JP2017196927A - Air-conditioning control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To charge a battery during traveling so as to reach approximately full charge when a vehicle arrives at a destination, and secure quietness by stopping an internal combustion engine and ensure comfort in a cabin while an air-conditioning mode is being operated during a vehicle stay, in the case where the vehicle is scheduled to be stopped at a predetermined point for a long time.SOLUTION: An air-conditioning control device mounted to a vehicle having an internal combustion engine 2, a power generation motor 3, a battery 5 and an air conditioner includes: an internal combustion engine control section 14; an inverter control section 7; and a vehicle control section 15 for allowing execution of an air-conditioning mode of stopping an operation of the internal combustion engine 2 and performing drive control of the air conditioner by using electric power of the battery 5. The vehicle control section 15 calculates target power generation electric power of charge amount of the battery 5 when the vehicle is in a travel allowing state, calculates torque of the internal combustion engine 2 and the power generation motor 3 on the basis of the target power generation electric power, controls the internal combustion engine 2 and the power generation motor 3 in accordance with a command value based on the torque, and allows the execution of the air-conditioning mode in accordance with a user request operation when the charge amount of the battery 5 satisfies target amount and the vehicle is in a parking state.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an air-conditioning control device, and in particular, when the vehicle arrives at a destination, the battery is charged while traveling so that the battery is nearly fully charged, and the internal combustion engine is stopped during operation of the air-conditioning mode to ensure quietness. The present invention relates to an air conditioning control device that guarantees comfort in the passenger compartment.

In general, for example, when a vehicle is stopped for a long time such as in a vehicle, a user may use an air conditioner to ensure comfort in the passenger compartment.
In a gasoline vehicle, it is necessary to operate the internal combustion engine in order to use the air conditioner. However, it is not preferable to operate the internal combustion engine for a long time from the viewpoint of noise, fuel consumption performance, and environmental performance.
It is also conceivable that the shift is accidentally operated and the vehicle starts to move against the user's intention.
Further, in heavy snow regions, snow is often clogged in the exhaust port of the muffler, and exhaust gas may flow into the vehicle.
On the other hand, in vehicles equipped with high-capacity high-voltage batteries such as hybrid vehicles, particularly plug-in hybrid vehicles and range / extender vehicles, only the power of the high-voltage battery is used without operating the engine when air conditioning is used for a long time. It is possible to use an air conditioner using
Therefore, it is considered that the noise and unexpected problems that existed in gasoline cars can be solved.
In Patent Document 1, in order to adjust the temperature in the passenger compartment of the hybrid vehicle to an arbitrary set temperature, the target value of the remaining charge of the battery is set higher as the required air conditioning power increases while the vehicle is traveling. Control and minimize the engine operation after stopping.

JP 2000-270401 A

By the way, in the conventional air-conditioning control device, when considering how the air-conditioning device is used in a vehicle overnight, when the air-conditioning device is used while sleeping, the charge amount (also referred to as “SOC”) of the high-voltage battery decreases. To go.
For example, in the winter season, the temperature drops most at dawn, so it is necessary to control the air conditioning so that the passenger compartment is comfortable during that time. Since the control is performed so that the air-conditioning power consumption is reduced in the following cases, it is not preferable from the viewpoint of comfort.

  So, for example, if you plan to stop at a certain point for a long time, such as when you are staying in the car, charge the battery while driving so that the battery is near full charge when you arrive at the destination. In addition, during the air conditioning mode operation in the middle of the vehicle, it is required to ensure that the internal combustion engine is stopped to ensure quietness and to ensure the comfort in the passenger compartment.

    Accordingly, the present invention provides a vehicle including an internal combustion engine, a power generation motor that generates power by applying a load to the internal combustion engine, a battery that is charged by power generation of the power generation motor, and an air conditioner that is driven by the power of the battery. In the air conditioning control device mounted on the internal combustion engine, the internal combustion engine control unit that controls the driving of the internal combustion engine, the inverter control unit that controls the power generation motor, and the internal combustion engine for charging the battery when the vehicle is permitted to run Command values are transmitted to the engine control unit and the inverter control unit, and the driving of the internal combustion engine is stopped according to a user's requested operation, and the execution of the air conditioning mode for controlling the driving of the air conditioner by the power of the battery is permitted. A vehicle control unit, wherein the vehicle control unit is a target in which the charge amount of the battery is set near full charge when the vehicle is in a travel-permitted state. The target generated power is calculated so that the torque to be output by the internal combustion engine and the power generation motor is calculated based on the target generated power, and the command value based on the torque is calculated based on the internal combustion engine control unit and the inverter control. To the control unit to control the internal combustion engine and the generator motor, and when the charge amount of the battery satisfies the target amount and it is determined that the vehicle is parked, the user's The execution of the air conditioning mode is permitted in accordance with a requested operation.

  According to the present invention, when the vehicle is in a travel-permitted state, the battery is charged while traveling so that the battery is near full charge when arriving at the destination, and during the air-conditioning mode operation in the vehicle overnight. Can reliably stop the internal combustion engine to ensure quietness and also ensure comfort in the passenger compartment.

