JP2015137032A - vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress a change of a temperature of air which is blown out of a cooling device, and to secure a traveling drive force.SOLUTION: When a requested powering assist amount is small, an electric compressor is controlled so that the number of revolutions of the electric compressor of an air conditioning cooling device is increased (step S110, step S120), and when the requested powering assist amount is large, the electric compressor is controlled so that the number of revolutions of the electric compressor is decreased, and a circuit of a flow rate adjusting valve which adjusts a flow rate of a refrigerant is adjusted so that a change of a temperature of air blown out of the air conditioning cooling device accompanied by the decrease of the number of revolutions of the electric compressor is suppressed (steps S110, S130). By this constitution, the change of the air blown out of the air conditioning cooling device accompanied by a change of the number of revolutions of the electric compressor is suppressed, and a traveling drive force can be secured.

Description

  The present invention relates to a vehicle, and more specifically, a motor that outputs driving force for traveling, a battery that exchanges electric power with the motor, an electric compressor that is driven by electric power from the battery and compresses refrigerant, and adjusts the flow rate of the refrigerant. The present invention relates to a vehicle including a cooling device having a flow rate adjusting valve.

  Conventionally, as this type of vehicle, a vehicle equipped with an air conditioner in which an electric compressor, a condenser, an expansion valve, and an evaporator are annularly connected by a refrigerant pipe through which a refrigerant flows is proposed (for example, Patent Document 1). In this vehicle, the temperature of the evaporator is controlled by controlling the electric compressor in accordance with the evaporator outlet temperature which is the temperature of the refrigerant outlet side in the evaporator.

JP2013-151181A

  By the way, a motor that outputs driving force for traveling, a battery that exchanges electric power with the motor, and a cooling device that has an electric compressor that is driven by electric power from the battery and blows out air that has been cooled using a refrigerant into the vehicle. In a mounted vehicle, when much of the electric power from the battery is supplied to the electric compressor and sufficient electric power cannot be supplied from the battery to the motor, the driving force for running becomes insufficient. As a method of securing the driving force for traveling, a method of reducing the rotation speed of the electric compressor and supplying more electric power from the battery to the motor is conceivable. However, if the rotation speed of the electric compressor is reduced, the cooling performance decreases. The temperature of the air blown into the car will rise.

  The vehicle of the present invention is mainly intended to suppress a change in the temperature of air blown from the cooling device accompanying a change in the rotational speed of the electric compressor and to secure a driving force for traveling.

  The vehicle of the present invention employs the following means in order to achieve the main object described above.

The vehicle of the present invention
A motor that outputs driving force for traveling; a battery that exchanges electric power with the motor; an electric compressor that is driven by the electric power from the battery to compress refrigerant; and a flow rate adjustment valve that adjusts the flow rate of the refrigerant. A vehicle comprising: a cooling device that blows out air cooled with a refrigerant into the vehicle,
When the motor does not require a large driving force, the electric compressor is controlled to increase the rotation speed of the electric compressor, and the change in the temperature of the air blown out by the cooling device as the rotation speed of the electric compressor increases The flow rate adjusting valve is controlled so as to be suppressed, and when the motor is required to have a large driving force, the electric compressor is controlled so that the rotational speed of the electric compressor decreases, and the rotational speed of the electric compressor And a control means for controlling the flow rate adjusting valve so as to suppress a change in the temperature of the air blown out by the cooling device accompanying a decrease in the temperature.

