JP2008296646A - Air conditioning control device for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an air conditioning control device for a hybrid vehicle, performing a heating control to optimize consumption energy. <P>SOLUTION: The air conditioning control device for a hybrid vehicle is mounted on the hybrid vehicle travelling by using electric power of a battery, and is provided with a first heating system using an engine as a heat source and a second heating system using the electric energy of the battery as a heat source. A heating control means selects either the first heating system or the second heating system to minimize the consumption energy, based on at least a travel request and a heating request. That is, based on consumption energy for the travelling and heating with respect to the travel request and the heating request (i.e. consumption energy for EV travel or HV travel and consumption energy for the heating), a heating system with optimum consumption energy is selected. The consumption energy is effectively saved while appropriately meeting the heating request. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an air conditioning control device for a hybrid vehicle that is mounted on a hybrid vehicle and heats the interior of the vehicle.

  As a heat source for heating, an air conditioner for a hybrid vehicle that uses an engine coolant for cooling the engine and a refrigerant compressed by a compressor is known (see Patent Document 1). In addition, an air conditioning control device that limits the energy consumption of an electric heater according to the condition on the prime mover side is known (see Patent Document 2).

JP-A-11-170848 JP 2001-121946 A

  However, in the techniques described in Patent Documents 1 and 2 described above, the heating control is not performed by appropriately taking into account the energy consumed for traveling and heating. For this reason, it has been difficult to effectively reduce energy consumption during heating.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide an air conditioning control device for a hybrid vehicle capable of performing heating control so that energy consumption is optimized. .

  One aspect of the present invention includes a first heating system that is mounted on a hybrid vehicle that can run using battery power and that uses an engine as a heat source, and a second heating system that uses the electric energy of the battery as a heat source. The air conditioning control device for a hybrid vehicle performs heating by selecting either the first heating system or the second heating system so that energy consumption is minimized based on at least a travel request and a heating request. Means are provided.

  The above-described hybrid vehicle air-conditioning control device is mounted on a hybrid vehicle that can travel using engine output and / or battery power, and includes a first heating system that uses the engine as a heat source (for example, engine coolant), a battery And a second heating system using electric energy as a heat source. In this case, the heating control means performs heating by selecting either the first heating system or the second heating system so that the energy consumption is minimized based on at least the travel request and the heating request. That is, the heating control means is based on the travel request and the energy consumed for the travel and the heating in response to the heating request (that is, the energy that is combined with the energy consumed for the EV travel or the HV travel and the energy consumed for the heating). Select a heating system that optimizes the energy consumed. As a result, it is possible to effectively reduce energy consumption while appropriately covering the heating request from the user.

  In one aspect of the above-described hybrid vehicle air conditioning control device, the heating control means is based on not only the travel request and the heating request but also a heating start request from a user, and the first heating system and the second heating system. Choose one of the heating systems. In the hybrid vehicle air-conditioning control apparatus, preferably, the heating control means includes the first heating system and the second heating system so that rapid heating is realized when the heating start-up request is large. One of the heating systems can be selected.

  In this case, when the heating start request from the user is large, the heating control means prioritizes the heating start request by the user and selects the first heating system and the second heating system. Thereby, it becomes possible to implement | achieve rapid heating appropriately.

  Preferably, in the above-described hybrid vehicle air-conditioning control device, the heating control means is configured such that when the heating start-up request is large, the first heating system and the second heating system are configured so that rapid heating is realized. You can choose either.

In another aspect of the present invention, the vehicle includes a first heating system that is mounted on a hybrid vehicle that can run using battery power and uses an engine as a heat source, and a second heating system that uses the electric energy of the battery as a heat source. The hybrid vehicle air conditioning control device selects either the first heating system or the second heating system so that the CO ₂ emission amount corresponding to the consumed energy is minimized based on at least the travel request and the heating request. And heating control means for heating. Thereby, it becomes possible to effectively reduce the CO ₂ emission amount while appropriately covering the heating request by the user.