FIG. 1 is a schematic configuration diagram of an air conditioning control device. Example 1 FIG. 2 is a flowchart for power generation control of the air conditioning control device. Example 1 FIG. 3 is a flowchart for overnight mode control of the air conditioning control device. Example 1 FIG. 4 is a flowchart for the vehicle night mode permission determination process of the air conditioning control device. Example 1 FIG. 5 is a flowchart for INV and ENG stop processing of the air conditioning control device. Example 1 FIG. 6 is a flowchart for the air conditioning power consumption calculation process of the air conditioning control device. Example 1 FIG. 7 is a flowchart for determining whether to allow the vehicle overnight mode to continue in the air conditioning control device. Example 1 FIG. 8 is a flowchart for controlling the overnight mode of the air conditioning control device. (Example 2) FIG. 9 is a flowchart for high voltage battery power consumption calculation processing of the air conditioning control device. (Example 2) FIG. 10 is a flowchart for calculating the expected remaining air conditioning operation time of the air conditioning control device. (Example 2) FIG. 11 is a flowchart for parameter calculation processing of the air conditioning control device. (Example 2) FIG. 12 is a flowchart for Qsoc_w calculation processing of the air conditioning control device. (Example 2) FIG. 13 is a flowchart for Q_w calculation processing of the air conditioning control device. (Example 2)

  Embodiments of the present invention will be described below in detail with reference to the drawings.

1 to 7 show an embodiment of the present invention.
In FIG. 1, 1 is an air conditioning control device.
The air conditioning control device 1 is mounted on a vehicle.
As this vehicle, a series hybrid vehicle is disclosed and described, but a parallel type is also applicable.

The air conditioning control device 1 includes an internal combustion engine 2, a motor that generates electric power by applying a load to the internal combustion engine 2, that is, a power generation motor 3, a drive motor 4, and a high-voltage battery that is a battery charged by power generation by the power generation motor 3. 5 and an air conditioner 6 that is driven by the power of the high-voltage battery 5.
The air conditioning control device 1 includes two motors, a power generation motor 3 and a drive motor 4. The generator motor 3 is mechanically coupled to the internal combustion engine 2 and is driven to generate power by applying a load to the internal combustion engine 2.
The drive motor 4 transmits power directly to a drive shaft (not shown).
Further, the generator motor 3, the drive motor 4, the high voltage battery 5, and the air conditioner 6 are connected by a high voltage line L1. An inverter 7 is disposed between the generator motor 3 and the drive motor 4 and the high voltage battery 5.
Further, the high voltage battery 5 is connected to the DC / DC converter 8 by a high voltage line L1.
The DC / DC converter 8 converts the high voltage power from the high voltage battery 5 into 12V system power and supplies power to the auxiliary machines and the 12V battery 9 through the 12V line L2.
The air conditioner 6 includes a high voltage electric compressor 10 connected to the high voltage battery 5 via a high voltage line L1, a 12V seat heater 11 and a PTC heater 12 connected to a DC / DC converter 8 via a 12V line L2, a blower It consists of a fan 13.

The air conditioning control device 1 includes an internal combustion engine control unit 14, a vehicle control unit 15, a drive motor inverter control unit 7a, and a generator motor inverter control unit 7b.
The air conditioning control device 1 includes an internal combustion engine control unit 14, a vehicle control unit 15, a battery control unit 16, a DC / DC converter 8, an air conditioning control unit 17, a display device control unit 18, and a drive motor inverter control unit via a communication line L3. 7a and the generator motor inverter control unit 7b are connected.
The internal combustion engine control unit 14 controls driving of the internal combustion engine 2 based on the torque command value received from the vehicle control unit 15.
The vehicle control unit 15 calculates the generated power necessary for charging the high-voltage battery 15 when the vehicle is ready to travel, and the torque command for the internal combustion engine and the generator motor necessary to obtain the generated power. The value is transmitted to each of the internal combustion engine control unit 14 and the generator motor inverter control unit 24. In addition, when the vehicle night mode is requested by the user, the vehicle control unit 15 stops the driving of the internal combustion engine 2 and executes the air conditioning mode for controlling the driving of the air conditioner 6 by the power of the high voltage battery 5. It is something to allow.
The air conditioning controller 17 controls the air conditioning of the air conditioner 6.
The display device control unit 18 controls the display device 19.
The drive motor inverter control unit 7 a controls the switching element in the inverter 7 in accordance with a servo on / off request and a torque request value from the vehicle control unit 15.
The generator motor inverter control unit 7 b controls the switching elements in the inverter 7 in accordance with the servo on / off request and the torque request value from the vehicle control unit 15.

At this time, when the vehicle is in a travel-permitted state, the vehicle control unit 15 performs internal combustion so that the charge amount SOC of the high-voltage battery 5 becomes the target amount SOCt set in the vicinity of full charge according to the user's requested operation. A command is transmitted to the engine control unit 14 and the generator motor inverter control unit 7b.
The internal combustion engine control unit 14 controls the internal combustion engine 2 based on a command from the vehicle control unit 15, and the generator motor inverter control unit 7 b controls switching elements in the inverter 7 based on the command from the vehicle control unit 15. .
That is, when the vehicle is in a travel-permitted state, when the user's requested operation, for example, when the forced power generation switch 20 is turned on by the user, the vehicle control unit 15 to the internal combustion engine control unit 14 and the generator motor inverter control unit. A command is transmitted to 7b. Based on this command, the driving of the internal combustion engine 2 and the switching elements in the inverter 7 are controlled by the internal combustion engine control unit 14 and the generator motor inverter control unit 7b. The charge amount SOC is set to a target amount SOCt near the full charge.
For this reason, when the vehicle is in a travel-permitted state, when the forced power generation switch 20, which is a user-requested operation, is turned on, the vehicle control unit 15 causes the charge amount SOC of the high-voltage battery 5 to become the target amount SOCt. The internal combustion engine 2 and the generator motor 3 can be controlled by the internal combustion engine controller 14 and the generator motor inverter controller 7b.
And vehicle control part 15 performs execution of air-conditioning mode according to a user's demand operation, when charge amount SOC of high voltage battery 5 satisfies target amount SOCt, and it is judged with vehicles being in a parking state. Allowed.
More specifically, when the charge amount SOC of the high voltage battery 5 satisfies the target amount SOCt and it is determined that the vehicle is parked, the user's requested operation, for example, the vehicle night mode switch 21 is turned on. When this is done, the vehicle control unit 15 permits the execution of the air conditioning mode.
Therefore, when the charge amount SOC of the high voltage battery 5 satisfies the target amount SOCt and the vehicle is parked, when the vehicle night mode switch 21 which is a user's requested operation is turned on, the air conditioning mode Without permitting the execution and operating the internal combustion engine 2, it is possible to control the driving of the air conditioner 6 when the vehicle is stopped for a long time such as in the vehicle, and quietness can be improved.
In addition, the air conditioner 6 can be operated from the electric power of the high-capacity high-voltage battery 5 of the plug-in hybrid vehicle or the range extender vehicle, and the comfort in the vehicle compartment can be guaranteed.

