JP2003111201A - Automotive control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an automotive control system that can achieve a comfortable interior air conditioning while effectively implementing engine idling stop. SOLUTION: The system is used for an automobile 1 provided with a generator 4 that is driven by an engine 2, and an automotive battery 5 charged by the generator 4. It is provided with an air conditioning means having a motor- driven compressor 10 that is driven by power supplied from the automotive battery 5, a main control device 8, an engine control device 34, a motor control system 37, and a battery control device 32. These control devices 8 and the like control the amount of power generated by the generator 4 or the amount of power consumed by the motor-driven compressor 10 while the automobile is in motion, based on the running and/or stationary status of the automobile 1.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control system for an automobile which is equipped with an electric power generation unit driven by an engine and a power storage unit charged by the electric power generation unit.

[0002]

2. Description of the Related Art For example, a conventional hybrid vehicle (HE
In V), since the compressor of the air conditioner is driven by the engine, if the idling stop is performed to stop the engine when the vehicle is stopped, there is a problem that the air conditioner cannot be operated and a comfortable cabin space cannot always be provided.

Therefore, if the compressor of the air conditioner is an electric compressor and is driven by an on-vehicle battery, even if the engine is stopped by idling stop while the vehicle is stopped, the air conditioner is operated to provide a comfortable cabin space. Will be able to.

[0004]

However, if the vehicle stop time becomes long and the amount of discharge from the vehicle-mounted battery increases while the engine is stopped, the amount of electricity stored in the vehicle-mounted battery will eventually drop to a predetermined value. The engine will be started to charge the onboard battery.

As a result, the original purpose of HEVs, such as reduction of exhaust gas and reduction of noise when the vehicle is stopped, cannot be fulfilled, and the power generation efficiency when the vehicle is stopped is worse than when the vehicle is running. There was a problem.

Therefore, the present invention has been made to solve the above-mentioned conventional technical problems, and is a vehicle control capable of realizing comfortable vehicle interior air conditioning while effectively performing engine idling stop. The purpose is to provide a system.

[0007]

That is, the control system for a vehicle according to the invention of claim 1 is used for a vehicle provided with a power generation means driven by an engine and a power storage means charged by the power generation means. And an air conditioner having an electric compressor driven by power supply from the power storage means, and a control means. The control means controls the power generation means during running based on the running and / or stopping conditions of the automobile. It is characterized in that the power generation amount or the power consumption amount of the electric compressor is controlled.

According to a second aspect of the present invention, in the above-mentioned vehicle control system, the control means stops the engine while the engine is stopped, and when the amount of electricity stored in the electricity storage means decreases to a predetermined value while the engine is stopped, the engine is stopped. Control to start the
In addition, the electric compressor can be driven while the engine is stopped, and the electric compressor consumes electric power while the vehicle is stopped after traveling to prevent the electric storage amount of the electric storage device from decreasing to a predetermined value. It is characterized in that the power generation amount of the power generation means or the power consumption amount of the electric compressor is controlled.

According to the invention of claim 1, the invention is used in an automobile equipped with a power generation means driven by an engine and a power storage means charged by the power generation means, and is driven by power supply from the power storage means. The control means includes an air conditioning means having an electric compressor and a control means, and the control means, based on the running and / or stopping state of the automobile, generates power by the power generating means during traveling or consumes electric power by the electric compressor. Therefore, for example, when the engine is stopped while the vehicle is stopped and the amount of electricity stored in the electricity storage means decreases to a predetermined value while the engine is stopped, control is performed to start the engine. , While allowing the electric compressor to be driven while the engine is stopped,
The amount of power generated by the power generator or the amount of power consumed by the electric compressor during traveling is controlled so as to prevent the amount of power stored in the power storage unit from decreasing to a predetermined value due to power consumption of the electric compressor while the vehicle is stopped after running. By that,
Even when the electric compressor is driven while the vehicle is stopped after idling is stopped, it is possible to prevent or suppress the inconvenience that the engine is started by the power consumption of the electric compressor.

As a result, comfortable air conditioning in the vehicle compartment can be realized while achieving reduction of exhaust gas and noise when the vehicle is stopped, and the amount of power generation can be reduced as a whole.

According to a third aspect of the present invention, in addition to the second aspect of the invention, the control means predicts the next running time and the stopping time after the running from the past running time and the stopping time. However, the power generation amount of the power generation means or the power consumption amount of the electric compressor during the next traveling is controlled based on the prediction result.

According to the vehicle control system of the third aspect of the invention, in addition to the invention of the second aspect, the control means controls the past running time and the next running time from the running time and the stopping time after the running. Is predicted and the power generation amount of the power generation means or the power consumption amount of the electric compressor during the next traveling is controlled based on the prediction result, so that more accurate control can be realized.

