JP2005306197A - Controller of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller of a vehicle cooling an accumulating mechanism while suppressing sound of a cooling fan. <P>SOLUTION: An A/C_ECU executes a program including steps of: detecting the temperature in the cabin and the operation state of a switch (S200); determining the number B of A/C fan driving stages (S202) based on the temperature in the cabin and the operation state of the switch; and increasing the number B of A/C fan driving stages (S206) when up-flag of the number of A/C fan driving stages is received (YES in S204). <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle control device, and more particularly to a vehicle control device equipped with a cooling fan that cools a power storage mechanism and an air conditioner that adjusts air in a vehicle interior.

  In recent years, a hybrid vehicle, a fuel cell vehicle, an electric vehicle, and the like that are driven by a driving force from a motor have attracted attention as part of measures for environmental problems. Such a vehicle is equipped with a battery, a capacitor (capacitor) and the like for storing electric power to be supplied to the motor. Since the battery and the capacitor generate heat due to charging and discharging of electric power, it is necessary to cool the battery and the capacitor by supplying air inside the vehicle interior using a cooling fan or the like. When supplying air in the passenger compartment to a battery or capacitor (condenser), the cooling fan is placed in the vicinity of the passenger compartment, so that the vehicle is stopped, for example, the wind operation noise, the motor drive noise, etc. When the sound accompanying the sound is small, the driving sound of the cooling fan can be easily heard by the occupant, and silence may be hindered. Therefore, it is necessary to control the cooling fan according to the state of the vehicle.

  Japanese Patent Laying-Open No. 2001-103612 (Patent Document 1) discloses a fan control device for a hybrid vehicle that reduces fan noise. A fan control device for a hybrid vehicle described in Patent Literature 1 includes an engine that outputs a driving force of the vehicle, a motor that assists the output of the engine, a battery that supplies electric power to the motor, a fan that cools the battery, and a vehicle. A fan of a hybrid vehicle having an idle stop function accompanying the stop is controlled. The control device includes an idle stop prediction unit that predicts an idle stop in advance during vehicle deceleration, and an air volume switching unit that stops the fan before the idle stop when an idle stop is predicted.

According to the hybrid vehicle fan control device described in this publication, it is possible to stop the fan before the actual idle stop by predicting that there is an idle stop during vehicle deceleration. And quietness in the passenger compartment when the vehicle is idle can be improved.
JP 2001-103612 A

  However, the fan control device for a hybrid vehicle described in the above publication has a problem that the battery cannot be cooled even when the temperature of the battery is high because the fan is stopped at the time of idling stop. It was.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle control device that can cool the power storage mechanism while suppressing the noise of the cooling fan. .

  According to a first aspect of the present invention, a vehicle control device controls a vehicle equipped with a power storage mechanism and a cooling fan that supplies air for cooling the power storage mechanism. The vehicle is equipped with an air conditioner that adjusts the air in the passenger compartment. Air for cooling the power storage mechanism is air in the passenger compartment. The control device, the acquisition means for acquiring information on the noise in the vehicle interior based on the operating state of the vehicle, the limiting means for limiting the operation of the cooling fan based on the information on the acquired noise, It includes a detecting means for detecting information related to the power storage mechanism, and a control means for controlling the air conditioner based on the information related to the power storage mechanism when the operation of the cooling fan is restricted by the restricting means.

  According to the first aspect of the invention, the acquisition means acquires information related to the noise in the passenger compartment based on the operating state of the vehicle, and the restriction means limits the operation of the cooling fan based on the acquired information related to noise. . When the detection means detects information related to the power storage mechanism and the operation of the cooling fan is restricted, the restriction means controls the air conditioner based on the information related to the power storage mechanism. As a result, for example, when the noise associated with vehicle travel is low at low vehicle speeds or when the vehicle is stopped, or when the operating sound of auxiliary equipment or audio volume is low, Sound is suppressed. In such a case, for example, the temperature of the power storage mechanism is detected, and the higher the temperature of the power storage mechanism, the greater the air volume from the air conditioner or the lower the temperature of the air sent from the air conditioner. be able to. Since air for cooling the power storage mechanism is air in the passenger compartment, the power storage mechanism is easily cooled if the air volume from the air conditioner is increased or the temperature of the air sent from the air conditioner is lowered. . As a result, it is possible to provide a vehicle control device that can cool the power storage mechanism while suppressing the noise of the cooling fan.

