JP2022075286A - Control device - Google Patents

Abstract

To provide a control device that is able to quickly rise a temperature of a heat source of hot air stream that is supplied into a vehicle cabin.SOLUTION: An air conditioner generates a warm air stream using engine cooling water that rises in temperature due to heat generation of an engine; and supplies warm air stream into a vehicle cabin when a heater or defroster is operated. When there is no operation request of the heater and defroster (S11: NO) and there is a power generation request of the generator, the engine speed and the engine torque of the engine are controlled so that the engine operates on an optimum fuel consumption line. On the other hand, when there is an operation request of the heater or defroster (S11: YES), there is an operation request for heat generation of the engine (S12: YES), and there is a power generation request of the generator (S15: YES), the engine speed and the engine torque of the engine are controlled so that the engine operates on the heating operation line (S16).SELECTED DRAWING: Figure 3A

Description

The present invention relates to a control device used in a series hybrid vehicle (series hybrid vehicle).

In a series-type hybrid vehicle, the power of the engine is converted into electric power by a generator (power generation motor), the motor (drive motor) is driven by electric power, and the power of the motor is transmitted to the drive wheels. Since the engine is separated from the drive wheels, the engine speed and torque can be freely controlled. Therefore, the engine speed and torque are controlled so that the engine operates on the optimum fuel consumption line where the best combustion efficiency is achieved.

JP-A-2015-189397

The air conditioner that air-conditions the passenger compartment has a heating function and a defroster function. During heating or defroster operation, warm air is blown into the passenger compartment from the air outlet. To create warm air, the engine cooling water flowing through the engine water jacket is used as a heat source. That is, in the air conditioner, a heater core is provided in the air conditioning duct, and the heater core is heated by the engine cooling water warmed by flowing through the water jacket of the engine. The air flowing through the air conditioning duct passes through the heater core to become warm air, and when the heating or defroster operates, the warm air blows out from the air outlet into the passenger compartment.

When the temperature of the engine cooling water (engine water temperature) is low, the engine water temperature is raised, so that the engine is started and the heat energy released from the engine is increased. However, since the engine operates at a point of high combustion efficiency, the engine water temperature does not rise easily, and heating and defroster cannot function at an early stage.

Moreover, in a hybrid vehicle, when the charge amount of the battery that stores the electric power supplied to the motor exceeds a certain level, the electric power of the battery is consumed, so that the engine is motorized by the generator. If motoring is performed while the engine is running to raise the engine water temperature, the fuel cut will stop the combustion of the engine, so it will take time for the engine water temperature to rise, and it will take time for heating and defroster to function. Prolonged.

An object of the present invention is to provide a control device capable of rapidly raising the temperature of a heat source of warm air supplied to a vehicle interior.

In order to achieve the above object, the control device according to the present invention is made by using a generator that converts engine power into electric power, a motor driven by electric power, and a heat source that heats up due to heat generated by the engine. It is a control device used for series hybrid vehicles that are equipped with a hot air supply device that supplies the engine to the passenger compartment and run on the power generated by the motor. In some cases, with a normal control means for controlling the engine speed and engine torque of the engine so that the engine operates on a normal operation line indicating the relationship between the engine speed and the engine torque at which the combustion efficiency of the engine becomes equal to or higher than a predetermined value. With engine speed and engine torque, the heat energy emitted from the engine increases above the normal operating line when there is an operating requirement for the hot air supply device, an operating requirement for heat generation of the engine, and a power generation requirement for the generator. It includes a heating control means for controlling the engine speed and the engine torque of the engine so that the engine operates on the heating operation line indicating the relationship between the two.

According to this configuration, the hot air supply device uses a heat source that raises the temperature due to the heat generated by the engine to generate hot air, and the hot air is supplied to the passenger compartment.

