration stops the engine 101 when stopping, uses the motor 102 when starting, and runs using the engine 101 after the vehicle speed has increased to some extent. When the engine 101 is used, the generator 103 is driven, and the battery 104 is charged.

When the remaining capacity of the battery 104 is low even when the vehicle is stopped, control is performed to drive the engine 101 and charge the battery 104 with the generator 103 (stop charging mode).

In the stop charging mode, the engine 101
The battery 10 is charged at an optimum rotation speed (approximately 1600 rpm), which is the optimum rotation speed for charging the battery 104.
The engine operation was continued until the remaining capacity of No. 4 became full, that is, until the battery was fully charged.

[0007]

However, the optimum engine speed for the charging efficiency is higher than the normal idle speed (around 600 rpm) (16 rpm).
00 rpm), the engine sound during a stop is loud.

Further, the remaining battery capacity so
Even when c is close to full charge, the engine speed is uniformly increased to the optimum speed for charging efficiency, so it is difficult to keep the fuel consumption low. Furthermore, when using the air conditioner, the refrigerant pressure of the air conditioner is unnecessarily increased,
This has led to a decrease in cooling efficiency and an increase in engine load.

The present invention has been made in view of the above points, and has as its object to provide an engine control device capable of reducing engine noise, fuel consumption, and engine load when charging a battery. It is in.

[0010]

FIG. 1 is a block diagram corresponding to the first aspect of the present invention. In order to solve the above problems, an engine control device according to the invention described in claim 1 is
As shown in FIG. 1, in an engine control device that charges a battery by operating an engine, a remaining capacity calculating unit 1 that calculates a remaining capacity of a battery, a refrigerant pressure detecting unit 2 that detects a refrigerant pressure of an air conditioner, Target engine speed setting means 3 for setting the target engine speed of the engine based on the remaining capacity and the refrigerant pressure of the air conditioner, and engine speed control means 4 for controlling the engine speed to the target engine speed. It is characterized by.

According to the present invention, a target engine speed of the engine is set based on the remaining battery capacity and the refrigerant pressure of the air conditioner. Therefore, engine control can be performed in consideration of both the state of charge of the battery and the state of the refrigerant pressure of the air conditioner.

That is, for example, when the remaining battery capacity is large and the refrigerant pressure is high, the target engine speed is set low to prevent unnecessary increase in the refrigerant pressure, reduce the engine load, and reduce engine noise and fuel consumption. The amount can be reduced.

When the remaining battery capacity is small and the refrigerant pressure is low, the engine load is low. Therefore, by setting the target engine speed high, the charging time of the battery can be shortened and the fuel consumption can be reduced. it can.

According to a second aspect of the present invention, there is provided an engine control device, comprising: a vehicle speed detecting means for detecting a vehicle speed; an air conditioner switching mode detecting means for detecting an air conditioner switching mode; And a target engine speed calculating means for calculating a target engine speed of the engine based on the refrigerant pressure.

The target engine speed setting means includes:
When the vehicle speed is zero and the air conditioner switching mode is the high load mode, the lower of the target engine speed calculated based on the remaining battery charge and the target engine speed calculated based on the refrigerant pressure, whichever is lower. Is selected as the target engine speed.

According to a second aspect of the present invention, when the vehicle speed is zero and the air conditioner switching mode is the high load mode, the target engine speed setting means sets the target engine speed and the refrigerant pressure calculated based on the remaining battery charge. The target engine speed calculated based on the calculated engine speed is compared with the target engine speed, and the lower engine speed is selected as the target engine speed.

When the high load mode is selected, it can be determined that the refrigerant pressure is high and the engine load is high. Therefore, the lower engine speed, which is the lower of the target engine speed calculated based on the remaining battery charge and the target engine speed calculated based on the refrigerant pressure, is set as the target engine speed, and the control for reducing the refrigerant pressure is performed. Is performed. As a result, the engine load when the vehicle is stopped can be reduced, and as a result, the fuel consumption and the engine noise can be reduced.

