JP6167787B2 - Air conditioning control device for vehicles - Google Patents

Description

  The present invention relates to a vehicle air-conditioning control device that controls an air-conditioning device that air-conditions a vehicle interior space.

  Conventionally, in a vehicle equipped with an internal combustion engine with excellent thermal efficiency, a hybrid vehicle in which the internal combustion engine is not constantly driven, or an electric vehicle that does not have an internal combustion engine in the first place, the heat source for heating the vehicle interior is insufficient. Therefore, for example, an electric heater such as a PTC (Positive Temperature Coefficient) heater is employed. Such an electric heater is disposed in the middle of the air flow path of the air conditioner, and performs heating in the vehicle interior by heating the conditioned air blown into the vehicle interior space. Such an electric heater operates by receiving power supply, but consumes a large amount of power due to heat generation, and requires a higher current value than other electrical components and vehicle auxiliary machines.

  On the other hand, when the vehicle does not require driving force, such as when the vehicle is decelerating or downhill, and the accelerator pedal is not depressed, the alternator generates power, and the generated power is stored in the capacitor. A deceleration energy regeneration system that supplies power to an auxiliary machine is known (Patent Document 1).

  In this system, the alternator is a variable voltage alternator that generates electric power at a voltage that varies within a predetermined range in accordance with the running state of the vehicle. The capacitor stores the electric power generated by the alternator at a voltage corresponding to the generated voltage. Since the power generation by the variable voltage alternator and the power storage in the capacitor become more efficient as the power generation voltage is higher, the power generation voltage of the alternator is basically the rated voltage (12V is generally used for vehicle electrical components and auxiliary equipment). ) Is set to a higher voltage (for example, 24V), and the power generation and storage are performed at 24V higher than 12V. Then, when the electric power on the alternator and capacitor side is supplied to the electrical component and the auxiliary equipment, the voltage is stepped down from 24V to 12V by the DC / DC converter and supplied.

  In that case, if many electrical components and auxiliary equipment require electric power at the same time, it is assumed that the total of the current values supplied to them exceeds the suppliable current value of the DC / DC converter. Such a scene is likely to occur particularly when the electric heater with high power consumption is turned on, particularly when there is a large amount of heat necessary to heat the conditioned air. Therefore, a bypass circuit that bypasses the DC / DC converter is provided, and when the above scene is expected to occur, the bypass circuit is turned on, and power is supplied from the alternator and capacitor side (this is the upstream side) to the DC / DC. It is proposed to supply directly to the electrical equipment and auxiliary equipment side (this is the downstream side) through the bypass circuit without passing through the DC converter.

  However, when the bypass circuit is on, the voltage on the alternator and capacitor side (24V) is not stepped down by the DC / DC converter, so that the voltage on the alternator and capacitor side is set to the rated voltage (about 12V) of the electrical components. ) Must be set. Therefore, the power generation voltage of the alternator is fixed to about 12V, which is relatively low, and power generation by the alternator (power generation of 12V) is performed. However, since the power generation voltage is as low as 12V, power storage in the capacitor is not efficiently performed. The problem of losing the electricity storage opportunity of the generated power occurs.

  In order to cope with this problem, an electric heater with high power consumption is arranged on the same upstream side as the alternator and the capacitor with respect to the DC / DC converter, and the rated voltage is made higher than the maximum generated voltage (24V) of the variable voltage alternator. It is proposed to be high. In this way, it is only necessary to supply 24V power on the alternator and capacitor side to the electric heater, and even when the electric heater is on, the alternator can generate power efficiently at 24V, and the capacitor Electricity can be efficiently stored at 24V without losing the opportunity to store electric power. In addition, since the electric heater and the auxiliary equipment are removed, power consumption is reduced and the frequency of turning on the bypass circuit is reduced. This also suppresses the loss of power storage opportunity. .

JP 2012-240486 A

  However, when the electric heater is disposed on the same upstream side as the alternator and the capacitor with respect to the DC / DC converter, the electric heater is directly connected to the alternator and the capacitor without passing through the DC / DC converter. Problems can occur.

  That is, as described above, the alternator generates electric power at a voltage that varies within a predetermined range in accordance with the running state of the vehicle, so that the generated voltage of the alternator always varies within the above range. When the electric heater is arranged on the same downstream side as other electrical components, the DC / DC converter steps down the fluctuating voltage to a predetermined voltage, so that the electric heater always has a constant voltage (step down). Voltage). However, since the fluctuating voltage is supplied as it is because the electric heater is arranged on the upstream side, the calorific value of the electric heater fluctuates, and the conditioned air at the target temperature cannot be obtained. The comfort that passengers feel is impaired by air conditioning.

  Therefore, according to the present invention, an electric heater is disposed on the upstream side of the DC / DC converter, and other electrical components are disposed on the downstream side of the DC / DC converter, whereby the electric power generated by the alternator is converted to a capacitor. An object of the present invention is to provide a vehicle air-conditioning control device that suppresses the loss of the electricity storage opportunity and also suppresses fluctuations in the calorific value of the electric heater.

In order to solve the above problems, the present invention is an air conditioning control device for a vehicle that controls an air conditioning device that air-conditions a vehicle interior space, and the generated voltage fluctuates within a predetermined range in accordance with the running state of the vehicle. Power generation device, a power storage device that stores power generated by the power generation device at a voltage corresponding to the power generation voltage, and a voltage of power supplied from the power generation device and the power storage device side to a predetermined voltage A DC / DC converter, an electric load having a rated voltage equal to or lower than the maximum power generation voltage of the power generation device and supplied with power reduced by the DC / DC converter, and a rating equal to or higher than the maximum power generation voltage of the power generation device An electric heater that has a voltage and heats the conditioned air that is supplied from the power generation device and the power storage device without passing through the DC / DC converter and blown into the vehicle interior space; and And a control means for controlling the operation of the gas heater, and the control means calculates the electric heater target power value, in the current generation voltage of the calculated target power value and the power generating device Based on this, the control of the operation amount in the electric heater is executed (claim 1).

