JP5510730B2 - Air conditioning control system for vehicles - Google Patents

Description

  The present invention relates to a vehicle air conditioning control system, and more particularly to a vehicle air conditioning control system for a hybrid vehicle equipped with a traveling engine and a traveling electric motor.

  A conventional hybrid vehicle (hereinafter also referred to as an “HV vehicle”) includes an air conditioner unit that is supplied with electric power from a battery and air-conditions the vehicle interior. When the remaining charge of the battery falls below a charge start target value, a traveling engine Thus, the generator is driven to charge the battery. Further, when the vehicle is stopped or traveling at a low load, the traveling engine is stopped unless the remaining charge becomes equal to or less than the charging start target value, thereby improving the fuel consumption and reducing the exhaust gas amount. Then, by calculating the required air conditioning power required by the air conditioner unit to adjust the temperature in the passenger compartment to the set temperature, and setting the charging start target value higher as the required air conditioning power increases during vehicle travel The amount of charge of the battery is increased while the vehicle is running, and the engine operation while the vehicle is stopped is reduced as much as possible to improve the fuel consumption (see Patent Document 1).

  However, charging is performed when the remaining charge falls below the charge start target value regardless of whether the driving engine is in operation or not. If the driving engine is started even when the charging start value is below the charging start target value, and the driving engine is frequently driven only for charging, the purpose of improving the fuel consumption can be sufficiently achieved. The problem that it is not possible arises.

  Therefore, an air conditioner for hybrid vehicles has been devised that restricts power consumption in the air conditioner when the engine speed at which the power generation efficiency is low is low (see Patent Document 2). Thereby, the frequency which starts an engine only for charge can be reduced. Therefore, it is possible to reduce excessive fuel consumption in the engine, so that it is possible to improve the average fuel consumption during driving of the vehicle, and to reduce the vibration noise generated when starting the engine and harmful substances contained in the exhaust gas. Can do.

  Further, even when there is no destination setting, a control device for a vehicle energy storage device has been devised to improve fuel efficiency by effectively using energy based on road altitude or gradient (see Patent Document 3). ). In this invention, regenerative energy is stored in the heat storage refrigerant of the air conditioner.

JP 2000-270401 A JP 2004-136699 A JP 2002-036903 A

  In the configuration of Patent Document 2, since the air conditioning capability is low when the engine speed is low, the air conditioning state set by the occupant does not occur, and there is a problem that the occupant feels uncomfortable.

  In the configuration of Patent Document 3, air conditioning is performed by engine output in an engine low load section, and air conditioning is performed by regenerative energy stored in a battery in an engine high load section such as an uphill road. If the ground is not set, the required heat storage energy amount cannot be calculated accurately. Even when the destination is not set, energy storage / release cannot be performed efficiently unless the current position of the vehicle and road altitude information are acquired.

  In order to maximize the benefits of improving the fuel efficiency of HV vehicles, it is important to keep the engine running as low as possible. One of the major factors that require engine operation is the air conditioning load. Therefore, it can be said that fuel efficiency can be improved by collecting electric power for operating the air conditioner from other than the engine. Therefore, in driving scenes that require aggressive braking, such as downhill roads, regenerative energy from the brake is used for charging the battery, and when the target amount is reached, the regenerative energy is used for air conditioning. Ideas to use are proposed. In order to embody this idea, when using regenerative energy for air conditioning, air conditioning control that does not cause discomfort to the passengers becomes an important issue.

  Against the background of the above problems, an object of the present invention is to provide a vehicle air conditioning control system capable of effectively utilizing regenerative energy for air conditioning.

Means for Solving the Problems and Effects of the Invention

The vehicle air-conditioning control system for solving the above problems is
The motor is supplied with power to rotate and assists the drive shaft. The motor performs regenerative drive that converts the kinetic energy of the drive shaft into regenerative power and outputs the power. In a vehicle air conditioning control system comprising: a battery that accumulates regenerative power that is output by performing an operation; and an air conditioner that is driven by power supplied from the battery and performs indoor air conditioning.
A driving state acquisition unit that acquires the driving state of the vehicle, a regenerative driving determination unit that determines whether the motor performs regenerative driving based on the driving state of the vehicle acquired by the driving state acquisition unit, and a regenerative driving determination unit However, when it is determined that the motor performs regenerative drive, the regenerative power amount estimation calculation unit that estimates and calculates the regenerative power amount output by the motor by performing regenerative drive, and the power storage amount that acquires the power storage amount of the battery The total power storage amount that is the sum of the regenerative power amount estimated by the acquisition unit, the regenerative power amount estimation calculation unit, and the battery power storage amount acquired by the power storage amount acquisition unit is a predetermined power storage amount. When the threshold value is exceeded, a cold storage control unit that performs cold storage on the cold storage material included in the air conditioner using the surplus power amount that is the amount of power exceeding the power storage amount threshold value among the total power storage amount; and
Air conditioning enhancement condition establishment determination unit that determines whether or not a predetermined air conditioning enhancement condition for promoting air conditioning by the air conditioner has been established, and the amount of power required for storing the cool storage material with cold energy When the air conditioning enhancement condition establishment determination unit determines that the air conditioning enhancement condition has been established, the air conditioning device is driven so as to enhance the air conditioning by the air conditioning device using the amount of electric power that exceeds that. It is presupposed that the air-conditioning enhancement control part to control is provided.