When there is no operation request of the hot air supply device and there is a power generation request of the generator, the engine speed and engine torque of the engine are controlled so that the engine operates on the normal operation line. The normal operation line is a characteristic line showing the relationship between the engine speed and the engine torque at which the combustion efficiency of the engine becomes a predetermined value or higher. Therefore, when the engine operates on the normal operating line, the combustion efficiency of the engine becomes equal to or higher than a predetermined value, and good fuel efficiency can be exhibited.

On the other hand, when there is an operation request of the hot air supply device, an operation request for heat generation of the engine, and a power generation request of the generator, the engine speed and the engine torque of the engine are controlled so that the engine operates on the heating operation line. .. The heating operation line is a characteristic line showing the relationship between the engine speed and the engine torque in which the heat energy emitted from the engine increases more than the normal operation line. Therefore, when the engine operates on the heating line, the heat energy emitted from the engine increases and the heat source of the warm air supplied to the passenger compartment rises more quickly than when the engine operates on the normal line. Can be warmed. As a result, the heating or defroster in the vehicle interior by warm air can be made to function at an early stage. Further, since the engine operates on the heating operation line only when there is an operation request for the hot air supply device and an operation request for heat generation of the engine, deterioration of fuel consumption can be minimized.

When the engine is operating due to heat generation and the generator does not generate electricity, the engine is not loaded by the generator, so the engine torque fluctuates across 0 Nm due to fluctuations in the engine speed. However, there is a concern that the rattling noise of the gear that connects the engine and the generator so that power can be transmitted will occur.

Therefore, the control device further includes a power generation control means for causing the generator to generate a predetermined power generation when there is an operation request for the hot air supply device and an operation request for heat generation of the engine and there is no power generation request for the generator. Is preferable.

With this configuration, it is possible to suppress the engine torque from fluctuating over 0 Nm, and it is possible to suppress the generation of gear rattling noise.

The predetermined power generation may be power generation with a minimum amount of power generation that can prevent the engine torque from fluctuating over 0 Nm.

The heating operation line is preferably set in a region where the engine speed is higher than the normal operation line and the engine torque is small. For example, the engine speed increases along the equal output line of the normal operation line. It may be a characteristic line shifted to the side.

As a result, when the engine operates on the heating line of operation, the engine speed becomes higher than when the engine operates on the normal operation line, and the friction torque of the engine increases, so that the thermal efficiency decreases and the engine starts. The heat energy emitted can be increased.

According to the present invention, the heat source of the warm air supplied to the vehicle interior can be rapidly raised, and the heating or defroster of the vehicle interior by the warm air can be made to function at an early stage.

It is a block diagram which shows the structure of the series hybrid vehicle which mounted the control device which concerns on one Embodiment of this invention. It is a figure which shows various operation lines of an engine. It is a flowchart (the 1) which shows the flow of the process executed by a hybrid ECU and an air conditioner ECU. It is a flowchart (2) which shows the flow of the process executed by a hybrid ECU and an air conditioner ECU.

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

<Series hybrid vehicle>
FIG. 1 is a block diagram showing a configuration of a series hybrid vehicle 1.

The series hybrid vehicle 1 is a vehicle equipped with a series type hybrid system 2. The hybrid system 2 includes an engine 11, a generator (MG1) 12, a motor (MG2) 13, a battery 14, and a PCU (Power Control Unit) 15.

The engine 11 is, for example, a gasoline engine or a diesel engine.

The generator 12 comprises, for example, a permanent magnet synchronous motor. The rotating shaft of the generator 12 is mechanically connected to the crankshaft of the engine 11 via a gear (not shown). For example, the engine output gear is supported by the crankshaft of the engine 11 so as not to rotate relative to each other, and the motor gear is supported so as not to rotate relative to the rotating shaft of the generator 12, so that the engine output gear and the motor gear mesh with each other.