  According to the present invention, electric power supplied from the power generation device and the power storage device side is stepped down to a predetermined voltage by the DC / DC converter and supplied to an electric load having a rated voltage equal to or lower than the maximum power generation voltage of the power generation device. On the other hand, electric power having a rated voltage equal to or higher than the maximum power generation voltage of the power generation device is supplied with electric power as it is from the power generation device and the power storage device without passing through the DC / DC converter. In other words, the electric heater with high power consumption is arranged on the same side as the power generation device and the power storage device with respect to the DC / DC converter, and the rated voltage is made higher than the maximum power generation voltage of the power generation device. Loss of power storage opportunity to the power storage device of the power generated by the power generation device is suppressed.

  In addition, since the operation amount of the electric heater is controlled based on the current power generation voltage of the power generation device, even if the power generation voltage of the power generation device fluctuates and is supplied as it is, it is considered. Then, the electric heater is activated. Therefore, fluctuations in the amount of heat generated by the electric heater are suppressed, and comfort felt by the occupant is maintained by air conditioning of the vehicle interior space.

  As described above, according to the present invention, the electric heater is arranged on the upstream side of the DC / DC converter, and the other electric load is arranged on the downstream side of the DC / DC converter. A vehicle air-conditioning control device is provided in which loss of the power storage opportunity to the power storage device is suppressed and fluctuations in the amount of heat generated by the electric heater are also suppressed.

  In the present invention, the electric heater preferably has a higher current consumption value than the electric load.

  According to this configuration, the electric heater with high power consumption is arranged on the upstream side of the DC / DC converter, and the electric load with low power consumption is arranged on the downstream side of the DC / DC converter. The occurrence of a scene in which the total current value supplied to the downstream electric load exceeds the suppliable current value of the DC / DC converter is reduced. Therefore, the frequency of turning on the bypass circuit that bypasses the DC / DC converter is reduced, and as described above, the loss of the storage opportunity of the generated power is further suppressed. Further, it is not necessary to increase the suppliable current value of the DC / DC converter, and a common DC / DC converter can be used for a vehicle including an electric heater and a vehicle not including the electric heater.

  In the present invention, it is preferable that the control means sets a duty value indicating a ratio of a target power value to a rated capacity of the electric heater.

  According to this configuration, the duty value may be instructed to the electric heater, so that the operation when controlling the operation amount of the electric heater based on the current generated voltage of the power generator is simplified.

  In the present invention, the electric heater is preferably a PTC heater.

  According to this configuration, as the electric heater, a PTC heater having a self-temperature control function (a function of increasing a resistance value and suppressing a current amount when the temperature rises and heats up during operation) is used. Air conditioning accuracy is improved. In addition, since the PTC heater having a particularly high current consumption value is arranged on the upstream side of the DC / DC converter, the frequency of turning on the bypass circuit that bypasses the DC / DC converter is further reduced, and the generated electric power is stored. Opportunity loss is further suppressed.

  As described above, according to the present invention, the electric heater is arranged on the upstream side of the DC / DC converter, and the other electric load is arranged on the downstream side of the DC / DC converter. In addition, the present invention provides a vehicle air-conditioning control device that suppresses the loss of power storage opportunity to the power storage device and also suppresses fluctuations in the amount of heat generated by the electric heater. Contributes to the development and improvement of the technology of the vehicle air conditioning control system.

It is the schematic which shows the structure of the vehicle air conditioner which concerns on embodiment of this invention. It is a block diagram which shows the structure of the electric system of the said vehicle. It is a block diagram which shows the structure of the control system of the said vehicle. It is a flowchart of the control which the vehicle control unit of the said control system performs. It is a figure which shows the map used by the said control. It is a figure which similarly shows another map.

(1) Air Conditioner FIG. 1 is a schematic diagram showing a configuration of an air conditioner 1 of a vehicle (not shown) according to the present embodiment. In the present embodiment, “upstream” and “downstream” in the air conditioner 1 refer to the flow of conditioned air unless otherwise specified.

  The air conditioner 1 is provided in the front part of the vehicle and performs air conditioning of the vehicle interior space 2 (reference numeral 7 is a front windshield as will be described later). The air conditioner 1 introduces the air in the outside space 3 (hereinafter also referred to as “outside air”) into the air conditioner 1 and the air in the vehicle interior space 2 (hereinafter also referred to as “inside air”) into the air conditioner 1. The setting can be switched between the inside air circulation mode. The air conditioner 1 includes an outside air inlet 4 for taking in outside air in the outside air introduction mode, and an inside air inlet 5 for taking in inside air in the inside air circulation mode.

  The air conditioner 1 includes a plurality of air outlets (shown by arrows) 6 a to 6 e for blowing out air (air conditioned air) cooled or heated by the air conditioner 1 to the vehicle interior space 2. Specifically, the vent outlet 6a blows out conditioned air toward the upper body of the front passenger. The heat outlet 6b blows out air-conditioned air toward the feet of the passenger in the front seat. The defroster outlet 6c blows conditioned air upward from below toward the inner surface of the front windshield 7. The rear vent outlet 6d blows conditioned air toward the upper half of the passenger in the rear seat. The rear heat outlet 6e blows out air-conditioned air toward the feet of the passengers in the rear seat.