Moreover, it has the operation part 22 set to the reception possible state which receives the user's request | requirement operation with respect to execution of air-conditioning mode, and the reception prohibition state which prohibits reception.
Then, the vehicle control unit 15 sets the operation unit 22 in a receivable state when it is determined that the charge amount SOC of the high voltage battery 5 satisfies the target amount SOCt and the vehicle is parked.
At this time, the operation unit 22 can be arranged in the vicinity of the vehicle control unit 15 and the air conditioning control unit 17, but in this embodiment, as shown in FIG. To do.
As described above, the vehicle control unit 15 can determine the charge amount SOC of the high voltage battery 5 and whether or not the vehicle is in the parked state, and can set the operation unit 22 to the acceptable state. The air conditioning mode can be prevented from being executed.

The vehicle control unit 15 predicts the continuation time of the air-conditioning mode based on the relationship between the room temperature of the vehicle and the set temperature and the remaining charge amount of the high voltage battery 5, and displays the predicted continuation time to the display device 19. indicate.
That is, the coefficient based on the relationship between the vehicle interior temperature and the set temperature is obtained from the map, and the remaining charge amount is obtained from the high-voltage battery power consumption Q.
Then, the continuable time of the air conditioning mode is calculated and predicted, and this continuable time is displayed on the display device 19.
For this reason, since the continuation possible time of air-conditioning mode is displayed on the display apparatus 19, it is not necessary to check the charge remaining amount of the high voltage battery 5, and the usability of an apparatus can be improved.

  Next, the operation will be described.

When the power generation control program of the air-conditioning control device 1 in FIG. 2 starts (A01), the process proceeds to determination (A02) as to whether or not the vehicle is ready to run.
This determination (A02) determines whether or not the vehicle is in a travelable state.
When determination (A02) is NO, it transfers to the end (A05) of the electric power generation control program of the air-conditioning control apparatus 1 mentioned later.
If the determination (A02) is YES, the process proceeds to determination (A03) as to whether the forced power generation switch 20 is on.
This determination (A03) determines whether or not the user's operation on the forced power switch 20 has been performed, that is, whether or not the user has requested for forced power generation.
If the determination (A03) is YES, the process proceeds to the power generation control process (A04).
In this power generation control process (A04), the driving of the internal combustion engine 2 and the switching elements in the inverter 7 are controlled by the internal combustion engine control unit 14 and the generator motor inverter control unit 7b based on a command from the vehicle control unit 15. The power generation control is performed so that the charge amount SOC of the high voltage battery 5 becomes the target amount SOCt near the full charge.
When the remaining amount of the high-voltage battery 5 is greater than a specified value, the remaining amount of the high-voltage battery 5 is reduced by stopping the generator motor 3 so as not to overcharge or performing engine motoring. Control is performed so as to remain in the vicinity of the target amount SOCt.
Then, after the power generation control process (A04) and when the determination (A03) is NO, the process proceeds to the end (A05) of the power generation control program of the air conditioning control device 1.

When the vehicle night mode control program of the air-conditioning control apparatus 1 in FIG. 3 starts (B01), the process proceeds to determination (B02) as to whether or not the IG is in an on state.
This determination (B02) determines whether or not the vehicle is in the IG on state, that is, whether or not the ignition switch is in the on state.
When determination (B02) is NO, it transfers to the end (B13) of the vehicle overnight mode control program of the air-conditioning control apparatus 1 mentioned later.
If the determination (B02) is YES, the process proceeds to the vehicle overnight mode permission determination process (B03), and the process proceeds to determination (B04) of whether or not the vehicle overnight mode is permitted.
The details of the vehicle night mode permission determination process (B03) will be described later along the flowchart for the vehicle night mode permission determination process of the air-conditioning control apparatus 1 in FIG.
This determination (B04) determines whether or not the charge amount SOC of the high-voltage battery 5 satisfies the target amount SOCt and whether or not the vehicle is in a parking state. The switch 21 can be turned on.
When the determination (B04) is NO, the process proceeds to the end (B13) of the vehicle night mode control program of the air conditioning control device 1 described later.
When the determination (B04) is YES, the process proceeds to the on-night mode switch 21 on process (B05).
This process (B05) enables the vehicle night mode switch 21 to be turned on, which is the user's requested operation.
When the vehicle overnight mode switch 21 is turned on, the vehicle control unit 15 permits the execution of the air conditioning mode and shifts to the system activation process (B06).
This system activation process (B06) is a process for activating the system, and corresponds to, for example, a high voltage relay-on process.
After the system startup process (B06), the process proceeds to INV / ENG stop process (B07).
The INV / ENG stop process (B07) is a process for stopping the inverter 7 and the internal combustion engine 2. Details will be described later along the INV / ENG stop process flowchart of the air-conditioning control apparatus 1 in FIG.
After the process (B07), the process proceeds to the air conditioning power consumption limit value calculation process (B08).
This air-conditioning power consumption limit value calculation process (B08) performs calculation processing of the air-conditioning power consumption limit value and transmits the limit value to the air-conditioning control unit 17, and within this limit value, the electric compressor of the air conditioner 6 10, the PTC heater 12, and the blower fan 13 are controlled so that the vehicle interior has an appropriate temperature.
The air conditioning power consumption limit value calculation process (B08) will be described in detail later along the flowchart for the air conditioning power consumption calculation process of the air conditioning control device 1 in FIG.
After the air conditioning power consumption limit value calculation process (B08), the process proceeds to the air conditioning remaining operation expected time calculation process (B09).
In this air conditioning remaining operation expected time calculation process (B09), a certain arbitrary state is used as a reference point, and a correction coefficient is applied in consideration of the charge amount SOC of the high voltage battery 5 and the current use environment, and the vehicle control unit 15 performs air conditioning. The remaining operating time is calculated.
After the estimated remaining air conditioning operation time calculation process (B09), the process proceeds to the overnight stay mode continuation permission determination process (B10).
The details of the vehicle night mode continuation permission determination process (B10) will be described later in accordance with the vehicle night mode continuation permission determination flowchart of the air-conditioning control apparatus 1 in FIG.
Then, after the vehicle overnight mode continuation permission determination process (B10), the process proceeds to determination (B11) as to whether or not the vehicle overnight mode continues.
If the determination (B11) is YES, the process returns to the INV / ENG stop process (B07) described above.
When judgment (B11) is NO, it transfers to the process (B12) of vehicle night mode end.
After the vehicle overnight mode end process (B12), the process proceeds to the vehicle night mode control program end (B13) of the air conditioning control device 1.

