JP2021181247A - Vehicle control system - Google Patents

Abstract

To provide a vehicle control system capable of suppressing the starting of a fuel battery system after the execution of pre-air-conditioning.SOLUTION: A vehicle control system includes: a generation control device that controls the generation of a fuel battery supplying power to a motor for driving a vehicle and an air-conditioner for air-conditioning a vehicle cabin; an air-conditioning control device that controls pre-air-conditioning for air-conditioning the vehicle cabin with the air-conditioner according to remote control before a user get on the vehicle; and a detection device that detects the probability of the getting-on of the user. The generation control device starts the generation of the fuel battery according to the remote control. When the detection device detects the probability of the getting-on of the user during the execution of the pre-air-conditioning, the air-conditioning control device stops the pre-air-conditioning, and the generation control device maintains the generation of the fuel battery.SELECTED DRAWING: Figure 3

Description

The present invention relates to a vehicle control system.

For example, as disclosed in Patent Document 1, in order to improve the convenience of the vehicle, a pre-air conditioning function for air-conditioning the interior of the vehicle according to a remote control before the user gets on the vehicle is used. According to the pre-air conditioning function, the user can comfortably spend time in the cabin that has been adjusted to an appropriate temperature in advance.

Japanese Unexamined Patent Publication No. 2013-212809

When the pre-air conditioning function is used for a fuel cell vehicle, the fuel cell system is activated and the fuel cell starts power generation to supply power to the air-conditioning device according to the remote operation of the start of pre-air conditioning by the user. As a result, the air conditioner starts pre-air conditioning and adjusts the passenger compartment to an appropriate temperature. The air conditioner stops the pre-air conditioning when the user opens the door of the vehicle, when the user performs a remote control for stopping the pre-air conditioning, or when a predetermined air-conditioning time has elapsed.

At this time, in order to stop the power supply to the air conditioner, the fuel cell system is stopped and the fuel cell stops power generation. Then, when the user turns on the ignition switch, the fuel cell system restarts and the fuel cell starts generating electricity again in order for the vehicle to start running.

However, if the fuel cell system is restarted each time the operation mode is switched, not only does it take an extra start time to start running, but the fuel cell system may deteriorate due to an increase in the number of starts.

Therefore, the present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle control system capable of suppressing the start-up of the fuel cell system after the execution of pre-air conditioning.

The vehicle control system described herein is a power generation control device that controls the power generation of a fuel cell that supplies power to a motor that drives the vehicle and an air conditioner that air-conditions the vehicle interior, and a remote control before boarding the user. The power generation control device includes an air conditioning control device that controls pre-air conditioning that air-conditions the vehicle interior by the air conditioning device and a detection device that detects the possibility of the user getting on the vehicle, and the power generation control device is the fuel cell according to the remote operation of the user. When the detection device detects the possibility of the user getting on the vehicle while the pre-air conditioning is being executed, the air-conditioning control device stops the pre-air conditioning, and the power generation control device uses the fuel. Maintain battery power generation.

According to the present invention, it is possible to suppress the start-up of the fuel cell system after the execution of pre-air conditioning.

It is a block diagram which shows an example of a vehicle control system. It is a time chart which shows the vehicle control of the comparative example. It is a time chart which shows the vehicle control of an Example. It is a flowchart which shows an example of the operation of a vehicle control system.

(Vehicle control system configuration)
FIG. 1 is a configuration diagram showing an example of a vehicle control system 1. The vehicle control system 1 is mounted on a fuel cell vehicle and controls the operation of the vehicle. The vehicle control system 1 includes a fuel cell system 2, a power generation control ECU 20, an air conditioning control ECU (Electronic Control Unit) 30, an air conditioning device 31, a communication device 4, a boarding sensor 50, a brake sensor 51, and an ignition switch (IG-SW) 52. Has.

The fuel cell system 2 includes a fuel cell (FC) 21, an injector (INJ) 22, a fuel pump 23, an air compressor (ACP) 24, a cooling pump 25, a DC (Direct Current) -DC converter (CNV) 26, and a relay circuit 27. , Auxiliary battery (BAT) 28, and motor 29.