  In still another aspect of the present invention, a first heating system that is mounted on a hybrid vehicle that can run using electric power of a battery and that uses an engine as a heat source, and a second heating system that uses electric energy of the battery as a heat source, The air conditioning control device for a hybrid vehicle has at least one of the first heating system and the second heating system so that the cost of energy consumption is minimized based on at least the travel request and the heating request. A heating control means is provided. Thereby, it is possible to effectively reduce the cost of energy consumption while appropriately covering the heating request by the user.

  Preferred embodiments of the present invention will be described below with reference to the drawings.

[Vehicle configuration]
First, the configuration of the hybrid vehicle according to the present embodiment will be described with reference to FIG. FIG. 1 is a conceptual diagram showing a configuration of a main part of the hybrid vehicle according to the present embodiment. In FIG. 1, a broken line arrow indicates a control signal output from the ECU 10.

  The hybrid vehicle 1 mainly includes an engine (internal combustion engine) 2, a motor generator (MG) 3, a battery 4, a power split mechanism 7, a transaxle 8, drive wheels 9, and an ECU (Electronic Control Unit). 10 and.

  The engine 2 uses gasoline as fuel and is configured as a gasoline engine such as a 2-cycle or 4-cycle reciprocating engine that operates by combustion of gasoline. The engine 2 operates according to the explosive force of fuel such as gasoline burned in the combustion chamber, and generates power. The MG 3 is connected to the battery 4 via an inverter (not shown) and operates using the electric power charged in the battery 4, while the electric power generated according to the situation can be charged in the battery 4.

  The battery 4 is a rechargeable storage battery configured to function as a power source for driving various electric devices (not shown) provided in the MG 3 or the hybrid vehicle 1. Specifically, the battery 4 is charged by receiving power from the external power supply in a state where the external charging device 5 is connected to the external power supply. Such a hybrid vehicle 1 is sometimes referred to as a so-called plug-in hybrid vehicle, as distinguished from a vehicle that cannot be charged by an external power source.

  The output shafts of the engine 2 and the MG 3 are connected to the power split mechanism 7. The outputs of the engines 2 and MG3 are transmitted to the drive wheels 9 through mechanical power transmission paths such as the power split mechanism 7 and the transaxle 8 and output shafts such as a crankshaft. In the hybrid vehicle 1, the driving power distribution of the engine 2 and the MG 3 is operated by the power split mechanism 7 to perform proper driving.

  The ECU 10 is an electronic control unit that includes an unillustrated CPU (Central Processing Unit), ROM (Read Only Memory), and RAM (Random Access Memory), and controls the entire operation of the hybrid vehicle 1. Specifically, the ECU 10 controls the operations of the engine 2, the MG 3, and the power split mechanism 7. For example, the ECU 10 relates to switching between travel using only the output of the MG 3 (hereinafter referred to as “EV travel”) and travel using the outputs of the MG 3 and the engine 2 (hereinafter referred to as “HV travel”). Take control.

[Configuration of air conditioning control device for hybrid vehicle]
Next, the hybrid vehicle air conditioning control device 50 mounted on the hybrid vehicle 1 will be described with reference to FIG. FIG. 2 is a conceptual diagram showing a configuration of the air conditioning control device 50 for a hybrid vehicle. In FIG. 2, a broken line arrow indicates a control signal output from the ECU 10.

  The hybrid vehicle air conditioning controller 50 mainly includes an ECU 10, a blower 11, a cooling water passage 12, a heater core 13, an exhaust heat recovery device 14, a heater core 16, a heat pump 17, a refrigerant passage 18, and a PTC. (Positive Temperture Coefficient) heater 19.

  The hybrid vehicle air-conditioning control device 50 heats the air and heats the vehicle interior by sending the warmed air to the cabin. Specifically, the hybrid vehicle air conditioning control device 50 warms the air using at least one of the heater core 13, the heater core 16, and the PTC heater 19, and blows the warmed air to the cabin by the blower 11. In this case, the blower 11 is controlled by the ECU 10 and driven by electric power supplied from the battery 4.