  In the vehicle control apparatus according to the second aspect of the invention, in addition to the configuration of the first aspect of the invention, the air conditioner includes a blower. The control means is configured to operate the blower when the blower is stopped based on the information about the power storage mechanism when the operation of the cooling fan is restricted, or from the blower when the blower is operating. Means for controlling the air conditioner to increase the air volume of the air.

  According to the second invention, when the operation of the cooling fan is restricted, the control means operates the blower when the blower is stopped based on the information about the power storage mechanism, and the blower is operating. In some cases, increase the air flow from the blower. Thereby, when the operation of the cooling fan is restricted and the sound of the cooling fan is suppressed, the power storage mechanism can be cooled by starting air blowing from the air conditioner or increasing the air volume. In addition, since the blower sound that is relatively familiar to passengers and less discomfort is increased, it is possible to relax the operation restriction of the cooling fan of the power storage mechanism without amplifying the discomfort to the passenger, The cooling state can be cooled in a more preferable state.

  In the vehicle control apparatus according to the third invention, in addition to the configuration of the second invention, the detecting means includes means for detecting the temperature of the power storage mechanism. When the operation of the cooling fan is restricted, the control means includes a means for controlling the air conditioner so that the air volume from the blower increases as the temperature of the power storage mechanism increases.

  According to the third invention, when the detection unit detects the temperature of the power storage mechanism and the control unit restricts the operation of the cooling fan, the air volume from the blower increases as the temperature of the power storage mechanism increases. Thereby, when the operation of the cooling fan is restricted and the noise of the cooling fan is suppressed, the temperature of the power storage mechanism can be suppressed from becoming excessively high.

  In the vehicle control device according to the fourth invention, in addition to the configuration of the first invention, the control means is sent out from the cooling device based on information on the power storage mechanism when the operation of the cooling fan is restricted. Means for controlling the air conditioner to lower the temperature of the air.

  According to the fourth invention, when the operation of the cooling fan is restricted, the control means reduces the temperature of the air sent from the cooling device based on the information on the power storage mechanism. Thereby, when the operation of the cooling fan is restricted and the sound of the cooling fan is suppressed, the temperature of the air sent from the cooling device can be lowered and the power storage mechanism can be cooled.

  In the vehicle control apparatus according to the fifth aspect of the invention, in addition to the configuration of the fourth aspect of the invention, the detection means includes means for detecting the temperature of the power storage mechanism. The control means includes means for controlling the air conditioner so that the temperature of the air delivered from the cooling device decreases as the temperature of the power storage mechanism increases when the operation of the cooling fan is restricted.

  According to the fifth invention, when the detecting means detects the temperature of the power storage mechanism and the control means is restricted from operating the cooling fan, the higher the temperature of the power storage mechanism, the more the air sent from the cooling device. Allow the temperature to decrease. Thereby, when the operation of the cooling fan is restricted and the noise of the cooling fan is suppressed, the temperature of the power storage mechanism can be suppressed from becoming excessively high.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

<First Embodiment>
With reference to FIG. 1, a vehicle equipped with a vehicle control device according to a first embodiment of the present invention will be described. This vehicle includes an engine 100, an MG (Motor Generator) (1) 200, a PCU (Power Control Unit) 300, a battery 400, an MG (2) 500, a hybrid ECU (Electronic Control Unit) 600, an A / C (Air Conditioner) _ECU 700 and A / C unit 702 are included. The vehicle control apparatus according to the embodiment of the present invention is realized by a program executed by hybrid ECU 600 and A / C_ECU 700, for example.

  In the present embodiment, the vehicle will be described using a hybrid vehicle equipped with engine 100, but a fuel cell vehicle equipped with a fuel cell, an electric vehicle, or the like may be used instead of the hybrid vehicle.

  Engine 100 burns a mixture of fuel and air to rotate a crankshaft (not shown) to generate driving force. The driving force generated by the engine 100 is divided into two paths by the power split mechanism 102. One is a path for driving the wheel 106 via the speed reducer 104. The other is a path for driving MG (1) 200 to generate power.

  MG (1) 200 is driven by the power of engine 100 divided by power split device 102 to generate power. The electric power generated by MG (1) 200 is selectively used depending on the driving state of the vehicle and the state of charge (SOC) of battery 400. For example, during normal traveling or sudden acceleration, the electric power generated by MG (1) 200 is supplied to MG (2) 500 via PCU 300.