FC21 includes a plurality of single cell laminates of a solid polyelectrolyte type. The FC21 receives the supply of the fuel gas and the oxidant gas and generates power by the electrochemical reaction of the fuel gas and the oxidant gas. In this embodiment, air containing oxygen is used as the oxidant gas, and hydrogen gas is used as the fuel gas. The electric power generated by the FC 21 is supplied to the motor 29.

INJ22 supplies fuel gas to FC21 from a tank (not shown). The INJ 22 periodically injects fuel gas according to an instruction signal of the power generation control ECU 20. As a result, the flow rate of the fuel gas is controlled.

The fuel pump 23 circulates the fuel gas used for power generation in the FC21, that is, the fuel off gas to the FC21. The fuel pump 23 sends out the fuel off gas at a flow rate according to the instruction signal of the power generation control ECU 20.

The ACP 24 takes in outside air (air), compresses it, and supplies it to the FC 21. The ACP 24 supplies air at a flow rate according to the instruction signal of the power generation control ECU 20.

The cooling pump 25 sends out the cooling water so as to circulate in the FC 21. The cooling water cools the FC21 that has been heated by power generation. The cooling pump 25 sends out cooling water at a flow rate according to the instruction signal of the power generation control ECU 20. A heat exchanger for cooling the heated cooling water is provided in the cooling water circulation path (not shown).

The CNV26 boosts the voltage output from the FC21. The electric power generated by the FC 21 is boosted by the CNV 26 and then supplied to the INJ 22, the fuel pump 23, the ACP 24, the cooling pump 25, the auxiliary battery 28, the motor 29, and the air conditioner 31 via the relay circuit 27. The relay circuit 27 turns on and off the electrical connection between the above-mentioned devices by the power generation control ECU 20.

The auxiliary battery 28 is charged with the electric power generated by the FC 21. The auxiliary battery 28 supplies power to the fuel pump 23, the ACP 24, and the cooling pump 25 during the power generation of the FC 21. The fuel pump 23, the ACP 24, the cooling pump 25, and the air conditioner 31 can also receive power directly from the FC 21 via the relay circuit 27. Further, the motor 29 rotates by the electric power generated by the FC 21 to drive the vehicle.

The air conditioner 31 air-conditions the inside of the vehicle interior 32 according to an instruction signal of the air-conditioning control ECU 30. The air conditioner 31 operates by being supplied with power from the FC 21. In this way, the FC 21 supplies power to the motor 29 and the air conditioner 31.

The communication device 4 wirelessly communicates with the terminal device 9 owned by the user. Examples of the terminal device 9 include, but are not limited to, a smartphone. The communication device 4 receives, for example, an instruction signal regarding the operation of the air conditioning device 31 from the terminal device 9 and outputs the instruction signal to the air conditioning control ECU 30.

The boarding sensor 50 detects the user's boarding. Examples of the boarding sensor 50 include a door sensor that detects the opening of a vehicle door. For example, when the door is opened, the boarding sensor 50 detects that the user has boarded and notifies the air conditioning control ECU 30. The boarding sensor 50 is an example of a detection device that detects the possibility of a user getting on board.

The air conditioning control ECU 30 includes a processor such as a CPU (Central Processing Unit), a ROM (Read Only Memory) for storing a program for operating the processor, a RAM (Random Access Memory) which is a working memory of the processor, and the like. The air conditioning control ECU 30 is not limited to the CPU circuit operated by the program, and may be configured by a circuit such as an FPGA (Field Programmable Gate Array) or an ASIC (Application Specified Integrated Circuit).

The air conditioning control ECU 30 controls the operation of the air conditioning device 31. The user can remotely control the air conditioner 31 by the terminal device 9. The user can execute or stop the pre-air conditioning that air-conditions the inside of the passenger compartment 32 before boarding by remote control. According to the pre-air conditioning function, the user can comfortably spend time in the passenger compartment 32 which has been adjusted to an appropriate temperature in advance.

The air conditioning control ECU 30 controls pre-air conditioning by operating the air conditioning device 31 according to the remote control of the user. The air-conditioning control ECU 30 receives an instruction signal regarding pre-air conditioning from the communication device 4, and causes the air-conditioning device 31 to start or stop pre-air conditioning. When the ride sensor 50 detects the user's ride, the air conditioning control ECU 30 notifies the power generation control ECU 20 of the ride detection and stops the pre-air conditioning of the air conditioner 31. Further, the air conditioner 31 also stops the air conditioning when a predetermined time (hereinafter, referred to as “air conditioning time”) has elapsed after starting the pre-air conditioning. The air conditioning control ECU 30 is an example of an air conditioning control device that controls pre-air conditioning.

