JP2008263754A - Vehicular control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular control device for surely preventing an engine from starting during preliminary air-conditioning in a vehicle installed with the engine. <P>SOLUTION: This control unit 60 generates an H level signal SE to supply power to system relays SMR1, SMR2 upon receiving a preliminary air-conditioning request ACreq from a remote control key. An air-conditioning device 52 can be supplied power from a traveling battery B1 through a DC/DC converter 50. The control device 60 operates the air-conditioning device 52 so as to preliminarily conditioning the air in a cabin and set an ON-flag for inhibiting the start of the engine ENG. When predetermined start conditions are satisfied as a part of controlling the start of the engine, the control unit 60 reads the flag for inhibiting the start of the engine. When the ON flag for inhibiting the start of the engine is set, the control device 60 does not start the engine ENG by inhibiting the drive of a motor generator MG1. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle control device, and more particularly to a vehicle control device equipped with an engine.

  Recently, hybrid vehicles have attracted attention as environmentally friendly vehicles. A hybrid vehicle is a vehicle that uses a motor driven by a DC power source via an inverter in addition to a conventional engine as a power source. In other words, a power source is obtained by driving the engine, a DC voltage from the traveling battery is converted into an AC voltage by an inverter, and a motor is rotated by the converted AC voltage to obtain a power source.

  In such a hybrid vehicle, irrespective of the amount of accelerator operation by the driver, the operation by the engine and the operation by the motor are automatically switched to perform control so as to obtain the highest efficiency. For example, when the engine is operated in a steady state and is operated to turn a generator that charges the traveling battery, or when the engine is intermittently operated during traveling according to the charge amount of the traveling battery, etc. Repeats the operation and stop of the engine regardless of the accelerator operation amount of the driver. That is, when the engine and the motor are operated independently or in cooperation with each other, fuel efficiency is improved and exhaust gas is greatly suppressed.

  Thus, the engine of the hybrid vehicle is intermittently driven even during traveling. The engine is started at this time by supplying electric power from a traveling battery to a motor generator connected to the engine and driving the motor generator as a motor. That is, the engine is started by rotating the crankshaft by the motor generator.

  By the way, in a hybrid vehicle, as an air conditioner that air-conditions the interior of the vehicle, in order to air-condition the interior of the vehicle even when the engine is stopped, the compressor is driven by electric power from the traveling battery to air-condition the interior of the vehicle There is. As this type of hybrid vehicle, for example, Japanese Patent Laid-Open No. 2006-298134 (Patent Document 1), Japanese Patent Laid-Open No. 2006-298262 (Patent Document 2) and Japanese Patent Laid-Open No. 11-139155 (Patent Document 3). Has proposed a technique for preliminarily air-conditioning the interior of a vehicle (also referred to as pre-air-conditioning) before boarding a passenger to improve comfort when the passenger gets on the vehicle.

  Japanese Patent Laid-Open No. 2006-298134 (Patent Document 1) discloses at least one of the temperature and the air volume of air blown from an air outlet provided in a vehicle interior by electric power supplied from a battery charged by driving an engine. Adjusting means (such as a compressor) for adjusting the air conditioner, and air conditioning control for pre-air-conditioning control of the adjusting means with electric power supplied from the battery when instructed to perform pre-air conditioning for air conditioning of the passenger compartment before the passenger gets on And a drive source control means for driving the engine until the remaining capacity exceeds the required amount when the remaining capacity of the battery is less than the required amount for enabling execution of the pre-air conditioning control. An apparatus is disclosed.

  According to this, when the drive source control means is set to permit the operation of the pre-air conditioning, when the vehicle is being driven (during operation) or when the ignition switch of the vehicle is turned off (during vehicle operation) When stopped, the engine is driven according to the amount of electricity stored in the electricity storage means.

Then, the air conditioning control means performs pre air conditioning control on the adjusting means in response to the instruction for pre air conditioning, that is, the reception of the pre air conditioning signal transmitted from the remote control key in a state where no occupant is in the vehicle.
JP 2006-298134 A JP 2006-298262 A JP-A-11-139155

  However, like the vehicle air conditioner disclosed in Japanese Patent Laid-Open No. 2006-298134 (Patent Document 1), the power generated by the generator by driving the engine when the remaining capacity of the battery becomes less than the required amount. In the configuration in which the battery is charged by the above, there is a possibility that the engine may be driven when the amount of power stored in the power storage means falls below the required amount even during pre-air conditioning. That is, although the vehicle is stopped, the engine may generate the driving force of the vehicle.

  In this regard, Japanese Patent Laid-Open No. 2006-298134 (Patent Document 1) discloses a configuration in which the engine is driven in order to ensure the remaining capacity of the battery necessary for pre-air conditioning, while the engine at the time of performing pre-air conditioning. There is no mention of measures to ensure that the system is stopped.

  Similarly, Japanese Patent Application Laid-Open No. 2006-298262 (Patent Document 2) and Japanese Patent Application Laid-Open No. 11-139155 (Patent Document 3) only disclose the control of the cooling capacity during pre-air conditioning. Does not mention any measures to ensure that the engine is stopped.