  The air conditioner 1 includes a main duct portion 8 in which an outside air intake 4 and an inside air intake 5 are formed at one end. Inside / outside air switching damper 9, blower 10, and evaporator 11 a of cooling device 11 (see FIG. 3) are arranged in this order from the upstream side in main duct portion 8.

  The inside / outside air switching damper 9 is disposed immediately downstream of the outside air inlet 4 and the inside air inlet 5 and selectively closes the outside air inlet 4 and the inside air inlet 5. When the outside air intake 4 is blocked by the inside / outside air switching damper 9, air is introduced from the inside air intake 5 into the main duct portion 8, and the inside air circulation mode can be realized. Conversely, when the inside air intake 5 is blocked by the inside / outside air switching damper 9 (the state shown in FIG. 1), air is introduced from the outside air inlet 4 into the main duct portion 8, and the outside air introduction mode can be realized.

  The inside / outside air switching damper 9 is located between the position where the outside air inlet 4 is closed and the position where the inside air inlet 5 is blocked, and adjusts the opening ratio between the outside air inlet 4 and the inside air inlet 5. Thus, the mixing ratio of the outside air and the inside air of the conditioned air when blown out from the blowout ports 6a to 6e can be variously adjusted.

  The blower 10 is disposed immediately downstream of the inside / outside air switching damper 9 and operates to introduce air into the main duct portion 8 from the outside air inlet 4 or the inside air inlet 5. As a result, conditioned air flows from the outside air inlet 4 or the inside air inlet 5 toward the outlets 6a to 6e.

  The evaporator 11a is a heat exchanger for cooling, and is disposed immediately downstream of the blower 10 to cool the conditioned air.

  The downstream side of the main duct portion 8 branches into a first air flow path 8a for cooling and a second air flow path 8b for heating, and a temperature control damper 12 is provided at the branched portion 8c.

  The temperature control damper 12 is disposed immediately downstream of the evaporator 11a, and selectively closes the first air flow path 8a and the second air flow path 8b. When the first air flow path 8a is blocked by the temperature control damper 12 (the state shown in FIG. 1), the conditioned air passes through the second air flow path 8b and is blown out from the outlets 6a to 6e to the vehicle interior space 2. The This route is mainly a route of conditioned air during heating. On the contrary, when the second air flow path 8b is closed by the temperature control damper 12, the conditioned air passes through the first air flow path 8a and is blown out from the outlets 6a to 6e to the vehicle interior space 2. This route is mainly a route of conditioned air during cooling.

  The temperature control damper 12 is located between the position where the first air flow path 8a is closed and the position where the second air flow path 8b is closed, and the temperature control damper 12 is located between the first air flow path 8a and the second air flow path 8b. By adjusting the ratio of the opening, it is possible to finely adjust the temperature of the conditioned air (blowout temperature) when blown out from the blowout ports 6a to 6e.

  The heater core 41 and the PTC heater 42 are arranged in this order from the upstream side in the second air flow path 8b.

  The heater core 41 is a heat exchanger for heating, and is disposed immediately downstream of the temperature control damper 12 to heat the conditioned air. In the heater core 41, engine coolant that can be used as a heat source for heating circulates inside.

  The PTC heater 42 is also a heat exchanger for heating, and is disposed immediately downstream of the heater core 41 and further heats the conditioned air heated by the heater core 41. The PTC heater 42 is an electric heater that operates when supplied with electric power, and generates heat when electric power is supplied to a PTC element (positive characteristic thermistor) (not shown). The PTC heater 42 has a self-temperature control function that increases the resistance value and suppresses the amount of current when the temperature rises due to heat generation during operation. On the other hand, the PTC heater 42 has a characteristic that when the temperature is lowered during non-operation, the resistance value decreases and current flows easily, so that a large amount of current (rush current) flows during cold start.

  The vehicle according to the present embodiment is equipped with an internal combustion engine having excellent thermal efficiency as a power source (engine) (not shown). Therefore, while the fuel efficiency is excellent, since the heat loss is small, the temperature of the engine coolant circulating through the heater core 41 becomes relatively low. For this reason, the heater core 41 alone is insufficient as a heat source for heating. In order to compensate for this, a PCT heater 42 is employed as an additional heating heat source.

  The first air flow path 8 a and the second air flow path 8 b merge again downstream, and a plurality of outlets 6 a to 6 e are disposed downstream of the merge portion 8.

  In addition, the code | symbol 43 is actuators, such as an on-off valve separately provided in the air flow path connected to each blowing port 6a-6e, in order to select the blowing ports 6a-6e (refer FIG. 3).

(2) Electric System-Deceleration Energy Regeneration System FIG. 2 is a block diagram showing a configuration of an electric system 90 of a vehicle according to this embodiment provided with the air conditioner 1. In the present embodiment, the terms “upstream” and “downstream” in the electrical system 90 refer to the flow of current from the power generator 13 to the first and second electrical loads 25 and 34 through the DC / DC converter 15 unless otherwise specified.

  In the electric system 90 of the vehicle, a deceleration energy regeneration system is constructed. That is, the electric system 90 includes the power generation device 13, the first power storage device 14, the DC / DC converter 15, the second power storage device 16, the first electric load 25, and the second electric load 34.