The brake sensor 51 detects the operation of the brake pedal (not shown) and notifies the power generation control ECU 20. The illustration of the accelerator sensor that detects the operation of the accelerator pedal is omitted.

The IG-SW52 turns on and off the traveling state of the vehicle. When the IG-SW52 is turned on while the brake is depressed, the vehicle can run. The operation of turning on the IG-SW52 while the user has stepped on the brake is referred to as "ST operation" in the following description.

The power generation control ECU 20 includes a processor such as a CPU, a ROM for storing a program for operating the processor, a RAM which is a working memory of the processor, and the like. The power generation control ECU 20 is not limited to the CPU circuit operated by the program, and may be configured by a circuit such as FPGA or ASIC.

The power generation control ECU 20 controls the operation of the fuel cell system 2. The power generation control ECU 20 starts and stops the fuel cell system 2.

The power generation control ECU 20 controls the INJ 22, the fuel pump 23, the ACP 24, the cooling pump 25, and the relay circuit 27. When the fuel cell system 2 is started, the power generation control ECU 20 electrically connects the FC21 and CNV26 to each part by turning on the relay circuit 27, and then starts the power generation of the FC21. The power generation control ECU 20 starts the supply of fuel gas to the INJ22, and starts the power generation of the FC21 by operating the fuel pump 23, the ACP24, and the cooling pump 25.

Further, when the fuel cell system 2 is stopped, the power generation control ECU 20 electrically connects the FC21 and CNV26 to each part by turning off the relay circuit 27, and then stops the power generation of the FC21. The power generation control ECU 20 stops the power generation of the FC 21 by stopping the supply of fuel gas to the INJ 22 and stopping the operation of the fuel pump 23, the ACP 24, and the cooling pump 25. The power generation control ECU 20 is an example of a power generation control device that controls the power generation of the FC 21.

The power generation control ECU 20 controls the power generation of the fuel cell system 2 in cooperation with the air conditioning control ECU 30. The power generation control ECU 20 starts power generation when the air conditioning control ECU 30 notifies the execution of pre-air conditioning, and when the air conditioning control ECU 30 notifies the boarding detection of the boarding sensor 50, the power generation control ECU 20 maintains the power generation without stopping. As a result, since the fuel cell system 2 continues to generate power in preparation for the running of the vehicle, it is not necessary to restart the fuel cell system 2 after the pre-air conditioning is stopped, so that the number of activations is reduced.

(Vehicle control in comparative example)
FIG. 2 is a time chart showing vehicle control of a comparative example. In this example, unlike the above, the power generation control ECU 20 stops power generation when the air conditioning control ECU 30 notifies the ride detection of the boarding sensor 50. The vehicle control system 1 has, for example, a pre-air conditioning mode for executing pre-air conditioning and a traveling mode in which the vehicle can travel, as operation modes. The power generation control ECU 20 controls the operation mode in cooperation with the air conditioning control ECU 30.

When the air conditioning control ECU 30 receives an instruction signal for starting air conditioning from the terminal device 9 via the communication device 4 at time t0, it starts the pre-air conditioning mode and notifies the power generation control ECU 20 of the start of air conditioning. The power generation control ECU 20 activates the fuel cell system 2 in response to the notification of the start of air conditioning in order to supply power to the air conditioning device 31. As a result, FC21 starts power generation. When the start of the fuel cell system 2 is completed at time t1, the power generation control ECU 20 notifies the air conditioning control ECU 30 of the start.

Since the air conditioner 31 cannot receive power until the start of the fuel cell system 2 is completed, the pre-air conditioning is stopped. Upon receiving the start notification of the fuel cell system 2, the air conditioner control ECU 30 instructs the air conditioner 31 to start pre-air conditioning. The air conditioner 31 starts pre-air conditioning at time t1 when the start of the fuel cell system 2 is completed. The air conditioner 31 receives power from the FC 21 and executes pre-air conditioning.

