JP2021195036A - Vehicle control device - Google Patents

Abstract

To provide a vehicle control device capable of reducing a battery load while securing visibility.SOLUTION: An air-conditioning ECU controls an air-conditioner and an auxiliary heating device installed on a vehicle. The air-conditioning ECU limits: output of the auxiliary heating device when a battery load is high with a priority placed on defogging glass; and output of the air-conditioner when the priority is not placed on defogging the glass. The air-conditioning ECU is adapted to determine that the priority is placed on defogging glass when a mode of a blow-out port of the air-conditioner is set to a defogging mode or an operation mode of the air-conditioner is set to dehumidification mode.SELECTED DRAWING: Figure 2

Description

The present invention relates to a vehicle control device.

Conventionally, an electric vehicle including a battery that stores electric power for propulsion is known (see, for example, Patent Document 1).

The electric vehicle of Patent Document 1 includes an air conditioner for heating and cooling the interior of the vehicle, an auxiliary heating device such as a radiant heater, and a control means (control device for a vehicle). The control means is configured to prohibit the operation of the air conditioner and allow the operation of the auxiliary heating device when the charge rate of the battery drops below the control threshold value. As a result, while the power consumption of the battery is suppressed by prohibiting the operation of the air conditioner, the decrease in comfort is suppressed by the operation of the auxiliary heating device.

Japanese Unexamined Patent Publication No. 2011-73657

However, in the above-mentioned conventional electric vehicle, if the operation of the air conditioner is prohibited, the glass may be fogged and the visibility may be deteriorated.

The present invention has been made to solve the above problems, and an object of the present invention is to provide a vehicle control device capable of reducing a battery load while ensuring visibility. be.

The vehicle control device according to the present invention controls an air conditioner and an auxiliary heating device provided in the vehicle. The air conditioner is operated by electric power from a battery and is configured to blow out air-conditioned air whose temperature and humidity are adjusted from an outlet to a passenger compartment. The auxiliary heating system is operated by electric power from a battery and is configured to directly apply heat to the occupants in the passenger compartment. The vehicle control device is configured to limit the output of the auxiliary heating device when the glass anti-fog is prioritized and the output of the air conditioner when the glass anti-fog is not prioritized when the battery is under heavy load. The vehicle control device is configured to determine that the glass antifogging is prioritized when the air outlet mode of the air conditioner is the defroster mode or the operation mode of the air conditioner is the dehumidification mode.

With such a configuration, when the battery has a high load, the output of the auxiliary heating device or the air conditioner is limited, so that the load on the battery can be reduced. Further, when the anti-fog of glass is prioritized, the output of the air conditioner is not limited, so that the glass is less likely to be fogged, so that visibility can be ensured.

According to the vehicle control device of the present invention, it is possible to reduce the load on the battery while ensuring the field of view.

It is a block diagram which showed the structure of the electric vehicle of this embodiment. It is a flowchart for demonstrating the output limitation operation in the electric vehicle of this embodiment. This is a determination map for determining whether or not the battery has a high load.

Hereinafter, an embodiment of the present invention will be described.

First, with reference to FIG. 1, the configuration of the electric vehicle 100 including the air conditioner ECU 52 according to the embodiment of the present invention will be described.

As shown in FIG. 1, the electric vehicle 100 includes a traveling motor 1, an air conditioner 2, an auxiliary heating device 3, and a battery 4. In FIG. 1, the solid arrow indicates the control signal, and the broken line arrow indicates the exchange of electric power. Further, the electric vehicle 100 is an example of the "vehicle" of the present invention.

The traveling motor 1 is driven by the electric power from the battery 4 and is provided to generate a driving force for traveling of the electric vehicle 100. The traveling motor 1 is configured to function as a generator according to the traveling state of the electric vehicle 100. The electric power generated by the traveling motor 1 is stored in the battery 4.

The air conditioner 2 is configured to blow out air-conditioned air whose temperature and humidity are adjusted from the air outlet to the passenger compartment. For example, as the operation mode of the air conditioner 2, a cooling mode, a heating mode, and a dehumidifying mode are set, and as an outlet mode of the air conditioner 2, a face mode, a bi-level mode, a foot mode, and a defroster mode are set. The air conditioner 2 includes a heat pump 21, a blower 22, and an outlet switching door 23.