The motor 13 comprises, for example, a permanent magnet synchronous motor larger than the generator 12. The rotating shaft of the motor 13 is connected to the drive system 16 of the series hybrid vehicle 1. The drive system 16 includes a differential gear 17, and the power of the motor 13 is transmitted to the differential gear 17, and is distributed and transmitted from the differential gear 17 to the drive wheels 18 including the left and right front wheels or the rear wheels. .. As a result, the left and right drive wheels 18 rotate, and the series hybrid vehicle 1 moves forward or backward.

The battery 14 is an assembled battery in which a plurality of secondary batteries (for example, a lithium ion battery) are combined. The battery 14 outputs, for example, about 200 to 350 V (volts) of DC power.

The PCU 15 is a unit for controlling the drive of the generator 12 and the motor 13, and has a built-in inverter 19 that mutually converts DC voltage and AC voltage, a converter that transforms DC power input to / from the battery 14, and the like. are doing.

When the engine 11 is started, AC power is supplied from the PCU 15 to the generator 12, and the generator 12 is power-operated. The engine 11 is motorized by the power running operation of the generator 12. When the spark plug of the engine 11 is sparked while the rotation speed of the crankshaft of the engine 11 has increased to the rotation speed required for starting by motoring, the engine 11 is started.

When the generator 12 is operated to generate electricity while the engine 11 is operating, the generator 12 generates AC power. The AC power generated by the generator 12 is input to the PCU 15 and converted into DC power by the inverter 19 connected to the generator 12. When the motor 13 is in power operation, the DC power output from the inverter 19 connected to the generator 12 is converted into AC power by the inverter 19 connected to the motor 13, and the AC power is converted from the inverter 19 to the motor. It is supplied to 13. When it is not necessary to supply electric power to the motor 13, the DC electric power output from the generator 12 is supplied to the battery 14 via the PCU 15, so that the battery 14 is charged.

Further, the series hybrid vehicle 1 is equipped with a plurality of ECUs (Electronic Control Units). Each ECU includes a microcomputer (microcontroller unit), and the microcomputer has, for example, a non-volatile memory such as a CPU and a flash memory and a volatile memory such as a DRAM (Dynamic Random Access Memory). The plurality of ECUs are connected so as to be capable of bidirectional communication by a CAN (Controller Area Network) communication protocol. Various sensors required for control are connected to each ECU, and the detection signals of the connected sensors are input. In addition to the detection signals input from various sensors, information necessary for control is input to each ECU from other ECUs.

The series hybrid vehicle 1 is equipped with an air conditioner (air conditioner) 21 that air-conditions the interior of the vehicle. FIG. 1 shows a hybrid ECU 22 for controlling the hybrid system 2 and an air conditioner device among a plurality of ECUs. An air conditioner ECU 23 for controlling the shocker 21 is shown.

The air conditioner 21 has a known refrigeration cycle circuit configuration. That is, the air conditioner 21 includes an electric compressor, a condenser, an expansion valve, and an evaporator. In the air conditioner 21, a semi-liquid refrigerant compressed by an electric compressor is supplied to a condenser, and the refrigerant is cooled by the condenser to be liquefied. The refrigerant liquefied by the condenser is injected from the expansion valve onto the evaporator, and the evaporator is cooled by removing heat from the evaporator and vaporizing it all at once. Further, the air conditioner 21 is provided with an electric fan, and the evaporator is arranged in an air conditioning duct through which air blown from the electric fan flows. The air flowing through the air conditioning duct passes through the cooled evaporator to become cold air. Further, the air conditioner 21 includes a heater core and an air mix damper. The heater core is heated by the engine cooling water flowing through the water jacket (cooling water flow path) of the engine 11. The air mix damper is provided between the evaporator and the heater core in the air conditioning duct. The air mix damper adjusts the amount of air that passes through the heater core and the amount of air that does not pass through the heater core. The air that passes through the heater core is heated by the heater core and becomes warm air. By mixing the warm air and the air that does not pass through the heater core, the air-conditioned air has an appropriate temperature, and the air-conditioned air is blown out from the air-conditioning duct into the vehicle.