  In the vehicle of the present invention, when a large driving force is not required for the motor, the temperature of the air blown out by the cooling device as the electric compressor is controlled and the electric compressor is controlled so as to increase the rotational speed of the electric compressor. The flow rate adjusting valve is controlled so that the change of the flow rate is suppressed. Thereby, the change of the temperature of the air which the cooling device blows off with the increase in the rotation speed of an electric compressor can be suppressed. When a large driving force is required for the motor, the electric compressor is controlled so as to reduce the rotation speed of the electric compressor, and the change in the temperature of the air blown out by the cooling device accompanying the decrease in the rotation speed of the electric compressor is suppressed. The flow rate adjusting valve is controlled so that As a result, a change in the temperature of the air blown out by the cooling device accompanying a decrease in the rotation speed of the electric compressor can be suppressed, and more electric power can be supplied from the battery to the motor, ensuring driving power for traveling. can do. As a result, it is possible to suppress the change in the temperature of the air blown out by the cooling device accompanying the change in the rotational speed of the electric compressor and to secure the driving force for traveling.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 for racing as one embodiment of the present invention. 2 is a configuration diagram showing an outline of a configuration of an air conditioning cooling device 50. FIG. It is a flowchart which shows an example of the processing routine at the time of sports mode driving | running | working performed by HVECU70 of an Example. 6 is an explanatory diagram showing an example of a change in time of torque (HV power running amount) output to the drive shaft 26 and drive current (compressor current) of the electric compressor 54 when the hybrid vehicle 20 is driven by power running. FIG. It is explanatory drawing which shows the outline of the magnitude | size of the electric current from the battery 32 to the motor MG and the electric compressor 54. FIG.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 for racing as an embodiment of the present invention. The hybrid vehicle 20 according to the embodiment includes an engine 22 that outputs power using gasoline or light oil as a fuel, a motor MG connected to the crankshaft 24 of the engine 22 via a clutch CL, and the power of the crankshaft 24 of the engine 22. And a transmission 28 that changes the power of the motor MG to the sixth speed and transmits it to the drive shaft 26 connected to the drive wheels 38a and 38b, an inverter 30 for driving the motor MG, and a lithium ion secondary battery, for example. A battery 32 configured to exchange electric power with the motor MG via the inverter 30, and a motor electronic control unit that controls the drive of the motor MG and manages the battery 32 by switching control of a switching element (not shown) of the inverter 30. (Hereinafter referred to as motor ECU) 34 and air conditioning of the passenger compartment Comprising the Cooling System 50 performing a hybrid electronic control unit which controls the entire vehicle and 70 (hereinafter, referred to HVECU). In the embodiment, the inverter 30 and an inverter (not shown) for driving an electric compressor 54 of the air conditioning cooling device 50 described later are housed in a power control unit (hereinafter referred to as PCU) (not shown).

  FIG. 2 is a configuration diagram showing an outline of the configuration of the air conditioning cooling device 50. The air conditioning cooling device 50 performs air conditioning of the passenger compartment using the refrigerant circulating in the circulation flow path 52 or air conditioning for cooling a load 92 (for example, a battery 32 or a PCU) that generates heat when the motor MG is driven. As shown in the figure, the cooling system is configured to exchange heat between the electric compressor 54 that compresses the refrigerant, the condenser 56 that condenses the refrigerant from the electric compressor 54, and the air blown by a blower fan (not shown). The evaporator 58 for cooling the air, the flow rate adjusting valve 60 for adjusting the flow rate of the refrigerant from the condenser 56 to the evaporator 58 and the flow rate of the refrigerant from the capacitor 56 to the flow rate adjusting valve 62, and the flow rate adjusting valve 60. And a flow rate adjusting valve 62 that adjusts the flow rate of the refrigerant from the to the load 92. The air cooled by the evaporator 58 is blown into a duct (not shown) by a blower fan, and blown out into the vehicle (for example, the passenger compartment) from the duct outlet.

  Although not shown, the motor ECU 34 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The motor ECU 34 receives signals from various sensors necessary for driving and controlling the motor MG and signals from various sensors necessary for managing the battery 32 via the input port. A switching control signal to a switching element (not shown) of the inverter 30 is output via an output port. The motor ECU 34 calculates the rotational speed Nm of the motor MG based on the rotational position θm of the rotor of the motor MG from the rotational position detection sensor that detects the rotational position of the rotor of the motor MG. Further, the motor ECU 34 manages the battery 32 based on the integrated value of the charge / discharge current Ib of the battery 32 detected by a current sensor (not shown), and the total capacity of the power that can be discharged from the battery 32 at that time. The power storage ratio SOC, which is the ratio to, is calculated.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. The HVECU 70 includes an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator opening from the accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. Acc, brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, vehicle speed V from the vehicle speed sensor 88 that detects the vehicle speed, air conditioner request from the air conditioning cooling device 50, depression amount of the accelerator pedal 83 On the other hand, a sports mode setting switch 90 for turning on / off a sports mode running for running with a larger driving force is input via an input port. The HVECU 70 outputs a switching control signal to a switching element of an inverter Icm (not shown) that drives the electric compressor 54 and a control signal to the air conditioning cooling device 50 of the transmission 28. The HVECU 70 is communicably connected to the motor ECU 34 and exchanges various control signals and data with the motor ECU 34.