  Therefore, the present invention has been made to solve such a problem, and an object of the present invention is to surely prevent the engine from being started when the preliminary air conditioning is performed in a vehicle equipped with the engine.

  According to the present invention, the vehicle control device is a vehicle control device equipped with an engine. The vehicle control device can supply power to the power supply line, power supply from the power supply line to start the engine, and charge the power generated by the driving force from the engine to the power supply. A motor generator that is configured, an air conditioner that is connected in parallel to the motor generator with respect to the power supply line, receives power supplied from the power supply line, and performs preliminary air conditioning in the vehicle compartment before boarding, and a predetermined predetermined activation Start control means for driving and controlling the motor generator so as to generate engine start force when the condition is satisfied, and air conditioning control for operating the air conditioner when a predetermined predetermined operating condition is satisfied Means. The air conditioning control unit generates a start prohibition command for prohibiting the start of the engine and outputs the start prohibition command to the start control unit when a predetermined operating condition is satisfied. The start control means prohibits driving of the motor generator if a start prohibition command is output when a predetermined start condition is satisfied.

  According to the above vehicle control device, the starter (motor generator) and the air conditioner that receive power supply from the common power line are driven and controlled independently of each other based on individually set conditions. When the preliminary air conditioning is executed, an engine start prohibition command is issued from the air conditioning control means. The start control means prohibits driving of the motor generator with reference to the start prohibition command as part of the engine start control. Thereby, it is possible to reliably prevent the engine from starting during the execution of the preliminary air conditioning.

  Preferably, the vehicle control device includes a drive circuit that opens and closes the switching element by a control signal from the start control unit, and further includes an inverter for converting electric power from the power supply line into drive electric power of the motor generator. The start control means generates a shut-off command for shutting off the drive circuit in response to the start prohibition command and outputs it to the inverter.

  According to the above vehicle control apparatus, the start control means refers to the start prohibition command and shuts off the inverter drive circuit. As a result, during the preliminary air conditioning, since the driving of the motor generator that starts the engine is prohibited, it is possible to reliably prevent the engine from starting.

  Preferably, the vehicle control device further includes a relay connected between the power supply and the power supply line. The air conditioning control means turns on the relay after outputting the start prohibition command.

  According to the vehicle control device described above, power supply from the power supply to the power supply line is started after the start prohibition command is output, so that the motor generator that receives power supply from the power supply line is prevented from being driven. can do. As a result, it is possible to reliably prevent the engine from starting during the preliminary air conditioning.

  Preferably, the start control means includes means for acquiring the state of charge of the power source. The predetermined activation condition includes that the state of charge of the acquired power supply is lower than a predetermined value.

  According to the above-described vehicle control device, even when the state of charge of the power source is reduced due to the execution of preliminary air conditioning, it is possible to reliably prevent the engine for charging the power source from starting.

  Preferably, the predetermined operating condition includes an input for designating execution of preliminary air conditioning from the operation unit.

  According to the above-described vehicle control device, when execution of preliminary air conditioning is designated, it is possible to reliably prevent the engine from starting and generating vehicle driving force even when the vehicle is stopped.

  According to the present invention, in a vehicle equipped with an engine, it is possible to reliably prevent the engine from starting when the preliminary air conditioning is executed.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same reference numerals indicate the same or corresponding parts.

  FIG. 1 is a schematic block diagram showing a configuration of a hybrid vehicle shown as an example of mounting a vehicle control device according to the present invention.

  Referring to FIG. 1, a hybrid vehicle includes an engine ENG, a power split mechanism 30, motor generators MG1 and MG2 shown as typical examples of an electric motor, a speed reducer 34, a drive shaft 32, and wheels (drive wheels). 42. The hybrid vehicle further includes a traveling battery B1, system relays SMR1 to SMR3, a PCU (Power Control Unit) 20, and a control device 60 for driving and controlling motor generators MG1 and MG2.

  The engine ENG generates driving force using combustion energy of fuel such as gasoline as a source. Power split device 30 is configured to be able to split the driving force generated by engine ENG into a route to drive shaft 32 and a route to motor generator MG1. As the power split mechanism 30, for example, a planetary gear mechanism is used.

  Each of motor generators MG1 and MG2 can function as both a generator and an electric motor. However, since motor generator MG1 generally functions as a generator in many cases, it is sometimes referred to as a “generator”, and motor generator MG2 is mainly used. Since it operates as an electric motor, it is sometimes called an “electric motor”.

  Motor generator MG1 is rotated by the driving force from engine ENG transmitted through power split mechanism 30 to generate electric power. Electric power generated by motor generator MG1 is supplied to inverter 22 and used as charging power for battery B1 for traveling or as driving power for motor generator MG2.

  Motor generator MG2 is rotationally driven by AC power supplied from inverter 14. The driving force generated by motor generator MG2 is transmitted to drive shaft 40 through reduction gear 34. It should be noted that wheels (not shown) other than the wheels 42 driven by the drive shaft 40 may be simply driven wheels, but are configured to be driven by another motor generator (not shown) so-called. An electric four-wheel drive system may be configured.