The heat pump 21 includes, for example, a compressor, an outdoor heat exchanger, an indoor heat exchanger, a heating heat exchanger, and the like, and a circulation path for the refrigerant according to the operation mode is formed. The compressor is provided to circulate the refrigerant in the circulation path. The compressor is operated by electric power from the battery 4 and is configured so that the rotation speed can be adjusted. The outdoor heat exchanger is located in the engine compartment, and the indoor heat exchanger and heating heat exchanger are located in the ventilation duct.

The blower 22 is configured to selectively take in outside air and inside air to generate blown air and send it out to a blower duct. The blower 22 is operated by electric power from the battery 4 and is configured so that the rotation speed can be adjusted.

Then, in the cooling mode, the outdoor heat exchanger functions as a condenser and the indoor heat exchanger functions as an evaporator, so that the blown air is cooled by the indoor heat exchanger. In the heating mode, the heating heat exchanger functions as a condenser, and the outdoor heat exchanger functions as an evaporator, so that the blown air is warmed by the heating heat exchanger. In the dehumidifying mode, the heating heat exchanger functions as a condenser and the indoor heat exchanger functions as an evaporator, so that the blown air is dehumidified by the indoor heat exchanger and then heated by the heating heat exchanger. In the dehumidification mode, the humidity in the vehicle interior is reduced to suppress fogging of the glass.

A plurality of outlets are provided at the downstream end of the air outlet, and the outlet switching door 23 is provided at the outlet. The multiple outlets are a face outlet that blows air-conditioning air toward the upper body of the passenger in the passenger compartment, a foot outlet that blows air-conditioning air toward the feet of the passengers in the passenger compartment, and air conditioning toward the inner surface of the windshield. Includes a defroster outlet that blows out the wind.

In the face mode, the air outlet switching door 23 opens the face outlet, so that the air conditioner air is blown out from the face outlet. In the bi-level mode, the air outlet switching door 23 opens the face air outlet and the foot air outlet, so that the air conditioner air is blown out from the face air outlet and the foot air outlet. In the foot mode, the air outlet switching door 23 opens the foot air outlet, so that the air conditioner air is blown out from the foot air outlet. In the defroster mode, the air outlet switching door 23 opens the defroster air outlet, so that the air conditioning air is blown out from the defroster air outlet. The defroster mode is for preventing fogging of the windshield.

The auxiliary heating device 3 is an electric heater operated by electric power from the battery 4, and is configured to directly apply heat to an occupant in the vehicle interior. Examples of the auxiliary heating device 3 include a radiant heater, a seat heater, and a steering heater. For example, the radiant heater is arranged in the vehicle interior so that the occupant is irradiated with electromagnetic waves from a heat source. The seat heater is arranged on the seat on which the occupant sits, and is provided to warm the back side of the occupant. The steering heater is located on the steering and is provided to warm the driver's hand.

The battery 4 is rechargeable and dischargeable, and is configured to supply electric power for driving the traveling motor 1 and to store electric power generated by the traveling motor 1. Further, the battery 4 is configured to supply electric power for operation to the air conditioner 2 and the auxiliary heating device 3.

Further, the electric vehicle 100 includes a motor ECU 51, an air conditioner ECU 52, and a battery ECU 53, which are connected by a bus 54. The motor ECU 51, the air conditioner ECU 52, and the battery ECU 53 are configured to be communicable via the bus 54.

The motor ECU 51 is provided to control the traveling motor 1. The battery ECU 53 is provided to manage the battery 4. For example, the battery ECU 53 is configured to determine whether or not the battery 4 has a high load, and transmit the determination result to the air conditioner ECU 52.