  As the power generation device 13, when the vehicle does not require driving force, such as when the vehicle is decelerating or downhill, and the accelerator pedal (not shown) is not depressed, the kinetic energy is converted into electric energy and recovered. A decelerating regenerative alternator (that generates electricity) is used. In particular, in the present embodiment, a variable voltage alternator that generates electric power at a voltage (for example, about 14 to 24 V) that fluctuates within a predetermined range according to the traveling state of the vehicle is employed. Therefore, in this embodiment, the minimum power generation voltage of the power generator 13 is 14V, and the maximum power generation voltage is 24V. The minimum power generation voltage and the maximum power generation voltage are not necessarily limited to the lower limit (minimum voltage that can be generated) and the upper limit (maximum voltage that can be generated) of the voltage range that can be generated by the variable voltage alternator. The lower and upper limits of the voltage range between the maximum voltage shall be included. The power generation device 13 is electrically connected to the DC / DC converter 15 via the first harness 17.

  A capacitor having a configuration in which a plurality of electric double layer capacitor cells (not shown) are connected in series is employed as the first power storage device 14. The first power storage device 14 has a characteristic that it can be charged and discharged more rapidly than the second power storage device 16. The first power storage device 14 is electrically connected to the first harness 17. Thereby, the first power storage device 14 is supplied with the power generated by the power generation device 13 via the first harness 17 and supplies the power at a voltage (for example, about 14 to 24 V) corresponding to the power generation voltage. Accumulate electricity. That is, even if the power generation voltage of the power generation device 13 fluctuates within a predetermined range, the first power storage device 14 can store the fluctuating power generation voltage.

  The first electrical load 25 includes a navigation device (shown as “Navi” in FIG. 2) 21, an audio device (also shown as “Audio”) 22, a meter unit (also shown as “meter”) 23, and a vehicle interior lighting device. A group of electrical components of the vehicle such as 24 (also indicated as “lighting”). Here, for example, the current consumption value of the navigation device 21 is 2.9 A, the audio device 22 is 2.1 A, and the meter unit 23 is 0.8 A. The first electric load 25 is electrically connected to the DC / DC converter 15 via the first power feeding circuit 26. The rated voltage of the first electric load 25 is 12V. That is, the first electric load 25 has a rated voltage lower than the maximum generated voltage (24 V) of the power generator 13. In the present specification, the rated voltage is not limited to the so-called rated voltage in the sense of the use limit compensated by the manufacturer, and the voltage at which the electric loads 25 and 34 and the PTC heater 42 can operate without causing an abnormality. That is, withstand voltage is also included.

  The second electric load 34 is a vehicle starter 31, a power steering device (shown as “power steering” in FIG. 2) 32, an ABS (anti-lock brake system) / DSC (side slip prevention) device 33, etc. A group of machines. Here, for example, the current consumption value of the power steering device 32 is 0.5 to 4A, and the ABS / DSC device 33 is 0.5A. The second electric load 34 is electrically connected to the DC / DC converter 15 via a second power feeding circuit 35 branched from the first power feeding circuit 26. The rated voltage of the second electric load 34 is also 12V. That is, the second electric load 34 also has a rated voltage lower than the maximum generated voltage (24 V) of the power generator 13.

  As the second power storage device 16, a lead storage battery capable of storing power at, for example, about 12V for a long period of time is employed. The second power storage device 16 is electrically connected to the second power feeding circuit 35.

  In the present embodiment, the PTC heater 42 employed in the air conditioner 1 is electrically connected to the first harness 17 separately from the first electric load 25 and the second electric load 34. That is, the PTC heater 42 is on the upstream side of the DC / DC converter 15 (the power generation device 13 and the first power storage device 14 side), and the first electric load 25 and the second electric load 34 are downstream of the DC / DC converter 15. It is in. The PTC heater 42 is connected to the first harness 17 on the downstream side of the first power storage device 14. Here, the current consumption value of the PTC heater 42 is 80A. That is, the PTC heater 42 consumes a large amount of power due to heat generation, and requires a higher current value than the other electrical components 21 to 24 and the auxiliary machines 31 to 33. The rated voltage of the PTC heater 42 is 24V. That is, the PTC heater 42 has a rated voltage having the same value as the maximum generated voltage (24 V) of the power generator 13.

  A bypass circuit 27 that bypasses the DC / DC converter 15 is provided. One end of the bypass circuit 27 is connected to the first harness 17, and the other end is connected to the second power feeding circuit 35. A bypass relay 28 is disposed on the bypass circuit 27.

  The DC / DC converter 15 converts the voltage (for example, 24V) of power supplied from the upstream side (the power generation device 13 and the first power storage device 14 side) to the rated voltage of the first and second electric loads 25 and 34 on the downstream side. It has a function of reducing the voltage to (for example, 12 V) and supplying it downstream.

  In the present embodiment, the reason why the electric system 90 is configured as described above, in particular, the reason why the PTC heater 42 is arranged on the upstream side of the DC / DC converter 15 separately from the first and second electric loads 25 and 34. Is approximately as follows.

  In other words, in the electric system 90 (deceleration energy regeneration system), the power generation device 13 generates power at a voltage (minimum generated voltage 14V to maximum generated voltage 24V) that varies within a predetermined range according to the traveling state of the vehicle. A variable voltage alternator is used. The first power storage device 14 employs a capacitor that stores the power generated by the power generation device 13 at a voltage (14 to 24 V) corresponding to the power generation voltage. Since the power generation by the variable voltage alternator and the power storage in the capacitor become more efficient as the power generation voltage is higher, the power generation voltage of the power generation device 13 is basically the vehicle electrical components 21 to 24 and the auxiliary devices 31 to 33. Is set to a voltage (for example, 24V) higher than the rated voltage (12V), and the power generation and storage are performed at 24V higher than 12V. When the power on the power generation device 13 and the first power storage device 14 side is supplied to the electrical components 21 to 24 and the auxiliary devices 31 to 33, the voltage is stepped down from 24V to 12V by the DC / DC converter 15. Supplied.