When the air-conditioning control ECU 30 is notified by the boarding sensor 50 of the boarding detection at time t2, the air-conditioning device 31 stops the pre-air conditioning and notifies the power generation control ECU 20 of the boarding detection. The power generation control ECU 20 stops the fuel cell system 2 in response to the notification of boarding detection in order to stop the power supply from the FC 21 to the air conditioner 31. As a result, FC21 stops power generation.

When the power generation control ECU 20 detects the user's ST operation by the brake sensor 51 and the IG-SW 52 at time t3 after the fuel cell system 2 is stopped, the operation mode is shifted to the traveling mode and the fuel cell system 2 is restarted. This allows the user to drive the vehicle.

As described above, in this example, the power generation control ECU 20 temporarily stops the fuel cell system 2 so that the power supply to the air conditioner 31 is stopped in response to the boarding detection of the boarding sensor 50, and therefore the ST operation is performed thereafter. In case of failure, the fuel cell system 2 needs to be restarted. Therefore, not only it takes an extra start-up time to start the running of the vehicle, but also the deterioration of the fuel cell system 2 may progress due to the increase in the number of start-ups.

(Vehicle control of the embodiment)
FIG. 3 is a time chart showing vehicle control according to an embodiment. In addition, in FIG. 3, the description of the process common to FIG. 2 is omitted.

In this example, unlike the comparative example, the power generation control ECU 20 maintains power generation when the air conditioning control ECU 30 notifies the ride detection of the boarding sensor 50. The power generation control ECU 20 activates the fuel cell system 2 at time t0 with the start of the pre-air conditioning mode, and thereafter, even if the boarding sensor 50 detects boarding at time t2 by opening the door of the vehicle, for example, the user may open the door. The power generation of FC21 is continued without stopping the fuel cell system 2. As a result, the fuel cell system 2 is operated in an idle state even if the user's boarding is detected.

As described above, even if the pre-air conditioning is stopped, the power generation control ECU 20 continues the power generation of the FC 21 in the idle state without restarting the fuel cell system 2. Therefore, the number of times the FC 21 is activated is reduced, and its deterioration is suppressed. Further, since the power generation of the FC21 is maintained, the time required for the operation mode to shift to the traveling mode is shortened when the ST operation is performed. If the ST operation is not performed within a predetermined time after the ride is detected, the power generation control ECU 20 stops the fuel cell system 2 in order to suppress wasteful consumption of fuel gas due to the idle operation.

(Operation of vehicle control system)
FIG. 4 is a flowchart showing an example of the operation of the vehicle control system 1. The air conditioning control ECU 30 determines whether or not a user's terminal device 9 has received an instruction signal for starting pre-air conditioning via the communication device 4 (step St1). If the instruction signal for starting pre-air conditioning has not been received (No in step St1), the process of step St1 is executed again.

When the air conditioning control ECU 30 receives the instruction signal for starting the pre-air conditioning (Yes in step St1), the power generation control ECU 20 sets the operation mode to the pre-air conditioning mode and fuels in response to the notification from the air conditioning control ECU 30 to start the pre-air conditioning. The battery system 2 is started (step St2). As a result, the FC 21 starts to generate electric power, and the electric power starts to be supplied to the air conditioner 31 and the like. Next, the air conditioning control ECU 30 operates the air conditioning device 31 to start pre-air conditioning in the vehicle interior 32 (step St3). As a result, the inside of the vehicle interior 32 is heated or cooled to adjust the temperature to an appropriate level.

Next, the air conditioning control ECU 30 determines whether or not the boarding sensor 50 has detected boarding (step St4). The boarding sensor 50 is not limited to the door sensor of the vehicle, and may be any means as long as it is a means for detecting the possibility of the user getting on the vehicle. good.

When the boarding is not detected (No in step St4), the air conditioning control ECU 30 determines whether or not the predetermined air conditioning time has ended (step St11). The air conditioning control ECU 30 measures the air conditioning time by starting a timer at the start of pre-air conditioning.

When the air conditioning time has ended (Yes in step St11), the air conditioning control ECU 30 stops the pre-air conditioning of the air conditioning device 31 (step St13). Next, the power generation control ECU 20 stops the fuel cell system 2 in response to the notification from the air conditioning control ECU 30 that the pre-air conditioning is stopped (step St14).