The air conditioner ECU 52 is provided to control the air conditioner 2 and the auxiliary heating device 3. Here, the air conditioner ECU 52 is configured to limit the output of the auxiliary heating device 3 when the glass anti-fog is prioritized and limit the output of the air conditioner 2 when the glass anti-fog is not prioritized when the battery 4 has a high load. Has been done. Further, the air conditioner ECU 52 is configured to determine that the glass anti-fog is prioritized when the air outlet mode of the air conditioner 2 is the defroster mode or the operation mode of the air conditioner 2 is the dehumidification mode. .. The air conditioner ECU 52 is an example of the "vehicle control device" of the present invention.

-Power limiting operation of electric vehicle-
Next, the output limiting operation in the electric vehicle 100 of the present embodiment will be described with reference to FIGS. 2 and 3. This output limiting operation is repeated at predetermined time intervals, for example, when both the air conditioner 2 and the auxiliary heating device 3 are operated.

First, in step S1 of FIG. 2, the battery ECU 53 determines whether or not the battery 4 has a high load. Whether or not the battery 4 has a high load is determined based on, for example, the discharge amount of the battery 4.

Specifically, as shown in FIG. 3, it is determined that the battery 4 has a high load from the time when the discharge amount of the battery 4 becomes equal to or more than the upper threshold value Tu to the time when the discharge amount becomes equal to or less than the lower threshold value Thl, and the battery 4 is determined to have a high load. It is determined that the battery 4 is not a high load from the time when the discharge amount of 4 becomes equal to or less than the lower threshold value Thl to the time when the discharge amount of 4 becomes equal to or higher than the upper threshold value Tu. The upper threshold value Tu and the lower threshold value Thl are preset values for determining whether or not the battery 4 has a high load, and the upper threshold value Tu is the lower threshold value when the discharge direction is the positive direction. It is a value larger than Thl.

When it is determined that the battery 4 has a high load, the determination result is transmitted to the air conditioner ECU 52, and the process proceeds to step S2 in FIG. On the other hand, when it is determined that the battery 4 is not a high load, the determination result is transmitted to the air conditioner ECU 52, and the process proceeds to step S6.

Next, when the air conditioner ECU 52 receives the determination result that the battery 4 has a high load, in step S2, the air conditioner ECU 52 determines whether or not the outlet mode is the defroster mode. Then, when it is determined that the outlet mode is the defroster mode, the process proceeds to step S4 because it is the time when the glass anti-fog is prioritized. On the other hand, if it is determined that the outlet mode is not the defroster mode (when the outlet mode is face mode, bi-level mode or foot mode), the process proceeds to step S3.

Next, in step S3, the air conditioner ECU 52 determines whether or not the operation mode is the dehumidification mode. Then, when it is determined that the operation mode is the dehumidification mode, the process proceeds to step S4 because it is the time when the glass anti-fog is prioritized. On the other hand, when it is determined that the operation mode is not the dehumidification mode (when the operation mode is the cooling mode or the heating mode), since it is the non-priority time of the glass anti-fog, the process proceeds to step S5.

Then, in step S4, the output of the auxiliary heating device 3 is limited by the air conditioner ECU 52. In this case, the auxiliary heating device 3 may be stopped, or the heating capacity of the auxiliary heating device 3 may be reduced. When a plurality of electric heaters such as a radiant heater, a seat heater, and a steering heater are provided as the auxiliary heating device 3, the output may be limited to all the electric heaters. The output may be limited to an electric heater appropriately selected from the plurality of electric heaters. Further, the output of the air conditioner 2 is not limited. Therefore, the operation of the air conditioner 2 is continued without changing the output of the air conditioner 2. Therefore, when the anti-fog of glass is prioritized, the load of the battery 4 is reduced by limiting the output of the auxiliary heating device 3 while ensuring the anti-fog capacity of the air conditioner 2.

Further, in step S5, the output of the air conditioner 2 is limited by the air conditioner ECU 52. In this case, the air conditioner 2 may be stopped, or the cooling / heating capacity of the air conditioner 2 may be reduced. As an example of the means for lowering the heating capacity of the air conditioner 2, it is possible to lower the target blowing temperature, lower the rotation speed of the compressor, lower the rotation speed of the blower 22, and the like. .. Further, the output is not limited to the auxiliary heating device 3. Therefore, the operation of the auxiliary heating device 3 is continued without changing the output of the auxiliary heating device 3. Therefore, when the glass anti-fog is not prioritized, the load of the battery 4 is reduced by limiting the output of the air conditioner 2, and the deterioration of the occupant's comfort is suppressed by continuing the operation of the auxiliary heating device 3. Since the auxiliary heating device 3 acts directly on the occupants, it is possible to maintain comfort with low power consumption as compared with heating by the air conditioner 2.