When the vehicle overnight mode permission determination processing program of the air conditioning control device 1 of FIG. 4 described in the vehicle night mode permission determination processing (B03) of FIG. 3 starts (C01), it is determined whether there is an abnormality (C02). Migrate to
This determination (C02) determines whether or not the vehicle is normal.
If the determination (C02) is YES,
SOC> SOC1
It shifts to judgment (C03) of whether it is.
This determination (C03) determines whether or not the charge amount SOC of the high-voltage battery 5 is greater than the specified value SOC1.
If the determination (C02) is NO, the process shifts to the vehicle night mode disapproval process (C04), and then shifts to the end (C13) of the vehicle night mode permission determination process program of the air conditioning control device 1 to be described later. .
If the determination (C03) is YES,
Cell voltage> V1
It shifts to judgment (C05) of whether it is.
In this determination (C05), it is determined whether or not the cell voltage of the high voltage battery 5 is greater than the specified value V1.
When the determination (C03) is NO, the process shifts to the vehicle night mode disapproval process (C04), and then shifts to the vehicle night mode permission determination processing program end (C13) of the air conditioning control device 1.
Further, when the determination (C05) is YES,
Dischargeable power> P1
It shifts to judgment (C06) of whether it is.
This determination (C06) determines whether or not the dischargeable power of the high voltage battery 5 is greater than the specified value P1.
If the determination (C05) is NO, the process shifts to the vehicle night mode disapproval process (C04), and then shifts to the vehicle night mode permission determination processing program end (C13) of the air conditioning control device 1.
If the determination (C06) is YES, the process proceeds to determination (C07) as to whether or not the shift P and side B is being pulled.
This determination (C07) determines whether or not the shift range is “P (parking)” and the side brake is applied.
When the determination (C06) is NO, the process shifts to the vehicle night mode disapproval process (C04), and then shifts to the vehicle night mode permission determination processing program end (C13) of the air conditioning control device 1.
If the above determination (C07) is YES, the process proceeds to the shift lock process (C08).
If the determination (C07) is NO, the process proceeds to counter increment processing (C09).
After the shift lock is performed by the process (C08), the process shifts to the vehicle night mode permission process (C10), and then shifts to the vehicle night mode permission determination process end (C13) of the air conditioning control device 1. .
After incrementing the counter by processing (C09),
Counter> C
It moves to judgment (C11) of whether it is.
In this determination (C11), it is determined whether or not the counter after the increment is greater than the specified value C.
If the determination (C11) is NO, the process returns to the determination (C07) as to whether or not the shift P and side B has been drawn.
If the determination (C11) is YES, the process shifts to the vehicle night mode disapproval process (C12), and then shifts to the vehicle night mode permission determination processing program end (C13) of the air conditioning control device 1.

When the INV / ENG stop processing program of the air-conditioning control apparatus 1 in FIG. 5 described in the INV / ENG stop processing (B07) in FIG. 3 is started (D01), the processing proceeds to INV servo-off request processing (D02).
This process (D02) makes a servo-off request to the drive motor inverter control unit 7a and the generator motor inverter control unit 7b.
After the process (D02), the process proceeds to a process (D03) of INV torque command value = 0.
In this process (D03), the drive motor torque command value = 0 is transmitted to the drive motor inverter controller 7a, and the generated motor torque command value = 0 is transmitted to the generator motor inverter controller 7b.
After the process (D03), the process proceeds to the ENG stop request process (D04).
In this process (D04), a request to stop the internal combustion engine 2 is transmitted.
After the process (D04), the process proceeds to the end (D05) of the INV / ENG stop process program of the air conditioning control device 1.
The INV and ENG stop processing program of the air-conditioning control apparatus 1 described above can prevent the vehicle from moving due to an erroneous operation while sleeping or unintentional starting of the internal combustion engine 2.