  The prior art controls whether air conditioning is performed using an engine, a battery, or a heat storage refrigerant based on a necessary heat storage energy amount calculated based on road conditions and an actual heat storage energy amount. On the other hand, the present invention estimates the regenerative electric power output by the motor when performing regenerative driving based on the running state of the vehicle, and the accumulated electric power accumulated in the battery after accumulating the regenerative electric power is stored as electric power. When the amount threshold value is exceeded, the power storage amount and the air conditioner drive control are performed using the excess amount of power. With the above configuration, the calculation of the required heat storage energy amount is unnecessary, and the regenerative energy can be effectively used for air conditioning with a simple configuration. Thereby, it is not necessary to operate the engine in the HV vehicle.

  In the vehicle air-conditioning control system of the present invention, the traveling state acquisition unit acquires information regarding the brake operating state of the vehicle and information regarding the speed of the vehicle, and the regenerative drive determination unit includes the traveling state acquisition unit, It is determined that the motor performs regenerative driving when acquiring information including the content that the brake has transitioned from the non-operating state to the operating state, and the regenerative electric energy estimation calculating unit is configured so that the regenerative driving determining unit is configured to regenerate the motor When it is determined to be performed, the regenerative electric energy is estimated and calculated based on at least one of the brake operation state of the vehicle and the vehicle speed acquired by the traveling state acquisition unit.

  Since the HV vehicle performs regenerative braking when the brake is operated, the above configuration makes it possible to estimate and calculate the regenerative electric energy without acquiring road condition information.

  The vehicle air-conditioning control system according to the present invention includes a current position information acquisition unit that acquires current position information including a current position of the vehicle, and a range within a predetermined range from the current position of the vehicle acquired by the current position information acquisition unit. A road condition information acquisition unit that acquires road condition information related to the road condition, and the regenerative drive determination unit determines whether the motor performs regenerative drive based on the road condition acquired by the road condition information acquisition unit The regenerative power amount estimation calculation unit estimates and calculates the regenerative power amount based on the road condition acquired by the road condition information acquisition unit when the regenerative drive determination unit determines that the motor performs regenerative drive.

  With the above-described configuration, it is possible to estimate and calculate the regenerative power amount even on roads where there is no difference in altitude, where the conventional technology does not calculate the required heat storage energy amount (regenerative power amount of the present invention). Moreover, even if the destination is not set, the regenerative electric energy can be estimated and calculated.

  The road condition information in the vehicle air-conditioning control system of the present invention includes position data of a deceleration point that is a point where the vehicle needs to be decelerated, and the regenerative drive determination unit determines whether the current position of the vehicle is a predetermined point with respect to the deceleration point. When approaching within the distance, it is determined that the motor performs regenerative driving.

  With the above configuration, the required heat storage energy amount (regenerative power amount of the present invention) cannot be calculated by the conventional technology. For example, the regenerative power amount can be estimated and calculated even on a curved road.

  The vehicle air-conditioning control system of the present invention further includes an air-conditioning enhancement request detecting unit that detects the presence or absence of an air-conditioning enhancement request by a vehicle occupant, and the air-conditioning enhancement condition establishment determination unit detects that the air-conditioning enhancement request is detected. It is determined that the condition is met.

  With the above configuration, the air conditioning control is performed only when an increase in the air conditioning capability by the occupant is requested, so that it is possible to prevent the occupant from feeling uncomfortable by performing excessive air conditioning.

In addition, the air conditioning enhancement request detection unit in the vehicle air conditioning control system of the present invention includes an occupant body temperature detection unit that detects the body temperature of the occupant of the vehicle, and the body temperature threshold that the occupant body temperature detected by the occupant body temperature detection unit is determined in advance. Suppose that an air conditioning enhancement request is detected when

  With the above configuration, it is possible to detect whether or not the occupant requests an increase in air conditioning capability without performing a specific operation, and it is possible to prevent the occupant from feeling uncomfortable by performing excessive air conditioning.

The air conditioning enhancement request detection unit in the vehicle air conditioning control system of the present invention includes an input operation unit that sets an air conditioning temperature in the vehicle interior of the vehicle, and a vehicle interior temperature detection unit that detects the temperature in the vehicle interior of the vehicle. In addition, it is assumed that the air conditioning enhancement request is detected when the difference between the temperature in the vehicle interior detected by the vehicle interior temperature detection unit and the air conditioning temperature set by the input operation unit exceeds a predetermined temperature threshold .

  Even with the above configuration, it is possible to detect whether the occupant is requesting an increase in air-conditioning capacity from the current air conditioning setting state without performing a specific operation, and excessive air-conditioning makes the occupant feel uncomfortable. It can prevent giving.

  The vehicle air conditioning control system of the present invention further includes an environmental state detection unit that detects an environmental state inside or outside the vehicle involved in air conditioning control in the vehicle interior of the vehicle, and the air conditioning enhancement condition establishment determination unit includes the environmental state detection unit It is determined whether or not the air conditioning enhancement condition is satisfied based on the environmental state inside or outside the vehicle detected by the vehicle.

  With the above configuration, it is possible to determine whether or not the condition for increasing the air conditioning capacity is satisfied based on the environmental state inside or outside the vehicle.

  The environmental condition detection unit in the vehicle air conditioning control system of the present invention includes a humidity sensor that detects the humidity in the vehicle interior of the vehicle, an internal air temperature sensor that detects the temperature in the vehicle interior of the vehicle, and an external temperature that detects the temperature outside the vehicle. One or more of an air temperature sensor and a solar radiation sensor that detects the amount of solar radiation to the vehicle are included.

  With the above configuration, it is possible to determine whether or not the condition for increasing the air conditioning capacity is satisfied without increasing the manufacturing cost by using the sensor included in the air conditioner.

  The vehicle air conditioning control system of the present invention further includes an occupant detection unit that detects whether or not an occupant is seated in a vehicle seat. The air conditioning control unit includes an air conditioning enhancement condition establishment determination unit, and an air conditioning enhancement condition. When it is determined that the air conditioner has been established, the air conditioner is driven and controlled so as to enhance the air conditioning for the seat on which the passenger is not seated and the surrounding area.

