JP6453629B2 - Vehicle control apparatus and vehicle control method - Google Patents

Description

  The present invention relates to a vehicle control device and a vehicle control method.

  Recently, an electric vehicle (an electric vehicle (EV), a hybrid vehicle (HEV), etc.) has been used instead of a vehicle using an internal combustion engine. It is known that the state of charge of the battery affects the performance of these electric vehicles. In order to use the battery more efficiently, a mechanism is known in which a motor is used as a power source when the vehicle is driven, a motor is used as a generator during braking, and regenerative energy is stored in the battery.

  When charging the battery, it is desirable to avoid overcharging the battery. For example, in Patent Document 1 below, when a battery (secondary battery) is in a fully charged state or is expected to be fully charged in the future, an electric motor is used for the kinetic energy due to the repulsive running of the vehicle. It is described that power is generated and the battery is charged with the electric power, while the electric power of the battery is supplied to a thermoelectric element to cool the electric motor.

  Patent Document 2 below describes that when the charge amount of the battery is equal to or greater than a predetermined value, the thermoelectric conversion element connected to the generator motor cools the generator motor using regenerative power of the generator motor. ing.

JP 2011-205760 A JP 2009-022069 A

  In an electric vehicle using a battery, it is necessary to optimally secure the remaining capacity of the battery by regenerative control or the like. However, when the battery has a high remaining capacity (SOC), when the battery receives regenerative power, the battery is overcharged, leading to deterioration of the battery performance. Therefore, when the battery has a high remaining capacity, it is necessary to limit regeneration.

  In addition, in devices such as motors and inverters used for driving, loss generated during driving or regeneration becomes heat, which increases the temperature of the device. If the temperature of these devices exceeds the applicable range, it will lead to performance deterioration and failure, so it is necessary to limit the output according to the temperature. On the other hand, battery power is consumed to adjust the temperature of the equipment. If battery power is used to adjust the temperature, the power capacity consumed for driving the vehicle will be affected. Therefore, the output will be reduced.

  In addition, when a vehicle is parked in a low-temperature environment, warm-up is required to operate the equipment normally, but an electric vehicle not equipped with a heat source uses a heater, etc. The equipment needs to be warmed up.

  As described above, in order to ensure the output for driving the vehicle, it is necessary to optimally control the remaining capacity of the battery and optimally control the temperature of the equipment such as the motor / inverter.

  However, in the technique described in Patent Document 1, when the battery is in a fully charged state or is expected to be fully charged in the future, the battery is charged with regenerative power and the battery power is used. The motor is cooling. For this reason, there is a problem that devices such as a motor and an inverter generate heat due to regenerative control. And if the temperature of these apparatuses exceeds an application range, it will be necessary to limit the output of a motor as mentioned above, and the problem that the output for driving a vehicle will fall arises.

  In the technique described in Patent Document 2, since the generator motor is cooled using the regenerative power of the generator motor, the remaining capacity cannot be reduced when the remaining capacity of the battery is high. For this reason, it is difficult to optimally control the remaining capacity of the battery.

  The present invention has been made in view of the above problems, and an object of the present invention is to optimally control the remaining capacity of a battery and optimally control the temperature of a device such as a motor or an inverter. It is an object of the present invention to provide a new and improved vehicle control apparatus and vehicle control method that can be used.

In order to solve the above-described problem, according to one aspect of the present invention, a motor that drives a vehicle with electric power charged in a battery and supplies regenerative power to the battery during vehicle braking, and a remaining capacity of the battery are provided. A remaining capacity acquisition unit to acquire, a temperature acquisition unit to acquire the temperature of a device for driving the vehicle, and driving of the vehicle by the motor or the battery to the battery by the motor when the remaining capacity is a predetermined value or more. A motor control unit for stopping the supply of regenerative power, and when the remaining capacity is equal to or greater than a predetermined value, based on the temperature of the device acquired by the temperature acquisition unit, the temperature of the device is set using the power of the battery. and a control temperature control unit, wherein the temperature control unit, the temperature of the device in accordance with the difference between the target temperature of the temperature and the equipment of the device the temperature acquiring unit acquires Gyoshi, control of the vehicle that controls the temperature of the device the difference to the battery power available with a power that is set based on a value obtained by multiplying for control of the temperature of the device An apparatus is provided.

  The temperature control unit may control the temperature of the device by controlling a heating device that increases the temperature of the device or a cooling device that decreases the temperature of the device.

  Moreover, the power of the battery that can be used for controlling the temperature of the device may decrease as the remaining capacity decreases.