According to a third aspect of the present invention, there is provided an engine control device, comprising: a vehicle speed detecting means for detecting a vehicle speed; an air conditioner switching mode detecting means for detecting an air conditioner switching mode; And a target engine speed calculating means for calculating a target engine speed of the engine based on the refrigerant pressure.

The target engine speed setting means includes:
When the vehicle speed is zero and the air conditioner switching mode is the low load mode, the higher of the target engine speed calculated based on the remaining battery charge and the target engine speed calculated based on the refrigerant pressure, whichever is higher. Is selected as the target engine speed.

According to a third aspect of the present invention, when the vehicle speed is zero and the air conditioner switching mode is the low load mode, the target engine speed setting means sets the target engine speed and the refrigerant pressure calculated based on the remaining battery charge. The target engine speed calculated based on the calculated engine speed is compared, and the higher engine speed is selected as the target engine speed.

When the low load mode is selected, since the refrigerant pressure is low, it can be determined that the engine load is low. Therefore, charging of the battery is prioritized, and the higher of the target engine speed calculated based on the remaining battery charge and the target engine speed calculated based on the refrigerant pressure is set as the target engine speed. In addition, the engine speed is made as close as possible to the optimum rotational speed for charging efficiency, the charging time is shortened, and the fuel consumption is reduced. In addition, since the target engine speed is lower than the optimum charging efficiency speed, engine noise can also be reduced.

According to a fourth aspect of the present invention, there is provided the engine control device, wherein the target engine speed calculating means for calculating the target engine speed of the engine based on the remaining battery charge includes:
It is characterized in that the target engine speed is calculated using a data map set so that the engine speed increases as the remaining battery capacity decreases.

According to a fourth aspect of the present invention, the target engine speed calculating means for calculating the target engine speed of the engine based on the remaining battery charge is such that the engine speed increases as the remaining battery charge decreases. In order to calculate the target engine speed using the set data map,
For example, when the remaining battery charge is large, the target engine speed is set low to reduce the engine speed, thereby suppressing engine noise and fuel consumption.

For example, when the remaining battery charge is small, the target engine speed is set higher, and the required voltage can be secured in a shorter time. Therefore, the charging time when the vehicle is stopped can be reduced, and engine noise and fuel consumption can be reduced.

According to a fifth aspect of the present invention, there is provided the engine control apparatus, wherein the target engine speed calculating means for calculating the target engine speed of the engine based on the refrigerant pressure is adapted to calculate the engine speed as the refrigerant pressure decreases. A target engine speed of the engine is calculated using a data map set to be higher.

According to a fifth aspect of the present invention, the target engine speed calculating means for calculating the target engine speed of the engine based on the refrigerant pressure is set so that the engine speed increases as the refrigerant pressure decreases. For example, when the refrigerant pressure is high, the target engine speed is set to a low value to set the target engine speed to a low engine speed, and the refrigerant pressure is prevented from rising sharply. The load can be reduced. Therefore, as a result, engine noise and fuel consumption can be reduced.

When the refrigerant pressure is low, the target engine speed is set high to achieve a high engine speed.
It is possible to reduce the charging time by approaching the charging efficiency optimum rotational speed as much as possible, and to reduce engine noise and fuel consumption.

In the engine control device according to the present invention, as shown in the range of the dotted line in FIG. 1, the charge completion for judging whether or not to end the charging operation by comparing with the remaining battery charge is shown. A charge completion value setting means is provided for setting the value to a low value when the air conditioner switching mode is the high load mode, and setting the value to a high value when the air conditioner switching mode is the low load mode.

According to this, the charging completion value setting means sets the charging completion value for terminating the charging of the battery low when the air conditioner switching mode is the high load mode, and sets the charging completion value in the low load mode when the air conditioning switching mode is the low load mode. Set it higher sometime.