According to a fourth aspect of the present invention, in the above inventions, the control means has a power generation control priority mode for preferentially controlling a power generation amount of the power generation means during traveling, and a power consumption amount of the electric compressor. It is characterized in that an air-conditioning control priority mode for preferentially controlling the air conditioner can be selected.

According to the automobile control system of the invention of claim 4, in each of the above inventions, the control means has a power generation control priority mode for preferentially controlling the amount of power generation of the power generation means during traveling, and the consumption of the electric compressor. Since it is possible to select the air conditioning control priority mode that preferentially controls the electric energy, it is possible to select the mode according to the user's preference and the environment of use of the car, and more effective idling stop and vehicle It becomes possible to realize indoor air conditioning.

[0015]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described in detail below with reference to the drawings. FIG. 1 is a configuration diagram of a vehicle 1 as an embodiment to which the vehicle control system of the present invention is applied, FIG. 2 is a configuration diagram of a drive system of the vehicle 1 of FIG. 1, and FIG. 3 is a vehicle control system of the present invention. Air conditioner (AC)
9 is a configuration diagram of FIG. 9, FIG. 4 is a refrigerant circuit diagram of the air conditioner 9, and FIG.
Are respectively block diagrams of a control system of a vehicle 1 including the vehicle control system of the present invention.

In each of the drawings, the vehicle 1 of the embodiment is the hybrid vehicle (HEV) described above.
An air conditioner 9 including an engine (internal combustion engine) 2 and an air-conditioning control device 28 that constitutes a control means is installed in the vehicle. The air conditioner 9 is for performing air conditioning such as cooling, heating and dehumidifying the vehicle interior of the automobile 1. The discharge side pipe 10A of the compressor (electric compressor) 10 including a rotary compressor is used as an outdoor heat exchanger. Is connected to the condenser 13, and the outlet side of the condenser 13 is the receiver 1
Connected to 7.

The pipe 17A on the outlet side of the liquid receiver 17 is connected to an expansion valve 18 as a pressure reducing device, and the expansion valve 18 is connected to an evaporator 19 as an indoor heat exchanger (cooler). The outlet side of the evaporator 19 is connected to the suction side pipe 10B of the compressor 10 to form an annular refrigeration cycle (refrigerant circuit) (FIG. 4). In FIG. 1, reference numeral 33 is a heater, which is used when it is desired to heat the interior of the vehicle.

The compressor 10, the condenser 13, the engine 2 and the like are provided outside the passenger compartment in which a person does not ride, and the evaporator 19 is installed in a passenger compartment in which a person rides. The compressor 10 is provided with a compressor motor (electric motor) 11, and the compressor 10 is driven by this compressor motor 11. The condenser 13 is provided with an outdoor blower 15, and this outdoor blower 15
Is driven to rotate by an outdoor blower motor 16. The evaporator 19 is provided with an indoor blower 21, and the indoor blower 21 is rotationally driven by an indoor blower motor 22.

A temperature sensor 12 for detecting the refrigerant discharge temperature is provided on the refrigerant discharge side of the compressor 10, and a temperature sensor 14 for detecting the refrigerant outlet temperature is provided on the refrigerant outlet side of the condenser 13. Evaporator 1
A temperature sensor 20 for detecting the refrigerant outlet temperature is provided on the refrigerant outlet side of 9, and these are connected to an air conditioning controller 28. Further, a temperature sensor 23 for detecting the temperature of the air blown into the vehicle compartment from the indoor blower 21.
Is also connected to the air conditioning controller 28. Further, the outdoor blower motor 16, the indoor blower motor 22, the temperature setting volume 24 provided on the air conditioning operation panel in the vehicle compartment, the air conditioning switch 25, and the like are also connected to the air conditioning controller 28.

Here, the air-conditioning control device 28 steps up or down the voltage (for example, DC240V) of the on-vehicle battery (or capacitor. Both of them constitute a storage means. BATT) 5 to a desired voltage by a predetermined step-up / down circuit. And the compressor motor 11 by the inverter
To drive the compressor 10 in rotation.

Further, the air conditioning controller 28 changes the rotation speed of the indoor blower 21 in three stages of AUTO that rotates in proportion to the rotation speed of the compressor 10 and 1.2.3 at a constant rate, and changes the rotation speed of the indoor blower 21. A blower fan switch 26 for manually determining the amount of air blown out to is connected. 2
Reference numeral 7 denotes a power supply (auxiliary power supply) for converting the voltage of the battery 5 into DC12V and operating a headlight, a direction indicator, a radio (shown by other load in FIG. 5), an air conditioning control device 28, etc., which are not shown. ) Is a converter that generates.