In order to solve the above-described problem, according to another aspect of the present invention, the present invention relates to a battery that supplies charged power to a motor to drive the vehicle and that is supplied with regenerative power from the motor during vehicle braking. Detecting a remaining capacity of the battery; detecting a temperature of a device for driving the vehicle; and driving the vehicle by the motor or the battery by the motor when the remaining capacity is a predetermined value or more. a step for stopping the supply of regenerative power to, when the remaining capacity is equal to or higher than a predetermined value, based on the temperature of the device it detects, and controlling the temperature of the device using the power of the battery the provided, in the step of controlling the temperature of the device to control the temperature of the device in accordance with the difference between the target temperature of the temperature and the device has detected the device Providing a control method for a vehicle that controls the temperature of the device using the power that is set the difference in the power of the available the battery by multiplying the basis of the value obtained for the control of the temperature of the device Is done.

  As described above, according to the present invention, it is possible to optimally control the remaining capacity of a battery and optimally control the temperature of a device such as a motor or an inverter.

It is a schematic diagram which shows the structure of the vehicle 1000 which concerns on one Embodiment of this invention. It is a characteristic view for demonstrating the electric power which can be used for the temperature adjustment by an air conditioning apparatus among the electric power charged by the battery. It is a characteristic view for demonstrating the electric power which can be used for the temperature adjustment by an air conditioning apparatus among the electric power charged by the battery. It is a flowchart which shows the procedure of the process in this embodiment.

  Exemplary embodiments of the present invention will be described below in detail with reference to the accompanying drawings. In addition, in this specification and drawing, about the component which has the substantially same function structure, duplication description is abbreviate | omitted by attaching | subjecting the same code | symbol.

  First, with reference to FIG. 1, the structure of the vehicle 1000 which concerns on one Embodiment of this invention is demonstrated. FIG. 1 is a schematic diagram showing a vehicle 1000 according to the present embodiment. As shown in FIG. 1, a vehicle 1000 includes front wheels 100 and 102, rear wheels 104 and 106, motors 110 and 112 that drive the rear wheels 104 and 106, inverters 120 and 122, a battery 130, and a battery control unit (BCU) 132. , Temperature sensors 140, 142, 144, 146, 148, condenser 150, electric fan 152, electric pump 154, evaporator 156, switching valves 160 and 162, heater 164, refrigerant passage 166, and control device (ECU) 200. It is configured.

  The vehicle 1000 according to the present embodiment is provided with motors 110 and 112 for driving the rear wheels 104 and 106, respectively. For this reason, the driving torque can be controlled for each of the rear wheels 104 and 106. The driving torque of the rear wheels 104 and 106 is controlled by controlling the inverters 120 and 122 corresponding to the rear wheels 104 and 106 based on a command from the control device 200. Electric power is supplied to the inverters 120 and 122 from the battery 130 as a driving power source.

  The battery control unit 132 detects the remaining capacity (SOC: State of Charge) of the battery 130. That is, the battery control unit 132 functions as a remaining capacity detection unit that detects the remaining capacity SOC of the battery.

  The condenser 150, the electric fan 152, the electric pump 154, the evaporator 156, the switching valves 160 and 162, the heater 164, and the refrigerant passage 166 constitute an air conditioner (air conditioner) 300.

  When the air conditioner 300 performs cooling, the switching valves 160 and 162 are opened, and the electric pump 154 is turned on. The compressed refrigerant (air conditioner gas) in the refrigerant passage 166 is sent to the capacitor 150 by driving the electric pump 154. The refrigerant is cooled by the airflow generated by driving the electric fan 152 in the condenser 150, is sent into the evaporator 156 in a liquefied state, and is vaporized in the evaporator 156. The vaporized refrigerant takes away the heat around the evaporator 156, thereby cooling the evaporator 156. The cooled evaporator 156 is blown by the electric fan 152, and cold air is generated. The generated cold air flows in the direction of arrow A1 in FIG. The refrigerant exiting the evaporator 156 is sent again to the condenser 150 by the electric pump 154.

  Moreover, when the air conditioning apparatus 300 performs heating, the electric fan 152 is turned on and the heater 164 is turned on. Then, the airflow generated by driving the electric fan 152 hits the heater 164, and hot air is generated. The generated warm air flows in the direction of arrow A1 in FIG.

  As described above, the motors 110 and 112 and the inverters 120 and 122 generate heat during driving or regeneration. And if the temperature of these apparatuses exceeds an application range, it will lead to performance degradation and failure. For this reason, the vehicle 1000 includes temperature sensors 140, 142, 144, 146, and 148 that detect the temperature of each device. Temperature sensors 140 and 142 detect the temperatures of motors 110 and 112, respectively, and temperature sensors 144 and 146 detect the temperatures of inverters 120 and 122, respectively. The temperature sensor 148 detects the temperature of the battery 130.