  The hybrid vehicle 20 of the embodiment thus configured sets the required power running assist amount (required torque) Tr * based on the depression amount of the accelerator pedal 83 and the vehicle speed V from the vehicle speed sensor 88, and the set required power running assist amount Tr The motor MG is adjusted using the electric power stored in the battery 32 within the range of the maximum value of the discharge electric power allowed to be discharged from the battery 32 while adjusting the intake air amount of the engine 22 so that * is output to the drive shaft 26. The motor MG is driven and controlled so that torque output is performed. When the sport mode travel is turned on by the sport mode setting switch 90, the engine travels with a greater driving force with respect to the depression amount of the accelerator pedal 83 and the vehicle speed V from the vehicle speed sensor 88 than when the sport mode travel is off. The intake air amount of 22 is adjusted and the torque output from the motor MG is adjusted.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation of the air conditioning cooling device 50 when the sport mode running is turned on will be described. FIG. 3 is a flowchart illustrating an example of a processing routine at the time of sport mode running on executed by the HVECU 70 of the embodiment. This routine is executed when the sport mode setting switch 90 is turned on.

  When the sport mode running-on processing routine is executed, the HVECU 70 executes a process of controlling the electric compressor 54 so that the rotational speed of the electric compressor 54 of the air-conditioning cooling device 50 is increased to the rotational speed N1 (step S100). Here, the rotation speed N1 is higher than the rotation speed determined in advance as the maximum rotation speed of the electric compressor 54 when the sports mode setting switch 90 is off, and the maximum rotation speed of the electric compressor 54 determined from the specifications of the electric compressor 54 is high. The number of rotations is lower than the number of rotations Nmax, and for example, 6000 rpm, 6300 rpm, 6500 rpm, and the like. When the sport mode setting switch 90 is on, the engine 22 and the motor MG are driven and controlled to run with a greater driving force with respect to the depression amount of the accelerator pedal 83 and the vehicle speed V. I think that. Therefore, the load 92 can be satisfactorily cooled by increasing the rotational speed of the electric compressor 54 to N1.

  If the rotational speed of the electric compressor 54 is increased in this way, subsequently, it is determined whether or not the required power running assist amount Tr * is larger than the determination assist amount Tref (step S110). Here, as the determination assist amount Tref, a predetermined value is used as a relatively large driving force. Since it is considered that the torque (driving force) output from the motor MG increases as the required power running assist amount Tr * increases, the process of step S110 determines whether or not the motor MG requires a large driving force. It becomes processing.

  When the requested power running assist amount Tr * is equal to or less than the determination assist amount Tref (step S110), since a large driving force is not required for the motor MG, the discharge power of the battery 32 is not increased even if the rotational speed of the electric compressor 54 is increased. It is determined that a sufficient driving force can be output from the motor MG within the range of the maximum value, and the engine 22 outputs the required power running assist amount Tr * to the drive shaft 26. The rotational speed of the electric compressor 54 is adjusted to a rotational speed N2 higher than the rotational speed N1, while the intake air amount and the like are adjusted so as to be higher than the rotational speed and power is generated by the motor MG using the power from the engine 22. At the same time, the cooling performance of the air-conditioning cooling device 50 is maintained and the rotation speed of the electric compressor at the temperature of the air blown from the air-conditioning cooling device 50 to the passenger compartment Change with temperature to adjust the valve opening degree of the flow rate adjusting valve 60, 62 to be suppressed (step S120). Here, the rotational speed N2 is a rotational speed that is predetermined as the maximum rotational speed Nmax of the electric compressor 54 or slightly lower than the maximum rotational speed Nmax, and is, for example, 7000 rpm, 7300 rpm, 7500 rpm, or the like. Further, the adjustment of the valve opening may be performed so that the temperature of the air blown from the air conditioning cooling device 50 to the passenger compartment does not change from the time when the process of step S100 is executed, or the process of step S100 is performed. It is good also as what adjusts to the opening degree a smaller than the valve opening degree when it performs. By such processing, it is possible to suppress the change in the temperature of the air blown out from the air-conditioning cooling device 50 with the change in the rotation speed of the electric compressor 54 and to secure the driving force for traveling.

  If the valve opening degree of the flow rate adjusting valves 60, 62 is adjusted so that the cooling performance of the air conditioning cooling device 50 is maintained by increasing the rotation speed of the engine 22 and the rotation speed of the electric compressor 54 in this way, the process returns to step S110. The processes in steps S110 and S120 are repeated until the requested power running assist amount exceeds the determination assist amount Tref or the sport mode setting switch 90 is turned off.