  On the other hand, when the SOC of battery 400 is lower than a predetermined value, the power generated by MG (1) 200 is converted from AC power to DC power by inverter 302 of PCU 300, and the voltage is adjusted by converter 304. And then stored in the battery 400.

  The battery 400 is an assembled battery configured by connecting a plurality of battery modules in which a plurality of battery cells are integrated in series. Note that a capacitor may be used instead of the battery 400.

  MG (2) 500 is a three-phase AC rotating electric machine. MG (2) 500 is driven by at least one of the electric power stored in battery 400 and the electric power generated by MG (1) 200. The driving force of MG (2) 500 is transmitted to wheels 106 via reduction gear 104. Thus, MG (2) 500 assists engine 100 to cause the vehicle to travel, or causes the vehicle to travel only by the driving force from MG (2) 500.

  During regenerative braking of the vehicle, the MG (2) 500 is driven by the wheels 106 via the speed reducer 104, and the MG (2) 500 is operated as a generator. Thereby, MG (2) 500 operates as a regenerative brake that converts braking energy into electric power. The electric power generated by MG (2) 500 is stored in battery 400 via inverter 302 and converter 304.

  The hybrid ECU 600 is connected to a battery temperature sensor 602, a vehicle speed sensor 604, a crank position sensor 606, a rotation speed sensor (1) 608 and a rotation speed sensor (2) 610.

  Battery temperature sensor 602 detects temperature TB of battery 400. The vehicle speed sensor 604 detects the number of rotations of the wheel. The crank position sensor 606 is provided facing the timing rotor provided on the crankshaft, and detects the number of rotations of the crankshaft. The rotation speed sensor (1) 608 detects the rotation speed of the MG (1) 200. The rotation speed sensor (2) 610 detects the rotation speed of the MG (2) 500.

  Signals representing detection results of the battery temperature sensor 602, the vehicle speed sensor 604, the crank position sensor 606, the rotational speed sensor (1) 608, and the rotational speed sensor (2) 610 are transmitted to the hybrid EUC 600.

  Hybrid ECU 600 is based on a signal transmitted from each sensor, a driving state of the vehicle, an accelerator opening, a change rate of the accelerator opening, a shift position, an SOC and temperature of battery 400, a map and a program stored in a memory, and the like. Perform arithmetic processing. Thereby, hybrid ECU 600 controls the devices mounted on the vehicle so that the vehicle is in a desired driving state.

  In the present embodiment, hybrid ECU 600 determines a voltage for driving battery fan 402 based on temperature TB of battery 400. The voltage for driving the battery fan 402 is set stepwise as shown in FIG. The voltage for driving the battery fan 402 is determined by determining the battery fan drive stage number A.

  Hybrid ECU 600 includes signals transmitted from vehicle speed sensor 604, crank position sensor 606, rotation speed sensor (1) 608 and rotation speed sensor (2) 610, operating sounds of auxiliary equipment, sound volume of audio (not shown), and the like. Based on the above, noise (background noise) other than the driving sound of the battery fan 402 in the vehicle interior is detected. For example, the background noise may be detected by a map determined in advance through experiments or the like.

  Hybrid ECU 600 increases or decreases the determined voltage (the number of fan drive stages) according to background noise. For example, when the vehicle speed is high and the noise associated with traveling is high, or when the operation sound of auxiliary equipment and the volume of audio are large, the voltage for driving the battery fan 402 is increased by X, and the air volume from the battery fan 402 is increased. . On the other hand, when the vehicle speed is low, when the vehicle is stopped, or when the operation sound of the auxiliary machinery and the volume of the audio are low, the ECU 600 reduces the voltage for driving the battery fan 402 by Y, and the battery fan 402 Reduce the noise generated from the. Further, as shown in FIG. 3, hybrid ECU 600 determines stepwise a required voltage value for driving A / C fan 704 of A / C unit 702 based on battery temperature TB. The required voltage value for driving the A / C fan 704 is determined by determining the required number of A / C fan drive stages. The required A / C fan drive stage number is set to a larger value as the battery temperature TB is higher.

  Returning to FIG. 1, an A / C unit 702 is connected to the A / C_ECU 700. The A / C_ECU 700 controls the A / C unit 702 according to the vehicle interior temperature detected by the vehicle interior temperature sensor 706 and the operation state of the switch 708 operated by the passenger. From the A / C unit 702, air at the blowing temperature set by the A / C_ECU 700 is blown out.