Further, when the air conditioning time has not ended (No in step St11), the air conditioning control ECU 30 determines whether or not the instruction signal for stopping the pre-air conditioning has been received from the user's terminal device 9 via the communication device 4. (Step St12). If the instruction signal for stopping the pre-air conditioning is not received (No in step St12), the process of step St4 is executed again. When the instruction signal for stopping the pre-air conditioning is received (Yes in step St12), each process of steps St13 and St14 is executed.

When the ride is detected (Yes in step St4), the air conditioning control ECU 30 stops the pre-air conditioning of the air conditioning device 31 (step St5). As described above, when the air conditioning time ends, or when the user gives an instruction to stop the pre-air conditioning, the power generation control ECU 20 stops the power generation of the FC21 and fuel gas because there is no possibility of the user getting on board. Suppress wasteful consumption of.

Next, the power generation control ECU 20 idles the fuel cell system 2 in response to the notification from the air conditioning control ECU 30 that the pre-air conditioning is stopped (step St6). In this way, the power generation control ECU 20 maintains the power generation of the FC 21 even when the user's boarding is detected. Therefore, the power generation control ECU 20 does not need to restart the fuel cell system 2. Next, the power generation control ECU 20 starts a timer for monitoring the ST operation of the user (step St7).

Next, the power generation control ECU 20 determines whether or not the ST operation has been performed by the brake sensor 51 and the IG-SW52 (step St8). When the ST operation is not performed (No in step St8), the power generation control ECU 20 determines whether or not the timer has expired (step St15). If the timer has not expired (No in step St15), the process of step St8 is executed again.

Further, when the timer has expired (Yes in step St15), the power generation control ECU 20 stops the fuel cell system 2 (step St16). As a result, wasteful consumption of fuel gas when the vehicle does not travel is suppressed.

Further, when the ST operation is performed (Yes in step St8), the power generation control ECU 20 performs a safety confirmation process regarding the running of the vehicle (step St9). The confirmation contents of the safety confirmation process are as follows, for example.
-The shift lever (not shown) is set in the parking and the vehicle does not move.
-There is no dragging of the wiring cable of the vehicle, and the connection of the wiring cable is normal.
-The motor 29, etc. has stopped operating, and there is no possibility that the vehicle will overrun.
The safety confirmation process is executed by the power generation control ECU 20 in cooperation with other control circuits (not shown).

Next, the power generation control ECU 20 performs the traveling process with the operation mode as the traveling mode (step St10). As a result, the fuel cell system 2 can drive the vehicle according to the driving operation of the user. In this way, the vehicle control system 1 operates.

As described above, the power generation control ECU 20 starts the power generation of the FC 21 according to the remote control of the user. During the execution of pre-air conditioning, when the boarding sensor 50 detects the possibility of the user getting on board, the air conditioning control ECU 30 stops the pre-air conditioning, and the power generation control ECU 20 maintains the power generation of the FC21.

Therefore, if there is a possibility that the user can get on the power generation control ECU 20, the FC21 does not need to supply power from the FC21 to the air conditioner 31 due to the stoppage of the pre-air conditioning, but the FC21 prepares for the subsequent running of the vehicle. It is possible to maintain the power generation of the fuel cell system 2 and omit the restart of the fuel cell system 2. Therefore, the vehicle control system 1 can suppress the start-up of the fuel cell system 2 after the execution of the pre-air conditioning.

The embodiments described above are examples of preferred embodiments of the present invention. However, the present invention is not limited to this, and various modifications can be made without departing from the gist of the present invention.

1 Vehicle control system 2 Fuel cell system 20 Power generation control ECU (power generation control device)
21 Fuel cell 29 Motor 30 Air conditioning control ECU (air conditioning control device)
31 Air conditioner 32 Vehicle room 50 Boarding sensor

Claims (1)

A power generation control device that controls the power generation of the fuel cell that supplies power to the motor that drives the vehicle and the air conditioner that air-conditions the interior of the vehicle.
An air-conditioning control device that controls pre-air conditioning that air-conditions the interior of the vehicle by the air-conditioning device according to remote control before the user gets on board.
It has a detection device that detects the possibility of the user getting on board,
The power generation control device starts power generation of the fuel cell according to the remote control of the user.
When the detection device detects the possibility of the user getting on the vehicle during the execution of the pre-air conditioning, the air conditioning control device stops the pre-air conditioning, and the power generation control device maintains the power generation of the fuel cell. ,
Vehicle control system.

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