  With the above configuration, the air conditioning capability can be improved without consuming the excess power by consuming resistance, etc., and the cold air does not directly hit the passenger, so it does not cause excessive air conditioning and gives the passenger discomfort Can be prevented.

The block diagram which shows the structure of the air-conditioning control system for vehicles. The figure which shows the structure of an air conditioner. The figure which shows the structure of a navigation apparatus. The flowchart explaining an air-conditioning control process. The flowchart explaining an air-conditioning enhancement process.

  Hereinafter, the vehicle air conditioning control system of the present invention will be described using an example applied to a hybrid vehicle. FIG. 1 shows an overall configuration of a hybrid vehicle (hereinafter simply referred to as “vehicle”) 200 provided with a vehicle air conditioning control system 1.

  The vehicle 200 uses both an engine (that is, an internal combustion engine) 209 and a motor 207 as driving power sources. The driving force from the engine 209 is divided by a known power split device 208, one of which is output to the generator 202 side and the other to the power shaft 210 side. Further, the direct current output of the battery 203d is switched by the inverter 203c and converted into a traveling drive alternating voltage of the motor 207. The output of the motor 207 is also input to the power shaft 210, and the rotation output is transmitted to the axle 205 (drive shaft of the present invention) via the gear mechanism 206, so that a driving force is applied to the wheels 204. These controls are performed in the HV ECU 203.

  A battery 203 d serving as a power source for the motor 207 is charged by the power generation output of the generator 202. Specifically, when the state of charge of the battery 203d, which is estimated based on the voltage and current of the battery 203d, for example represented by SOC (State Of Charge), falls below a predetermined value, the HV ECU 203 The engine 209 is driven by the control command and the generator 202 generates power. Then, the output voltage of an AC-DC converter (simply referred to as a converter in FIG. 1) 203b that converts the power generation output of the generator 202 into a direct current is used as the charging voltage of the battery 203d.

  Further, by generating electric power by driving the motor 207 with the traveling inertia force of the vehicle 200, the power generation output of the motor 207 is converted into a direct current by the converter 203b and the battery 203d is charged to recover (regenerate) energy. . At this time, a braking force is generated along with energy regeneration, so regenerative braking is performed.

  The control circuit 203a is configured as a well-known CPU (not shown) and a computer including a ROM, a RAM, and the like in which various programs for defining operations in the CPU (collectively referred to as “HV control program”) are stored. The control circuit 203a performs drive control of the engine 209 and the motor 207 and power distribution control in the power split device 208 based on a depression amount of an accelerator pedal (not shown). That is, switching control between a motor travel mode using only the motor 207 and a normal travel mode using the motor 207 and / or the engine 209 is performed. The control circuit 203a corresponds to a regenerative drive determination unit, a regenerative power amount estimation calculation unit, a power storage amount acquisition unit, an air conditioning enhancement condition establishment determination unit, a cold storage control unit, and an air conditioning enhancement control unit of the present invention.

  Further, the HV ECU 203 includes a LAN I / F 203e that is a communication interface, and can communicate with other in-vehicle devices such as the navigation device 10, the air conditioner ECU 101, the brake ECU 300, etc. via the in-vehicle LAN 50 (Local Area Network, which will be described later). It is connected. The LAN I / F 203e corresponds to a traveling state acquisition unit, a current position information acquisition unit, and a road condition information acquisition unit of the present invention.

  The brake ECU 300 performs brake control based on the depression state of the brake pedal, the speed of the vehicle 200, and the like. The brake sensor 301 detects the depression state of the brake pedal, and the vehicle speed sensor detects the speed (vehicle speed) of the vehicle 200. 302 is provided.

  FIG. 2 schematically shows an overall configuration of an air conditioner 100 including an air conditioner ECU 101 and an air conditioner unit U controlled by the air conditioner ECU 101. An air conditioning sensor 120 and an air conditioning operation unit 140 are connected to the air conditioner ECU 101 that forms the main control unit of the air conditioning apparatus 100. The air conditioner unit U is a so-called HVAC (Heating, Ventilating and Air-Conditioning) unit, and is configured to be able to independently adjust the air conditioning state in the passenger compartment on the driver's seat side and the passenger seat side, for example. Further, the rear seat may be configured to be independently adjustable for each seat.

  The air conditioner 100 includes a known refrigeration cycle RC for cooling output of the air conditioner unit U. The refrigeration cycle RC takes an electric compressor (compressor) COMP that sucks and compresses gaseous refrigerant by supplying electric power from the battery 203d and sends it out as a high-temperature and high-pressure gas, and a refrigerant (high-temperature and high-pressure gas) sent out of the vehicle. A condenser (condenser, not shown) that cools with air (taken in by a cooling fan) and takes away the latent heat of condensation, and a receiver that separates the liquefied refrigerant into gas and liquid and sends out only the liquid refrigerant ( A liquid receiver (not shown), an expansion valve (expansion valve, not shown) that expands the delivered liquid refrigerant to form a low-temperature / low-pressure mist refrigerant, and the low-temperature / low-pressure mist refrigerant. An evaporator 22 for removing latent heat from the air in the room to cool the air in the passenger compartment and sending the refrigerant evaporated at this time to the electric compressor COMP; It is configured.

  The duct 28 of the air conditioner unit U is formed with an inside air suction port 42 for circulating the air inside the vehicle and an outside air suction port 41 for taking in air outside the vehicle, and is switched to either by the inside / outside air switching damper 24. used. The air from the inside air inlet 42 or the outside air inlet 41 is sucked into the duct 28 by the blower 21. In the duct 28, an evaporator 22 is provided for cooling the sucked air to generate cool air. Further, the downstream side (air outlet side) of the evaporator 22 is branched into a route leading to the driver seat side air outlets 43 to 45 and a route reaching the passenger seat side air outlets 46 and 47.