  As shown in FIG. 4, the A / C_ECU 700 determines the voltage for driving the A / C fan 704 stepwise based on the vehicle interior temperature. The voltage for driving the A / C fan 704 is determined by determining the number of A / C fan drive stages.

  With reference to FIG. 5, a control structure of a program executed by hybrid ECU 600 in the vehicle control apparatus according to the present embodiment will be described.

  In step (hereinafter step is abbreviated as S) 100, hybrid ECU 600 detects temperature TB of battery 400 based on the signal transmitted from battery temperature sensor 602.

  In S102, ECU 600 determines the number of fan drive stages based on temperature TB of battery 400. In S104, hybrid ECU 600 converts the signals transmitted from vehicle speed sensor 604, crank position sensor 606, rotation speed sensor (1) 608 and rotation speed sensor (2) 610, operating sounds of auxiliary equipment, audio volume, and the like. Based on this, the operating state of the vehicle is detected, and background noise in the passenger compartment is detected from the detected operating state.

  In S106, hybrid ECU 600 determines whether or not it is necessary to limit the number of battery fan drive stages. Whether or not it is necessary to limit the number of fan drive stages may be determined, for example, by determining whether or not background noise is lower than a predetermined value. If it is necessary to limit the number of fan drive stages (YES in S106), the process proceeds to S108. If not (NO in S106), the process proceeds to S110.

  In S108, hybrid ECU 600 limits the number of battery fan drive stages. In S110, hybrid ECU 600 receives A / C fan drive stage number B from A / C_ECU 700. In S112, hybrid ECU 600 determines required A / C fan drive stage number C based on temperature TB of battery 400.

  In S114, hybrid ECU 600 determines whether or not A / C fan drive stage number B is smaller than required A / C fan drive stage number C. If A / C fan drive stage number B is smaller than required A / C fan drive stage number C (YES in S114), the process proceeds to S116. If not (NO in S114), the process proceeds to S120.

  In S116, hybrid ECU 600 sets an A / C fan drive stage number up flag. In S118, hybrid ECU 600 transmits an A / C fan drive stage number up flag to A / C_ECU 700. In S120, hybrid ECU 600 resets the A / C fan drive stage number up flag.

  With reference to FIG. 6, a control structure of a program executed by A / C_ECU 700 in the vehicle control apparatus according to the present embodiment will be described. In S200, A / C_ECU 700 detects the cabin temperature and the operating state of switch 708.

  In S202, A / C_ECU 700 determines A / C fan drive stage number B based on the passenger compartment temperature. In S204, A / C_ECU 700 determines whether or not an A / C fan drive stage number up flag has been received from hybrid ECU 600. If the A / C fan drive stage number up flag is received (YES in S204), the process proceeds to S206. If not (NO in S204), the process proceeds to S208.

  In S206, A / C_ECU 700 adds a predetermined value D to A / C fan drive stage number B to increase A / C fan drive stage number B. In S208, A / C_ECU 700 transmits A / C fan drive stage number B to hybrid ECU 600.

  The operation of hybrid ECU 600 and A / C_ECU 700 in the vehicle control apparatus according to the present embodiment based on the above-described structure and flowchart will be described.

  When the vehicle system is activated, the temperature TB of the battery 400 is detected (S100), the battery fan drive stage number A is determined (S102), and the battery fan 402 is driven with the determined fan drive stage number A. It is done. Further, the operation state of the vehicle is detected, and background noise is detected (S104).

  For example, when the vehicle speed is low or the hybrid vehicle is stopped, the background noise is reduced when the operation sound of the auxiliary machinery and the volume of the audio are reduced, so the number of fan drive stages of the battery fan 402 is limited. If it is determined that it is necessary (YES in S106), if the number of battery fan drive stages is set to A (1) as shown in FIG. 7, the number of battery fan drive stages is reduced by Y. The number of battery fan drive stages is limited to A (2). Thereby, the driving sound generated from the battery fan 402 is limited.

  On the other hand, the vehicle interior temperature and the operating state of the switch 708 are detected (S200), the A / C fan drive stage number B of the A / C fan 704 is determined (S202, S206), and the determined A / C fan drive stage number is determined. In B, the A / C fan 704 is driven. Here, as shown in FIG. 8, it is assumed that the A / C fan drive stage number B is set to B (1). The determined A / C fan drive stage number B (1) is transmitted to hybrid ECU 600 (S208).