Further, when the air conditioner ECU 52 receives the determination result that the battery 4 is not a high load, the air conditioner ECU 52 does not limit the output to the air conditioner 2 and the auxiliary heating device 3 in step S6. That is, the operations of the air conditioner 2 and the auxiliary heating device 3 are continued without changing the outputs of the air conditioner 2 and the auxiliary heating device 3.

-Effect-
In the present embodiment, as described above, when the battery 4 has a high load, the output of the auxiliary heating device 3 is limited when the glass antifogging is prioritized, and the output of the air conditioner 2 is limited when the glass antifogging is not prioritized. As a result, when the battery 4 has a high load, the output of the air conditioner 2 or the auxiliary heating device 3 is limited, so that the load of the battery 4 can be reduced. Further, when the anti-fog of glass is prioritized, the output of the air conditioner 2 is not limited, so that the glass is less likely to be fogged, so that visibility can be ensured. As a result, the load on the battery 4 can be reduced while ensuring the field of view.

-Other embodiments-
It should be noted that the embodiments disclosed this time are examples in all respects and do not serve as a basis for a limited interpretation. Therefore, the technical scope of the present invention is not construed solely by the embodiments described above, but is defined based on the description of the scope of claims. In addition, the technical scope of the present invention includes all modifications within the meaning and scope equivalent to the scope of claims.

For example, in the above embodiment, the vehicle control device of the present invention is applied to the electric vehicle 100, but the present invention is not limited to this, and the present invention is not limited to this, and the present invention is applied to a hybrid vehicle provided with an internal combustion engine and a motor as a driving force source for traveling. The vehicle control device of the present invention may be applied.

Further, in the above embodiment, the example in which the heat exchanger for heating is provided in the air duct is shown, but the present invention is not limited to this, and a PTC heater may be provided in the air duct instead of the heat exchanger for heating. A PTC heater may be provided in the air duct together with the heat exchanger for heating. Further, a heat exchanger for heating may be provided so as to warm the cooling water outside the vehicle interior, and a heater core through which the cooling water flows may be provided in the ventilation duct.

Further, in the above embodiment, the example in which the hysteresis is set for determining whether or not the battery 4 has a high load is shown, but the present invention is not limited to this, and the hysteresis is used for determining whether or not the battery has a high load. It does not have to be set. For example, when the discharge amount is equal to or more than a predetermined value, it may be determined that the battery has a high load, and when the discharge amount is less than a predetermined value, it may be determined that the battery is not a high load.

Further, in the above embodiment, the foot defroster mode in which the air-conditioning air is blown out from the foot outlet and the defroster outlet may be set as the outlet mode. In this case, the foot defroster mode is an example of the "defroster mode" of the present invention.

The present invention can be used as a vehicle control device for controlling an air conditioner and an auxiliary heating device provided in a vehicle.

2 Air conditioner 3 Auxiliary heating device 4 Battery 52 Air conditioner ECU (control device for vehicle)
100 Electric vehicle (vehicle)

Claims (1)

A vehicle control device that controls an air conditioner and an auxiliary heating device installed in a vehicle.
The air conditioner is operated by electric power from a battery and is configured to blow air-conditioned air whose temperature and humidity are adjusted from an outlet to a passenger compartment.
The auxiliary heating device is operated by electric power from the battery and is configured to directly apply heat to the occupants in the passenger compartment.
When the battery has a high load, the output of the auxiliary heating device is limited when the glass anti-fog priority is given, and the output of the air conditioner is limited when the glass anti-fog priority is not given.
A vehicle characterized in that when the air outlet mode of the air conditioner is the defroster mode or the operation mode of the air conditioner is the dehumidification mode, it is determined that the glass antifogging is prioritized. Control device for.

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