  The air conditioner unit U has a defroster outlet [DEF] 43 for preventing windshield fogging as a blower outlet in the upper rear of the instrument panel (instrument panel) corresponding to the lower inner edge of the windshield. [FOOT] 44 is at the driver's seat foot at the right back of the instrument panel, driver's seat face outlet [FACE] 45 is at the front center right side and right corner of the instrument panel, and passenger's seat face outlet [FACE] 46 is at the instrument panel. A front passenger seat foot outlet [FOOT] 47 is opened at the front left side and the left corner of the front of the passenger panel on the lower left side of the instrument panel, and the opening and closing states are switched by the outlet switching dampers 32 to 36, respectively. .

  Also, the air conditioner ECU 101 includes air mix dampers 25 and 26 for mixing the air cooled by the evaporator 22 and the air warmed by the heater core 23, and a damper for switching the open / close state of the blower outlet switching dampers 32 to 36. An air conditioning drive unit 130 including a drive gear mechanism 31, an inside / outside air switching damper 24, servo motors 71 to 74 for driving them, and drive circuits 131 to 134 for driving the servo motors 71 to 74 is connected. These servo motors 71 to 74 are controlled to rotate by the air conditioner ECU 101, detect information such as the rotation position and rotation speed of the rotor, and feed back to the air conditioner ECU 101. Specifically, the drive circuits 131 to 134 receive the drive command signal from the air conditioner ECU 101 and drive the corresponding servo motors 71 to 74.

  In addition, the air conditioning with respect to a rear seat is good also as a structure which has the independent air conditioning unit for back seats like Unexamined-Japanese-Patent No. 2009-143404. Further, as shown in FIG. 2, the rear seat pipe (151) may be extended from the duct 28, and the air outlet, damper, and air conditioning drive section (150) may be provided below the driver seat and the passenger seat.

  The air-conditioning sensor 120 connected to the air-conditioner ECU 101 includes an internal air temperature sensor 121 that detects the internal temperature of the vehicle, an external air temperature sensor 122 that detects the external temperature of the vehicle, a post-evaporator sensor 123 that detects the temperature of the air immediately after passing through the evaporator, and solar radiation. It includes a well-known sensor such as a solar radiation sensor 124 that detects the amount, a humidity sensor 125 that detects the humidity inside the vehicle, an IR sensor 126, a cool storage material temperature sensor 127, and an occupant detection sensor 128. The inside air temperature sensor 121, the outside air temperature sensor 122, the solar radiation sensor 124, and the humidity sensor 125 correspond to the environmental state detection unit of the present invention. Further, the inside air temperature sensor 121 corresponds to the air conditioning enhancement request detecting unit and the vehicle interior temperature detecting unit of the present invention.

  The IR sensor 126 is for detecting the vehicle interior surface temperature. As the IR sensor 126, a monocular IR sensor may be used, or a matrix IR sensor in which a plurality of infrared detection elements are arranged in a matrix may be used. Thus, the vehicle interior is divided into predetermined areas such as for each seat, and the infrared radiation detection element is made to correspond to each divided area, thereby specifically specifying the heat radiation of each area. Thus, the presence / absence of passengers and the body temperature of each passenger can be detected. The IR sensor 126 corresponds to the air conditioning enhancement request detection unit and the occupant body temperature detection unit of the present invention.

  The regenerator temperature sensor 127 is for detecting the temperature of the regenerator 29 attached to the downstream side of the evaporator 22. The regenerator 29 includes, for example, a regenerator material using decanol, tetradecane, etc., which is cooled by air cooled by the evaporator 22 and solidifies from a liquid to a solid, and a large amount of heat is stored by the latent heat at this time. The In addition, about the structure of the regenerator and its operation | movement, the detail is described in Unexamined-Japanese-Patent No. 2007-076546.

  The occupant detection sensor 128 is configured, for example, as a switch embedded in the seating surface of the occupant of each seat of the vehicle 200. When the occupant is seated, the switch is turned on, and the occupant is seated (that is, the presence of the occupant). Can be detected. In addition to the switch, the camera can be configured as a camera that captures a seated occupant, and the occupant can be detected by performing known image analysis processing on an image captured by the camera. In addition, it is configured as a detection switch (also called a seat belt buckle switch) built into the seat belt buckle corresponding to each seat, and when the occupant wears the seat belt, the switch is turned on. You can also An IR sensor 126 may be used. The occupant detection sensor 128 corresponds to the occupant detection unit of the present invention.

  The air-conditioning operation unit 140 connected to the air-conditioner ECU 101 is provided on an air-conditioner panel provided in the center of the front of the instrument panel that can be operated by the driver and the passenger on the passenger seat, and is provided with an ON / OFF switch, an air volume changeover switch, and a temperature setting. It includes switches such as a switch, an air outlet changeover switch (MODE switch), an inside / outside air changeover switch, a defroster switch, an A / C switch, and an independent / collective control changeover switch (DUAL switch). Each of these switches is configured as a well-known pressing operation unit or dial operation unit. The air conditioning operation unit 140 corresponds to the air conditioning enhancement request detection unit and the input operation unit of the present invention.

  The air conditioner ECU 101 has a known configuration including a CPU, a ROM, a RAM, and the like, and drives and controls the air conditioning drive unit 130 based on operation states of various air conditioning operation units 140 and detection results of the various air conditioning sensors 120. Thus, well-known air conditioning control such as blowout temperature control, air volume control, inside air / outside air intake switching control, and outlet switching control is executed. These air conditioning controls are executed in such a manner that the CPU of the air conditioner ECU 101 executes an air conditioning control program stored in its own ROM.