Accordingly, in the case of the high load mode, by setting the charge amount enough to secure the minimum necessary voltage as the charge completion value, the charge can be terminated early and the rise in the refrigerant pressure can be suppressed. Thereby, the engine load can be reduced, and the engine noise and the fuel consumption can be reduced.

In the low-load mode, by increasing the charge completion value, efficient charging can be performed, the charging period can be shortened, and engine noise and fuel consumption can be reduced.

According to a seventh aspect of the present invention, in the engine control device, the engine control device includes an engine, a generator driven by the operation of the engine, a battery storing the power generated by the generator, and a battery. And a motor driven by the electric power supply.

According to this, when the load of the air conditioner is high, the engine speed is kept as low as possible, and the charging completion value is also made low, so that the voltage required for traveling is secured in the battery and the engine load is reduced. In addition, it is possible to reduce engine noise and fuel consumption when the vehicle is stopped.

On the other hand, when the load of the air conditioner is low, the engine speed is set to a high value, and the charging completion value is also set to a high value. As a result, it is possible to shorten the engine operating time at the time of stoppage, thereby reducing engine noise and fuel consumption.

[0035]

Next, an embodiment of the present invention will be described with reference to the drawings. Note that the same components as those in the related art are denoted by the same reference numerals, and detailed description thereof will be omitted. FIG. 2 is a control block diagram according to the present embodiment.

As shown in FIG. 2, the hybrid vehicle has an engine controller 10 (E / G-ECU) and a battery controller 20 (B
ATT-ECU) and a charge control unit 30 (HEV-ECU).

The engine control unit 10 controls the operation of the engine by controlling the amount of fuel injected into the engine combustion chamber and the like. The engine control unit 10 detects the engine speed, detects the engine speed, and controls the refrigerant pressure Pd of the air conditioner. A refrigerant pressure sensor 12 for detecting, a vehicle speed sensor for detecting a vehicle speed VS, and an air conditioner mode switch sensor 14 are connected.

The air conditioner mode switch sensor 14 detects whether the air conditioner mode switch is in "OFF", "A / C", or "ECON" mode. When the air conditioner mode switch is “OFF”, the operation of the air conditioner is stopped, when “A / C”, the normal operation of the air conditioner is performed, and when “ECON”, the energy saving operation of the air conditioner is performed.

The battery control unit 20 is connected to a current sensor 21 for detecting a current value of a battery 104 used for the traveling motor 102 of the hybrid vehicle, a voltage sensor 22 for detecting a voltage value, and a temperature sensor 23 for detecting a temperature of the battery. The current battery remaining capacity soc of the battery 104 is calculated based on the input signals from these sensors.

The charge control unit 30 stores the remaining battery charge soc calculated by the battery control unit 20 and the engine control unit 1.
The target engine speed Ni in the stop charging mode is calculated based on the refrigerant pressure Pd of the air conditioner calculated by 0, and the air conditioner load is detected based on a signal from the air conditioner mode switch sensor 14 input by the engine control unit 10, A charge completion value described later is set based on the air conditioner load.

The target engine speed Ni calculated by the charging control unit 30 is output to the engine control unit 10, and the engine control unit 10 controls the engine speed to be the target engine speed Ni.

The charge control unit 30 compares the remaining battery charge soc input from the battery control unit 20 with the charge completion value, and when it is determined that the remaining battery charge soc has become larger, the charge control unit 30 And outputs a charge end signal to end the charging operation. The engine control unit 10 that has received the charge end signal ends the engine operation for charging the battery 104.

Next, a battery charge control method will be described with reference to a flowchart. FIG. 3 shows a main routine in the stop charging mode. First, in step S1, it is determined whether or not the vehicle speed has become 0 (V = 0) from the running state (V ≠ 0), that is, whether or not the vehicle has stopped.