  Further, when the motor generator MG2 is rotated as the wheels 42 are decelerated during the regenerative braking operation, the electromotive force (AC power) generated in the motor generator MG2 is supplied to the inverter 14. In this case, the traveling battery B1 is charged by converting the alternating current power supplied to the inverter 14 into direct current power and supplying it to the traveling battery B1.

  A secondary battery such as nickel metal hydride or lithium ion is applicable as the traveling battery B1. In the hybrid vehicle, a power storage device such as an electric double layer capacitor can be applied instead of the traveling battery B1, but in the present embodiment, the traveling battery B1 constituted by a secondary battery is referred to as “ A configuration of “power supply” will be described. As described above, in the hybrid vehicle, engine ENG is started by motor generator MG1 using traveling battery B1 as a “power source”. The motor generator MG2 also uses the traveling battery B1, which is a “power source” when starting the engine, as a common power source. The battery voltage Vb output from the traveling battery B1 is detected by the voltage sensor 10.

  System relay SMR1 is connected between the positive electrode of traveling battery B1 and power supply line 6. System relay SMR <b> 2 is connected between the negative electrode of traveling battery B <b> 1 and ground line 8. System relays SMR1 and SMR2 are turned on / off by a signal SE from control device 60. More specifically, system relays SMR1 and SMR2 are turned on by H (logic high) level signal SE from control device 60, and are turned off by L (logic low) level signal SE from control device 60.

  PCU 20 includes a boost converter 12, a smoothing capacitor C <b> 2, and inverters 14 and 22.

  Boost converter 12 constituting a non-insulated boost chopper includes a reactor L1 and power semiconductor elements (hereinafter referred to as “switching elements”) Q1 and Q2 that are controlled to be switched. Reactor L1 is connected between a connection node of switching elements Q1 and Q2 and power supply line 7. The smoothing capacitor C <b> 2 is connected between the power supply line 7 and the ground line 8.

  Switching elements Q 1 and Q 2 are connected in series between power supply line 7 and ground line 8. On / off of the switching elements Q1, Q2 is controlled by switching control signals S1, S2 from the control device 60.

  In the embodiment of the present invention, an IGBT (Insulated Gate Bipolar Transistor) is typically applied as the switching element. Anti-parallel diodes D1, D2 are arranged for switching elements Q1, Q2.

  Inverter 14 includes a U-phase arm 15, a V-phase arm 16, and a W-phase arm 17 provided in parallel between power supply line 7 and ground line 8. Each phase arm is composed of switching elements connected in series between the power supply line 7 and the ground line 8. For example, U-phase arm 15 includes switching elements Q3 and Q4, V-phase arm 16 includes switching elements Q5 and Q6, and W-phase arm 17 includes switching elements Q7 and Q8. Further, anti-parallel diodes D3 to D8 are connected to the switching elements Q3 to Q8, respectively. On / off of switching elements Q3 to Q6 is controlled by switching control signals S21 to S26 from control device 60.

  Motor generator MG2 includes a U-phase coil, a V-phase coil and a W-phase coil provided on the stator, and a rotor (not shown). One end of the U-phase coil, V-phase coil, and W-phase coil is connected to each other at a neutral point, and the other end is connected to the U-phase arm 15, V-phase arm 16, and W-phase arm 17 of the inverter 14. Inverter 14 performs bidirectional power conversion between boost converter 12 and motor generator MG2 by on / off control (switching control) of switching elements Q3-Q8 in response to switching control signals S21-S26 from control device 60.

  Specifically, inverter 14 can convert a DC voltage received from power supply line 7 into a three-phase AC voltage in accordance with switching control by control device 60, and output the converted three-phase AC voltage to motor generator MG2. . Thereby, motor generator MG2 is driven to generate a designated torque. Inverter 14 also converts the three-phase AC voltage generated by motor generator MG2 by receiving the rotational force from wheel 42 during regenerative braking of the vehicle into a DC voltage according to switching control by control device 60, and the converted DC voltage. Can be output to the power supply line 7.

  The regenerative braking here refers to braking with regenerative power generation when the driver driving the hybrid vehicle performs a regenerative power generation or turning off the accelerator pedal while driving, although the foot brake is not operated. This includes decelerating the vehicle (or stopping acceleration) while generating regenerative power.

  Inverter 22 is configured similarly to inverter 14 and includes switching elements Q3 to Q8 that are on / off controlled by switching control signals S11 to S16 and antiparallel diodes D3 to D8.

  Motor generator MG1 is configured similarly to motor generator MG2, and includes a U-phase coil, a V-phase coil and a W-phase coil provided in the stator, and a rotor (not shown). One end of the U-phase coil, V-phase coil, and W-phase coil is connected to each other at a neutral point, and the other end is connected to the U-phase arm 15, V-phase arm 16, and W-phase arm 17 of the inverter 22. Inverter 22 performs bidirectional power conversion between boost converter 12 and motor generator MG1 by switching control of switching elements Q3 to Q8 in response to switching control signals S11 to S16 from control device 60.

  Specifically, inverter 22 can convert a DC voltage received from power supply line 7 into a three-phase AC voltage in accordance with switching control by control device 60, and output the converted three-phase AC voltage to motor generator MG1. . Thereby, motor generator MG1 is driven to generate a designated torque. Inverter 22 receives the output of engine ENG and converts the three-phase AC voltage generated by motor generator MG1 into a DC voltage according to switching control by control device 60, and outputs the converted DC voltage to power supply line 7. You can also.