The automobile 1 has an engine (internal combustion engine) 2
And a traveling motor (electric motor as traveling driving means) 3 and a generator 4 as power generation means (these constitute an HEV motor control system), and the traveling motor 3 Is connected to an in-vehicle battery (DC240V) 5 via a motor control inverter 3A, and the generator 4 is connected to a power generation inverter (IN
V) 4A is connected to the in-vehicle battery 5.
A torque dividing mechanism (not shown) is connected to the engine 2, the traveling motor 3, and the generator 4, and the torque dividing mechanism rotates one rotation of the traveling motor 3 and the generator 4, and one rotation of the engine 2 and the traveling motor 3. Then, the continuously variable transmission 6 described later is driven. Note that the technique of driving the continuously variable transmission 6 by adjusting the rotations of the traveling motor 3 and the generator 4 and the engine 2 and the traveling motor 3 to one by the torque splitting mechanism is a well-known technique. Detailed description is omitted.

The traveling motor 3 is mainly used when the engine 2 is low in thermal efficiency when starting and when the vehicle is running at low speed, and is also used as an assist drive source when a driving force more than the driving force of the engine 2 alone is required. . Then, as the engine 2 moves to high speed with good thermal efficiency, the engine 2 takes the initiative.
Further, when the engine 2 is driven, the electric power generated by the generator 4 is charged in the vehicle-mounted battery 5 according to the charging state of the vehicle-mounted battery 5, as will be described later in detail. Further, the generator 4 is used as a starter when the engine 2 is started, in addition to the power generating action while the engine 2 is rotating.

The continuously variable transmission (CVT mechanism (Conti
Nuusly VariableTransmiss
ion)) 6 is connected to wheels 7. Then, the engine 2 or the traveling motor 3 rotates the wheels 7 via the continuously variable transmission 6 to drive the automobile 1.

Since the technique of rotating the wheels 7 by the continuously variable transmission 6 driven by the engine 2 or the traveling motor 3 to drive the automobile 1 is a well-known technique, a detailed description will be given. Omit it.

Reference numeral 8 in FIG. 5 denotes a main control unit (VCU) of the automobile 1 which constitutes a control means, and boosts or lowers the voltage (DC240V) of the on-vehicle battery 5 to a predetermined voltage by the same step-up / down circuit as described above. , Inverter
The (motor control inverter 3A) converts the drive voltage of the traveling motor 3 to rotate the traveling motor 3.

The air-conditioning controller 28 also generates a drive signal for the compressor 10. Then, the air conditioning control device 2
Numeral 8 detects the position of the rotor of the compressor motor 11 from the induced voltage of the compressor motor 11, and controls the operating frequency (rotation speed) of the compressor motor 11 by means of an inverter that creates the next excitation pattern with a microcomputer. Incidentally, in FIG.
Battery control device (BATT) for controlling the electric power of
ECUs) and 34 are engine control units (ENGECU) for transmitting a torque command, an accelerator opening degree, and the like to the engine 2 to control the operation thereof. Reference numeral 36 denotes a driving operation unit such as an accelerator pedal, a brake pedal, a shift lever, etc. of the automobile 1, and a sensor that detects an operation amount and an operation state of these is connected to the main controller 8. Further, the main control device 8 detects whether the vehicle 1 is in a traveling state or a stopped state, and the traveling time between the stopped state and the stopped state and the traveling state and the traveling state. The stop time between and shall be measured and stored.

Here, the basic air conditioning operation of the vehicle interior by the air conditioner 9 will be described. The compressor motor 11 and the outdoor blower motor 16 are the in-vehicle battery 5
More power is supplied. When the air conditioner 9 is operated, the air conditioning controller 28 controls the operating frequency of the compressor motor 11 to control the capacity of the compressor 10. The high-temperature and high-pressure gas refrigerant that has been compressed and discharged by the compressor 10 flows into the condenser 13 from the pipe 10A. At this time, the condenser 13 is cooled outside the vehicle compartment by the air blown from the outdoor blower 15 (a hollow arrow in FIG. 1). The gas refrigerant flowing into the condenser 13 radiates heat there to be condensed and liquefied, and then flows into the liquid receiver 17. Then, the liquid refrigerant once stored in the liquid receiver 17 reaches the expansion valve 18 via the pipe 17A, is throttled there, and then flows into the evaporator 19.

The refrigerant flowing into the evaporator 19 evaporates there and absorbs heat from the surroundings at that time to exert a cooling effect, and the cooled air in the passenger compartment is circulated into the passenger compartment by the indoor blower 21. Cool and air-condition (shown by arrow in FIG. 1). The refrigerant discharged from the evaporator 19 enters an accumulator (not shown), where the non-evaporated liquid refrigerant is separated into gas and liquid, and then only the gas refrigerant is sucked into the compressor 10 and again compressed by the compressor 10 and discharged. Repeat the refrigeration cycle.