  The control device 200 controls the entire vehicle 1000. In the present embodiment, the control device 200 controls the motors 110 and 112, the inverters 120 and 122, and also controls the air conditioning device 300. In addition, the control device 200 acquires the remaining capacity SOC of the battery 130 detected by the battery control unit 132, and acquires the temperature of each device detected by each temperature sensor 140, 142, 144, 146, 148. Therefore, the control device 200 includes a motor control unit 202, a temperature control unit 204, a remaining capacity acquisition unit 206, and a temperature acquisition unit 208. The remaining capacity acquisition unit 206 acquires the remaining capacity SOC of the battery 130 detected by the battery control unit 132. The motor control unit 202 controls driving and regeneration of the motors 110 and 112 according to the remaining capacity SOC acquired by the remaining capacity acquisition unit 206. The temperature acquisition unit 208 acquires the temperature of each device detected by each temperature sensor 140, 142, 144, 146, 148. The temperature control unit 204 controls the air conditioning apparatus 300 using the power of the battery 130 based on the temperature of each device acquired by the temperature acquisition unit 208.

  As described above, the cooling / heating apparatus 300 blows cooling air or warm air in the direction of the arrow A1 in FIG. Devices that generate heat, such as the motors 110 and 112 and the inverters 120 and 122, are arranged in a region through which cooling air or warm air passes. The air conditioner 300 is controlled by the temperature control unit 204 and can adjust the temperature of these devices by applying cooling air or hot air to devices that generate heat, such as the motors 110 and 112 and the inverters 120 and 122. And keep the temperature optimal.

  In the present embodiment, when the remaining capacity SOC acquired by the remaining capacity acquisition unit 206 is equal to or greater than a predetermined value, the temperature control unit 204 drives the air conditioning apparatus 300. At this time, the cooling / heating apparatus 300 is driven using the electric power of the battery 130. When the remaining capacity SOC acquired by the remaining capacity acquisition unit 206 is equal to or greater than a predetermined value, the motor control unit 202 stops driving / regeneration by the motors 110 and 112 and the inverters 120 and 122.

  As described above, in this embodiment, when the remaining capacity SOC of the battery 130 becomes high, the motors 110 and 112 and the inverter 120 are not driven and regenerated by the motors 110 and 112 and the inverters 120 and 122. , 122 is actively adjusted based on the temperature of the motors 110, 112 and the inverters 120, 122. Therefore, the motors 110 and 112 and the inverters 120 and 122 can be set to appropriate temperatures. Thereby, since the temperature of the motors 110 and 112 and the inverters 120 and 122 does not exceed the applicable range, it is not necessary to limit the output of the motors 110 and 112 and the inverters 120 and 122, and the output can be increased. Become.

  Moreover, since electric fan 152 and heater 164 are driven by the electric power of battery 130 during temperature adjustment, the remaining capacity SOC of battery 130 can be reduced. Thus, it is possible to reliably avoid the battery 130 receiving regenerative power in a state where the remaining capacity SOC of the battery 130 is high. Accordingly, since the battery 130 is not overcharged even when regeneration is performed, the battery 130 can receive regenerative power without limiting regeneration.

  As described above, it is not necessary to limit the output by keeping the motors 110 and 112 and the inverters 120 and 122 at appropriate temperatures, and overcharge due to regeneration can be reliably suppressed.

  2 and 3 are characteristic diagrams for explaining electric power that can be used for temperature adjustment by the cooling and heating apparatus 300 among electric power charged in the battery 130. 2 and 3, the characteristic shown in the upper part shows the output with respect to the required power. As shown in the upper characteristics of FIGS. 2 and 3, if the remaining capacity SOC (horizontal axis) is within a range of a predetermined value a1 [%] to a3 [%], an output of 100% with respect to the required power is obtained. It can be demonstrated.

  On the other hand, in FIG. 2 and FIG. 3, the characteristics shown in the lower part indicate the electric power Pa that can be used for temperature adjustment by the air conditioning apparatus 300 among the electric power charged in the battery 130. In the example of FIG. 2, the usable power Pa is set to a larger value as the remaining capacity SOC is higher. Specifically, when the remaining capacity SOC is a2 [%] to a3 [%], the usable power Pa is the largest value Pa2. When the remaining capacity SOC is a1 to a2 [%], the usable power Pa is a value Pa1. Thereby, when the remaining capacity SOC is high, the temperature adjustment by the air conditioner 300 can be positively performed. Therefore, since the temperature rise of the device can be suppressed, the temperature of the device does not exceed the applicable range, and it is possible to reliably prevent the device from being limited in output. Moreover, since the air conditioning apparatus 300 consumes the electric power of the battery 130 at the time of temperature adjustment, the remaining capacity SOC of the battery 130 can be reduced, and the overcharge during regeneration can be reliably suppressed.