The engine control unit 10 makes a determination based on the input from the vehicle speed sensor 13, and when it is detected that the vehicle speed has become 0 from the running state (Yes), it determines whether or not to perform the battery charging operation. Therefore, the process proceeds to step S2, and if the vehicle speed is still running or the vehicle is already stopped and the present routine is executed once (NO), the present routine is exited (return). This routine is executed only once each time the vehicle stops by the determination processing in step S1.

In step S2, the current remaining battery charge is
soc is calculated. The remaining battery charge soc is calculated by the battery control unit 20 based on detection signals from the current sensor 21, the voltage sensor 22, and the temperature sensor 23.

In step S3, it is determined whether or not the remaining battery charge soc calculated in step S2 is equal to or smaller than a preset threshold. Here, when the remaining battery charge soc is equal to or smaller than the threshold (Yes), the process proceeds to step S4 to perform the battery charging operation, and when larger than the threshold (NO), it is determined that the battery charging operation at the time of stopping is not performed. Exit this routine (return).

In step S4, a target engine speed Ni and a charge completion value are set by a subroutine described later (corresponding to the target engine speed setting means of claim 1 and the charge completion value setting means of claim 6). And step S
In 5, it is determined whether or not the remaining battery charge soc calculated in step S2 is equal to or less than the charge completion value set in step S4.

If the remaining battery charge soc is equal to or less than the charge completion value (Yes), the process proceeds to step S6 to perform the battery charging operation, and if the remaining battery charge soc exceeds the charge completion value (NO), Then, the routine exits from this routine assuming that the battery charging operation is not performed (return).

In step S6, the operation of the engine is controlled at the target engine speed Ni set in step S4 (corresponding to the engine speed control means of the first aspect). It is determined whether the charge exceeds the charging completion value set in S4 or the start of traveling.

Here, if the remaining battery charge soc exceeds the charge completion value or the vehicle starts running (VS ≠ 0) (Yes), the process proceeds to step S8, and the battery charging operation when the vehicle stops is terminated. You. Then, the process exits from this routine (return).

Next, a method of setting the target engine speed Ni and the charge completion value in step S4, which is a characteristic part of the present invention, will be described. FIG. 4 is a subroutine for setting a target engine speed Ni and a charge completion value. In step S11, the refrigerant pressure Pd of the air conditioner is detected (corresponding to the refrigerant pressure detecting means of claim 1), and in step S12, the remaining battery charge soc is calculated (corresponding to the remaining capacity calculating means of claim 1).

In step S13, the position of the air conditioner mode switch is detected by the air conditioner mode switch sensor 14. If the air conditioner mode switch is set to "A / C", the process proceeds to step S14 or later to set the target engine speed Ni and the charge completion value in which the refrigerant pressure Pd of the air conditioner is more important than the charging of the battery 104. .

In step S14, the remaining battery charge soc
Is calculated based on the target engine speed NiAsoc.
The calculation of the target engine speed NiAsoc is performed using a data map A which is set and stored in advance. FIG. 5 is a data map A for calculating the target engine speed based on the remaining battery charge soc.

The data map A is set so that the engine speed decreases as the remaining battery charge soc increases, that is, as it approaches full charge (100%). FIG.
Is the remaining battery capacity soc in A / C mode and ECON mode.
4 is a graph showing a relationship between the target engine speed Ni and a target engine speed Ni. Therefore, for example, if the remaining battery charge soc is high, a low engine speed is calculated, and conversely, the remaining battery charge so
If c is low, a high engine speed is calculated.

According to the data map A, the target engine speed Ni is, for example, 54% of the current remaining battery charge soc.
If it is less than 1600 rpm, the remaining capacity so
When c is 54% or more and less than 56%, 1550 rpm
Is set to

In step S15, a target engine speed NiAPd is calculated based on the refrigerant pressure Pd. The calculation of the target engine speed NiAPd is performed by using a data map B which is set in advance. FIG. 6 is a data map B for calculating the target engine speed based on the refrigerant pressure Pd.