Next, the temperature of the air blown into the passenger compartment (the temperature detected by the temperature sensor 23 for detecting the temperature of the air blown from the indoor blower 21 into the passenger compartment) and the operating frequency of the compressor motor 11 And the number of rotations of the indoor blower motor 22 are shown in the following formulas. In the calculation formula, PI is calculated from the deviation (Δe) between the deviation (e) between the outlet temperature of the evaporator 19 and the set temperature and the previous deviation (em).
(Proportional / integral) calculation is performed, and the target operating frequency (F)
To decide. Δe = e-em (1) In the formula (1), e = (set temperature = temperature set by the temperature setting volume 24) − (air outlet temperature = temperature detected by the temperature sensor 23), The initial value of em is 0. ΔF = Kp × Δe + Ki × e (2) In equation (2), ΔF: target operating frequency variation calculation value, Kp: proportional constant, Ki: integration constant. F = ΔF + Fm (3) In the formula (3), Fm represents the previous target operating frequency.

The target operating frequency obtained from the above equation is applied to the following equation, and the applied voltage of the indoor blower motor 22 is set to P
WM control (adjustment of applied voltage) is performed to adjust the air volume of the indoor blower 21. PWMduty = (MAXduty−MINduty) / (MAX frequency−MIN frequency) × (target frequency−MIN frequency) + MINduty (4) In equation (4), MAXduty: indoor blower PWM
Control maximum duty, MINduty: Indoor blower PWM
The control minimum duty, the MAX frequency: the target operating frequency maximum value, and the MIN frequency: the target operating frequency minimum value are shown.

That is, the air-conditioning control device 28 determines the operating frequency of the compressor motor 11 based on the temperature of the air blown into the vehicle compartment by the indoor blower 21.
Then, the rotation speed of the indoor blower motor 22 is controlled based on the determined operating frequency of the compressor motor 11. That is, when the temperature of the air in the vehicle compartment is slightly higher than the set temperature set by the temperature setting volume 24, the operating frequency of the compressor motor 11 and the rotation speed of the indoor blower motor 22 are slightly increased (the compressor motor 11 Power consumption is slightly increased). As a result, the rotation noise of the compressor motor 11 and the indoor blower motor 22 does not become extremely large, but only needs to be slightly increased.

When the temperature of the air in the passenger compartment is higher than the set temperature set by the temperature setting volume 24, the operating frequency of the compressor motor 11 and the rotation speed of the indoor blower motor 22 are increased to increase the passenger compartment. The air conditioning can be rapidly performed to provide comfortable air conditioning in the vehicle interior (the power consumption of the compressor motor 11 is greatly increased). In particular, when the temperature of the air in the passenger compartment does not significantly change from the set temperature set by the temperature setting volume 24,
Comfortable vehicle interior air conditioning can be performed by the capacity control by the operation wave number control of the compressor motor 11 and the slight air volume control of the indoor blower 21 determined based on the capacity control.

As described above, since the air conditioning controller 28 controls the operating frequency of the compressor motor 11 by the inverter based on the deviation between the outlet temperature of the evaporator 19 and the set temperature, the larger the temperature deviation, the more the compressor motor operates. The rotation speed of 11 increases (large power consumption), and if there is no temperature deviation, the rotation speed of the compressor motor 11 is small and control (low power consumption) can be performed. in this case,
Since the indoor blower motor 22 is also controlled in the same manner as the compressor motor 11, it is possible to blow an air volume according to the temperature difference felt by an occupant in the vehicle compartment, and to perform comfortable vehicle interior air conditioning.

Further, since the compressor motor 11 is supplied with electric power from the on-vehicle battery 5, it is possible to easily control the rotation speed of the compressor motor 11. As a result, the rotation speed of the compressor motor 11 can be controlled appropriately. Therefore, the compressor 10 can be driven appropriately, and comfortable air conditioning in the passenger compartment can be performed.

Next, the power control relating to the air conditioner 9 of the automobile 1 in the present invention will be described with reference to FIG. In FIG. 5, CT1 is a current transformer (current transformer) as a current detecting means for detecting a charging current value to the in-vehicle battery 5 and a discharging current value from the in-vehicle battery 5.
The charging current value or discharging current value detected by the current transformer CT1 is input to the battery control device 32. CT2 is a current transformer that detects the value of the current generated by the generator 4, and the value of the current generated by the current transformer CT2 is input to the motor control system 37.