  The heater core 13 is provided on a cooling water passage 12 through which cooling water (engine cooling water) for cooling the engine 2 passes. The heater core 13 is a device that warms the air with engine coolant passing through the heater core 13. Further, an exhaust heat recovery device 14 is provided on the cooling water passage 12. The exhaust heat recovery device 14 is provided on an exhaust passage 15 through which exhaust gas (shown by a one-dot chain line in FIG. 2) passes, and performs heat exchange between the exhaust gas and cooling water passing through the inside. Thus, exhaust heat is recovered. As described above, the exhaust heat recovery device 14 recovers the exhaust heat, so that the temperature of the engine cooling water can be increased efficiently and the heater core 13 can efficiently warm the air.

  Thus, the heater core 13 and the exhaust heat recovery device 14 correspond to the first heating system in the present invention. Hereinafter, the heater constituted by the heater core 13 and the exhaust heat recovery device 14 is also referred to as a “first heater”. This first heater is basically used when the hybrid vehicle 1 is traveling on HV. In other words, since the engine 2 is stopped during EV traveling, the first heater is not used.

  The heat pump 17 is a device that warms the refrigerant passing through the inside by acquiring electric power from the battery 4 and operating a compressor (not shown). The heat pump 17 supplies the warmed refrigerant to the heater core 16 via the refrigerant passage 18. The heater core 16 is a device that warms the air with the refrigerant supplied from the heat pump 17. Thus, the heater core 16 and the heat pump 17 correspond to the second heating system in the present invention. Hereinafter, the heater constituted by the heater core 16 and the heat pump 17 is also referred to as a “second heater”. This second heater is basically used when the hybrid vehicle 1 is running on EV.

  Furthermore, the PTC heater 19 is a device made of semiconductor ceramic or the like, and generates heat when the power is supplied from the battery 4 to warm the air. That is, the PTC heater 19 corresponds to the second heating system in the present invention. Hereinafter, the PTC heater 19 is also referred to as a “third heater”. This third heater is also basically used when the hybrid vehicle 1 is running on EV.

  The ECU 10 performs control for heating the vehicle interior by supplying control signals to the engine 2, the blower 11, the heat pump 17, the PTC heater 19, and the like (hereinafter, such control is referred to as “heating control”). Call it.) In the present embodiment, the ECU 10 selects any one of the first heater, the second heater, and the third heater according to the situation in the hybrid vehicle 1 as the heating control, and the selected heater operates. Control as follows. Basically, the ECU 10 performs the first heater, the second heater, and the third heater based on whether the hybrid vehicle 1 is traveling EV or traveling HV when the user requests heating. (In the following, when the first heater to the third heater are used without being distinguished, they are simply referred to as “heaters”). Specifically, the ECU 10 selects either the second heater or the third heater when the hybrid vehicle 1 is traveling on EV, and the first when the hybrid vehicle 1 is traveling on HV. Select the heater.

  The ECU 10 also takes into account the heating request by the user, and specifically takes into account the amount of heat corresponding to the heating request from the user (hereinafter referred to as “heating required heat amount”). One of the third heaters is selected. Specifically, when the heating required heat amount exceeds the capacity of the second heater and the third heater, the ECU 10 requests the heating by the second heater and the third heater by the electric power of the battery 4 during EV traveling. Since it is difficult to cover the amount of heat, the first heater is selected. In this case, the ECU 10 operates the first heater by performing control to switch from EV traveling to HV traveling when the heating required heat amount exceeds the capabilities of the second heater and the third heater. The ECU 10 calculates the required heating amount based on the running state, the heating set temperature, the outside air temperature, the inside air temperature, the vehicle interior humidity, and the like.

[First Embodiment]
Next, heating control according to the first embodiment of the present invention will be described.