  For example, during the cooling operation, the air cooled by the evaporator 22 is blown into the vehicle interior by the blower 21 and the regenerator 29 is cooled. When the temperature of the regenerator 29 detected by the regenerator temperature sensor 127 falls below a predetermined value, the cooling by the evaporator 22 is stopped and the cool air stored in the regenerator 29 is blown into the vehicle interior. When the temperature of the regenerator 29 detected by the regenerator temperature sensor 127 exceeds a predetermined value, cooling by the evaporator 22 is performed again.

  Note that the LAN I / F 190 is a communication interface similar to the LAN I / F 203e described above.

  FIG. 3 shows the overall configuration of the navigation device 10. The navigation device 10 performs wireless communication with a position detector 11 that detects the current position of the vehicle, an operation information input unit 12 for inputting various instructions from an operator such as a driver, and another communication device 13a. Wireless communication device 13, display device 15 for performing various displays such as a map display screen and a TV (Television) screen, various voices for outputting, and voices of operators such as drivers Voice input / output device 16, external storage device 17 for storing various data, for example, a hard disk drive (HDD), solid state drive (SSD), or silicon disk drive (SDD), vehicle information transfer A LAN I / F 19 and a control circuit 18 to which these are connected.

  The position detector 11 receives a transmission radio wave (GPS signal) from an artificial satellite for GPS (Global Positioning System) via a GPS antenna, detects a position, direction, speed, etc. of the vehicle, a GPS receiver 11a, a vehicle Are provided with a gyroscope 11b for detecting the magnitude of the rotational motion applied to the vehicle, a distance sensor 11c for detecting the distance traveled from the longitudinal acceleration of the vehicle, etc., and a geomagnetic sensor 11d for detecting the traveling direction from the geomagnetism. These sensors 11a to 11d are configured to be used while complementing each other because they have errors of different properties. Depending on the accuracy, some of the sensors described above may be used, or a steering rotation sensor or the like (not shown) may be used.

  The operation information input unit 12 includes, for example, a touch panel 12a configured on the display screen of the display device 15 and an operation switch group 12b configured by mechanical switches. The touch panel 12a is configured to include a touch sensor. When the touch sensor on the touch panel 12a is pressed by a touch operation on the touch panel 12a, the coordinates are input to the control circuit 18.

  The wireless communication device 13 is for communicating with a communication facility 13a outside the vehicle. The communication facility 13a includes a WEB server on the Internet, a traffic information center, a mobile phone base station, and the like, and the wireless communication device 13 includes a circuit capable of communicating with one or more of these communication facilities.

  The display device 15 is, for example, a color display device installed in front of the driver's seat, and any of a liquid crystal display, a plasma display, an organic EL display, and the like may be used.

  The voice input / output device 16 can output facility guides and various guidance voices read from the external storage device 17 and information reading voices obtained via the LAN I / F 19. The voice input / output device 16 includes a CODEC corresponding to the file when the voice data is a well-known MP3 format file. If the voice data is a text file, the voice input / output device 16 converts the text file data into the voice data. Includes a speech synthesis circuit for conversion.

  In addition, the voice input / output device 16 may include a microphone (not shown) and a known voice recognition unit, and may be configured to input a voice of an operator such as a driver to the control circuit 18 as an operation command or the like.

  In addition to the navigation program 17p, the external storage device 17 stores so-called map matching data for improving the accuracy of position detection, and map data 17m that is a map database including road map data representing road connections. The map data 17m stores predetermined map image information for display and road network information including link information and node information. The link information is predetermined section information constituting each road, and includes position coordinates, distance, required time, road width, number of lanes, speed limit, inclination angle of the section, road shape, and the like. The node information is information defining an intersection (branch road) or the like, and is composed of position coordinates, the number of right / left turn lanes, a connecting road link, altitude information, and the like. In addition, data indicating whether or not traffic is possible is set in the inter-link connection information.

  In addition, the external storage device 17 includes a database 17d, in which data for performing the above-described voice guidance (voice file, text data) is also stored.

  The LAN I / F 19 is an interface circuit for exchanging data with other in-vehicle devices (HV ECU 203, air conditioner ECU 101, etc.) and sensors via the in-vehicle LAN 50.

  The control circuit 18 is configured around a well-known microcomputer including a well-known CPU, ROM, RAM, I / O (Input / Output) which is an input / output circuit, and a bus line connecting these components. Yes. The CPU executes the navigation program 17p stored in the external storage device 17 and performs control using the data stored in the external storage device 17.

  With the configuration as described above, the navigation device 10 calculates the current position of the vehicle as a set of coordinates and traveling directions based on each detection signal from the position detector 11 by the CPU executing the navigation program 17p, Map display processing for displaying on the display device 15 a map in the vicinity of the current position read via the storage device 17, a map in a range designated by the operation of the operation information input unit 12, or the like stored in the external storage device 17 A route guidance process that selects a facility as a destination according to the operation of the operation information input unit 12 based on the point data and performs route calculation by automatically calculating a route from the current position to the destination. Etc. A technique such as the Dijkstra method is known as a technique for automatically setting an optimum route in this way.

  The air conditioning control process in the control circuit 203a of the HV ECU 203 will be described with reference to FIG. This process is included in the above-described HV control program, and is repeatedly executed at a predetermined timing together with other processes included in the HV control program. First, the control circuit 203a acquires the traveling state of the vehicle using at least one of the following (S11).