  The transmitted A / C fan drive stage number B (1) is received by the hybrid ECU 600 (S110), and the required A / C fan drive stage number C is determined based on the temperature TB of the battery 400 (S112). Here, since the temperature TB of the battery 400 is high, it is assumed that the required A / C fan drive stage number C is set to C (1) (C (1)> B (1)) as shown in FIG. To do.

  Since required A / C fan drive stage number C (1) is larger than A / C fan drive stage number B (1) (YES in S114), an A / C fan drive stage number up flag is set (S116). The set A / C fan drive stage number up flag is transmitted from hybrid ECU 600 to A / C_ECU 700 (S118).

  When A / C_ECU 700 receives the A / C fan drive stage number up flag (YES in S204), A / C fan drive stage number B is increased (S206), and the A / C fan drive stage number is increased. The A / C fan 704 is driven.

  Thus, even if the number of driving stages of the battery fan 402 is limited and the air volume is suppressed, the amount of air supplied from the A / C fan 704 is increased to lower the temperature in the passenger compartment, and finally the battery 400 Can be cooled.

  In this case, as shown in FIG. 10, the fan noise of the battery fan 402 is suppressed from the value indicated by the solid line to the value indicated by the broken line in FIG. Thereby, the discomfort given to a passenger | crew by the drive sound generated from the battery fan 402 can be suppressed.

  The driving sound generated from the A / C fan 704 is raised from the value of the two-dot chain line to the value of the one-dot chain line in FIG. 10, but the driving sound generated from the A / C fan 704 is familiar to the passenger. Yes, the occupant can predict the source of drive noise. Therefore, even if the driving sound generated from the A / C fan 704 increases, the discomfort given to the occupant by the increase in the noise of the A / C fan 704 is small.

  The A / C fan drive stage number B is increased until the required A / C fan drive stage number C or more. Therefore, the higher the battery temperature TB and the larger the required A / C fan drive stage number C, the greater the A / C fan drive stage number B. That is, the air volume from the A / C fan 704 is increased as the battery temperature TB is higher.

  If A / C fan drive stage number B (1) is larger than required A / C fan drive stage number C (1) (NO in S114), the A / C fan drive stage number up flag is reset ( S120), transmission (S118) and reception (S204) of the A / C fan drive stage number up flag are not performed, and the A / C fan drive stage number B is not increased.

  As described above, in the vehicle control apparatus according to the present embodiment, when the hybrid ECU restricts the number of battery fan drive stages based on the background noise in the vehicle interior, the hybrid ECU determines the A / C fan drive stage number as A / C_ECU. To determine the required A / C fan drive stage number. If the required A / C fan drive stage number is larger than the A / C fan drive stage number, the A / C fan drive stage number up flag is set and the A / C fan drive stage number up flag is received. When the A / C_ECU receives the A / C fan drive stage number up flag, it increases the A / C fan drive stage number, and drives the A / C fan with the increased A / C fan drive stage number. Thereby, a battery can be cooled, suppressing the drive sound of the battery fan which gives discomfort to a passenger | crew.

  In this embodiment, when the number of battery fan drive stages is limited, the A / C fan drive stage number is increased to increase the air volume from the A / C fan. However, when the battery fan drive stage number is limited If the A / C unit is turned off and the A / C fan is stopped, the A / C unit is turned on and the A / C fan is operated. May be started.

<Second Embodiment>
A second embodiment of the present invention will be described with reference to FIG. 11 and FIG. In the first embodiment described above, the battery is cooled by increasing the number of A / C fan drive stages. However, in this embodiment, the temperature of the air blown from the A / C unit 702 is changed. Lower the battery to cool it down. Other configurations are the same as those in the first embodiment. The function about them is the same. Therefore, detailed description thereof will not be repeated.

  Referring to FIG. 11, a control structure of a program executed by hybrid ECU 600 in the vehicle control apparatus according to the present embodiment will be described. S100 to S108 are the same as those in the first embodiment. Therefore, detailed description thereof will not be repeated here.

  In S300, hybrid ECU 600 receives air blowing temperature E blown from A / C unit 702. In S302, hybrid ECU 600 determines required blow-off temperature F based on battery temperature TB. The required blowing temperature F is set to a lower value as the battery temperature TB is higher.