  Motor generators MG1 and MG2 are provided with current sensors 24 and 28, respectively. Since the sum of instantaneous values of the three-phase currents iu, iv, and iw is zero, as shown in FIG. 1, the current sensors 24 and 28 are arranged so as to detect motor currents (iv, iw) for two phases. It ’s enough. Motor current MCRT1 of motor generator MG1 and motor current MCRT2 of motor generator MG2 detected by current sensors 24 and 28 are input to control device 60. Further, a signal representing the opening degree of the accelerator pedal operated by the driver from an accelerator opening sensor (not shown) is inputted to the control device 60, and a signal representing a vehicle speed is inputted from a wheel speed sensor (not shown).

  A control device 60 composed of an electronic control unit (ECU) includes a microcomputer, a RAM (Random Access Memory), and a ROM (Read Only Memory). According to a predetermined program process, the engine ENG and Control amounts such as the rotation speed and torque distribution of motor generators MG1 and MG2 are determined, and engine ENG and motor generators MG1 and MG2 are controlled based on the determined control amounts. At this time, control device 60 performs switching control for switching control of boost converter 12 and inverters 14 and 22 such that motor generators MG1 and MG2 operate on motor generators MG1 and MG2 according to the determined control amount. Signals S1, SS2 (boost converter 12), S11-S16 (inverter 22), and S21-S26 (inverter 14) are generated.

  Further, a signal (hereinafter also referred to as a preliminary air conditioning request) ACreq is input to the control device 60 instructing that execution of preliminary air conditioning for air conditioning the passenger compartment is requested before the passenger gets on. The preliminary air conditioning request ACreq is, for example, in response to pressing of a preliminary air conditioning button (not shown) provided on the remote control key of the vehicle for designating the execution of preliminary air conditioning. It is a signal wirelessly transmitted from the transmission unit.

  When receiving the preliminary air conditioning request ACreq, the control device 60 operates the air conditioning device 52 by the method described below to execute preliminary air conditioning in the vehicle interior.

[Preliminary air conditioning control for hybrid vehicles]
As shown in FIG. 1, the hybrid vehicle further includes an air conditioner 52 and a DC / DC converter 50 provided correspondingly.

  Although not shown, the air conditioner 52 includes a refrigerant circulation path including a compressor as a compressor, a condenser as a condenser, an expansion valve as a decompressor, and an evaporator as an evaporator. . Of the refrigeration cycle, the compressor is an electric compressor and is driven by an electric motor. The electric motor receives electric power from the traveling battery B1 and rotationally drives it, whereby the compressor operates.

  The DC / DC converter 50 steps down the voltage of the power supplied from the traveling battery B <b> 1 and supplies it to the air conditioner 52. System relays SMR1 and SMR2 are provided on a current path connecting traveling battery B1 and DC / DC converter 50, and their opening and closing are controlled by signal SE from control device 60.

  In the above configuration, when receiving the preliminary air conditioning request ACreq from the remote control key, control device 60 generates H-level signal SE and turns on system relays SMR1 and SMR2. As a result, the air conditioner 52 is supplied with power from the travel battery B <b> 1 via the DC / DC converter 50. Then, the control device 60 operates the air conditioner 52 so as to perform preliminary air conditioning in the passenger compartment as a preparatory operation for driving the vehicle. Thereafter, the air conditioner 52 controls the rotational speed of the compressor and the air volume of the blower fan so that the vehicle interior temperature matches a predetermined target temperature in accordance with the drive signal ACD from the control device 60. As a result, the comfort when the passenger gets on is improved.

  However, in the vehicle configuration as shown in FIG. 1, when the charge amount SOC of the traveling battery B1 falls below a predetermined value during the preliminary air conditioning, the traveling battery B1 is generated by the power generated by the motor generator MG1. The engine ENG may be started to charge. Alternatively, when it is necessary to drive engine ENG for warm-up or the like, engine ENG may be started.

  Specifically, since system relays SMR1 and SMR2 are turned on when preliminary air conditioning is performed, power is supplied from traveling battery B1 to PCU 20 that is not involved in preliminary air conditioning. Even in such a state, the preliminary air conditioning itself drives the DC / DC converter 50 and the air conditioner 52, and the engine ENG and the motor generators MG1 and MG2 are stopped, so that the PCU 20 performs the power conversion operation ( (Including voltage conversion operation).

  On the other hand, in the hybrid vehicle, since control is performed so that the travel battery B1 maintains a constant charge state, the travel battery B1 is charged by monitoring the SOC (State of Charge) of the travel battery B1. When a decrease in the amount is detected, there is a possibility that the engine ENG may be started to charge the traveling battery B1 by driving the motor generator MG1 regardless of the operating conditions during the preliminary air conditioning. As a result, there is a problem that the driving force of the vehicle is generated even when the vehicle is stopped.