  When the requested power running assist amount Tr * exceeds the determination assist amount Tref (step S110), a large driving force is required for the motor MG, and when the electric compressor 54 is driven at a high rotational speed, driving from the motor MG is performed. It is determined that the driving force for driving (required power running assist amount Tr *) cannot be secured due to insufficient power, and the rotational speed of the electric compressor 54 is lowered, and the cooling performance of the air conditioning cooling device 50 is maintained. Then, the valve opening degree of the flow rate adjusting valves 60 and 62 is adjusted so that the change of the temperature of the air blown from the air conditioning cooling device 50 to the passenger compartment with the decrease in the rotational speed of the electric compressor 54 is suppressed (step S130). . Here, the rotational speed of the electric compressor 54 is a minimum rotational speed that is set in advance as the minimum value of the rotational speed at which the cooling performance of the air-conditioning cooling device 50 can be secured, or driving for driving even when electric power is consumed by the electric compressor 54 It is assumed that the number of revolutions is within a range in which sufficient electric power to output sufficient torque from the motor MG2 to ensure the force is supplied from the battery 32. The valve opening may be adjusted so that the temperature of the air blown from the air-conditioning cooling device 50 to the passenger compartment does not change from the time when the process of step S100 is performed, or the process of step S120 is performed. It is good also as what adjusts to the opening degree b larger than the valve opening degree (opening degree a) at the time of execution. Thereby, since the electric power supplied to motor MG among the electric power discharged from battery 32 can be increased, the driving force for traveling can be ensured. In addition, the air conditioning cooling device 50 adjusts the valve opening degree of the flow rate adjusting valves 60 and 62 so that the temperature of the air blown from the air conditioning cooling device 50 to the passenger compartment does not change with a decrease in the rotational speed of the electric compressor. It can suppress that the temperature of the air which blows off from a passenger | crew to a passenger compartment changes with the fall of the rotation speed of an electric compressor.

  Subsequently, whether or not the accelerator opening degree Acc is stepped back and the powering request is completed and whether or not the temperature of the air blown into the passenger compartment has risen above a predetermined temperature because the cooling performance of the air conditioning cooling device 50 is insufficient. Determination is made (step S140). When the power running request is not completed or when the cooling performance of the air conditioning cooling device 50 is not insufficient, the process returns to step S110 and the processes of steps S110 to S130 are repeated. By such processing, it is possible to suppress the change in the temperature of the air blown from the air-conditioning cooling device 50 to the passenger compartment as the rotational speed of the electric compressor 54 decreases, and to ensure driving power for traveling.

  When the accelerator opening degree Acc is stepped back and the powering request is completed, or when the temperature of the air blown into the passenger compartment rises above a predetermined temperature due to insufficient cooling performance of the air conditioning cooling device 50 (step S140), It is determined whether or not the power running request is completed (step S150). When the power running request is finished, this routine is finished. When the temperature of the air blown into the passenger compartment is rising instead of the power running request being finished, the electric cooling is performed so that the required cooling capacity to the air conditioning cooling device 50 is satisfied. The rotational speed of the compressor 54 is increased (step S160), and this routine is terminated. When the temperature of the air blown from the air conditioning cooling device 50 to the passenger compartment rises, the temperature of the air blown from the air conditioning cooling device 50 to the passenger compartment can be lowered by increasing the number of revolutions of the electric compressor 54. Can be properly air-conditioned.

  FIG. 4 is an explanatory diagram showing an example of a change in time of torque (HV power running amount) output to the drive shaft 26 and driving current (compressor current) of the electric compressor 54 when the hybrid vehicle 20 is driven by power running. FIG. 5 is an explanatory diagram showing an outline of the magnitude of current from the battery 32 to the motor MG and the electric compressor 54. In FIG. 5, the direction and magnitude of the current are indicated by bold arrows. When the sports mode setting switch 90 is switched from OFF to ON, when the accelerator pedal 83 is not depressed greatly and the driving force required for traveling (required power running assist amount Tr *) is small, as shown in FIG. The valve openings of the flow rate adjusting valves 60 and 62 are increased so that the rotational speed of the electric compressor 54 is increased and the temperature of the air blown from the air conditioning cooling device 50 to the passenger compartment does not change as the rotational speed of the electric compressor 54 decreases. Is adjusted (time T1 to T2, processing in step S120 in FIG. 3). At this time, as shown in FIG. 5, since the current supplied to the electric compressor 54 out of the discharge current of the battery 32 increases, the current that can flow to the motor MG decreases, but the required power running assist amount Tr * Therefore, the driving force sufficient to ensure the driving force for traveling can be output from the motor MG, and the driving force for traveling can be ensured.