CT3 is a current transformer for detecting a power generation current value passing through the power generation inverter 4A, and the power generation current value detected by the current transformer CT3 is also input to the motor control system 37. CT5 is a current transformer that detects the energization current value (consumption current value) of the air conditioner 9 including the compressor motor 11, and the energization current value detected by the current transformer CT5 is input to the air conditioning controller 28. Further, the main controller 8, the motor control system 37, the engine controller 34, the battery controller 32, and the air conditioning controller 28 are the automobile 1
Connected to the internal network (hereinafter referred to as CAN),
Data is mutually transmitted and received via this CAN.
In addition, the detection current value (discharge current,
The data of the charging current and the generated current) are also transmitted from the motor control system 37 and the control devices 32 and 28 onto the CAN, and can be mutually used by the devices connected to the CAN.

The motor control system 37 uses the current power generation current value of the generator 4 detected by the current transformers CT2 and CT3, the rotation speed of the engine 2, and the like to allow the generator 4 to generate more electric power ΔG1 (power generation). The maximum allowable power that the machine 4 can supply-the generated power currently output) is calculated. Then, the data of the surplus power generation amount ΔG1 is transmitted on the CAN. The engine control unit 34 further calculates the surplus horsepower ΔH that can be output by the engine 2 by subtracting the torque that is currently output from the maximum torque curve of the engine 2. Then, the data of the surplus horsepower ΔH is transmitted on the CAN.

The battery control device 32 estimates the amount of electricity stored in the vehicle-mounted battery 5 from the integrated value of the discharge current detected by the current transformer CT1 and the voltage of the vehicle-mounted battery 5, and the discharge current value detected by the current transformer CT1 and the vehicle-mounted battery. The amount of increase in the discharge current allowed in the on-vehicle battery 5 from the stored amount of 5 (the limit discharge amount of the battery −
The allowable discharge increase amount ΔE which is the current discharge amount) is calculated.
Then, the data of the allowable discharge increase amount ΔE is transmitted on the CAN.

The main controller 8 compares the surplus power generation amount ΔG1 thus transmitted on the CAN with the surplus horsepower ΔH, and the smaller value is the increase amount of the power generation amount allowed by the generator 4. The power generation increase amount ΔG. Then, the data of the allowable power generation increase amount ΔG is transmitted on the CAN. Further, the main control unit 8 adds the allowable discharge increase amount ΔG to the allowable power generation increase amount ΔG.
Then, the power amount (ΔG + ΔE) is calculated, and the data is also transmitted to the CAN. Further, the main controller 8 adds the allowable discharge increase amount ΔE to the allowable power generation increase amount ΔG, and subtracts the surplus horsepower ΔH from the added value to obtain a value of 0.
The marginal power utilization rate α that varies within the range of 1 or less is calculated. This margin power utilization rate α becomes small (close to 0) when the ratio of the margin horsepower ΔH to the value obtained by adding the permissible power generation increase amount ΔG and the permissible discharge increase amount ΔE is large (close to 0), and conversely the margin horsepower ΔH ratio is If it is small, it becomes large (close to 1). Then, the data of this margin power utilization rate α is also CA
Send on N.

Furthermore, the main controller 8 multiplies the value obtained by adding the allowable power generation increase amount ΔG and the allowable discharge increase amount ΔE by the surplus power utilization rate α, so that the power consumption amount that can be further increased in the air conditioner 9 Allowable power consumption increase Δ
Calculate U. In this case, when the ratio of the surplus horsepower ΔH to the value obtained by adding the allowable power generation increase amount ΔG and the allowable discharge increase amount ΔE is large, and the surplus power utilization ratio α is small, the allowable power consumption increase amount ΔU becomes small, and conversely When the ratio of horsepower ΔH is small and the marginal power utilization rate α is large, the allowable power consumption increase amount ΔU is large. For example, when the surplus horsepower ΔH is 0 and the surplus power utilization rate α is 1, the value obtained by adding the allowable power generation increase amount ΔG and the allowable discharge increase amount ΔE is the allowable power consumption increase amount Δ.
Become U. Then, main controller 8 also transmits the data of the allowable power consumption increase amount ΔU on CAN.

The air-conditioning controller 28 sends the surplus power generation amount ΔG1, the surplus horsepower ΔH, the allowable power generation increase amount ΔG, the allowable discharge increase amount ΔE, the surplus power utilization rate α, and the allowable power consumption increase amount ΔU transmitted to the CAN. Each data is received and utilized for the control as described later. The allowable power consumption increase amount ΔU is allowed when the power consumption in the air conditioner 9 increases when the air conditioning controller 28 of the air conditioner 9 performs the basic vehicle interior air conditioning operation as described above. The power consumption of the air conditioner 9 is increased.