  Therefore, in the present embodiment, in order to reliably prevent the engine from starting at the time of execution of such preliminary air conditioning, the controller 60 prohibits starting of the engine ENG when performing preliminary air conditioning. (Hereinafter also referred to as an engine start prohibition flag) is set to ON. As a part of engine start control, when an engine ENG start request is issued, control device 60 refers to the engine start prohibition flag, and when engine start prohibition flag is on, motor generator MG1 is driven. By prohibiting the engine ENG, the engine ENG is not started.

  Hereinafter, with reference to FIG. 2, the preliminary air conditioning control and the engine start control executed by control device 60 that is the vehicle control device according to the present embodiment will be described.

  FIG. 2 is a control block diagram for explaining preliminary air conditioning control and engine start control in the control device 60.

  Referring to FIG. 2, control device 60 controls HVECU 62 that controls the entire hybrid system, engine ECU 64 that controls the operating state of engine ENG, motor generators MG1, MG2, and PCU 20 according to the state of the hybrid vehicle. And an air conditioner ECU 68 that controls the DC / DC converter 50 and the air conditioner 52.

  The HVECU 62 includes an HV system control unit 620, a travel control unit 622, and a preliminary air conditioning control unit 624.

  The HV system control unit 620 controls connection and disconnection of the power source of the high voltage circuit that uses the traveling battery B1 as a power source when the hybrid system is started and stopped. Specifically, when the ignition switch for starting the hybrid system is turned on, HV system control unit 620 activates start signal IGON to H level and outputs it to MGECU 66. The MGECU 66 generates an H level signal SE in response to the H level activation signal IGON, outputs the signal SE to the system relays SMR1 and SMR2, and turns on the system relays SMR1 and SMR2. As a result, power can be supplied from the traveling battery B1 to the PCU 20.

  Then, when the ignition switch is turned off and the hybrid system is stopped, HV system control unit 620 deactivates start signal IGON to L level and outputs the signal to MGECU 66. In response to the start signal IGON at the L level, the MGECU 66 generates an L level signal SE and outputs it to the system relays SMR1 and SMR2, and turns off the system relays SMR1 and SMR2.

  In addition, the HV system control unit 620 manages and controls start and stop of the engine ENG. Specifically, the HV system control unit 620 has an engine start prohibition flag EFL inside, and sets the engine start prohibition flag EFL to ON when prohibiting the start of the engine ENG. On the other hand, when starting the engine ENG is permitted, the engine starting prohibition flag EFL is set to OFF. The engine start prohibition flag EFL set in this way is referred to by the travel control unit 622 by a method described later, and is used for starting control of the engine ENG.

  The traveling control unit 622 mutually manages and controls the engine ECU 64 and the MGECU 66 so that the hybrid vehicle can operate most efficiently.

  Specifically, the travel control unit 622 receives an accelerator opening signal from an accelerator opening sensor (not shown) and a vehicle speed signal from a wheel speed sensor (not shown). The HV system control unit 620 receives an engine speed signal representing an engine speed detected by an engine speed sensor (not shown) from the engine ECU 64. Further, the HV system control unit 620 receives the SOC of the traveling battery B1 from a battery ECU (not shown) that manages the state of charge of the traveling battery B1.

  Traveling control unit 622 determines control amounts such as the number of revolutions and torque distribution of engine ENG and motor generators MG1 and MG2 based on these input signals and programs stored in memory, and the determined control amount Based on the above, various required values are output to engine ECU 64 and MGECU 66.

  Specifically, traveling control unit 622 outputs output request value PEreq and target rotational speed MRNE * to engine ECU 64. Accordingly, engine ECU 64 controls the power (rotation speed × torque) output from engine ENG so that target rotation speed MRNE * and actual rotation speed MRNE are matched.

  Travel control unit 622 outputs to MGECU 66 torque command values TR1, TR2 determined from the required outputs (rotation speed × torque) of motor generators MG1, MG2. The MGECU 66 performs current control for making the actual motor drive current coincide with the current command based on the current command of the motor drive current converted from the torque command values TR1 and TR2.

  In this way, the traveling control unit 622 performs the traveling of the hybrid vehicle only by the motor generator MG2 when the engine ENG is inefficient at the time of starting or traveling at a low speed. The mechanism 30 divides the power of the engine ENG into two paths, and directly drives the drive wheels 42 on the one hand and drives the motor generator MG1 to generate power. At this time, the motor generator MG2 is driven by the generated power to assist driving of the drive wheels 42. Further, during high speed traveling, motor generator MG2 driven by drive wheel 42 functions as a generator to perform regenerative power generation, and the collected power is stored in traveling battery B1.

  That is, in the hybrid vehicle, the engine ENG is automatically stopped when the vehicle is stopped, while the start timing is controlled by the travel control unit 622 according to the driving situation.

  Furthermore, traveling control unit 622 performs control to maintain traveling battery B1 in a constant state of charge, and detects a decrease in the amount of charge by monitoring the SOC via a battery ECU (not shown). In addition to the basic operating conditions of engine ENG and motor generators MG1, MG2, the engine ENG is started to charge travel battery B1 by driving motor generator MG1.

  The engine ENG start control at this time is executed by the engine ECU 64 and MGECU 66 in response to the engine start command EST from the travel control unit 622.