When the air conditioning power consumption calculation processing program of the air conditioning control device 1 in FIG. 6 described in the air conditioning power consumption limit value calculation processing (B08) in FIG. 3 starts (E01), 12V system power consumption calculation processing (E02) Migrate to
In this process (E02), 12V system power consumption is calculated by the following equation 1.
12V power consumption [W] = DC / DC converter output current value
+ DC / DC converter output voltage value ---- Formula 1
After the process (E02), the process proceeds to the 12V air conditioning power consumption calculation process (E03).
In this process (E03), the 12V air conditioning power consumption calculation is calculated from the power consumption of the air conditioner 6 (the seat heater 11, the PTC heater 12, the blower fan 13) using the 12V system as a power supply by the following formula 2. .
12V air conditioning power consumption [W] = PTC heater power consumption
+ Blower fan power consumption
+ Seat heater power consumption --- Formula 2
After the process (E03), the process proceeds to the air conditioning power consumption limit value calculation process (E04).
In this process (E04), the air conditioning power consumption limit value is calculated by the following formula 3 from the dischargeable power value of the high-voltage battery 5 and the power consumption usable in the air conditioner 6 calculated by formulas 1 and 2. ing.
Air conditioning power consumption limit value [W] = High-voltage battery dischargeable power
-12V power consumption
+ 12V air conditioning power consumption ---- 3

Here, the estimated remaining air conditioning operation time calculation process (B09) after the air conditioning power consumption limit value calculation process (B08) of FIG. 3 will be described.
The estimated remaining air conditioning operation time t_pre is considered to vary greatly depending on the following four parameters.
(1) Relation between set temperature and vehicle interior temperature (2) High voltage battery cell temperature (3) High voltage battery usable SOC (= SOC-SOC1)
(4) Battery deterioration state (hereinafter also referred to as “SOH”)
Therefore, for example, the room temperature Tin [° C], the set temperature Tset [° C], and the remaining air-conditioning operation time t_tmp [h] (adapted value) in the fully charged SOC state are used, and the above four parameters and correction coefficients k1 to k4 are used. A table or map showing the relationship is set in advance.
Then, the expected remaining air conditioning operation time t_pre under a certain arbitrary condition can be expressed by the following Expression 4.
Expected remaining air-conditioning operation time t_pre = k1 * k2 * k3 * k4 * t_tmp --Equation 4
The vehicle control unit 15 of the air-conditioning control device 1 takes into consideration the result of Equation 4 to the current time, and transmits the vehicle night mode end scheduled time to the display device control unit 18 to be displayed on the display device 19.

When the vehicle night mode continuation permission determination program of the air conditioning control device 1 in FIG. 7 described in the vehicle night mode continuation permission determination process (B10) in FIG. 3 starts (F01), it is determined whether there is an abnormality (F02). ).
This determination (F02) determines whether or not there is an abnormality in the vehicle.
If the determination (F02) is YES,
SOC> SOC1
It moves to judgment (F03) of whether it is.
This determination (F03) determines whether or not the charge amount SOC of the high voltage battery 5 is greater than the specified value SOC1.
When the determination (F02) is NO, the process shifts to the vehicle night mode continuation disapproval processing (F04), and then shifts to the vehicle night mode continuation permission determination program end (F12) of the air conditioning control device 1 described later. To do.
If the determination (F03) is YES,
Cell voltage> V1
It shifts to judgment (F05) of whether it is.
This determination (F05) determines whether or not the cell voltage of the high-voltage battery 5 is greater than the specified value V1.
When the determination (F03) is NO, the process shifts to the vehicle night mode continuation disapproval processing (F04), and then shifts to the vehicle night mode continuation permission determination program end (F12) of the air conditioning control device 1.
Furthermore, when the determination (F05) is YES,
Dischargeable power> P1
It moves to judgment (F06) of whether it is.
This determination (F06) determines whether or not the dischargeable power of the high-voltage battery 5 is greater than the specified value P1.
If the determination (F05) is NO, the process proceeds to the vehicle night mode continuation disapproval processing (F04), and then the vehicle night mode continuation permission determination program end (F12) of the air conditioning control device 1 is performed.
When the determination (F06) is YES, the process proceeds to determination (F07) as to whether or not the shift P and side B is being pulled.
This determination (F07) determines whether or not the shift range is “P (parking)” and the side brake is applied.
When the determination (F06) is NO, the process shifts to the vehicle night mode continuation disapproval process (F04), and then shifts to the vehicle night mode continuation permission determination program end (F12) of the air conditioning control device 1.
When the above-described determination (F07) is YES, the process shifts to the vehicle overnight mode continuation permission process (F08), and then shifts to the vehicle night mode continuation permission determination program end (F12) of the air conditioning control device 1. .
If the determination (F07) is NO, the process proceeds to counter increment processing (F09).
After incrementing the counter by processing (F09),
Counter> C
It moves to judgment (F10) of whether it is.
In this determination (F10), it is determined whether or not the counter after the increment is greater than the specified value C.
If the determination (F10) is NO, the process returns to the determination (F07) as to whether or not the shift P and side B has been pulled.
If the determination (F10) is YES, the process shifts to the vehicle night mode continuation disapproval processing (F11), and then the vehicle night mode continuation permission determination program end (F12) of the air conditioning control device 1 shifts.

  8 to 13 show Embodiment 2 of the present invention.

  The feature of the second embodiment is that a high-voltage battery power consumption calculation process and a parameter calculation process are added to the flowchart for controlling the overnight mode of the air-conditioning control apparatus of the first embodiment, and the remaining air-conditioning operation is predicted. The logic of the time calculation process (G10) is changed.

  That is, in the second embodiment, in the estimated remaining air-conditioning operation time calculation process (G10), the estimated remaining air-conditioning operation time is calculated in consideration of past usage results, and the accuracy of the calculated value is increased.

  Next, the operation will be described.