  In that case, when many electrical components 21 to 24 and auxiliary machines 31 to 33 require electric power at the same time, it is assumed that the total current value supplied to them exceeds the suppliable current value of the DC / DC converter 15. Is done. In such a scene, in particular, when the PTC heater 42 with high power consumption is arranged on the downstream side of the DC / DC converter 15, particularly when the PTC heater 42 is turned on, there is a large amount of necessity for heating the conditioned air. Sometimes easy to get up. Therefore, a bypass circuit 27 that bypasses the DC / DC converter 15 is provided, and when the occurrence of the scene is assumed, the bypass circuit 27 is turned on (that is, the bypass relay 28 is turned on), and the power generator 13 and the first power storage Power is supplied directly from the device 14 side (upstream side) to the electrical components 21 to 24 and the auxiliary devices 31 to 33 side (downstream side) via the bypass circuit 27 without passing through the DC / DC converter 15. Is.

  However, when the bypass circuit 27 is on, the voltage (24V) on the power generation device 13 and the first power storage device 14 side is not stepped down by the DC / DC converter 15. It is necessary to set the voltage to the rated voltage (12 V) of the electrical components 21 to 24 and the auxiliary machines 31 to 33. For this reason, the power generation voltage of the power generation device 13 is fixed to 12 V, which is relatively low, and power generation by the power generation device 13 (12 V power generation) is performed. However, since the power generation voltage is as low as 12 V, power storage in the first power storage device 14 is not performed. There is a problem in that it is not performed efficiently, and the power storage opportunity of the power generated by the power generation device 13 to the first power storage device 14 is lost.

  In order to cope with this problem, a PTC heater 42 with high power consumption is arranged on the same upstream side as the power generation device 13 and the first power storage device 14 with respect to the DC / DC converter 15, and the rated voltage is set to the maximum of the power generation device 13. The voltage is increased to the same voltage as the generated voltage (24V). In this way, 24V power on the power generation device 13 and first power storage device 14 side may be supplied to the PTC heater 42, and the power generation device 13 can be operated even when the PTC heater 42 is on. Electric power can be generated efficiently at 24V, and the first power storage device 14 can efficiently store electric power at 24V without losing a power storage opportunity. In addition, since the PTC heater 42 is removed, the power consumption on the electrical components 21 to 24 and auxiliary devices 31 to 33 side is reduced, and the frequency of turning on the bypass circuit 27 is reduced. Opportunity loss is suppressed.

  Now, the operation of the electric system 90 will be briefly described. Normally, the bypass circuit 27 is turned off (that is, the bypass relay 28 is turned off). The upstream power, that is, the power of about 14 to 24 V generated by the power generation device 13 when the vehicle decelerates or descends, or the power of about 14 to 24 V stored by the first power storage device 14 is DC / DC After being stepped down to about 12 V by the converter 15, the voltage is supplied to the first electric load 25 through the first power supply circuit 26, and to the second electric load 34 and the second power storage device 16 through the second power supply circuit 35. Is also supplied and used effectively. At this time, when the storage voltage of the second power storage device 16 is lower than the standard voltage set to about 12 V, for example, the second power storage device 16 is stored with the power from the upstream side. Further, upstream power, that is, power of about 14 to 24 V generated by the power generation device 13 or power of about 14 to 24 V stored by the first power storage device 14 is always maintained regardless of the state of the bypass circuit 27. It is directly supplied to the PTC heater 42 as it is.

  When the power of the first power storage device 14 is consumed and the voltage drops below, for example, 14V, the bypass circuit 27 is turned on (that is, the bypass relay 28 is turned on), and the power generation device 13 is driven in this state to Power generation is performed at a voltage of about 14V. When the bypass circuit 27 is turned on, the upstream power (power of about 12 to 14 V) is not stepped down by the DC / DC converter 15, and passes through the bypass circuit 27 and the second power feeding circuit 35 to generate the second electric load. 34 and the second power storage device 16, and also supplied to the first electric load 25 through the first power feeding circuit 26, and is used effectively. Further, the upstream power is supplied directly to the PTC heater 42 as it is.

(3) Control System FIG. 3 is a block diagram showing a configuration of a control system for a vehicle according to the present embodiment including the air conditioner 1 and the electric system 90.

  Each of the vehicle control unit 50 and the PT (powertrain) control unit 60 is a microprocessor having a known configuration including a CPU, a ROM, a RAM, and the like, and is connected so as to be capable of information communication with each other. The vehicle control unit 50 is also connected to an air conditioner controller 51 that is a controller of the air conditioner 1 so as to be able to communicate information with each other.

  The vehicle control unit 50 detects an in-vehicle temperature sensor 52 that detects the temperature of the air in the vehicle interior space 2, a first voltage sensor 53 that detects the stored voltage of the first power storage device 14, and the stored voltage of the second power storage device 16. Each detection signal is input from the second voltage sensor 54. The vehicle control unit 50 inputs detection signals from the water temperature sensor 61 that detects the temperature of the engine cooling water and the outside air temperature sensor 62 that detects the temperature of the air in the outside space 3 via the PT control unit 60. The vehicle control unit 50 further inputs information regarding the power generation amount and power generation voltage of the power generation device 13 via the PT control unit 60.