  Specifically, travel control unit 622 outputs engine start command EST to engine ECU 64 and MGECU 66 when a preset start condition is satisfied when engine ENG is stopped. The predetermined start condition includes a case where it is detected that the charge amount of the traveling battery B1 is below a predetermined value, or a case where the engine ENG needs to be started for warm-up or the like.

  At this time, the traveling control unit 622 refers to the engine activation prohibition flag EFL included in the HV system control unit 620 when a predetermined activation condition is satisfied. When engine start prohibition flag EFL is set to OFF, traveling control unit 622 generates engine start command EST and outputs it to engine ECU 64 and MGECU 66. The engine command EST is a signal that is valid in the on state and invalid in the off state.

  Upon receiving the engine start command EST in the on state, the MGECU 66 performs current control for making the actual motor drive current coincide with the current command based on the current command of the motor drive current converted from the torque command value. As a result, the current flowing through each phase of motor generator MG1 is controlled, and the motor torque corresponding to the torque command value is output. The traveling control unit 622 performs a coincidence comparison operation between the engine speed fed back from the engine ECU 64 and a predetermined speed (for example, in the vicinity of the idle speed), and the engine ENG is completely detonated based on the comparison result. It is determined whether or not it is in a state. At this time, if the engine speed is equal to or higher than the predetermined speed, it is determined that the engine ENG is in a complete explosion state, and a series of engine start control is terminated.

  On the other hand, traveling control unit 622 sets engine start command EST to off (invalid) when engine start prohibition flag EFL is set to on.

  Further, traveling control unit 622 generates a gate cutoff command GS for a gate drive circuit (not shown) that controls on / off of switching elements Q3 to Q8 of inverter 22 in order to prohibit driving of motor generator MG1. The generated gate cutoff command GS is output to the MGECU 66.

  In the present embodiment, when preliminary air conditioning is performed, an engine activation prohibition flag EFL is set to OFF in response to a command from preliminary air conditioning control unit 624 by the method described below. As a result, even if a start request for engine ENG is issued during preliminary air conditioning, the engine start command EST is not output and the gate shutoff command GS is issued. Driving is prohibited. As a result, it is possible to reliably prevent the engine ENG from starting when the preliminary air conditioning is executed.

  Specifically, when the preliminary air conditioning control unit 624 receives the preliminary air conditioning request ACreq wirelessly transmitted from the remote control key 80, the preliminary air conditioning control unit 624 generates a preliminary air conditioning activation command PRAC for starting the DC / DC converter 50 and the air conditioner 52. The data is output to the HV system control unit 620. Further, the preliminary air-conditioning control unit 624 determines whether the occupant is not in the vehicle because the ignition switch is turned off or the like. Is generated and output to the HV system control unit 620.

  Preliminary air conditioning activation command PRAC and power supply connection command HVST from preliminary air conditioning control unit 624 are input to HV system control unit 620. The HV system control unit 620 activates the activation signal IGON from OFF to ON in response to the preliminary air conditioning activation command PRAC and the power supply connection command HVST, and outputs the activation signal IGON to the MGECU 66.

  In response to activation signal IGON being turned on, MGECU 66 generates H-level signal SE and outputs it to system relays SMR1 and MR2, and turns on system relays SMR1 and SMR2.

  When receiving the preliminary air conditioning activation command PRAC from the preliminary air conditioning control unit 624, the air conditioner ECU 68 reads the target vehicle interior temperature stored in advance from a memory (not shown) and outputs the detected value of the vehicle interior temperature from the vehicle interior temperature sensor 69. get. The air conditioner ECU 68 sets the cooling capacity of the air conditioner 52 in accordance with the difference between the target vehicle interior temperature and the detected value of the vehicle interior temperature. Specifically, the rotation speed of the compressor and the air volume of the blower fan are set. Then, the air conditioner ECU 68 activates the signal AC_RDY indicating that preparation for operating the air conditioner 52 is completed from off to on, and outputs the signal to the MGECU 66, and starts the operation of the air conditioner 52.

  Then, the air conditioner ECU 68 operates the air conditioner 52 according to the set cooling capacity. That is, the electric motor is driven so that the compressor rotates at the set rotational speed, and the blower motor is driven so that the blower fan is driven at the set air volume.

  Further, the air conditioner ECU 68 drives and controls the DC / DC converter 50 so that electric power is supplied from the traveling battery B1 to the air conditioner 52. The DC / DC converter 50 steps down the DC voltage supplied from the traveling battery B <b> 1 according to the drive signal DRV from the air conditioner ECU 68 and supplies it to the air conditioner 52.

  In parallel with such a series of preliminary air conditioning control, preliminary air conditioning control unit 624 further generates an engine activation prohibiting command for prohibiting activation of engine ENG during the execution of preliminary air conditioning. Then, the generated engine start prohibition command is output to HV system control unit 620. The HV system control unit 620 sets the engine start prohibition flag EFL to be off in response to the engine start prohibition command from the preliminary air conditioning control unit 624.