An actual control operation with the above configuration will be described. The main control device 8 recognizes whether the vehicle is in a stopped state or a traveling state based on the operation amounts and operation states detected by the drive operation units such as the accelerator, the brake, and the shift. Here, when the main control device 8 recognizes that the automobile 1 is in the stopped state, the main control device 8 transmits the fact that the vehicle is in the stopped state to the CAN, and the engine control device 34
Stops the engine 2 and sets the vehicle to a so-called idling stop state.

The battery control device 32 also calculates the vehicle-mounted battery 5 calculated from the charging current value to the vehicle-mounted battery 5 and the discharge current value from the vehicle-mounted battery 5 detected by the current transformer CT1 transmitted on the CAN as described above. The power storage amount S is constantly fed back and monitored.
Then, the compressor motor 1 of the electric compressor 10
When the amount S of stored electricity decreases and falls below a predetermined set value Ss which is the minimum allowable lower limit value due to the operation of No. 1 or the like, the engine control device 34 stops idling and controls the engine 2 to start. To do. Engine 2
The electric power generated by the generator 4 by the start of is stored in the on-vehicle battery 5, and the compressor motor 11 of the electric compressor 10 can be driven by the stored amount of electricity.

Next, the control operation of the control device such as the main control device 8 according to the present invention will be described with reference to FIG. As described above, the main control device 8 recognizes whether the vehicle is in the stopped state or the traveling state, based on the operation amount and the operation state of the accelerator, the brake, the shift, and the like detected by the operation section. At this time, the main control device 8 measures and stores the running time between the respective stopped states and the stopped state between the running states.

Then, the main control device 8 predicts the next travel time Tr and the stop time Ti based on the past plurality of travel times and stop times stored in the main control device 8 as described above. In the present embodiment, the next predicted travel time Tr uses a value from the past travel times Tr1 to Trn, and the next predicted stop time Ti is the past stop time Ti1 to Tn.
Using the value up to in, that is, the next estimated traveling time Tr
The estimated stop time Ti is calculated by the following equations (5) and (6). Tr = (Tr1 + ... + Trn) / n ... (5) Ti = (Ti1 + ... + Tin) / n ... (6)

The amount of electricity stored in the vehicle battery 5 at the start of the next vehicle stop time depending on the vehicle stop state, that is, the amount S of electricity stored in the vehicle battery 5 due to the traveling state immediately before the vehicle stop time is as follows. It is calculated. Note that Ss in the equation (7) is a predetermined set value that is a lower limit value that allows the stored amount S to be minimum, and C is power consumption discharged from the vehicle-mounted battery 5 per unit time. S-Ss = CTi S = CTi + Ss (7)

Further, depending on the traveling state, the amount of electricity stored in the vehicle battery 5 at the start of the next vehicle stop time, that is, the amount S of electricity stored in the vehicle battery 5 due to the state of travel immediately before the vehicle stop time is expressed by the following equation ( It is calculated as in 8). It should be noted that G in the equation (8) is the power generation amount per unit time of the generator 4 in the traveling state. S = (G−C) Tr + Ss (8)

From the above equations (7) and (8), the power generation amount G per unit time in the running state immediately before the vehicle stop state to cover the electricity storage amount S required for the next vehicle stop state is calculated by the following equation (9). Can be calculated as follows. (G−C) Tr + Ss = CTi + Ss (G−C) Tr = CTi G = C (Ti + Tr) / Tr (9)

From the above, the main control unit 8 is based on the next predicted stop time and predicted travel time calculated as described above.
The predicted power consumption amount per unit time calculated on the right side of Expression (9) is transmitted on CAN. Then, the motor control system 37 controls the power generation amount of the generator 4 during the next traveling based on the predicted power consumption amount required for the next stop time transmitted on the CAN. That is, the vehicle is running in a direction in which the predicted amount of power consumption of the electric compressor 10 or the like while the vehicle is stopped after running prevents the amount of power stored in the battery 4 from decreasing to a predetermined set value Ss that is the minimum allowable lower limit value. The power generation amount of the generator 4 is controlled.

Thus, according to the present invention, the main controller 8 or the like can control the amount of power generated by the generator 4 during traveling, based on the state of running and stopping of the automobile 1. Even when the electric compressor 10 is driven while the vehicle is stopped after the idling stop in the basic control, it is possible to prevent or suppress the inconvenience that the engine 2 is started by the electric power consumption of the electric compressor 10.

Therefore, it becomes possible to realize a comfortable air conditioning in the vehicle compartment while achieving a reduction in exhaust gas and noise when the vehicle is stopped, and also to suppress the situation in which the engine 2 is started when the vehicle is stopped to generate power. It becomes possible to reduce as a whole.

