JP2015162947A - Vehicular control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular control device capable of suppressing change of brake feeling and suppressing deterioration of a battery due to over-charge.SOLUTION: During braking of a vehicle 1, motive force is regenerated to power on a travel motor 2, and regenerative brake force is actuated to the vehicle 1. At the time, power regenerated on the travel motor 2 is charged to a battery 4. When target regenerative power which is regenerated on the travel motor 2 exceeds charge possible power which is power capable of being charged to the battery 4, all of power regenerated on the travel motor 2 cannot be charged to the battery 4, so that power consumption of an electric air compressor 23 and heater 34 mounted on the vehicle 1 increases.

Description

  The present invention relates to a control device for a vehicle such as an electric vehicle or a hybrid car.

  In vehicles such as electric cars and hybrid cars, electric power is supplied from the battery to the traveling motor, and the output of the traveling motor is transmitted to the drive wheels of the vehicle. At the time of braking, the power from the wheels is regenerated to electric power by the traveling motor, and the braking force (regenerative braking force) generated by the regeneration acts on the wheels.

JP 2006-151039 A

  Electric power regenerated by the traveling motor is charged to the battery. In order to protect the battery from overcharging, if the regenerative power exceeds the chargeable power determined by SOC (State Of Charge) representing the charge rate of the battery, the regenerative amount in the travel motor is limited.

  However, if the regenerative amount is limited, the regenerative braking force becomes weaker than usual, which gives the driver an uncomfortable feeling due to a change in brake feeling. If priority is given to suppressing the change in brake feeling and the restriction of the regeneration amount during braking is eliminated, the battery will be deteriorated due to overcharging.

  The objective of this invention is providing the control apparatus for vehicles which can suppress the change of brake feeling and can suppress deterioration of the battery by overcharge.

  In order to achieve the above object, a vehicle control device according to the present invention is a vehicle control device equipped with a motor and a battery, which regenerates power into electric power by the motor and generates regenerative braking force acting on the vehicle. Regenerative braking means for generating power consumption increasing means for increasing the power consumption of an electric load mounted on the vehicle when the regenerative braking force is generated and the electric power regenerated by the motor exceeds the electric power chargeable to the battery; including.

  According to this configuration, when the vehicle is braked, the power is regenerated to electric power by the motor, and the regenerative braking force acts on the vehicle. At this time, the electric power regenerated by the motor is charged in the battery. If the power regenerated by the motor exceeds the power that can be charged to the battery, the power that is regenerated by the motor cannot be charged to the battery, so the power consumption of the electric load mounted on the vehicle increases. Is done.

  Accordingly, even when the SOC of the battery is close to 100%, the regenerative braking force according to the operation of the brake pedal of the vehicle can be applied to the vehicle without limiting the regenerative amount in the motor. As a result, a change in brake feeling can be suppressed.

  Moreover, since the electric power regenerated by the motor is consumed by the electric load, the battery can be protected from overcharging. Therefore, battery deterioration due to overcharging can be suppressed.

  Even if power consumption is increased by operating a cooling device that cools the vehicle interior and a heating device that heats the vehicle interior when the power regenerated by the motor exceeds the power that can be charged in the battery Good.

  When only one of the cooling device or the heating device is operated, the temperature in the passenger compartment changes, and the temperature experienced by the driver or passenger changes. By operating the cooling device and the heating device in parallel, it is possible to suppress a change in the temperature in the passenger compartment, and to increase power consumption while suppressing a change in the sensible temperature caused by the driver or passenger.

  When the cooling device and the heating device are operated in parallel, the outputs of the cooling device and the heating device are preferably controlled so that the cooling capability of the cooling device and the heating capability of the heating device are equal.

  Thereby, the change of the temperature in a vehicle interior can be suppressed further, and the change of the sensory temperature by a driver | operator and a passenger can be suppressed further.

  ADVANTAGE OF THE INVENTION According to this invention, the change of a brake feeling can be suppressed and the deterioration of the battery by overcharge can be suppressed.

1 is a diagram schematically illustrating a configuration of a main part of a vehicle on which a vehicle control device according to an embodiment of the present invention is mounted. It is a flowchart which shows the flow of the regeneration control process performed by ECU. It is a figure which shows an example of the increase amount of the air-conditioning capability at the time of regenerative braking, and power consumption. It is a figure which shows an example of the increase amount of the air-conditioning capability at the time of regenerative braking and power consumption in case a vehicle is a hybrid car.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

  FIG. 1 is a diagram schematically illustrating a configuration of a main part of a vehicle 1 on which a vehicle control device according to an embodiment of the present invention is mounted.