  In S304, hybrid ECU 600 determines whether or not blowing temperature E is higher than required blowing temperature F. If blowing temperature E is higher than required blowing temperature F (YES in S304), the process proceeds to S306. If not (NO in S304), the process proceeds to S310.

  In S306, hybrid ECU 600 sets an outlet temperature down flag. In S308, hybrid ECU 600 transmits a blowout temperature down flag to A / C_ECU 700. In S310, hybrid ECU 600 resets the blowing temperature down flag.

  Referring to FIG. 12, a control structure of a program executed by A / C_ECU 700 in the vehicle control apparatus according to the present embodiment will be described. About S200, it is the same as the above-mentioned 1st Embodiment. Therefore, detailed description thereof will not be repeated here.

  In S400, A / C_ECU 700 determines A / C blowing temperature E based on the detected vehicle interior temperature and the operating state of switch 708. The A / C unit 702 is controlled by the A / C_ECU 700 so as to blow air at the determined A / C blowing temperature E.

  In S402, A / C_ECU 700 determines whether or not an A / C blowing temperature down flag has been received. If the A / C blowing temperature down flag is received (YES in S402), the process proceeds to S404. If not (NO in S402), the process proceeds to S406.

  In S404, A / C_ECU 700 subtracts a predetermined value G from A / C blowing temperature E to lower A / C blowing temperature E. In S406, A / C_ECU 700 transmits A / C blowing temperature E to hybrid ECU 600.

  The operations of hybrid ECU 600 and A / C_ECU 700 in the vehicle control apparatus according to the present embodiment based on the above-described structure and flowchart will be described.

  When the vehicle system is activated, the temperature TB of the battery 400 is detected (S100), the battery fan drive stage number A is determined (S102), and the battery fan 402 is driven with the determined fan drive stage number A. Be made. Further, the operation state of the vehicle is detected, and background noise is detected based on the detected operation state (S104).

  For example, when the vehicle speed is low or the hybrid vehicle is stopped, the background noise is reduced when the operation sound of the auxiliary machinery and the volume of the audio are reduced, so the number of fan drive stages of the battery fan 402 is limited. If it is determined that it is necessary (YES in S106), the number of battery fan drive stages is reduced, and the number of fan drive stages is limited. Thereby, the driving sound generated from the battery fan 402 is limited.

  On the other hand, the temperature in the passenger compartment and the operation state of the switch 708 are detected (S200), the A / C blowing temperature E of the A / C fan 704 is determined (S400, S402), and the determined A / C blowing temperature E is determined. Thus, the A / C unit 702 is activated. Here, it is assumed that the A / C blowing temperature E is determined to be E (1). The determined A / C blowing temperature E is transmitted to hybrid ECU 600 (S406).

  The transmitted A / C blowing temperature E (1) is received by the hybrid ECU 600 (S300), and the required A / C blowing temperature F is determined based on the temperature TB of the battery 400 (S302). Here, since the temperature TB of the battery 400 is high, it is assumed that the required A / C fan drive stage number F is set to F (1) (F (1) <E (1)).

  Since required A / C blowing temperature F (1) is lower than A / C blowing temperature E (1) (YES in S304), an A / C blowing temperature down flag is set (S306). The set A / C blowing temperature down flag is transmitted from hybrid ECU 600 to A / C_ECU 700 (S308).

  When A / C_ECU 700 receives an A / C blowout temperature down flag (YES in S402), A / C blowout temperature E is lowered (S402), and A / C blowout temperature E is reduced to A / C. The fan 704 is driven.

  As a result, even if the number of driving stages of the battery fan 402 is limited and the air volume is suppressed, the temperature of the air supplied from the A / C fan 704 is lowered to lower the temperature in the vehicle interior, and finally the battery 400 can be cooled. In addition, since the battery 400 can be cooled without increasing the air volume of the A / C fan 704, noise in the passenger compartment can be suppressed.

  The A / C blowing temperature E is lowered until it becomes equal to or lower than the required blowing temperature F. Therefore, the higher the battery temperature TB and the lower the required blowing temperature F, the lower the A / C blowing temperature E. That is, the higher the battery temperature TB, the lower the temperature of the air blown from the A / C unit 702.