  In the first embodiment, the ECU 10 selects one of the first heater, the second heater, and the third heater so that the energy consumption is minimized based on at least the travel request and the heating request. In other words, even if the heating required heat amount is within the capabilities of the second heater and the third heater, the ECU 10 determines the second heater or the Considering the power consumption of the third heater and the fuel consumption of the first heater, the heater is selected so that the energy consumption is minimized.

  Specifically, the ECU 10 responds to the energy required for travel and heating in response to the travel request and the heating request (that is, the energy consumed when performing EV travel or HV travel in response to the travel request and the heating request. Based on (the energy combined with the energy consumed by the heater), the heater that selects the optimum energy consumed is selected. For example, when heating is performed by the second heater during EV traveling and the heating request is changed by the user, the energy consumption is minimized when the engine 2 is operated and exhaust heat is recovered. The ECU 10 switches to HV traveling and operates the first heater. Note that the ECU 10 obtains a travel request based on the accelerator opening and the like. For example, the ECU 10 determines that the travel request is small when the accelerator opening hardly changes (for example, when the vehicle is traveling steadily), and when the accelerator opening is greatly changed (for example, when the vehicle is accelerating). ) Is judged to have a large driving demand.

  Here, with reference to FIG.3 and FIG.4, the heating control which concerns on 1st Embodiment is demonstrated concretely.

  FIG. 3 is a diagram showing the relationship between the heating required heat amount (horizontal axis) and the energy consumption (vertical axis) when the travel request is small (for example, during steady travel). Note that the relationship as shown in FIG. 3 may be stored in advance or may be obtained by calculation or the like.

  In FIG. 3, the energy consumption indicated by reference sign A11 corresponds to the energy consumption of HV traveling corresponding to the travel request, and the energy consumption indicated by reference sign A12 corresponds to the energy consumption of EV traveling corresponding to the travel request (note that reference signs A11 and A12). The energy consumption indicated by does not include the heater energy consumption). A solid line 61 indicates energy consumption when the first heater is activated while performing HV traveling, and a solid line 62 indicates energy consumption when the second heater is activated while performing EV traveling. Indicates the energy consumption when EV traveling is performed and the third heater is operated.

  In this case, in the first heater, it is not necessary to consume energy only for operating the first heater (that is, by performing HV traveling (that is, by operating the engine 2), the first heater is used. Therefore, the energy consumption indicated by the solid line 61 and the energy consumption indicated by the symbol A11 substantially coincide with each other. On the other hand, in the second heater and the third heater, the energy obtained by adding the energy consumption of the second heater and the third heater to the energy consumption of the EV traveling indicated by the symbol A12 is a solid line 62, This generally corresponds to the energy consumption indicated by 63. Furthermore, the heating required heat amount indicated by reference sign B13 represents the heat amount corresponding to the limit of the capacity of the second heater and the third heater. For this reason, the energy consumption indicated by the solid lines 62 and 63 is interrupted in the heating required heat amount indicated by the symbol B13.

  Here, the heating control performed in the case where there is a relationship between the heating required heat amount and the energy consumption as shown in FIG. 3 will be described with an example. When the heating required heat amount indicated by reference numeral B11 is requested, the ECU 10 selects the second heater because the energy consumption of the second heater is minimum. In this case, the ECU 10 performs control so that the heat pump 17 is operated. Further, when the heating required heat amount indicated by the symbol B12 is requested, the ECU 10 selects the third heater because the energy consumption of the third heater is minimum. In this case, the ECU 10 performs control so that the PTC heater 19 is operated. On the other hand, when the amount of heat exceeding the heating required heat amount indicated by B13 is requested, it is difficult to satisfy the heating request by the second heater and the third heater, and thus the ECU 10 selects the first heater. . In this case, the ECU 10 operates the first heater by performing control to switch from EV traveling to HV traveling.