  The vehicle 1 is an electric vehicle (EV) equipped with a traveling motor 2.

  An inverter (INV) 3 is connected to the traveling motor 2.

  A battery 4 is connected to the inverter 3.

  When the traveling motor 2 is driven, DC power output from the battery 4 is supplied to the inverter 3. Then, the DC power is converted into AC power by the inverter 3, and the AC power after the conversion is supplied from the inverter 3 to the traveling motor 2, so that the traveling motor 2 generates driving force.

  The driving force generated by the traveling motor 2 is transmitted to the drive shafts 6L and 6R extending from the differential gear 5 to the left and right via the transmission (not shown) and the differential gear 5 to rotate the drive shafts 6L and 6R. . The rotation of the drive shafts 6L and 6R is transmitted to the drive wheels 7L and 7R, respectively, so that the drive wheels 7L and 7R are rotationally driven in the forward direction or the reverse direction.

  When the vehicle 1 is braked, the traveling motor 2 functions as a generator. That is, the rotation of the drive shafts 6L and 6R is transmitted to the output shaft of the traveling motor 2, and the rotation of the output shaft is regenerated to AC power. At this time, the traveling motor 2 becomes a resistance, and the resistance acts on the vehicle 1 as a regenerative braking force. AC power regenerated by the traveling motor 2 is converted into DC power by the inverter 3. The DC power output from the inverter 3 is supplied to the battery 4 and stored in the battery 4.

  The vehicle 1 is equipped with an air conditioner 11. The air conditioner 11 has a heater / cooler separation type, and includes an air conditioning duct 12, a blower 13 that generates air flow that flows through the air conditioning duct 12 toward the vehicle interior, and a cooling system that cools the air flowing through the air conditioning duct 12. The apparatus 14 and the heating apparatus 15 for heating the ventilation which flows through the air-conditioning duct 12 are provided.

  The cooling device 14 includes an evaporator 21. The evaporator 21 is disposed in the air conditioning duct 12. A refrigerant circulation path 22 is connected to the evaporator 21. An electric air compressor (A / C) 23 and a condenser 24 are interposed in the refrigerant circuit 22.

  When the electric air compressor 23 is driven, the refrigerant compressed by the electric air compressor 23 is supplied to the capacitor 24. In the condenser 24, the compressed refrigerant is cooled, so that the refrigerant is liquefied. A receiver (not shown) and an expansion valve (not shown) are provided downstream of the condenser 24 in the refrigerant flow direction. The refrigerant flowing out of the condenser 24 is supplied to the receiver. In the receiver, the vaporized refrigerant and the liquefied refrigerant are separated. Then, only the liquefied refrigerant is sent from the receiver to the expansion valve, and the liquefied refrigerant is injected from the expansion valve to the evaporator 21, whereby the evaporator 21 is cooled.

  The air blown from the blower 13 is cooled by passing through the evaporator 21, becomes cold air, and flows in the air conditioning duct 12 toward the vehicle interior.

  The heating device 15 includes a heater core 31. The heater core 31 is disposed in the vehicle interior side of the evaporator 21 in the air conditioning duct 12. A warm water circulation path 32 is connected to the heater core 31. An electric pump 33 and an electric heater 34 (for example, a PTC (Positive Temperature Coefficient) heater) are interposed in the hot water circulation path 32.

  When the electric pump 33 is driven, water circulates through the hot water circulation path 32. The heater 34 is disposed downstream of the electric pump 33 in the water flow direction and upstream of the heater core 31 in the flow direction. The water circulating in the hot water circulation path 32 is heated by the heater 34 to become hot water and is supplied to the heater core 31. Thereby, the heater core 31 is heated with warm water.

  An air mix damper (not shown) is provided in the air conditioning duct 12 between the evaporator 21 and the heater core 31. The amount of air that passes through the heater core 31 and the amount of air that does not pass through the heater core 31 are adjusted by the position of the air mix damper. The air that passes through the heater core 31 is heated by the heater core 31. By mixing the air that has passed through the heater core 31 and the air that has not passed through the heater core 31, the air-conditioned air has an appropriate temperature, and the air-conditioned air flows toward the vehicle interior.

  The vehicle 1 is equipped with an ECU (electronic control unit) 41 as an example of a vehicle control device. The ECU 41 includes a CPU, a ROM, a RAM, and the like.