When the vehicle night mode control program of the air-conditioning control device of FIG. 8 starts (G01), the process proceeds to determination (G02) whether or not the IG is in the on state.
This determination (G02) determines whether or not the vehicle is in the IG on state, that is, whether or not the ignition switch is in the on state.
If the determination (G02) is NO, the process proceeds to the end (G15) of the vehicle night mode control program of the air conditioning control device described later.
If the determination (G02) is YES, the process proceeds to the vehicle overnight mode permission determination process (G03), and the process proceeds to determination (G04) of whether or not the vehicle overnight mode is permitted.
The vehicle night mode permission determination process (G03) has already been described with reference to the above-described vehicle night mode permission determination process flowchart of the air conditioning control device of FIG.
This determination (G04) determines whether or not the charge amount SOC of the high-voltage battery satisfies the target amount SOCt and whether or not the vehicle is in a parked state. Can be turned on.
When the determination (G04) is NO, the routine proceeds to the end (G15) of the vehicle night mode control program of the air conditioning control device described later.
If the determination (G04) is YES, the process proceeds to a vehicle night mode switch on process (G05).
This process (G05) makes it possible to turn on the vehicle overnight mode switch, which is a user's requested operation.
When the vehicle night mode switch is turned on, the vehicle control unit permits the execution of the air-conditioning mode and shifts to the system activation process (G06).
This system activation process (G06) is a process for activating the system, and corresponds to, for example, a high voltage relay-on process.
After the system startup process (G06), the process proceeds to INV / ENG stop process (G07).
This INV, ENG stop process (G07) is a process for stopping the inverter and the internal combustion engine, and has already been described with reference to the INV, ENG stop process flowchart of the air conditioning control device of FIG. Description is omitted.
After the process (G07), the process proceeds to the air conditioning power consumption limit value calculation process (G08).
This air conditioning power consumption limit value calculation process (G08) performs processing for calculating the air conditioning power consumption limit value and transmits the limit value to the air conditioning control unit. The heater and blower fan are controlled to control the interior of the vehicle at an appropriate temperature.
The air conditioning power consumption limit value calculation process (G08) has already been described with reference to the flowchart for the air conditioning power consumption calculation process of the air conditioning control device of FIG.
After the air conditioning power consumption limit value calculation process (G08), the process proceeds to the high voltage battery power consumption calculation process (G09).
Details of the high-voltage battery power consumption calculation process (G09) will be described later along the flowchart for the high-voltage battery power consumption calculation process of the air conditioning control device of FIG.
After the high-voltage battery power consumption calculation process (G09), the process proceeds to the estimated remaining air conditioning operation time calculation process (G10).
The details of the estimated remaining air conditioning operation time calculation process (G10) will be described later with reference to the flowchart for the estimated remaining air conditioning operation time calculation process of the air conditioning control device of FIG.
After the estimated remaining air conditioning operation time calculation process (G10), the process proceeds to the vehicle overnight mode continuation permission determination process (G11).
This vehicle overnight mode continuation permission determination process (G11) has already been described with reference to the above-described vehicle night mode continuation permission determination flowchart of the air conditioning control device 1 of FIG.
Then, after the vehicle overnight mode continuation permission determination process (G11), the process proceeds to the determination (G12) as to whether or not the vehicle overnight mode continues.
If the determination (G12) is YES, the process returns to the INV / ENG stop process (G07) described above.
If the determination (G12) is NO, the process proceeds to parameter calculation processing (G13).
Details of the parameter calculation process (G13) will be described later along the parameter calculation process flowchart of the air conditioning control device of FIG.
After the parameter calculation process (G13), the process proceeds to the vehicle night mode end process (G14).
After the vehicle night mode end processing (G14), the process proceeds to the vehicle night mode control program end (G15) of the air conditioning control device.

When the program for high voltage battery power consumption calculation processing of the air conditioning control device of FIG. 9 described in the high voltage battery power consumption calculation processing (G09) of FIG. 8 is started (H01), the SOC at the start of the vehicle night mode is calculated. The process proceeds to storage and time measurement start processing (H02).
In this process (H02), the charge amount SOC of the high-voltage battery at the start of the vehicle overnight mode is stored in the memory area, and count-up is started to measure the usage time.
After the process (H02), the process proceeds to the high voltage battery power consumption P calculation process (H03).
In this process (H03), the power consumption P of the high voltage battery is calculated from the output current of the high voltage battery being monitored and the total voltage of the high voltage battery by the following equation (5).
High voltage battery power consumption P [W] = High voltage battery output current
* High-voltage battery total voltage ---- Formula 5
After the process (H03), the process proceeds to a process (H04) of high voltage battery power consumption Q calculation.
In this process (H04), the high voltage battery power consumption integrated value Pint is calculated from the high voltage battery power consumption P by the following formula 6, and the high voltage battery power consumption Q is calculated from the high voltage battery power consumption integrated value Pint. It is calculated by the following formula 7.
Note that t_sam [s] in Expression 7 of this process (H04) is the execution cycle of this process.
High voltage battery power consumption integrated value Pint [W] = High voltage battery power consumption integrated value
+ High voltage battery power consumption P
--- Formula 6
High voltage battery power consumption Q [Wh] = High voltage battery power consumption integrated value Pint
* T_sam / 3600 ---- Equation 7