  FIG. 4 is a diagram showing the relationship between the heating required heat amount (horizontal axis) and the energy consumption (vertical axis) when the travel request is large (for example, during acceleration travel). The relationship shown in FIG. 4 may be stored in advance, or may be obtained by calculation or the like.

  In FIG. 4, the energy consumption indicated by reference symbol A21 corresponds to the energy consumption of HV traveling corresponding to the travel request, and the energy consumption indicated by symbol A22 corresponds to the energy consumption of EV traveling corresponding to the travel request (note that reference symbols A21 and A22). The energy consumption indicated by does not include the heater energy consumption). A solid line 71 indicates energy consumption when the first heater is operated while performing HV traveling, and a solid line 72 indicates energy consumption when the second heater is activated while performing EV traveling. Indicates the energy consumption when EV traveling is performed and the third heater is operated. When FIG. 4 is compared with FIG. 3 (comparing the energy consumption indicated by reference signs A21 and A22 and the energy consumption indicated by reference signs A11 and A12), the travel demand is large, and thus the energy consumption of HV traveling and EV traveling. It can be seen that is increasing. Specifically, it can be seen that the energy consumption of EV traveling indicated by reference symbol A22 is larger.

  Next, an example of heating control performed when there is a relationship between the required heating amount and energy consumption as shown in FIG. 4 will be described. When the heating required heat amount indicated by reference symbol B21 is requested, the ECU 10 selects the second heater because the energy consumption of the second heater is minimum. In this case, the ECU 10 performs control so that the heat pump 17 is operated. On the other hand, when the amount of heat exceeding the heating required heat amount indicated by reference sign B22 (heat quantity smaller than the required heating amount indicated by reference sign B13 in FIG. 3) is required, the energy consumption of the first heater is minimum, The ECU 10 selects the first heater. In this case, the ECU 10 operates the first heater by performing control to switch from EV traveling to HV traveling.

  Here, when the case where the travel request is large and the case where the travel request is small are compared, specifically, when the heating required heat amount indicated by reference sign B22 in FIG. 4 is compared with the heating required heat amount indicated by reference sign B13 in FIG. It can be seen that the amount of heat required for heating when operating the heater is small. That is, when the travel request is large, the energy consumption tends to be more optimal when the engine 2 is operated and exhaust heat is recovered than when the heat pump 17 and the PTC heater 19 are used, compared to when the travel request is small. It can be said that there is.

  According to the heating control according to the first embodiment described above, since the heater to be used for heating is selected based on the consumed energy, it is possible to effectively reduce the consumed energy while appropriately satisfying the heating request.

[Second Embodiment]
Next, a second embodiment of the present invention will be described. In the second embodiment, not only the travel request and the heating request, but also one of the first heater, the second heater, and the third heater is selected based on the heating start request from the user. Different from the first embodiment. Specifically, in the second embodiment, when the heating start request from the user is large, the ECU 10 prioritizes the heating start request from the user and selects the heater so that rapid heating is realized.

  For example, the ECU 10 determines that the heating start request from the user is large when the heating set temperature is maximum or the defroster is on. Then, when the ECU 10 determines that the heating start request is large in this way, the ECU 10 selects a heater that is effective in heating. For example, the ECU 10 selects the third heater (PTC heater 19) when the heating start request from the user is large. This is because the third heater tends to be more effective in heating than the first heater and the second heater. In other words, the first heater (exhaust heat recovery device 14 and the like) and the second heater (heat pump 17) have a relatively large heat capacity for the device itself and the refrigerant, whereas the third heater has such a heat capacity. It is because it can be said that the effect of heating is comparatively quick because it does not have.

  According to the heating control according to the second embodiment described above, rapid heating can be appropriately realized when the heating start request from the user is large.