  The vehicle control unit 50 outputs control signals to the above-described inside / outside air switching damper 9, blower 10, cooling device 11 (evaporator 11 a), temperature control damper 12, and PTC heater 42, respectively, for the air conditioner 1. . The vehicle control unit 50 further outputs a control signal to the outlet selection actuator 43. In other words, the air outlets 6a to 6e are selected from which air outlets 6a to 6e are blown out by the occupant operating the air conditioner controller 51 or by the control performed by the vehicle control unit 50. Therefore, on-off valves (not shown) are individually provided as air outlet selection actuators in the air flow paths leading to the air outlets 6a to 6e, and the vehicle control unit 50 controls these on-off valves. By outputting a signal, the outlets 6a to 6e can be selected.

  The vehicle control unit 50 outputs a control signal to the power generation device 13, the DC / DC converter 15, and the bypass relay 28 described above for the electric system 90.

(4) Control Operation As described above, in this embodiment, in order to cope with the problem of losing the storage opportunity of the power generated by the power generation device 13 to the first power storage device 14, the PTC heater 42 is connected to the DC / DC heater 42. The DC converter 15 is disposed on the same upstream side as the power generation device 13 and the first power storage device 14. Therefore, the PTC heater 42 is directly connected to the power generation device 13 and the first power storage device 14 without passing through the DC / DC converter 15. This causes the following new problems.

  That is, as described above, the power generation device 13 is a variable voltage alternator that generates electric power at a voltage (for example, about 14 to 24 V) that varies within a predetermined range according to the traveling state of the vehicle. The generated voltage always varies within the above range. When the PTC heater 42 is disposed on the same downstream side as the other electrical components 21 to 24 and the auxiliary devices 31 to 33, the DC / DC converter 15 steps down the fluctuating voltage to a predetermined voltage (for example, 12V). Therefore, a constant voltage (a stepped down voltage) is always supplied to the PTC heater 42. However, since the fluctuating voltage is supplied as it is because the PTC heater 42 is arranged on the upstream side, the amount of heat generated by the PTC heater 42 fluctuates, and the conditioned air at the target temperature cannot be obtained. There is a problem that the comfort that passengers feel is impaired by the air conditioning.

  In view of this, the vehicle control unit 50 has the PTC heater 42 disposed on the upstream side of the DC / DC converter 15 in order to suppress the loss of the power storage opportunity of the power generated by the power generation device 13 to the first power storage device 14. In the embodiment, the fluctuation of the heat generation amount of the PTC heater 42 is suppressed by performing the control shown in the flowchart in FIG. The vehicle control unit 50 corresponds to the “control unit” of the present invention.

  In FIG. 4, it is assumed that the PTC heater 42 is off. In step S1, the vehicle control unit 50 determines whether there is a PTC request. That is, for example, since the passenger operates the air conditioner controller 51 to request heating, it is determined whether or not a request signal for switching the PTC heater 42 from OFF to ON is input from the air conditioner controller 51 to the vehicle control unit 50. To do. As a result, if NO, the process returns, and if YES, the process proceeds to step S2.

  In step S2, the vehicle control unit 50 determines whether or not the outside air temperature and the water temperature are equal to or lower than threshold values. That is, whether or not the temperature of the air in the vehicle exterior space 3 input from the outside air temperature sensor 62 and the temperature of the engine coolant input from the water temperature sensor 61 are equal to or less than the individually set threshold values for PTC heater operation determination. Judgment is made. As a result, if at least one of the temperatures exceeds the threshold value, it is determined that the operation of the PTC heater 42 is unnecessary, the determination is NO, and the process returns. On the other hand, when both temperatures are below the threshold values, it is determined that the PTC heater 42 needs to be operated, the determination is YES, and the process proceeds to step S3.

  In step S3, the vehicle control unit 50 calculates a PTC target output value.

  Specifically, the vehicle control unit 50 uses the map shown in FIG. 5 to determine the output power value (Dta) of the PTC heater 42 based on the outside air temperature. In this map, when the outside air temperature is lower than Ta1 (for example, 10 ° C.), the maximum value (for example, 1000 W) is selected, and when it exceeds Ta2 (for example, 20 ° C.), the minimum value (0 W) is selected. When Ta2 or less, a value between the maximum value and the minimum value is selected according to the temperature.

  Similarly, the vehicle control unit 50 determines the output power value (Dtw) of the PTC heater 42 based on the engine coolant temperature using the map shown in FIG. In this map, when the water temperature is lower than Tw1 (for example, 65 ° C.), the maximum value (for example, 1000 W) is selected, and when it exceeds Tw2 (for example, 75 ° C.), the minimum value (0 W) is selected. In the following cases, a value between the maximum value and the minimum value is selected according to the temperature.

  The vehicle control unit 50 compares the output power value (Dta) determined based on the outside air temperature with the output power value (Dtw) determined based on the engine coolant temperature, and the smaller value (the same) (When that value) is set as the PTC target output value (W).

  Next, in step S4, the vehicle control unit 50 determines whether the total current consumption value is equal to or less than a threshold value. That is, since power supply to the PTC heater 42 with large power consumption that has not been performed before is started, the power supply from the power generation device 13 and the first power storage device 14 side is another electrical component 21 on the downstream side. -24 and the auxiliary machines 31 to 33 are continuously supplied with power, and it is determined whether or not all can be performed satisfactorily. As a result, if NO, the process returns, and if YES, the process proceeds to step S5.

  In step S5, the vehicle control unit 50 determines the PTC operation amount from the ALT power generation voltage.

  Specifically, since power supply to the PTC heater 42 is added, power generation by the power generation device 13 is started to supplement the power. The vehicle control unit 50 controls the operation amount of the PTC heater 42 based on the current power generation voltage of the power generation device 13.