-Information regarding the depression state of the brake pedal and the vehicle speed is acquired as the traveling state from the brake ECU 101 via the LAN I / F 203e.
Via the LAN I / F 203e, from the navigation device 10, information regarding the current position of the vehicle 200 and road conditions in a predetermined range from the front of the vehicle 200 in the traveling direction or the current position of the vehicle 200 (that is, road condition information ) Is acquired as the running state. The travel direction of the vehicle 200 can be specified from the guide route when the navigation device 10 performs route guidance to the set destination, and the past travel history when the route guidance to the destination is not performed. Can be estimated from
The traffic information including the road on which the vehicle 200 is traveling is acquired from the navigation device 10 via the LAN I / F 203e.

  In addition, detection information of a shift position sensor 350 (see FIG. 1) that detects the position of the shift lever of the vehicle 200 may be acquired as a traveling state.

Next, it is determined whether the motor 207 performs regenerative driving using at least one of the following (S12).
When the amount of depression of the brake pedal exceeds a predetermined value, it is determined that the motor 207 performs regenerative driving.
When it is determined based on the current position of the vehicle 200 and road condition information that the vehicle 200 is approaching a deceleration point that requires deceleration such as a curved road or a downhill within a predetermined distance. Then, it is determined that the motor 207 performs regenerative driving.
When it is determined that the vehicle 200 is approaching a traffic congestion point ahead in the traveling direction based on the current position of the vehicle 200 and traffic information, it is determined that the motor 207 performs regenerative driving.

  In addition, the detection information of the shift position sensor 350 is acquired as a running state, and the motor 207 performs regenerative driving when the shift position is at a position where deceleration by “regenerative braking” such as the “B” range is performed. It may be determined that it is performed.

When it is determined that the motor 207 performs regenerative driving (S13: Yes), the regenerative electric energy generated by the motor 207 performing regenerative driving is estimated and calculated using at least one of the following (S14).
-Estimate and calculate the amount of regenerative power based on the amount of brake pedal depression and vehicle speed.
The regenerative electric energy is estimated and calculated based on the difference between the vehicle speed when the brake pedal is depressed and a predetermined vehicle speed after deceleration (including stoppage).

When the vehicle 200 is approaching a deceleration point that requires deceleration such as a curved road or downhill, for example, the current speed of the vehicle 200 and, for example, stored in the map data 17m of the navigation device 10, Based on the speed limit of the road including the deceleration point and the distance from the current position of the vehicle 200 to the deceleration point, the regenerative electric energy is estimated and calculated. When the vehicle 200 is approaching a downhill, the regenerative electric energy including the downhill altitude difference, the downhill length, and the inclination angle based on the altitude information stored in the map data 17m of the navigation device 10 is also included. Is estimated.

When the vehicle 200 is approaching a traffic congestion point ahead in the traveling direction, for example, the regenerative power is estimated and calculated based on the current speed of the vehicle 200 and the distance from the current position of the vehicle 200 to the traffic congestion point. In this case, the regenerative power may be estimated and calculated assuming that the vehicle stops before the traffic congestion point.

  When the shift position is at a position where deceleration by “regenerative braking” is performed, the regenerative power is estimated and calculated based on the vehicle speed of the vehicle 200 at that time. As described above, the regenerative power may be estimated and calculated based on the road condition information.

  The relationship between each parameter described above and the estimated amount of regenerative power is stored as map data in a ROM (not shown) in the control circuit 203a, and the regenerative power is estimated and calculated with reference to the map data. Also good. The regenerative power can be calculated by, for example, converting power obtained by subtracting energy consumed by a load or a motor from kinetic energy during deceleration. Therefore, depending on the amount of depression of the brake pedal or the road condition, the degree of deceleration (stopping, decelerating from the current vehicle speed to a predetermined speed such as the speed limit of the road, or at a predetermined deceleration rate It is possible to estimate and calculate the regenerative power with high accuracy by setting the map data to calculate the regenerative power in each case.

  Next, the power storage amount of the battery 203d is acquired (S15). For example, the SOC described above indicates the amount of charge (remaining charge amount) when the fully charged state of the battery 203d is used as a reference, and is represented by the ratio (0 to 100%) of the current charge amount to the full charge capacity. Therefore, the power storage amount can be obtained by multiplying the SOC by the rated power amount stored in the fully charged state.

  Next, the sum of the estimated calculation amount of regenerative power and the power storage amount of the battery 203d is calculated as the total power storage amount (S16). Then, it is determined whether there is surplus power. For example, it is determined that there is surplus power when the total power storage amount exceeds the power amount corresponding to SOC = 80% (that is, the power storage amount threshold). Depending on the configuration of the battery 203d, if the battery is fully charged, the life of the battery 203d may be affected. Therefore, the power storage amount threshold is set to an amount of power corresponding to a value smaller than SOC = 100%. It is desirable.

  When it is determined that there is surplus power (S17: Yes), cool storage is performed in the regenerator 29 using this surplus power (that is, total power storage amount−power storage amount threshold) (S18). That is, a control command is sent to the air conditioner ECU 101 via the in-vehicle LAN 50, the electric compressor COMP is driven by the surplus power to compress the refrigerant, the evaporator 22 is cooled as described above, and the cooled air is blown to the blower. The regenerator 29 is sprayed onto the regenerator 29 by 21 to cool (that is, cool).

  When the temperature of the regenerator 29 detected by the regenerator temperature sensor 127 falls below a predetermined value (target temperature), a control command is sent to the air conditioner ECU 101 to stop cooling of the regenerator 29. Then, when all of the surplus power is not consumed (S19: Yes), an air conditioning enhancement process is executed (S20, described later).

  Further, the power necessary for setting the temperature of the regenerator 29 as the target temperature is calculated from the difference between the current temperature of the regenerator 29 and the target temperature, and the air conditioning enhancement process is performed when the calculated power falls below the surplus power. May be executed.