When the program for calculating the expected remaining air conditioning operation time of the air conditioning control device in FIG. 10 described in the estimated remaining air conditioning operation time calculation process (G10) in FIG. 8 is started (I01),
Use count <q
The process proceeds to (I02).
In this determination (I02), the number of times of using the in-vehicle mode is compared with the appropriate value q.
When the determination (I02) is YES, that is, when the number of times of using the vehicle overnight mode is less than the conforming value q, the process proceeds to the process (I03) for calculating the estimated remaining air conditioning operation time t_pre by the above-described equation 4.
If the judgment (I02) is NO, that is, if the number of times of using the vehicle overnight mode is equal to or greater than the conforming value q, the routine proceeds to processing (I04) for calculating the estimated remaining air-conditioning operation time t_pre (m) by Equation 8.
In this process (I04), the estimated remaining air conditioning operation time t_pre (m) at the m-th use in the vehicle overnight mode is calculated by the following equation (8).
Expected remaining air conditioning operation time t_pre (m) [h] = Qsoc_w (m−1) * (SOC−SOC1)
* K1 * k2 * k3 / P_w (m-1)
--- Formula 8
In Equation 8, SOC1 is the vehicle overnight mode end SOC, and k1 to k3 are correction coefficients, each of which considers the following factors.
k1: Coefficient obtained by linear interpolation from set temperature and vehicle interior temperature from map k2: Coefficient obtained by linear interpolation from table by high voltage battery temperature k3: Coefficient obtained by linear interpolation from table by SOH In the calculation method in (I04), since the data obtained from the past usage record is used when calculating the estimated remaining air-conditioning operation time from Equation 8, the vehicle overnight mode is used at least once. It cannot be used without it.
Therefore, here, when the number of times of using the overnight mode in the vehicle is less than the q value which is the appropriate value, the expected remaining air conditioning operation time is calculated by Equation 4 of the basic example described in the first embodiment.
After the process (I03) and the process (I04), the process shifts to a process (I05) for calculating the estimated vehicle end mode end time.
In this process (I05), the vehicle night mode end scheduled time is calculated by taking into account the result of Expression 4 or Expression 8 in addition to the current time.
After the process (I05), a process for transmitting the calculation result to the display device control unit (I06). After that, the process proceeds to the end (I07) of the program for calculating the expected remaining air conditioning time of the air conditioning control device.

When the parameter calculation processing program of the air conditioning control device of FIG. 10 described in the parameter calculation processing (G13) of FIG. 8 is started (J01), the processing shifts to the vehicle night mode actual usage time t calculation processing (J02).
In this process (J02), the vehicle night mode actual use time t [h] is calculated.
After the process (J02), the process proceeds to the Qsoc_w calculation process (J03).
In this process (J03), Qsoc_w in Expression 8 is calculated.
Note that Qsoc_w (m−1) in Equation 8 represents Qsoc_w calculated for the (m−1) th time.
After the process (J03), the process proceeds to the P_w calculation process (J04).
In this process (J04), P_w in Equation 8 is calculated.
Note that P_w (m−1) in Equation 8 represents P_w calculated for the (m−1) th time.
After the process (J04), the process proceeds to a nonvolatile memory write process (J05).
In this process (J05), the result is written in the non-volatile memory so that it can be used in the calculation process for the estimated remaining air-conditioning operation time when using the vehicle night mode.
In this process (J05), the following items are written.
・ High voltage battery power consumption per SOC 1% when using the overnight mode Qsoc: n ・ Qsoc moving average Qsocave_n in the last n overnight mode
・ Qsoc average Qsocave_all taking into account the total number of times of use in the vehicle overnight mode (for example, the mth use this time)
-The high voltage battery power amount Qsoc_w per 1% of SOC calculated considering the weights of Qsocave_n and Qsocave_all
-High voltage battery power consumption integrated value Pint: n-Car night mode actual use time t: n-Moving average value Pave_n of high voltage battery power consumption P [W] in the latest n times (adapted value) car night mode
-Average value Pave_all of high-voltage battery power consumption P [W] taking into account all the in-car mode (for example, the m-th use this time)
・ The total actual usage time N_n
・ Total actual usage time for all night use mode in car N_all
-High voltage battery power consumption average value P_w calculated considering Pave_n and Pave_all with weights
After the process (J05), the process proceeds to the end (J06) of the parameter calculation processing program of the air conditioning control device.

When the program for Qsoc_w calculation processing of the air conditioning control device in FIG. 12 described in the Qsoc_w calculation processing (J03) in FIG. 11 is started (K01), the process proceeds to ΔSOC calculation processing (K02).
In this process (K02), the difference ΔSOC between the charge amount SOC of the high-voltage battery when the vehicle night mode is switched on and the charge amount SOC when the vehicle night mode ends is calculated.
After the process (K02), the process proceeds to the Qsoc calculation process (K03).
In this process (K03), the high voltage battery power consumption Qsoc per 1% of SOC when using the vehicle overnight mode is calculated by the following equation (9).
Qsoc [Wh /%] = Q / ΔSOC --- Equation 9
After the processing (K03), the process proceeds to Qsocave_n calculation processing (K04).
In this process (K04), the moving average value of Qsoc in the last n vehicle staying modes is calculated as Qsocave_n.
In the process (K04), when considering the moving average, n times of Qsoc are stored in the nonvolatile memory.
Further, Qsocave_n calculated when the m-th vehicle in-night mode is used is divided as follows according to the magnitude relationship between m and n.
(1) When m <n Qsoave_n (m) = NaN (meaning no solution)
(2) When m = n Qsocave_n (m) = (Qsoc (1) + Qsoc (2) +... + Qsoc (n)) / n
(3) When m> n Qsocave_n (m) = {n * Qsocave_n (m−1) + Qsoc (m) −Qsoc (mn)} / n
--- Formula 11
After the process (K04), the process proceeds to a process (K05) for calculating Qsocave_all.
In this process (K05), an average value of Qsoc considering all the number of use times in the vehicle night mode (for example, the mth use this time) is calculated as Qsocave_all.
In the process (K05), Qsocave_all can be expressed as follows.
Qsocave_all (m) = {(m-1) * Qsocave_all (m-1) + Qsoc (m)} / m
After the process (K05), the process proceeds to the Qsoc_w calculation process (K06).
In this process (K06), the weight is set to X (<1: compatible value), Qsoc_w is defined as in the following Expression 13, and Qsoc_w is calculated.
Qsoc_w (m) = X * Qsocave_n (m) + (1−X) * Qsocave_all −−− Equation 13
After the process (K06), the process proceeds to the end (K07) of the Qsoc_w calculation processing program of the air conditioning control device of FIG.