The data map B is set so that the engine speed decreases as the refrigerant pressure Pd increases. FIG. 8 shows the refrigerant pressure P in the A / C mode and the ECON mode.
5 is a graph showing a relationship between d and a target engine speed Ni. Therefore, for example, when the refrigerant pressure is high, a low engine speed is calculated, and when the refrigerant pressure is low, a high engine speed is calculated.

According to the data map B, the target engine speed Ni is, for example, the current refrigerant pressure Pd is about 170 kPa
(17 kg / cm ² ), the pressure is set to 1600 rpm, and when the refrigerant pressure Pd is about 170 kPa (17 kg / cm ² ) or more and less than about 180 kPa (18 kg / cm ² ), 1550 rpm is set.
rpm.

In step S16, the target engine speed NiAs calculated in steps S14 and S15 is calculated.
oc is compared with the target engine speed NiAPd, and the one with the lower engine speed is selected and set as the target engine speed Ni.

Here, for example, if the A / C mode is selected in a state where the outside air temperature and room temperature are high and the cooling efficiency of the air conditioner is low, the driving force of the engine operation when the vehicle is stopped is excessive with respect to the required air conditioner load. As a result, the refrigerant pressure Pd of the air conditioner is excessively increased, and there is a concern that the cooling effect of the air conditioner is further reduced.

Therefore, in such a situation, the refrigerant pressure Pd is reduced by setting the engine speed lower, thereby reducing the engine load and consequently reducing the engine noise and the fuel consumption. Can be.

In step S17, the charge completion value is set to 60% of the full charge. As a result, the charging operation can be terminated at an early stage while the voltage required for motor running is secured in the battery 104. Therefore, engine noise and fuel consumption when the vehicle is stopped can be reduced.

If the air conditioner mode switch is set to "ECON" in step S13, the process proceeds to step S18 and thereafter in order to set the target engine speed Ni and the charge completion value with emphasis on battery charging.

In step S18, the remaining battery charge soc
Is calculated based on the target engine speed NiEsoc.
The calculation of the target engine speed NiEsoc is performed using a data map A 'set and stored in advance. FIG.
9 is a data map A ′ for calculating a target engine speed based on the remaining battery charge soc.

The data map A ′ has the remaining battery capacity soc.
Is high, that is, the engine speed is set to decrease as it approaches full charge (100%). For example, when the remaining battery capacity soc is high, a low engine speed is calculated. When the capacity soc is low, a high engine speed is calculated.

According to the data map A ', the target engine speed Ni is, for example, the current remaining battery capacity soc is 64.
%, It is set to 1600 rpm and the remaining capacity
1550 rp when soc is 64% or more and less than 66%
m. As shown by the dotted line in FIG.
The engine speed in the mode is set higher than in the A / C mode.

In step S19, a target engine speed NiEPd is calculated based on the refrigerant pressure Pd. The calculation of the target engine speed NiEPd is performed using a preset data map B '. FIG. 10 is a data map B 'for calculating the target engine speed based on the refrigerant pressure Pd.

The data map B 'is set so that the engine speed decreases as the refrigerant pressure increases. For example, when the refrigerant pressure is high, a low engine speed is calculated. When the pressure is low, a high engine speed is calculated.

According to the data map B ', the target engine speed Ni is such that the current refrigerant pressure Pd is about 180 kPa (18 kPa).
g / cm ² ), it is set to 1600 rpm,
When the refrigerant pressure Pd is about 180 kPa (18 kg / cm ² ) or more, about 19
1550r when the pressure is less than 5 kPa (19.5 kg / cm ² )
pm. Also, as shown by the dotted line in FIG.
The engine speed in the ECON mode is set higher than in the A / C mode.

In step S20, the target engine speed NiEs calculated in steps S18 and S19 is determined.
oc and the target engine speed NiEPd are compared, and the higher engine speed is selected and set as the target engine speed Ni.