  As described above, in the vehicle control apparatus according to the present embodiment, the hybrid ECU receives the A / C blowing temperature from the A / C_ECU when the number of battery fan drive stages is limited based on background noise in the vehicle interior. Then, the required A / C blowing temperature is determined. If the A / C blowing temperature is higher than the required A / C blowing temperature, the A / C blowing temperature down flag is set, and the A / C blowing temperature down flag is transmitted to the A / C_ECU. When the A / C_ECU receives the A / C blowing temperature down flag, the A / C_ECU lowers the A / C blowing temperature and drives the A / C fan at the lowered A / C blowing temperature. Thereby, a battery can be cooled, suppressing the drive sound of the battery fan which gives discomfort to a passenger | crew.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

1 is a control block diagram showing a vehicle equipped with a vehicle control device according to a first embodiment of the present invention. It is a figure which shows the map used in order to determine the battery fan drive stage number in the control apparatus of the vehicle which concerns on the 1st Embodiment of this invention. It is a figure which shows the map used in order to determine the request | requirement A / C fan drive stage number in the control apparatus of the vehicle which concerns on the 1st Embodiment of this invention. It is a figure which shows the map used in order to determine the number of A / C fan drive stages in the control apparatus of the vehicle which concerns on the 1st Embodiment of this invention. 4 is a flowchart showing a control structure of a program executed by the hybrid ECU in the vehicle control apparatus according to the first embodiment of the present invention. It is a flowchart which shows the control structure of the program which A / C_ECU performs in the control apparatus of the vehicle which concerns on the 1st Embodiment of this invention. It is a figure which shows the battery fan drive stage number which hybrid ECU determined in the control apparatus of the vehicle which concerns on the 1st Embodiment of this invention. It is a figure which shows the A / C fan drive stage number which A / C_ECU determined in the control apparatus of the vehicle which concerns on the 1st Embodiment of this invention. It is a figure which shows the request | requirement A / C fan drive stage number which hybrid ECU determined in the control apparatus of the vehicle which concerns on the 1st Embodiment of this invention. It is a figure which shows the drive sound which generate | occur | produces from a battery fan and an A / C fan in the control apparatus of the vehicle which concerns on the 1st Embodiment of this invention. It is a flowchart which shows the control structure of the program which hybrid ECU performs in the control apparatus of the vehicle which concerns on the 2nd Embodiment of this invention. It is a flowchart which shows the control structure of the program which A / C_ECU performs in the control apparatus of the vehicle which concerns on the 2nd Embodiment of this invention.

Explanation of symbols

  400 battery, 402 battery fan, 600 hybrid ECU, 602 battery temperature sensor, 604 vehicle speed sensor, 606 crank position sensor, 608 rotation speed sensor (1), 610 rotation speed sensor (2), 700 A / C_ECU, 702 A / C Unit, 704 A / C fan, 706 interior temperature sensor, 708 switch.

Claims (5)

A control device for a vehicle equipped with a power storage mechanism and a cooling fan that supplies air for cooling the power storage mechanism, wherein the vehicle is equipped with an air conditioner that adjusts air in a vehicle compartment, and the power storage mechanism The air to be cooled is the air in the vehicle interior,
An acquisition means for acquiring information related to noise in the passenger compartment based on an operating state of the vehicle;
Limiting means for limiting the operation of the cooling fan based on the acquired information on noise;
Detecting means for detecting information about the power storage mechanism;
When the operation of the cooling fan is restricted by the restriction means, the vehicle control apparatus includes a control means for controlling the air conditioner based on information on the power storage mechanism. The air conditioner includes a blower,
The control means is configured such that when the operation of the cooling fan is restricted, the blower is in operation so as to operate the blower when the blower is stopped based on information on the power storage mechanism. The vehicle control device according to claim 1, further comprising means for controlling the air conditioner so as to increase an air volume from the blower in some cases. The detection means includes means for detecting the temperature of the power storage mechanism,
The control means includes means for controlling the air conditioner so that the air volume from the blower increases as the temperature of the power storage mechanism increases when the operation of the cooling fan is restricted. Item 3. The vehicle control device according to Item 2.   When the operation of the cooling fan is restricted, the control means controls the air conditioner so as to reduce the temperature of the air sent from the cooling device based on information on the power storage mechanism. The vehicle control device according to claim 1, comprising means. The detection means includes means for detecting the temperature of the power storage mechanism,
When the operation of the cooling fan is restricted, the control means controls the air conditioner so that the temperature of the air delivered from the cooling device decreases as the temperature of the power storage mechanism increases. The vehicle control device according to claim 4, comprising means.

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