The air conditioner 21 may be configured not to include an electric compressor, a condenser, an expansion valve, and an evaporator.

A defroster outlet, a face outlet, and a foot outlet are provided as outlets for the air conditioning duct. The defroster outlet is an outlet for blowing air-conditioned air toward the windshield and front side glass. The face outlet is, for example, an outlet for blowing air-conditioned air toward the driver's seat and the passenger's seat. The foot outlet is, for example, an outlet for blowing air-conditioned air toward the feet of the driver's seat and the passenger seat. Inside the air conditioning duct, outlet switching dampers that open and close the defroster outlet, face outlet, and foot outlet are provided.

Switches for air conditioning arranged on an instrument panel (not shown) in the vehicle interior are connected to the air conditioner ECU 23. The switches include, for example, a temperature setting switch for setting the air conditioning temperature, an air volume setting switch for setting the air volume of the air conditioning air, and an A / turned on / off for switching the operation / non-operation of the electric compressor. C switch, inside / outside air changeover switch to switch between outside air introduction mode and inside air circulation mode, defogger switch to be turned on / off to switch the operation / non-operation of the defogger (heat ray) of the rear glass, and defroster for the air conditioning air outlet. Includes an outlet selector switch for switching to either an outlet, a face outlet, a foot outlet, a defroster outlet and a face outlet, or a face outlet and a foot outlet. By operating these switches, heating and defroster operation can be requested. During the heating operation, for example, air-conditioning air (warm air) is blown into the vehicle interior from the foot outlet. In addition, when the defroster is in operation, air conditioning air (warm air) is blown into the vehicle interior from the defroster outlet.

<Engine operation line>
FIG. 2 is a diagram showing an operation line of the engine 11.

The engine 11 has a relationship (operating point) between the engine speed and the engine torque that maximizes the combustion efficiency. The non-volatile memory of the hybrid ECU 22 stores an optimum fuel consumption line, which is an aggregate of operating points having the best combustion efficiency. In other words, the optimum fuel consumption line is a characteristic line showing the relationship between the engine speed and the engine torque at which the combustion efficiency of the engine 11 is the best. In the non-volatile memory of the hybrid ECU 22, for example, the optimum fuel consumption line is a table. It is stored in the form.

Further, the heating operation line is stored in the non-volatile memory of the hybrid ECU 22. The heating operation line is a characteristic line showing the relationship between the engine speed and the engine torque, and is a region where the thermal efficiency is lower than when the engine 11 operates on the optimum fuel consumption line, that is, with respect to the optimum fuel consumption line. It is set in a region where the engine speed is high and the engine torque is low. Specifically, by shifting the optimum fuel consumption line to the side where the engine speed increases along the equi-output line showing the relationship between the engine speed at which the output of the engine 11 becomes equal and the engine torque, the heating operation line becomes It is set. The heating operation line is stored in the non-volatile memory of the hybrid ECU 22 in the form of a table, for example.

The contour line shown in FIG. 2 is a contour line consisting of operating points of the engine 11 having the same fuel consumption rate (fuel consumption rate), and the closer the operating point of the engine 11 is to the center of the contour line, the better the fuel rate. ..

<Hybrid system control>
3A and 3B are flowcharts showing the flow of processing (control operation) executed by the hybrid ECU 22 and the air conditioner ECU 23.

In the series hybrid vehicle 1, the processes shown in FIGS. 3A and 3B are periodically executed while the ignition switch is turned on.

In that process, first, in the air conditioner ECU 23, it is determined whether or not there is a heating or defroster operation request based on the signals input from the switches for air conditioning arranged on the instrument panel (step S11).