[Modification]
In the above, the embodiment in which the heater is selected so as to minimize the energy consumption is shown, but the present invention is not limited to this. In another example, the heater can be selected so that the CO ₂ emission corresponding to the consumed energy is minimized. That, CO ₂ emissions corresponding to the power consumption of the second heater and a third heater (e.g., the amount of CO ₂ generated in the thermal power plants in order to generate this power), and fuel consumption of the engine 2 CO ₂ emissions corresponding to (the amount of CO ₂ generated when generating the fuel actually including the amount of CO ₂ that occurs upon combustion of fuel in the engine 2) are formed so that optimum The heater can be selected. Thereby, it becomes possible to effectively reduce the CO ₂ emission amount while appropriately covering the heating request by the user. In addition, as the CO ₂ emission amount corresponding to the power consumption and the fuel consumption, for example, a preset value stored (such as a map) can be used.

  In yet another example, the heater can be selected so that the cost of energy consumption is minimized. That is, the heater can be selected so that the cost corresponding to the power consumption of the second heater and the third heater and the cost corresponding to the fuel consumption of the engine 2 are optimal. Thereby, it is possible to effectively reduce the cost of energy consumption while appropriately covering the heating request by the user. In addition, as the cost corresponding to the power consumption and the fuel consumption, for example, a preset value stored (such as a map) can be used.

  Moreover, in the above, the 1st heater comprised by the exhaust heat recovery apparatus 14 etc. is shown as a 1st heating system, and the 2nd heater comprised by the heat pump 17 etc. as a 2nd heating system, and the PTC heater 19 are shown. Although the 3rd heater comprised by these was shown, application of this invention is not limited to these heaters. In another example, a combustion heater can be used as the first heating system. In still another example, the second heating system can be configured by only one of the second heater and the third heater.

It is the conceptual diagram which showed the structure of the principal part of the hybrid vehicle which concerns on this embodiment. It is a key map showing the composition of the heating system concerning this embodiment. It is the figure which showed the relationship between heating request | requirement calorie | heat amount and energy consumption in case a driving request | requirement is small. It is the figure which showed the relationship between heating request | requirement calorie | heat amount and energy consumption in case a driving | running | working request | requirement is large.

Explanation of symbols

1 Hybrid vehicle 2 Engine 3 Motor generator (MG)
4 Battery 10 ECU
11 Blower 12 Cooling Water Passage 13 Heater Core 14 Exhaust Heat Recovery Device 16 Heater Core 17 Heat Pump 19 PTC Heater 50 Hybrid Vehicle Air Conditioning Control Device

Claims (5)

An air conditioning control device for a hybrid vehicle that is mounted on a hybrid vehicle that can run using battery power, and that includes a first heating system that uses an engine as a heat source and a second heating system that uses the electric energy of the battery as a heat source. And
A heating control unit is provided that performs heating by selecting either the first heating system or the second heating system so that energy consumption is minimized based on at least the travel request and the heating request. Air conditioning control device for hybrid vehicles.   The heating control means selects either the first heating system or the second heating system based on not only the travel request and the heating request but also a heating start request from a user. The air conditioning control device for a hybrid vehicle according to claim 1.   The said heating control means selects either the said 1st heating system or the said 2nd heating system so that rapid heating is implement | achieved when the said heating start request | requirement is large. 2. An air conditioning control device for a hybrid vehicle according to 2. An air conditioning control device for a hybrid vehicle that is mounted on a hybrid vehicle that can run using battery power, and that includes a first heating system that uses an engine as a heat source and a second heating system that uses the electric energy of the battery as a heat source. And
Heating control means for performing heating by selecting either the first heating system or the second heating system so that the CO ₂ emission amount corresponding to the consumed energy is minimized based on at least the travel request and the heating request. An air conditioning control device for a hybrid vehicle characterized by comprising: An air conditioning control device for a hybrid vehicle that is mounted on a hybrid vehicle that can run using battery power, and that includes a first heating system that uses an engine as a heat source and a second heating system that uses the electric energy of the battery as a heat source. And
A heating control unit is provided that performs heating by selecting one of the first heating system and the second heating system so that the cost of energy consumption is minimized based on at least the travel request and the heating request. Air conditioning control device for hybrid vehicles.

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