  In the ECU 41, a vehicle speed sensor for detecting the traveling speed (vehicle speed) of the vehicle 1, an accelerator sensor for detecting an operation amount of an accelerator pedal (not shown), and an operation amount of a brake pedal (not shown) are detected. Output signals of various sensors (not shown) such as a brake sensor, a current sensor for detecting a current input / output to / from the battery 4 and a temperature sensor for detecting an air temperature in the passenger compartment.

  In addition, the ECU 41 is connected with the inverter 3, the blower 13, the electric air compressor 23, the electric pump 33, and the heater 34 as control targets.

  The ECU 41 controls the supply of electric power from the battery 4 to the traveling motor 2 by controlling the inverter 3 based on the operation amount of the accelerator pedal. Further, the ECU 41 controls regeneration in the traveling motor 2 based on the vehicle speed and the operation amount of the brake pedal. Further, the ECU 41 calculates an SOC (State Of Charge) that is a charging rate of the battery 4 based on the amount of current input to and output from the battery 4. Based on the calculated SOC and the like, the ECU 41 controls the electric air compressor 23 and the heater 34 as necessary during regenerative control. Further, the ECU 41 controls the blower 13, the electric air compressor 23, the electric pump 33, and the heater 34 based on the temperature inside the vehicle compartment.

  FIG. 2 is a flowchart showing the flow of the regeneration control process executed by the ECU 41. FIG. 3 is a diagram illustrating an example of the amount of increase in air conditioning capability and power consumption during regenerative braking.

  When the brake pedal is operated by the driver, the ECU 41 executes the regeneration control process shown in FIG.

  In the regenerative control process, the ECU 41 first sets a target regenerative braking force that is a target value of the regenerative braking force output from the traveling motor 2 based on the vehicle speed at the start of operation of the brake pedal and the amount of operation of the brake pedal. (Step S1).

  Next, based on the target regenerative braking force and the vehicle speed, the ECU 41 calculates a target regenerative power that is a power regenerated by the traveling motor 2 (step S2).

  Moreover, ECU41 calculates the chargeable electric power which is the electric power which can be charged to the battery 4 based on SOC of the battery 4 (step S3). In order to prevent overcharging of the battery 4, for example, the chargeable power can be obtained from a table that decreases as the SOC increases and becomes 0 at the upper limit.

  Then, the ECU 41 determines whether or not the target regenerative power exceeds the chargeable power (step S4).

  When the target regenerative power exceeds the rechargeable power (YES in step S4), the ECU 41 causes the vehicle 1 to add and consume the difference power between the target regenerative power and the rechargeable power. The power consumed by the mounted electrical load is increased (step S5).

  Specifically, the ECU 41 increases the power consumption of the electric air compressor 23 and the heater 34 by increasing the outputs of the electric air compressor 23 and the heater 34. More specifically, the ECU 41 increases the outputs of the electric air compressor 23 and the heater 34 so that the amount of increase in the cooling capacity of the cooling device 14 is equal to the amount of increase in the heating capacity of the heating device 15. The power consumption by the electric air compressor 23 and the heater 34 is increased.

  For example, as shown in FIG. 3, the ECU 41 increases the outputs of the electric air compressor 23 and the heater 34 such that both the cooling capacity of the cooling apparatus 14 and the heating capacity of the heating apparatus 15 are increased by 1 kW. In this case, the air conditioning capability (cooling capability + heating capability) is ± 0 kW, but the power consumption by the electric air compressor 23 increases by 0.2 kW (200 W), the power consumption by the heater increases by 1 kW, and the power consumption Increases 1.2 kW in total.

  Then, the ECU 41 controls the travel motor 2 so as to obtain the target regenerative braking force (step S6: regenerative control), and ends the regenerative control process. As a result, a regenerative braking force equal to the target regenerative braking force is output from the traveling motor 2, and the regenerative braking force acts on the vehicle 1. At this time, since the power consumption by the electric air compressor 23 and the heater 34 is increased, the surplus power that cannot be charged in the battery 4 among the power regenerated by the traveling motor 2 (the target regenerative power and the chargeable power) Power) is consumed by the electric air compressor 23 and the heater 34. Therefore, the battery 4 is charged below the chargeable power value, and the SOC of the battery 4 does not exceed the control upper limit value.

  When the target regenerative power is less than or equal to the chargeable power (NO in step S4), the ECU 41 travels so as to obtain the target regenerative braking force without increasing the power consumption of the electric load (skip in step S5). The motor 2 is controlled (step S6), and the regeneration control process is terminated. In this case, all the electric power regenerated by the traveling motor 2 is charged in the battery 4.