When there is a request for heating or operation of the defroster (YES in step S11), the air conditioner ECU 23 next determines whether or not the engine water temperature is equal to or lower than a predetermined value (step S12). The engine water temperature is the water temperature of the engine cooling water that is a heat source of the hot air supplied to the vehicle interior during the operation of heating or defroster. For example, the air conditioner is detected by the temperature sensor and the detection signal is input from the hybrid ECU 22. It is transmitted to the ECU 23.

When the engine water temperature is equal to or lower than a predetermined value (YES in step S12), the air conditioner ECU 23 transmits an engine operation request for operating the engine 11 to the hybrid ECU 22 in order to raise the engine water temperature (step S13).

In response to the hybrid ECU 22 receiving the engine operation request from the air conditioner ECU 23, the hybrid ECU 22 determines whether the MG1 drive request is satisfied or not (step S14). The MG1 drive request is a request for the generator 12 to execute the motoring of the engine 11, and is satisfied when the charge amount (remaining capacity) of the battery 14 exceeds a certain upper limit value.

When the MG1 drive request is not satisfied (YES in step S14), the hybrid ECU 22 determines whether the MG1 power generation request is satisfied / not satisfied (step S15). The MG1 power generation request is a request for executing power generation by the generator 12, and is satisfied when the charge amount of the battery 14 falls below a certain lower limit value.

When the MG1 power generation request is satisfied (YES in step S15), that is, when there is a power generation request by the generator 12 on the system operation (running operation) of the hybrid system 2, the engine 11 is on the heating operation line by the hybrid ECU 22. The engine speed and the engine torque are controlled so as to operate at (step S16: firing run on the heating operation line).

When the MG1 power generation request is not satisfied (NO in step S15), that is, when there is no power generation request by the generator 12 in the system operation of the hybrid system 2, the hybrid ECU 22 causes the engine torque to fluctuate over 0 Nm. The generator 12 is controlled so as to generate power with the minimum amount of power generation that can be prevented (step S17: firing run with MG1 minimum power generation).

Further, when the MG1 drive request is satisfied (NO in step S14), the hybrid ECU 22 controls the PCU 15 so that the generator 12 is power-running, and the engine 11 is motorized (step S18: motoring). Running).

On the other hand, when there is no heating or defroster operation request (NO in step S11), or even if there is a heating or defroster operation request, the engine water temperature is higher than a predetermined value, and the engine 11 for raising the engine water temperature. Even when the operation is not required (NO in step S12), as shown in FIG. 3B, the hybrid ECU 22 determines whether the MG1 drive request is satisfied / not satisfied (step S19).

When the MG1 drive request is not satisfied (YES in step S19), the hybrid ECU 22 determines whether the MG1 power generation request is satisfied / not satisfied (step S20).

When the MG1 power generation request is satisfied (YES in step S20), that is, when there is a power generation request by the generator 12 in the system operation (running operation) of the hybrid system 2, the hybrid ECU 22 causes the engine 11 to be on the optimum fuel consumption line. The engine speed and the engine torque are controlled so as to operate in (Step S21: Fire running at the optimum fuel consumption line).

If the MG1 power generation request is not satisfied (NO in step S20), that is, if there is no power generation request by the generator 12 in the system operation of the hybrid system 2, the engine 11 remains stopped and the generator 12 does not generate power. , Series hybrid vehicle 1 performs EV traveling (step S22).

Further, when the MG1 drive request is satisfied (NO in step S19), the hybrid ECU 22 controls the PCU 15 so that the generator 12 is power-running, and the engine 11 is motorized (step S23: Motoring running).

<Action effect>
As described above, the air conditioner 21 creates warm air by using the engine cooling water that raises the temperature due to the heat generated by the engine 11, and supplies the warm air to the vehicle interior during heating or operation of the defroster.

When there is no heating and defroster operation request (no heating operation request or defroster operation request) and there is a power generation request for the generator 12, the engine 11 is on the optimum fuel consumption line, which is the normal operation line used for normal engine control. The engine speed and engine torque of the engine 11 are controlled so as to operate. When the engine 11 operates on the optimum fuel consumption line, the combustion efficiency of the engine 11 becomes the best, and good fuel consumption performance can be exhibited.