  The operation amount of the PTC heater 42 is set as a duty value indicating the ratio of the target power value to the rated capacity of the PTC heater 42 according to the following equation (1).

  Formula (1): Duty value (%) = (Target power value (W) / Rated capacity of PTC heater 42 (W)) × (Upper limit voltage (V) of first power storage device 14 / Current DC / DC converter 15 Input voltage (V)) x 100

  The vehicle control unit 50 substitutes the PTC target output value (W) determined in step S3 as the target power value (W), substitutes 2000 W, for example, as the rated capacity (W) of the PTC heater 42, and performs the first power storage. For example, 24.3 V is substituted as the upper limit voltage (V) of the device 14, and the current input voltage (V) of the current DC / DC converter 15 is input to the vehicle control unit 50 via the PT control unit 60. The generated voltage (V) of the power generator 13 is substituted.

  Next, in step S6, the vehicle control unit 50 instructs the PTC output. That is, the duty value set in step S5 is output to the PTC heater 42 as a control signal.

  For example, it is assumed that the target power value (W) is 400 W in equation (1). Since the rated capacity (W) of the PTC heater 42 and the upper limit voltage (V) of the first power storage device 14 are fixed values, the duty value (%) is the current input voltage (V) of the DC / DC converter 15, that is, It changes according to the power generation voltage (V) of the current power generation device 13. Assuming that the power generation voltage of the power generation device 13 fluctuates within the range of 14 to 24V, when the current power generation voltage is 24V, in the above example, the duty value is 20.3%, and when it is 14V, the duty value is 34%. .7%. In step S <b> 6, the vehicle control unit 50 instructs the PTC heater 42 with the duty value (%) that changes in accordance with the current power generation voltage (V) of the power generation device 13 in this way. As a result, the PTC heater 42 always generates a target amount of heat regardless of the power generation voltage of the power generation device 13 that constantly varies, and achieves the target power value (400 W in the above example).

  On the other hand, for example, when the power generation voltage of the current power generation device 13 is 14 V, the same 20.3% duty value as when 24 V is output to the PTC heater 42, the PTC heater 42 outputs the target power value. However, only 234W of heat is generated (that is, the amount of generated heat fluctuates), heating is insufficient, and the comfort felt by the occupant is impaired by air conditioning of the vehicle interior space 2. In this embodiment, since the fluctuation | variation of the emitted-heat amount of the PTC heater 42 is suppressed, such a problem can be coped with.

  The vehicle control unit 50 returns after step S6, and thereafter, the PTC heater 42 is turned on, that is, while the PTC heater 42 is operating, the steps S1 to S6 are repeated. In that case, the vehicle control unit 50 determines whether or not the set temperature has changed by, for example, the occupant operating the air conditioner controller 51 in step S1.

(5) Operation As described above, in the present embodiment, the following characteristic configuration is adopted in the vehicle air conditioning control device that controls the air conditioning device 1 that performs air conditioning of the vehicle interior space 2.

  That is, the vehicle air conditioning control device according to the present embodiment includes the power generation device 13, the first power storage device 14, the DC / DC converter 15, the first electric load 25 and the second electric load 34, and the PTC heater 42. The vehicle control unit 50 is provided.

  In the power generation device 13, the power generation voltage varies within a predetermined range according to the traveling state of the vehicle. That is, the power generation device 13 generates power at a voltage (for example, about 14 to 24 V) that varies within a predetermined range according to the traveling state of the vehicle.

  The first power storage device 14 stores the power generated by the power generation device 13 at a voltage (for example, about 14 to 24 V) corresponding to the power generation voltage. That is, even if the power generation voltage of the power generation device 13 fluctuates within a predetermined range, the first power storage device 14 can store the fluctuating power generation voltage.

  The DC / DC converter 15 steps down the voltage (for example, 24 V) of power supplied from the power generation device 13 and the first power storage device 14 to the rated voltage (for example, 12 V) of the first and second electric loads 25 and 34. .

  The first electric load 25 and the second electric load 34 have a rated voltage (12 V) lower than the maximum power generation voltage (24 V) of the power generation device 13, and are supplied with power that is stepped down by the DC / DC converter 15.

  The PTC heater 42 has a rated voltage that is the same value as the maximum power generation voltage (24 V) of the power generation device 13, and power is supplied from the power generation device 13 and the first power storage device 14 side without passing through the DC / DC converter 15. The conditioned air blown into the vehicle interior space 2 is heated.

  The vehicle control unit 50 controls the operation amount of the PTC heater 42 based on the current power generation voltage of the power generation device 13.

  As a result, the power supplied from the power generation device 13 and the first power storage device 14 to the first electric load 25 and the second electric load 34 having a rated voltage lower than the maximum power generation voltage of the power generation device 13 is DC / DC. The PTC heater 42 having the same rated voltage as the maximum power generation voltage of the power generation device 13 is supplied to the PTC heater 42 while being stepped down to the rated voltage of the first and second electric loads 25 and 34 by the converter 15. 13 and the first power storage device 14 are supplied with electric power without passing through the DC / DC converter 15. That is, the PTC heater 42 with large power consumption is arranged on the same side as the power generation device 13 and the first power storage device 14 with respect to the DC / DC converter 15, and its rated voltage is set to the same value as the maximum power generation voltage of the power generation device 13. Therefore, as described above, the loss of the power storage opportunity to the first power storage device 14 of the power generated by the power generation device 13 is suppressed.