  As described above, when the vehicle 1 is braked, power is regenerated to electric power by the traveling motor 2, and the regenerative braking force acts on the vehicle 1. At this time, the electric power regenerated by the traveling motor 2 is charged in the battery 4. When the target regenerative power that is the power regenerated by the traveling motor 2 exceeds the rechargeable power that is the power that can be charged to the battery 4, the battery 4 is charged with all the power that is regenerated by the traveling motor 2. I can't. Therefore, the power consumption of the electric air compressor 23 and the heater 34 mounted on the vehicle 1 is increased, and the electric air compressor 23 and the heater 34 consume surplus power that cannot be charged in the battery 4.

  Thereby, even if the SOC of the battery 4 is close to the control upper limit value, the regenerative braking force corresponding to the operation of the brake pedal of the vehicle 1 is applied to the vehicle 1 without limiting the regenerative amount in the travel motor 2. Can act. As a result, a change in brake feeling can be suppressed.

  Then, since the electric power regenerated by the traveling motor 2 is consumed by the electric air compressor 23 and the heater 34, overcharging of the battery 4 can be prevented. Therefore, deterioration of the battery 4 due to overcharging can be suppressed.

  Further, the outputs of the electric air compressor 23 and the heater 34 are increased so that the cooling capability of the cooling device 14 and the heating capability of the heating device 15 are equal. Thereby, the change of the temperature in the passenger compartment is suppressed. As a result, it is possible to increase the power consumption while suppressing the change in the sensible temperature by the driver and passengers.

  As mentioned above, although one Embodiment of this invention was described, this invention can also be implemented with another form.

  For example, the vehicle 1 is not limited to an electric vehicle, but may be a hybrid vehicle (HV). When the vehicle 1 is a hybrid car, an engine may be used as a heat source for heating. In this case, as shown in FIG. 4, even if both the cooling capacity of the cooling apparatus 14 and the heating capacity of the heating apparatus 15 are increased by 1 kW, there is no increase in power consumption due to the increase in heating capacity. The increase is 0.2 kW.

  In the above-described embodiment, the configuration in which the outputs of the electric air compressor 23 and the heater 34 are increased so that the cooling capacity of the cooling apparatus 14 and the heating capacity of the heating apparatus 15 are equal is described. As long as the passenger does not feel a change in the sensible temperature, the cooling capacity of the cooling device 14 and the heating capacity of the heating device 15 may be different. For example, in winter, the sensory temperature is lowered by blowing air, so the output of the heater 34 may be further increased, and the heating capacity of the heating device 15 may be higher than the cooling capacity of the cooling device 14. On the other hand, when the humidity in the passenger compartment is relatively high (in a case where the humidity is higher than the predetermined humidity) in summer, the sensory temperature is increased by blowing air, so that the output of the electric air compressor 23 is further increased and the cooling of the cooling device 14 is increased. The capacity may be higher than the heating capacity of the heating device 15. Even in the summer, when the humidity in the passenger compartment is relatively low, if the cooling capacity of the cooling device 14 is high, the driver or passenger may feel chilly. The heating capacity of the device 15 is preferably made equal.

  In addition to the electric air compressor 23 and the heater 34, the power consumed by the blower 13 may be increased by increasing the blown amount of the blower 13. In this case, since the amount of air blown from the air conditioning duct 12 into the vehicle interior increases, it is preferable to adjust the output of the electric air compressor 23 and / or the heater 34 so that the temperature sensed by the driver and passengers does not change. .

  Further, although the heater / cooler separation type air conditioner 11 is taken up, the present invention can also be applied to a vehicle equipped with a heat pump type air conditioner.

  In addition, various design changes can be made to the above-described configuration within the scope of the matters described in the claims.

1 Vehicle 2 Traveling Motor (Motor)
4 Battery 14 Cooling device 15 Heating device 23 Electric air compressor (load)
34 Heater (load)
41 ECU (control device for vehicle)

Claims (2)

A control device for a vehicle equipped with a motor and a battery,
Regenerative braking means for regenerating power into electric power by the motor and generating regenerative braking force acting on the vehicle;
A vehicle including power consumption increasing means for increasing power consumption of an electric load mounted on the vehicle when the regenerative braking force is generated and the power regenerated by the motor exceeds the power chargeable to the battery. Control device. The electrical load includes a cooling device for cooling the vehicle interior of the vehicle, and a heating device for heating the vehicle interior,
The vehicle control device according to claim 1, wherein the power consumption increasing unit increases power consumption by operating the cooling device and the heating device in parallel.

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