Further, in this embodiment, the next running time and the stopping time after the running are predicted from the past running time and the stopping time, and the generator 4 during the next running is predicted based on the prediction result. Since the amount of power generation is controlled, more accurate control can be realized.

On the other hand, by transforming the equation (9) into the following equation (10), the power consumption per unit time in the running state and the stopped state that can be covered by the power generation amount in the next running state is calculated. can do. C = GTr / (Ti + Tr) (10)

From the above, the main control unit 8 determines, based on the next predicted stop time and predicted travel time calculated as described above,
The predicted power generation amount per unit time calculated on the right side of Expression (10) is transmitted on CAN. Then, the air conditioning control device 2
Reference numeral 8 controls the amount of power consumption of the electric compressor 10 and the like during the next running and when the vehicle is stopped, based on the predicted power generation amount obtained on the CAN during the next running time. That is, the vehicle is running in a direction in which the predicted amount of power consumption of the electric compressor 10 or the like while the vehicle is stopped after running prevents the amount of power stored in the battery 4 from decreasing to a predetermined set value Ss that is the minimum allowable lower limit value. Also, the electric power consumption of the electric compressor 10 while the vehicle is stopped is controlled.

Thus, according to the present invention, the main controller 8 or the like determines whether the electric compressor 1 is running or stopped based on the running or stopping state of the automobile 1.
Since the electric power consumption of 0 can be controlled, even when the electric compressor 10 is driven during a stop of the idling stop in the above basic control, the engine 2 is started by the electric power consumption of the electric compressor 10. Inconvenience can be prevented or suppressed.

Therefore, it becomes possible to realize a comfortable air conditioning in the vehicle compartment while achieving a reduction in exhaust gas and noise when the vehicle is stopped, and also to suppress the situation in which the engine 2 is started when the vehicle is stopped to generate power. It becomes possible to reduce as a whole.

Further, in the present embodiment, the next running time and the stopping time after the running are predicted from the past running time and the stopping time, and based on the result of the prediction, the electric running during the next running and during the stopping is performed. Since the power consumption of the compressor 10 is controlled, more accurate control can be realized.

Furthermore, the main control unit 8 has a power generation control priority mode for preferentially controlling the power generation amount of the generator 4 during traveling, and an air conditioning control priority mode for preferentially controlling the power consumption amount of the electric compressor 10. It is also possible to provide a selection means (not shown) for selecting and.

In this case, the power generation control priority mode and the air conditioning control priority mode can be selected in accordance with the user's preference and the usage environment of the automobile 1, and more effective idling stop and vehicle interior air conditioning can be performed. Will be able to be realized.

Further, in the above embodiment, the present invention has been described by taking a hybrid vehicle (HEV) in which the engine 2 is used as a driving assist drive source as the vehicle 1, but the hybrid in which the engine 2 is used only for power generation. The present invention can be realized even in an automobile (HEV).

Further, it can be applied to a normal fuel engine vehicle as shown in FIG. Also in this figure, the same reference numerals as those in FIGS. 1 to 5 have the same or similar functions. In this case, the fuel engine for running (internal combustion engine)
The electric power generated by the generator (GEN) 43 driven by 42 is charged in the vehicle-mounted battery 5 (DC 42V), and the air-conditioning apparatus 9 is driven by the electric power of the vehicle-mounted battery 5. Then, the fuel engine 42 is controlled by the engine control device 34 connected to the CAN, and the detected value of the current transformer CT3 is also input to the engine control device 34 to control the power generation amount of the generator 43. The surplus power generation amount ΔG1 of the generator 43 is calculated by the engine control device 34, and the data is transmitted to CAN. Further, the data of the surplus horsepower ΔH is also transmitted from the engine control device 34 onto the CAN. Further, the allowable discharge increase amount ΔE is also transmitted from the battery control device 32 to the CAN so that the electric power control can be realized in the same manner as in the hybrid vehicle described above.

Further, various current values and control signals in the embodiments can be transmitted by serial communication, parallel communication, analog communication, digital communication, or various communication methods of switch signals, and physically either wired or wireless. Is also possible. Further, it goes without saying that it can also be realized in a communication system that does not use CAN.

[0064]

As described in detail above, according to the automobile control system of the invention of claim 1, it is used for an automobile provided with the power generation means driven by the engine and the power storage means charged by this power generation means. And an air conditioning unit having an electric compressor driven by power supply from a power storage unit, and a control unit. The control unit is a power generation unit during traveling based on the running and / or stopping state of the automobile. When the engine is stopped while the vehicle is stopped and the amount of electricity stored in the electricity storage means is reduced to a predetermined value while the engine is stopped, the amount of power generated by the electric compressor or the amount of electric power consumed by the electric compressor is controlled. Control is performed to start the engine, and the electric compressor can be driven while the engine is stopped. Idling stop is implemented by controlling the power generation amount of the power generation unit or the electric power consumption amount of the electric compressor while traveling in a direction to prevent the power storage amount of the power storage unit from decreasing to a predetermined value due to the power consumption of the presser. Even when the electric compressor is driven while the vehicle is stopped, it is possible to prevent or suppress the inconvenience that the engine is started by the power consumption of the electric compressor.