The air conditioning enhancement process corresponding to step S20 in FIG. 4 will be described with reference to FIG. First, air conditioning enhancement request information is acquired (S31). The air conditioning enhancement request information uses at least one of the following.
The temperature of the seating surface of each seat detected by the IR sensor 126 (that is, the body surface temperature of each occupant).
The interior temperature detected by the interior air temperature sensor 121 and the setting contents of the temperature setting switch included in the air conditioning operation unit 140 (that is, the set temperature).

Next, based on the acquired air conditioning enhancement request information, it is determined whether or not the air conditioning enhancement condition is satisfied using at least one of the following.
When it is determined that the detection value of the IR sensor 126 (that is, the occupant's body surface temperature) exceeds a predetermined value, it is determined that the air conditioning enhancement condition is satisfied.
When it is determined that the difference between the in-vehicle temperature and the set temperature (in-vehicle temperature−set temperature) exceeds a predetermined value (temperature threshold), the air conditioning enhancement condition is satisfied.

When it is determined that the air conditioning enhancement condition is satisfied (S32: Yes), it is determined that the occupant feels hot, and a control command is sent to the air conditioner ECU 101 to enhance the air conditioning (that is, enhance the cooling) (S36). . The air conditioning enhancement uses at least one of the following.
When the IR sensor 126 is provided and the air-conditioning state can be adjusted independently for each seat as shown in FIG. 2, the air-conditioning for the seat where an occupant with a higher body surface temperature is seated is promoted (current state). Cooling operation to lower the temperature).
If the IR sensor 126 is not provided but the air conditioning state can be adjusted independently for each seat, the air conditioning for the seat with the lower set temperature is increased.
When the IR sensor 126 is not provided and the air conditioning state cannot be adjusted independently for each seat, the air outlet is switched to the face air outlet (45, 46) to improve air conditioning. The interior temperature is warmer as it gets closer to the ceiling due to air convection and solar radiation. By using the face air outlet close to the upper part of the vehicle interior, it is possible to make the vehicle interior temperature uniform and to prevent overcooling.

On the other hand, when it is determined that the air conditioning enhancement condition is not satisfied (S32: No), environmental state detection information is acquired (S33). The environmental state detection information uses at least one of the following.
The vehicle interior temperature detected by the interior air temperature sensor 121.
The outside air temperature detected by the outside air temperature sensor 122.
The amount of solar radiation detected by the solar radiation sensor 124.
-Humidity detected by the humidity sensor 125.

Next, based on the acquired environmental state detection information, it is determined whether or not the air conditioning enhancement condition is satisfied using at least one of the following.
-When the inside humidity exceeds a predetermined value, it is determined that the air conditioning enhancement condition is satisfied.
-When the amount of solar radiation exceeds a predetermined value, it is determined that the air conditioning enhancement condition is satisfied.
When it is determined that the difference between the outside air temperature and the vehicle interior temperature (the outside air temperature−the vehicle interior temperature) exceeds a predetermined value, it is determined that the air conditioning enhancement condition is satisfied.

When it is determined that the air conditioning enhancement condition is satisfied (S34: Yes), a control command is sent to the air conditioner ECU 101 based on the environmental state to enhance the air conditioning (that is, increase the air conditioning capacity) (S35). The air conditioning enhancement uses at least one of the following.
When the air conditioning state can be adjusted independently for each seat as shown in FIG. 2, the air conditioning of the seats in which no occupant is seated is increased. The determination of the seating of the occupant is performed by the occupant detection sensor 128. An IR sensor 126 may be used.
-When the air conditioning state cannot be adjusted independently for each seat, the air outlet is switched to the defroster air outlet 43 to improve the air conditioning.

  As described above, even if air conditioning is enhanced, the temperature in the passenger compartment does not drop rapidly, and the cold air does not directly hit the passenger, so that the passenger can feel cold and the remaining power can be used effectively. . If the surplus power cannot be used up, it must be consumed as heat by using a separate resistor, and the regenerative energy at the corner cannot be used effectively.

  When all the surplus power is consumed (S37: Yes), a control command is sent to the air conditioner ECU 101 to return to the air conditioning state before the increase (S38). On the other hand, when the surplus power is not consumed (S37: No), the process returns to step S31.

  In the above-described processing, when none of the air conditioning enhancement conditions is satisfied, any of the air conditioning enhancement based on the environmental state may be performed. That is, when there is no air conditioning enhancement request (S32: No), steps S33 and S34 are skipped and step S35 is executed.

  Although the embodiments of the present invention have been described above, these are merely examples, and the present invention is not limited to these embodiments, and the knowledge of those skilled in the art can be used without departing from the spirit of the claims. Various modifications based on this are possible.

  The present invention can also be applied to an air conditioner for an electric vehicle that runs only with a motor.

DESCRIPTION OF SYMBOLS 1 Vehicle air-conditioning control system 10 Navigation apparatus 11 Position detector 17m Map data 29 Regenerator (cool storage material)
50 in-car LAN
100 air conditioner 101 air conditioner ECU
U air-conditioning unit 120 air-conditioning sensor 121 internal temperature sensor (air-conditioning increase request detection unit, vehicle interior temperature detection unit, environmental state detection unit)
122 Outside air temperature sensor (environmental condition detector)
124 Solar radiation sensor (environmental state detection unit)
125 Humidity sensor (environmental condition detector)
126 IR sensor (air conditioning enhancement request detection unit, occupant temperature detection unit)
128 Crew detection sensor (Crew detection unit)
140 Air conditioning operation unit (air conditioning enhancement request detection unit, input operation unit)
200 Vehicle 203a Control circuit (regenerative drive determination unit, regenerative power amount estimation calculation unit, power storage amount acquisition unit, air conditioning enhancement condition establishment determination unit, cold storage control unit, air conditioning enhancement control unit)
203d battery 203e LAN I / F (running state acquisition unit, current position information acquisition unit, road condition information acquisition unit)
205 Axle (drive shaft)
207 Motor 300 Brake ECU
301 Brake sensor 302 Vehicle speed sensor