  As described above, the travel control unit 622 refers to the engine start prohibition flag EFL when a predetermined engine start condition is satisfied. During the preliminary air conditioning, the engine start prohibition flag EFL is set to OFF in response to the engine start prohibition command from the preliminary air conditioning control unit 624, so that the engine start command EST is not issued. Further, since gate shutoff command GS is output to MGECU 66, drive of motor generator MG1 is prohibited.

  In this way, the engine ENG is not started and kept in a stopped state during the preliminary air conditioning. As a result, it is possible to reliably prevent the engine ENG from starting even when a decrease in the charge amount of the traveling battery B1 is detected during the preliminary air conditioning.

  FIG. 3 is a timing chart for explaining the preliminary air conditioning control and the engine start control in the control device 60.

  Referring to FIG. 3, preliminary air conditioning control unit 624 activates preliminary air conditioning activation command PRAC from OFF to ON in response to preliminary air conditioning request ACreq wirelessly transmitted from remote control key 80 at time t1 to perform HV system control. Output to the unit 620.

  Further, the preliminary air conditioning control unit 624 switches the power supply connection command HVST from off to on in response to confirming that the occupant is not in the vehicle because the ignition switch is off at time t2. Activate and output to the HV system control unit 620.

  At time t3, HV system control unit 620 activates start signal IGON from off to on and outputs it to MGECU 66 in response to preliminary air conditioning start command PRAC and power supply connection command HVST. Further, at time t4, the HV system control unit 620 sets the engine start prohibition flag EFL to ON in response to the engine start prohibition command from the preliminary air conditioning control unit 624.

  In response to the activation signal IGON, the MGECU 66 generates an H-level signal SE and outputs it to the system relays SMR1 and SMR2 at a time t5 when a predetermined time has elapsed from the time t3. Thereby, system relays SMR1 and SMR2 are turned on, and a power supply path is formed between traveling battery B1 and DC / DC converter 50, and between traveling battery B1 and PCU 20.

  After the time t5, when the cooling capacity of the air conditioner 52 is set based on the passenger compartment temperature or the like, the air conditioner ECU 68 is ready to operate the air conditioner 52 at a time t8 when a predetermined time has elapsed from the time t5. The signal AC_RDY indicating this is activated from off to on. Then, after time t9, the air conditioner ECU 68 starts the operation of the DC / DC converter 50 and the air conditioner 52.

  Here, it is assumed that a predetermined engine start condition is satisfied in traveling control unit 622 at time t6 after time t5 when system relays SMR1 and SMR2 are turned on.

  In such a case, when engine start command EST is output from travel control unit 622 as shown by line k1 in the figure, MGECU 66 starts drive control of motor generator MG1 in response to engine start command EST. there is a possibility.

  Specifically, MGECU 66 generates signals S11 to S16 for switching control of switching elements Q3 to Q8 of inverter 22 when inverter 22 drives motor generator MG1, and the generated switching control signals S11 to S16. Is output to the inverter 22 (see line k5 in the figure). As a result, the engine ENG may be activated to generate a driving force for the vehicle.

  On the other hand, according to the present embodiment, when a predetermined start condition is satisfied at time t6, travel control unit 622 refers to engine start prohibition flag EFL. Then, based on the fact that the engine start prohibition flag EFL is turned on, the gate cutoff command GS is set on as shown by the line k4 in the figure. As a result, the switching control signals S11 to S16 are fixed off (see the line k6 in the figure). During the preliminary air conditioning, the motor generator MG1 is inhibited from being driven. As a result, it is possible to prevent the engine ENG from starting.

FIG. 4 is a flowchart for explaining the preliminary air conditioning control in the control device 60.
Referring to FIG. 4, first, when the process is started, HV system control unit 620 determines whether or not there is a preliminary air conditioning activation command PRAC from preliminary air conditioning control unit 624 (step S01). If there is a preliminary air conditioning command PRAC, the HV system control unit 620 further determines whether there is a power supply connection command HVST (step S02).

  When there is a preliminary air conditioning activation command PRAC and a power supply connection command HVST, HV system control unit 620 activates activation signal IGON to output it to MGECU 66 (step S03).

  Furthermore, the HV system control unit 620 determines whether there is an engine start prohibition command from the preliminary air conditioning control unit 624 (step S04). If there is an engine start prohibition command, the HV system control unit 620 sets the engine start prohibition flag EFL to on (step S05).

  On the other hand, in each of steps S01 and S02, when there is no preliminary air conditioning command PRAC and power supply connection command HVST, and when there is no engine start prohibition command in step S04, HV system control unit 620 ends the process.

  When activation signal IGON is activated, MGECU 66 turns on system relays SMR1 and SMR2 (step S06). The air conditioner ECU 68 sets the cooling capacity (such as the rotational speed of the compressor and the air flow rate of the blower fan) of the air conditioner 52 based on the detection value of the vehicle interior temperature sensor (step S07).

  The air conditioner ECU 68 activates the signal AC_RDY indicating that preparation for operating the air conditioner 52 is completed from off to on and starts the operation of the air conditioner 52 (step S08). Specifically, the air conditioner ECU 68 operates the air conditioner 52 according to the set cooling capacity, and drives and controls the DC / DC converter 50 so that electric power is supplied from the traveling battery B1 to the air conditioner 52.