On the other hand, when there is an operation request for heating or defroster, an operation request for heat generation of the engine 11, and a power generation request for the generator 12, the engine rotation speed and engine torque of the engine 11 are set so that the engine 11 operates on the heating operation line. Be controlled. By operating the engine 11 on the heating operation line, the engine speed becomes higher and the friction torque of the engine increases than when the engine 11 operates on the optimum fuel consumption line, so that the thermal efficiency decreases and the engine Increases the thermal energy emitted from. Therefore, the temperature of the engine cooling water, which is the heat source of the warm air supplied to the vehicle interior, can be quickly raised. As a result, the heating or defroster in the vehicle interior by warm air can be made to function at an early stage. Further, since the engine 11 operates on the heating operation line only when there is an operation request for heating and defroster and an operation request for heat generation of the engine 11, deterioration of fuel consumption can be minimized.

When the engine 11 is operating due to heat generation and the generator 12 does not generate electricity, the engine 11 is not loaded by the generator 12 and the engine torque is 0 Nm due to fluctuations in the engine speed. There is a concern that the engine output gear and motor gear will make a rattling noise due to fluctuations across the engine.

When there is an operation request for heating and defroster operation and an operation request for heat generation of the engine 11, and there is no power generation request for the generator 12, the minimum amount of power generation that can prevent the engine torque from fluctuating over 0 Nm is used. The generator 12 is controlled to generate electricity. As a result, it is possible to suppress the engine torque from fluctuating over 0 Nm, and it is possible to suppress the generation of rattling noise.

<Modification example>
Although one embodiment of the present invention has been described above, the present invention can also be implemented in other embodiments.

The heating operation line is set by shifting the optimum fuel consumption line to the side where the engine speed increases along the equal output line, but the thermal efficiency is lower than when the engine 11 operates on the optimum fuel consumption line. If it is set in the area, it is not limited to it. For example, the heating operation line is set by shifting the optimum fuel consumption line to the side where the engine speed increases along the isooutput line in the range where the engine speed is less than or equal to the predetermined value, and the engine speed is higher than the predetermined value. In a large range, it may be set to approach the optimum fuel consumption line as the engine speed increases.

Further, the case where the normal operation line is the optimum fuel consumption line is taken as an example, but if the normal operation line is an operation line showing the relationship between the engine speed and the engine torque at which the combustion efficiency of the engine is equal to or higher than a predetermined value, the normal operation line is used. Not limited to the optimum fuel consumption line.

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

1: Series hybrid vehicle 11: Engine 12: Generator 13: Motor 21: Air conditioner (warm air supply device)
22: Hybrid ECU (control device, normal time control means, heating time control means, power generation control means)

Claims (2)

It is equipped with a generator that converts the power of the engine into electric power, a motor driven by electric power, and a hot air supply device that supplies hot air produced by using a heat source that heats up due to the heat generated by the engine into the vehicle interior. It is a control device used for series hybrid vehicles that run on the power generated by a motor.
When there is no operation request of the hot air supply device and there is a power generation request of the generator, the engine is on a normal operation line showing the relationship between the engine speed and the engine torque at which the combustion efficiency of the engine becomes a predetermined value or more. A normal control means for controlling the engine speed and engine torque of the engine so as to operate, and
When there is an operation request of the hot air supply device, an operation request for heat generation of the engine, and a power generation request of the generator, the engine speed at which the heat energy released from the engine increases more than the normal operation line. A control device comprising a heating control means for controlling the engine speed and engine torque of the engine so that the engine operates on a heating operation line indicating the relationship between the engine and the engine speed. Further including a power generation control means for causing the generator to generate a predetermined power generation when there is an operation request for the hot air supply device and an operation request for heat generation of the engine and there is no power generation request for the generator. The control device according to claim 1.

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