When the ECON mode is selected, it can be inferred that the outside air temperature is not high and the room temperature is appropriate, that the air conditioner load is small and the engine load is small when the engine is stopped.

Therefore, in such a situation, the refrigerant pressure of the air conditioner is at an appropriate level or lower, and therefore, even if the engine speed is set to a high value, the engine load does not greatly increase. In addition, since the operation of the thermocut is set earlier in the air conditioner control, the refrigerant pressure does not maintain a high pressure state, and the engine load on the air conditioner is small.

Further, since a large voltage can be secured at an early stage by a high engine speed, the engine operation time when the vehicle is stopped can be reduced, and noise and fuel consumption due to the engine operation can be reduced. Therefore,
Control is performed to give priority to charging the battery 104, and more voltage is secured.

In step S21, the charge completion value is set to 70% of the full charge. Thereby, the charging operation can be ended early while securing more voltage in the battery 104. Therefore, the engine operation time can be reduced, and noise and fuel consumption due to the engine operation can be reduced.

If the air conditioner mode switch is "OFF" in step S13, the process shifts to step S22 and subsequent steps in order to set the target engine speed Ni and the charge completion value with an emphasis on battery charging.

In step S22, the target engine speed Ni is set to the optimum charging efficiency speed (1600 rpm in the present embodiment) which is the engine speed with the best charging efficiency. In step S23, the charge completion value is set to the full charge. Is set to 70%.

Thus, the air conditioner mode switch is set to OF
When F, that is, when there is no air conditioner load, the engine is operated at the engine speed at which the charging efficiency is the best and the remaining battery charge soc exceeds 70% of the full charge.

Therefore, the remaining battery charge soc can reach the charge completion value at an early stage, and the engine operation period when the vehicle is stopped can be further reduced. Therefore, noise and fuel consumption due to engine operation can be reduced.

The present invention is not limited to the above-described embodiment, and various changes can be made within the gist of the present invention. For example, in the above-described embodiment, both the target engine speed Ni and the charging completion value are set, but either one may be set. In the above-described embodiment, the air conditioner load is detected based on the position of the air conditioner mode switch, but may be detected by another method.

Further, in the above-described embodiment, the hybrid system of the hybrid vehicle has been described as an example.
The present invention may be used for control during idling of a normal vehicle, that is, a vehicle that runs by driving an engine and charges a battery for accessories.

[0081]

As described above, according to the engine control apparatus of the present invention, the target engine speed of the engine is set based on the remaining battery charge and the refrigerant pressure of the air conditioner. Engine control can be performed in consideration of both pressure states.

That is, for example, when the remaining battery capacity is large and the refrigerant pressure is high, the target engine speed is set low, thereby preventing unnecessary increase in the refrigerant pressure, reducing the engine load, and reducing engine noise and fuel. The consumption can be reduced. Further, when the remaining battery capacity is small and the refrigerant pressure is low, the target engine speed is set high, so that the charging time of the battery can be shortened and the fuel consumption can be suppressed.

According to another aspect of the present invention, the charge completion value is set based on the air conditioner load. Therefore, when the air conditioner load is high, the charge completion value is set low so that the minimum necessary voltage can be quickly set. As a result, the charging time of the battery can be shortened, and noise and fuel consumption due to engine operation can be reduced.

[Brief description of the drawings]

FIG. 1 is a block diagram conceptually showing the invention described in claim 1;

FIG. 2 is a control block diagram in the present embodiment.

FIG. 3 is a main routine in a stop charging mode.

FIG. 4 is a subroutine for setting a target engine speed and a charge completion value.

FIG. 5 is a data map for calculating a target engine speed based on a remaining capacity of a battery.

FIG. 6 is a data map for calculating a target engine speed based on refrigerant pressure.