  FIG. 5 is a flowchart for explaining engine start control in control device 60.

  Referring to FIG. 5, first, when the processing is started, traveling control unit 622 determines that engine ENG is satisfied when a predetermined starting condition such as the amount of charge of traveling battery B <b> 1 falls below a predetermined value is satisfied. It is determined whether or not there is a start request (step S11). When it is determined that there is an engine start request, the traveling control unit 622 further refers to the engine start prohibition flag EFL of the HV system control unit 620 to determine whether the engine start prohibition flag EFL is on. Determination is made (step S12).

  When the engine start prohibition flag EFL is in the on state, the traveling control unit 622 sets the engine start command EST to off (step S13). Then, traveling control unit 622 generates a gate cutoff command GS for inverter 22 and outputs it to MGECU 66 (step S14). In MGECU 66, in response to gate cutoff command GS, switching control signals S11 to S16 output to inverter 22 are fixed to OFF. Thus, driving of motor generator MG1 is prohibited.

  On the other hand, when engine start prohibition flag EFL is not in the on state in step S12, traveling control unit 622 sets engine start command EST to on and outputs it to engine ECU 64 and MGECU 66 (step S15). In this case, MGECU 66 starts engine ENG to charge travel battery B1 by driving motor generator MG1 (step S16).

  As described above, the vehicle control apparatus according to the present embodiment sets the engine start prohibition flag to ON when performing preliminary air conditioning, and a predetermined start condition is established as part of the engine start control. Sometimes, the engine start prohibition flag is referred to, and when the engine start prohibition flag is on, the driving of the motor generator as a starter is prohibited. As a result, the engine is kept stopped during the preliminary air conditioning, so that it is possible to reliably prevent the driving force of the vehicle from being generated even when the vehicle is stopped.

  In the present embodiment, preliminary air conditioning control unit 624, HV system control unit 620 and air conditioner ECU 68 constitute “air conditioning control means”, and HV system control unit 620, travel control unit 622, engine ECU 64 and MGECU 66 are “ "Starting control means".

  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.

  The present invention can be applied to a control device for a vehicle equipped with an engine.

1 is a schematic block diagram showing a configuration of a hybrid vehicle shown as an example of mounting a vehicle control device according to the present invention. It is a control block diagram for demonstrating the preliminary air conditioning control and engine starting control in a control apparatus. It is a timing chart for explaining preliminary air-conditioning control and engine starting control in a control device. It is a flowchart for demonstrating the preliminary air-conditioning control in a control apparatus. It is a flowchart for demonstrating engine starting control in a control apparatus.

Explanation of symbols

  6, 7 Power line, 8 Ground line, 10 Voltage sensor, 12 Boost converter, 14, 22 Inverter, 15 U-phase arm, 16 V-phase arm, 17 W-phase arm, 24, 28 Current sensor, 30 Power split mechanism, 32 Drive shaft, 34 reducer, 40 drive shaft, 42 wheels, 50 DC / DC converter, 52 air conditioner, 60 control device, 62 HVECU, 64 engine ECU, 66 MGECU, 68 air conditioner ECU, 69 interior temperature sensor, 80 remote control Key, 620 HV system control unit, 622 travel control unit, 624 preliminary air conditioning control unit, B1 travel battery, C2 smoothing capacitor, D1-D8 antiparallel diode, L1 reactor, MG1, MG2 motor generator, Q1-Q8 switching element, SMR1, SMR2 Temurire.

Claims (5)

A control device for a vehicle equipped with an engine,
A power source provided to supply power to the power line;
A motor generator configured to start supplying the electric power from the power line and to charge the electric power generated by the driving force from the engine;
An air conditioner that is connected in parallel to the motor generator with respect to the power line, and that receives power supplied from the power line to perform preliminary air conditioning in the vehicle compartment before boarding;
A start control means for driving and controlling the motor generator so as to generate a start force of the engine when a predetermined predetermined start condition is satisfied;
An air-conditioning control means for operating the air-conditioning device when a predetermined predetermined operating condition is satisfied,
The air conditioning control means generates a start prohibition command for prohibiting start of the engine when the predetermined operating condition is satisfied, and outputs the start prohibition instruction to the start control means.
The start control means is a vehicle control device that prohibits driving of the motor generator when the start prohibition command is output when the predetermined start condition is satisfied. A drive circuit that opens and closes a switching element by a control signal from the start control means, and further includes an inverter for converting electric power from the power line into driving electric power of the motor generator;
2. The vehicle control device according to claim 1, wherein the start control unit generates a shut-off command for shutting off the drive circuit in response to the start-up prohibiting command and outputs the cut-off command to the inverter. A relay connected between the power source and the power line;
3. The vehicle control device according to claim 1, wherein the air-conditioning control unit causes the relay to conduct after outputting the start prohibition command. 4. The start control means includes means for acquiring a state of charge of the power source,
4. The vehicle control device according to claim 1, wherein the predetermined activation condition includes that the acquired state of charge of the power source is lower than a predetermined value. 5.   5. The vehicle control device according to claim 1, wherein the predetermined operating condition includes an input designating execution of preliminary air conditioning from an operation unit. 6.

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