Claims (8)

A motor that performs regenerative drive that supplies electric power to rotationally drive and performs drive assistance of the drive shaft, converts kinetic energy of the drive shaft into regenerative power, and outputs,
A battery for supplying electric power to the motor and storing regenerative electric power output by the motor performing the regenerative drive;
An air conditioner that is driven by the power supplied from the battery and that air-conditions the interior of the vehicle ;
In a vehicle air conditioning control system comprising:
A running state acquisition unit for acquiring a running state of the vehicle,
A regenerative drive determination unit that determines whether or not the motor performs the regenerative drive based on the travel state of the vehicle acquired by the travel state acquisition unit;
When the regenerative drive determination unit determines that the motor performs the regenerative drive, a regenerative power amount estimation calculation unit that estimates and calculates the regenerative power amount output by the motor by performing the regenerative drive;
A power storage amount acquisition unit for acquiring a power storage amount of the battery;
A total power storage amount that is a sum of the regenerative power amount estimated by the regenerative power amount estimation calculation unit and the battery power storage amount acquired by the power storage amount acquisition unit is a predetermined power storage amount. When the threshold value is exceeded, a cold storage control unit that performs cold storage on the cold storage material included in the air conditioner using a surplus power amount that is the amount of power exceeding the power storage amount threshold value among the total power storage amount, and
An air conditioning enhancement condition establishment determination unit that determines whether or not a predetermined air conditioning enhancement condition for enhancing air conditioning by the air conditioner is established;
When the amount of surplus power exceeds the amount of power required to store the cold storage material, and when the air conditioning enhancement condition establishment determination unit determines that the air conditioning enhancement condition is established, the excess amount is exceeded. An air conditioning enhancement control unit that drives and controls the air conditioner so as to increase the air conditioning by the air conditioner using the amount of electric power;
A current position information acquisition unit for acquiring current position information including a current position of the vehicle;
A road condition information acquisition unit for acquiring road condition information related to a road condition in a predetermined range from the current position of the vehicle acquired by the current position information acquisition unit;
With
The road condition information includes position data of a traffic congestion point ahead in the traveling direction of the vehicle,
The regenerative drive determination unit determines that the motor performs the regenerative drive when the current position of the vehicle approaches the traffic jam point within a predetermined distance;
The regenerative power amount estimation calculation unit estimates the regenerative power amount based on the road condition acquired by the road condition information acquisition unit when the regenerative drive determination unit determines that the motor performs the regenerative drive. A vehicle air-conditioning control system characterized by computing . The traveling state acquisition unit acquires information on an operating state of a brake of the vehicle, and information on a speed of the vehicle,
The regenerative drive determination unit determines that the motor performs the regenerative drive when the traveling state acquisition unit acquires information including content of a transition of the brake of the vehicle from an inoperative state to an activated state,
The regenerative power amount estimation calculation unit, when the regenerative drive determination unit determines that the motor performs the regenerative drive, the vehicle brake operating state and the vehicle speed acquired by the traveling state acquisition unit. The vehicle air conditioning control system according to claim 1, wherein the regenerative electric energy is estimated and calculated based on at least one of the following. An air conditioning enhancement request detecting unit for detecting the presence or absence of an air conditioning enhancement request by an occupant of the vehicle;
The vehicle air conditioning control system according to claim 1 or 2, wherein the air conditioning enhancement condition establishment determination unit determines that the air conditioning enhancement condition is established when the air conditioning enhancement request is detected . The air conditioning enhancement request detection unit includes an occupant body temperature detection unit that detects the body temperature of an occupant of the vehicle,
The vehicle air conditioning control system according to claim 3, wherein the air conditioning enhancement request is detected when the body temperature of the occupant detected by the occupant body temperature detection unit exceeds a predetermined body temperature threshold . The air conditioning enhancement request detection unit includes an input operation unit that sets an air conditioning temperature in the vehicle interior of the vehicle, and a vehicle interior temperature detection unit that detects a temperature in the vehicle interior of the vehicle,
The air conditioning enhancement request is detected when a difference between the temperature in the vehicle interior detected by the vehicle interior temperature detection unit and the air conditioning temperature set by the input operation unit exceeds a predetermined temperature threshold. The vehicle air conditioning control system according to claim 3 or 4 . An environmental condition detection unit for detecting an environmental condition inside or outside the vehicle involved in air conditioning control in the vehicle interior of the vehicle;
The air conditioning enhancement condition establishment determination unit determines whether the air conditioning enhancement condition is established based on an environmental state inside or outside the vehicle detected by the environmental state detection unit. vehicle air conditioning control system according to any one of claims. The environmental state detection unit includes a humidity sensor that detects humidity in a vehicle interior of the vehicle, an internal air temperature sensor that detects a temperature in the vehicle interior of the vehicle, an external air temperature sensor that detects an external temperature of the vehicle, and the vehicle The vehicle air conditioning control system according to claim 6 , comprising one or more of solar radiation sensors that detect the amount of solar radiation . An occupant detection unit that detects whether an occupant is seated in the seat of the vehicle;
The air conditioning enhancement control unit, when the air conditioning enhancement condition establishment determination unit determines that the air conditioning enhancement condition is established, improves the air conditioning to the seat where the passenger is not seated and its surroundings. The vehicle air-conditioning control system according to claim 6 or 7, which controls the driving of the vehicle.

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