As a result, it is possible to realize a comfortable air conditioning in the vehicle compartment while achieving a reduction in exhaust gas and noise when the vehicle is stopped, and it is also possible to reduce the amount of power generation as a whole.

According to the vehicle control system of the third aspect of the invention, in addition to the second aspect of the invention, the control means controls the past running time and the next running time from the running time and the stopping time after the running. Is predicted and the power generation amount of the power generation means or the power consumption amount of the electric compressor during the next traveling is controlled based on the prediction result, so that more accurate control can be realized.

According to the automobile control system of the invention of claim 4, in each of the above inventions, the control means has a power generation control priority mode for preferentially controlling the power generation amount of the power generation means during traveling, and the consumption of the electric compressor. Since it is possible to select the air conditioning control priority mode that preferentially controls the electric energy, it is possible to select the mode according to the user's preference and the environment of use of the car, and more effective idling stop and vehicle It becomes possible to realize indoor air conditioning.

[Brief description of drawings]

FIG. 1 is a configuration diagram of a hybrid vehicle as an embodiment to which a vehicle control system of the present invention is applied.

FIG. 2 is a configuration diagram of a drive system of the automobile shown in FIG.

FIG. 3 is a configuration diagram of an air conditioner constituting a vehicle control system of the present invention.

FIG. 4 is a refrigerant circuit diagram of the air conditioner of FIG.

FIG. 5 is a block diagram of a vehicle control system in which the vehicle control system of the present invention is applied to a hybrid vehicle.

FIG. 6 is a diagram for explaining power control by the vehicle control system of the present invention, which illustrates changes in the amount of electricity stored in the vehicle-mounted battery and changes in the running / stopped state of the vehicle.

FIG. 7 is a block diagram of a vehicle control system when the vehicle control system of the present invention is applied to a normal fuel engine vehicle.

[Explanation of symbols]

1 car 2 engine 3 Traveling motor 4 generator 5 Car battery 8 Main controller 9 Air conditioner 10 compressor 11 Compressor motor 28 Air-conditioning control device 32 Battery control device 37 Motor control system 43 generator CT1 current transformer

Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) F02D 17/00 F02D 29/02 D 29/02 321A 321 29/06 E 29/06 B60K 9/00 E (72) Invention Person Shigeharu Sasaki 2-5-5 Keihan Hondori, Moriguchi-shi, Osaka Sanyo Electric Co., Ltd. F-term (reference) 3G092 AC02 AC03 AC08 DG08 FA30 GA10 GB10 HF02Z 3G093 AA06 AA07 AA16 BA21 BA22 CA00 CB01 DA00 DB09 DB19 EB00 EB09 EC02 FA11 5H115 PA01 PA05 PA11 PA13 PC06 PG04 PI16 PI22 PO06 PU25 PV02 PV09 PV23 QA01 QE12 QN08 SE05 SE06 SE10 TI05 TO14

Claims (4)

[Claims] 1. An air conditioner used for an automobile, comprising an electric power generation unit driven by an engine and an electric storage unit charged by the electric power generation unit, and having an electric compressor driven by power supply from the electric storage unit, And a control unit that controls the amount of power generated by the power generation unit or the amount of power consumed by the electric compressor during traveling, based on the running and / or stopping state of the automobile. Control system for automobiles. 2. The control means executes control to stop the engine while the vehicle is stopped and start the engine when the amount of electricity stored in the electricity storage means decreases to a predetermined value while the engine is stopped, A direction in which the electric compressor can be driven while the engine is stopped, and the electric power consumption of the electric compressor is prevented from decreasing to the predetermined value due to power consumption of the electric compressor while the vehicle is stopped after traveling. 2. The vehicle control system according to claim 1, wherein the power generation amount of the power generation means or the power consumption amount of the electric compressor is controlled during the traveling. 3. The control means predicts a next running time and a stopping time after the running from a past running time and a stopping time, and based on the prediction result, the power generating means during the next running. The power generation amount of the electric compressor or the electric power consumption amount of the electric compressor is controlled.
Automotive control system. 4. The power generation control priority mode in which the control means preferentially controls the power generation amount of the power generation means during traveling and the air conditioning control priority mode in which the power consumption amount of the electric compressor is preferentially controlled. The vehicle control system according to claim 1, 2 or 3, wherein the control system is selectable.