  When the accelerator pedal 83 is depressed greatly, that is, when the required power running assist amount Tr * is large, as shown in FIG. 4, the rotational speed of the electric compressor 54 is reduced and blown out from the air conditioning cooling device 50 to the passenger compartment. The valve openings of the flow rate adjusting valves 60 and 62 are adjusted so that the temperature of the air does not change with a decrease in the rotational speed of the electric compressor 54 (time T2 to T3, processing in step S130 in FIG. 3). Thereby, the change of the temperature of the air which blows off to the passenger compartment accompanying the change of the rotation speed of the electric compressor 54 can be suppressed. At this time, as shown in FIG. 5, since the current supplied from the battery 32 to the electric compressor 54 becomes smaller, the current that can be supplied to the motor MG increases, and the driving force for traveling from the motor MG is secured. Sufficient driving force can be output and driving force for traveling can be ensured. By such processing, it is possible to suppress the change in the temperature of the air blown out from the air-conditioning cooling device 50 as the rotational speed of the electric compressor 54 decreases, and to secure driving force for traveling.

  According to the hybrid vehicle 20 of the embodiment described above, when the motor MG is not required to have a large driving force, the electric compressor 54 is controlled so that the rotational speed of the electric compressor 54 is increased, and the motor MG has a large driving force. When required, the flow rate is controlled so that the electric compressor 54 is controlled so that the rotational speed of the electric compressor 54 is lowered and the temperature of the air blown out from the air conditioning cooling device 50 is not changed as the rotational speed of the electric compressor 54 is lowered. The valve opening degree of the adjusting valves 60 and 62 is adjusted. Thereby, it is possible to suppress the change in the temperature of the air blown out from the air-conditioning cooling device 50 as the rotational speed of the electric compressor 54 decreases, and to secure a driving force for traveling.

  In the hybrid vehicle 20 of the embodiment, it is determined in the process of step S110 whether or not the required power running assist amount Tr * is larger than the determination assist amount Tref, but is the motor MG required to have a large driving force? For example, whether or not the torque required for the motor MG is larger than a predetermined torque or the current for driving the motor MG estimated from the torque required for the motor MG is the battery 32. It is also possible to determine whether or not the output is greater than or equal to the maximum allowable current.

  In the embodiment, the engine 22 and the motor MG are mounted using the present invention as a power source for traveling, and the hybrid vehicle outputs the power from the engine 22 and the motor MG to the drive wheels 38a and 38b via the transmission 28. However, the present invention may be applied to a so-called series / parallel hybrid vehicle in which an engine and two motors are connected via a power split mechanism, and the engine 22 and the transmission 28 are mounted. It is good also as what applies to the electric vehicle which drive | works using the motive power of motor MG.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the motor MG corresponds to a “motor”, the battery 32 corresponds to a “battery”, the electric compressor 54 corresponds to an “electric compressor”, and the flow rate adjusting valves 60 and 62 are “flow rate adjusting valves”. The air conditioning cooling device 50 corresponds to “cooling device”, and the HVECU 70 corresponds to “control means”.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the vehicle manufacturing industry.

  20 Hybrid Vehicle, 22 Engine, 24 Crankshaft, 26 Drive Shaft, 28 Transmission, 30 Inverter, 32 Battery, 34 Motor Electronic Control Unit (Motor ECU), 38a, 38b Drive Wheel, 50 Air Conditioning Cooling Device, 52 Circulating Flow Road, 54 Electric compressor, 56 Condenser, 58 Evaporator, 60, 62 Flow adjustment valve, 70 Hybrid electronic control unit (HVECU), 80 Ignition switch, 81 Shift lever, 82 Shift position sensor, 83 Accelerator pedal, 84 Accelerator pedal Position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 90 sports mode setting switch, 92 load, CL clutch, MG motor.

Claims (1)

A motor that outputs driving force for traveling; a battery that exchanges electric power with the motor; an electric compressor that is driven by the electric power from the battery to compress refrigerant; and a flow rate adjustment valve that adjusts the flow rate of the refrigerant. A vehicle comprising: a cooling device that blows out air cooled with a refrigerant into the vehicle,
When the motor does not require a large driving force, the electric compressor is controlled to increase the rotation speed of the electric compressor, and the change in the temperature of the air blown out by the cooling device as the rotation speed of the electric compressor increases The flow rate adjusting valve is controlled so as to be suppressed, and when the motor is required to have a large driving force, the electric compressor is controlled so that the rotational speed of the electric compressor decreases, and the rotational speed of the electric compressor A vehicle comprising: control means for controlling the flow rate adjusting valve so as to suppress a change in the temperature of the air blown out by the cooling device accompanying a decrease in the temperature.

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