  In addition, since the vehicle control unit 50 controls the operation amount of the PTC heater 42 based on the current power generation voltage of the power generation device 13 (step S5), even if the power generation voltage of the power generation device 13 fluctuates, it remains as it is. Even if it is supplied, the PTC heater 42 is activated in consideration of that as shown in the equation (1). Therefore, fluctuations in the amount of heat generated by the PTC heater 42 are suppressed, and the comfort felt by the occupant is maintained by air conditioning of the vehicle interior space 2.

  As described above, according to the present embodiment, the PTC heater 42 is disposed on the upstream side of the DC / DC converter 15, and the other electric loads 25 and 34 are disposed on the downstream side of the DC / DC converter 15. A vehicle air-conditioning control device is provided in which loss of the power storage opportunity of the power generated by the device 13 to the first power storage device 14 is suppressed, and fluctuations in the amount of heat generated by the PTC heater 42 are also suppressed.

  In the present embodiment, the PTC heater 42 has a higher current consumption value than the first electric load 25 and the second electric load 34. As described above, the current consumption value of the navigation device 21 of the first electric load 25 is 2.9 A, the audio device 22 is 2.1 A, the meter unit 23 is 0.8 A, and the power steering device of the second electric load 34 The current consumption value of 32 is 0.5 to 4 A and the ABS / DSC device 33 is 0.5 A, whereas the current consumption value of the PTC heater 42 is as high as 80 A due to heat generation.

  Thereby, the PTC heater 42 with large power consumption is arranged on the upstream side of the DC / DC converter 15, and the first electric load 25 and the second electric load 34 with low power consumption are arranged on the downstream side of the DC / DC converter 15. Therefore, the occurrence of a scene in which the sum of the current values supplied to the electrical loads 25 and 34 on the downstream side of the DC / DC converter 15 exceeds the suppliable current value of the DC / DC converter 15 is reduced. Therefore, the frequency of turning on the bypass circuit 27 that bypasses the DC / DC converter 15 is reduced, and as described above, the loss of the storage opportunity of the power generated by the power generation device 13 to the first power storage device 14 is further increased. It is suppressed. Moreover, it is not necessary to increase the suppliable current value of the DC / DC converter 15, and the DC / DC converter 15 common to the vehicle including the PTC heater 42 and the vehicle not including the PTC heater 42 can be used.

  In the present embodiment, the vehicle control unit 50 sets the duty value (%) indicating the ratio of the target power value (W) to the rated capacity of the PTC heater 42 (2000 W in the above example) as shown in the equation (1). Set.

  As a result, the vehicle control unit 50 only needs to command the duty value to the PTC heater 42 in step S6, so that the operation amount of the PTC heater 42 is controlled based on the current power generation voltage of the power generation device 13. Operation becomes simple.

  In the present embodiment, a PTC heater 42 is employed as the electric heater.

  As a result, the PTC heater 42 has a self-temperature control function (a function that increases the resistance value and suppresses the amount of current when the temperature rises due to heat generation during operation), so that the air conditioning accuracy of the air conditioner 1 is improved. In addition, since the PTC heater 42 having a particularly high current consumption value is disposed on the upstream side of the DC / DC converter 15, the frequency of turning on the bypass circuit 27 that bypasses the DC / DC converter 15 is further reduced, and the power generator The loss of the power storage opportunity of the power generated in 13 to the first power storage device 14 is further suppressed.

  An electric heater other than the PTC heater 42 (for example, an electric heating heater or a far infrared heater) may be used. Such an electric heater does not consume as much power as the PTC heater 42, but the scene where the bypass circuit 27 is turned on frequently and continues for a long time when the amount of air-conditioning air to be heated is large. There is. Therefore, even an electric heater other than the PTC heater 42 is disposed upstream of the DC / DC converter 15 and its rated voltage is increased to a voltage equal to or higher than the maximum power generation voltage (24 V) of the power generation device 13. Thus, the effect of suppressing the loss of the storage opportunity of the power generated by the power generation device 13 to the first power storage device 14 is sufficiently obtained.

DESCRIPTION OF SYMBOLS 1 Air conditioning apparatus 2 Car interior space 13 Power generation apparatus 14 1st electrical storage apparatus 15 DC / DC converter 25 1st electric load 34 2nd electric load 42 PTC heater (electric heater)
50 Vehicle control unit (control means)

Claims (4)

A vehicle air-conditioning control device for controlling an air-conditioning device for air-conditioning a vehicle interior space
A power generation device whose power generation voltage varies within a predetermined range according to the running state of the vehicle;
A power storage device that stores the power generated by the power generation device at a voltage corresponding to the power generation voltage;
A DC / DC converter that steps down the voltage of power supplied from the power generation device and the power storage device to a predetermined voltage;
An electrical load having a rated voltage equal to or lower than the maximum power generation voltage of the power generation device and supplied with power reduced by the DC / DC converter;
It has a rated voltage that is equal to or higher than the maximum power generation voltage of the power generation device, and power is supplied from the power generation device and the power storage device without passing through the DC / DC converter to heat the conditioned air blown into the vehicle interior space. An electric heater;
Control means for controlling the operating amount of the electric heater;
Equipped with a,
The control means calculates the electric heater target power value, and controls the operation amount of the electric heater based on the calculated target power value and the current power generation voltage of the power generator.
A vehicle air-conditioning control device. In the vehicle air-conditioning control device according to claim 1,
The vehicle air-conditioning control device, wherein the electric heater has a higher current consumption value than the electric load. In the vehicle air-conditioning control device according to claim 1 or 2,
The vehicle air conditioning control apparatus, wherein the control means sets a duty value indicating a ratio of a target power value to a rated capacity of the electric heater. In the vehicle air-conditioning control device according to any one of claims 1 to 3,
The vehicle air conditioning control device, wherein the electric heater is a PTC heater.

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