FIG. 7 is a graph showing a relationship between a remaining capacity of a battery and a target engine speed.

FIG. 8 is a graph showing a relationship between a refrigerant pressure and a target engine speed.

FIG. 9 is a data map for calculating a target engine speed based on the remaining capacity of the battery.

FIG. 10 is a data map for calculating a target engine speed based on refrigerant pressure.

FIG. 11 is a diagram conceptually showing a main part of a hybrid system of a hybrid vehicle.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Remaining capacity detection means 2 Refrigerant pressure detection means 3 Target engine speed setting means 4 Engine speed control means 5 Charge completion value setting means 10 Engine control unit (E / G-ECU) 12 Refrigerant pressure sensor 13 Vehicle speed sensor 14 Air conditioner mode Switch sensor 20 Battery control unit (BATT-ECU) 30 Charge control unit (HEV-ECU)

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02D 29/06 F02D 29/06 EF Term (Reference) 3D035 AA05 3G093 AA01 AA12 AA16 BA19 BA32 CA08 DB19 DB25 DB28 EA03 FA10 5H115 PA05 PA12 PG04 PI16 PI22 PI29 PU01 PU25 QN03 RE02 RE05 SE05 SE06 TB01 TI02 TI05 TI06 TI10

Claims (7)

[Claims] 1. An engine control device for charging a battery by operating an engine, comprising: a remaining capacity calculating means for calculating a remaining capacity of the battery; a refrigerant pressure detecting means for detecting a refrigerant pressure of the air conditioner; Target engine speed setting means for setting a target engine speed of the engine based on the refrigerant pressure of the air conditioner; and engine speed control means for controlling the engine speed to the target engine speed. Engine control device. 2. A vehicle speed detecting means for detecting a vehicle speed, an air conditioner switching mode detecting means for detecting an air conditioner switching mode, a target engine speed calculating means for calculating a target engine speed of the engine based on the remaining battery charge, A target engine speed calculating means for calculating a target engine speed of the engine based on the refrigerant pressure, wherein the target engine speed setting means sets the vehicle speed to zero and sets the air conditioner switching mode to the high load mode. Selecting the lower one of the target engine speed calculated based on the remaining engine charge and the target engine speed calculated based on the refrigerant pressure as the target engine speed. Item 2. The engine control device according to item 1. A vehicle speed detecting means for detecting a vehicle speed; an air conditioner switching mode detecting means for detecting an air conditioner switching mode; and a target engine speed calculating means for calculating a target engine speed of the engine based on the remaining battery charge. And target engine speed calculating means for calculating a target engine speed of the engine based on the refrigerant pressure, wherein the target engine speed setting means has a vehicle speed of zero and an air conditioner switching mode of low load. When in the mode, a higher one of the target engine speed calculated based on the remaining battery charge and the target engine speed calculated based on the refrigerant pressure is selected as the target engine speed. The engine control device according to claim 1 or 2, wherein: 4. A target engine speed calculating means for calculating a target engine speed of the engine based on the remaining battery charge is set such that the engine speed increases as the remaining battery charge decreases. 3. A target engine speed is calculated using the data map obtained.
Or the engine control device according to 3. 5. A target engine speed calculating means for calculating a target engine speed of the engine based on the refrigerant pressure, comprising: a data map set to increase the engine speed as the refrigerant pressure decreases. The target engine speed of the engine is calculated by using the engine speed.
5. The engine control device according to any one of 4. 6. A charging completion value for judging whether or not to end the charging operation by comparing with the remaining battery charge is set low when the air conditioner switching mode is the high load mode,
The engine control device according to any one of claims 2 to 5, further comprising a charge completion value setting unit that sets a high value when the air conditioner switching mode is the low load mode. 7. The engine control device includes: an engine;
It is used for a hybrid vehicle including a generator driven by the operation of the engine, a battery for storing the power generated by the generator, and a motor driven by power supply from the battery. The engine control device according to claim 1.