When the P_w calculation processing program of the air conditioning control device of FIG. 13 described in the P_w calculation processing (J04) of FIG. 11 is started (L01), the routine proceeds to N_n calculation processing (L02).
This process (L02) considers the latest n data.
After the processing (L02), the process proceeds to N_all calculation processing (L03).
This process (L03) takes into account the data of the total number of uses m times in the vehicle overnight mode.
After the process (L03), the process proceeds to Pave_n calculation process (L04).
In this process (L04), the moving average value Pave_n is calculated by setting the moving average value of the high-voltage battery power consumption P [W] in the vehicle night mode in the latest n times (adapted value) as Pave_n.
After the process (L04), the process proceeds to Pave_all calculation process (L05).
In this process (L05), the average value Pave_all of the high voltage battery power consumption P [W] taking into account all of the in-vehicle night mode all-time use (for example, the m-th use this time) is defined as Pave_all. Calculated.
In addition, in considering the moving average value Pave_n of the high-voltage battery power consumption P [W] in the vehicle night mode of the latest n times (adapted value) in the above-described processing (L04), n high-voltage battery power consumption integrated values Pint [W] (see Equation 6) and the vehicle night mode actual use time t are stored in the nonvolatile memory.
At this time, Pave_n calculated when the m-th vehicle in-night mode is used is divided as follows according to the magnitude relationship between m and n.
(1) When m <n Pave_n (m) = NaN (meaning no solution)
(2) When m = n Pave_n (m) = {(Pint (1) + Pint (2) +... + Pint (n)) * t_sam / 3600} / N_n (m) −−−
However, N_n is represented by the following equation.
N_n (m) = t (1) + t (2) +... + T (n) ---
(3) When m> n Pave_n (m) = {n * Pave_n (m−1) + (Pint (m) −Pint (mn)) * t_sam / 3600} / N_n (m) −−−
N_n (m) = N_n (m-1) + t (m) -t (mn) --- Equation 17
The average value Pave_all of the high-voltage battery power consumption P [W] taking into account all of the in-car night mode all-time training in the above-described processing (L04) (for example, the m-th usage this time) is expressed as follows. Can do.
Pave_all (m) = {(m−1) * Pave_all (m−1) + Pint (m) * t_sam / 3600} / N_all (m) −−− Equation 18
N_all (m) = N_all (m−1) + t (m) −−− Equation 19
However, when m = n + 1, Pave_all (m-1) = Pave_n (m-1).
Similarly, N_all (m−1) = N_n (m−1).
After the process (L05), the process proceeds to the P_w calculation process (L06).
In this process (L06), the weight X (<1) is considered, P_w is defined, and P_w is calculated by the following Expression 20.
P_w (m) = X * P_ave_n (m) + (1−X) + P_ave_all (m) −−−

  In addition, this invention is not limited to the above-mentioned Example 1 and Example 2, and various application modifications are possible.

DESCRIPTION OF SYMBOLS 1 Air conditioning control apparatus 2 Internal combustion engine 3 Power generation motor 4 Drive motor 5 High voltage battery 6 Air conditioning apparatus L1 High voltage line 7 Inverter 8 DC / DC converter L2 12V line 9 12V battery 10 Electric compressor 11 Seat heater 12 PTC heater 13 Blower fan 14 Internal combustion engine control unit 15 Vehicle control unit L3 Communication line 16 Battery control unit 17 Air conditioning control unit 18 Display device control unit 19 Display device 20 Forced power generation switch 21 Car overnight mode switch 22 Operation unit

Claims (3)

Air conditioning control mounted on a vehicle including an internal combustion engine, a power generation motor that generates power by applying a load to the internal combustion engine, a battery that is charged by power generation of the power generation motor, and an air conditioning device that is driven by the power of the battery In the device
An internal combustion engine controller for controlling the drive of the internal combustion engine;
An inverter control unit for controlling the generator motor;
When the vehicle is permitted to travel, a command value is transmitted to the internal combustion engine control unit and the inverter control unit to charge the battery, and the driving of the internal combustion engine is stopped in response to a user's requested operation. A vehicle control unit that permits execution of an air conditioning mode that controls driving of the air conditioner by electric power,
The vehicle control unit calculates a target generated power so that a charge amount of the battery becomes a target amount set near full charge when the vehicle is in a travel permitted state, and the internal combustion engine is based on the target generated power. A torque to be output from the engine and the power generation motor is calculated, and a command value based on the torque is transmitted to the internal combustion engine control unit and the inverter control unit to control the internal combustion engine and the power generation motor, and to charge the battery When the amount satisfies the target amount and it is determined that the vehicle is in a parked state, the air-conditioning control is allowed to execute the air-conditioning mode according to the user's requested operation. apparatus. An operation unit that is set to an acceptable state for accepting a user's request operation for execution of the air conditioning mode and an acceptance prohibition state for prohibiting acceptance;
The vehicle control unit sets the operation unit to the acceptable state when it is determined that the charge amount of the battery satisfies the target amount and the vehicle is in a parked state. The air conditioning control device according to claim 1.   The vehicle control unit predicts a continuation time of the air conditioning mode based on a relationship between a room temperature and a set temperature of the vehicle and a remaining charge amount of the battery, and displays the predicted continuation time on a display device. The air-conditioning control apparatus according to claim 1 or 2, wherein

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