  In the example illustrated in FIG. 3, the usable power Pa that can be used for temperature adjustment is set to a value proportional to the remaining capacity SOC when the remaining capacity SOC is between a1 [%] and a3 [%]. Also in the example shown in FIG. 3, the usable power Pa increases as the remaining capacity SOC increases, so that it is possible to suppress output limitation due to the temperature exceeding the applicable range and to reliably prevent overcharge during regeneration. It is.

  2 and 3, when the remaining capacity SOC is equal to or greater than a3 [%], a process of driving the cooling / heating device 300 to lower the remaining capacity SOC is performed. At the same time, driving and regeneration by the motors 110 and 112 and the inverters 120 and 122 are stopped. By stopping the driving of the motors 110 and 112 and the inverters 120 and 122, no further heat is generated, and the temperatures of the motors 110 and 112 and the inverters 120 and 122 can be accurately adjusted. In addition, by stopping regeneration by the motors 110 and 112 and the inverters 120 and 122, it is possible to reliably avoid regeneration in a state where the remaining capacity SOC is a3 [%] or more, and overcharge the battery 130. It can be surely deterred. Thereafter, when the remaining capacity SOC falls below a3, driving / regeneration by the motors 110, 112 and the inverters 120, 122 is permitted.

  In addition, when the vehicle 1000 is started, the motors 110 and 112 and the inverters 120 and 122 are low in temperature. Therefore, the cooling / heating device 300 is driven using the remaining capacity SOC of the battery 130, and the motors 110 and 112, the inverter 120, 122 warms up. Thereby, the remaining capacity SOC can be reduced, overcharging due to regeneration can be suppressed, and the output can be increased due to warm-up.

Here, the larger the difference (control temperature) ΔT between the target temperature Tt of the device whose temperature is adjusted by the cooling / heating device 300 and the actual device temperature T, the greater the electric power required by the cooling / heating device 300. Therefore, the output power Pt of the air conditioning apparatus 300 is a value proportional to a value obtained by multiplying the difference ΔT between the device target temperature Tt and the device temperature T by the usable power Pa. That is, the output power Pt of the air conditioning apparatus 300 is calculated from the following formula.
Pt∝ΔT × Pa

  As described above, the usable power Pa is calculated from the maps of FIGS. 2 and 3 according to the remaining capacity SOC of the battery 130. Therefore, the output power Pt of the cooling / heating device 300 is determined by the temperature difference ΔT and the remaining capacity SOC of the battery 130.

  Next, a processing procedure in the present embodiment will be described based on the flowchart of FIG. First, in step S10, the battery control unit 132 detects the state of the battery 130 (remaining capacity SOC). In the next step S12, it is determined whether or not the remaining capacity SOC is larger than a predetermined threshold value a3 [%], or whether or not the remaining capacity SOC is smaller than a predetermined threshold value a1 [%]. When the remaining capacity SOC is larger than the predetermined threshold value a3 [%], or when the remaining capacity SOC is smaller than the predetermined threshold value a1 [%], the process proceeds to step S14 and the motors 110 and 112 are operated. Regeneration by drive or motors 110 and 112 is stopped.

  If the remaining capacity SOC is equal to or less than the predetermined threshold value a3 [%] and the remaining capacity SOC is equal to or greater than the predetermined threshold value a1 [%] in step S12, the process proceeds to step S16. In step S16, the driving of the motors 110 and 112 or the regeneration by the motors 110 and 112 is instructed (permitted).

  After steps S14 and S16, the process proceeds to step S18. In step S18, the temperature sensors 140 and 142 detect the temperatures of the motors 110 and 112, respectively, and the temperature sensors 144 and 146 detect the temperatures of the inverters 120 and 122, respectively.

In the next step S20, a difference ΔT between the device target temperature Tt and the device temperature T is calculated. Here, the device target temperature Tt is a target temperature of the motors 110 and 112 or the inverters 120 and 122 as an example. The device target temperature Tt is a preset target temperature and is a temperature at which each device operates optimally. In addition, the device temperature T is, for example, the temperature of the motors 110 and 112 and the inverters 120 and 122 detected by the temperature sensors 140, 142, 144, and 146.
That is, ΔT is calculated from the following equation.
ΔT = Tt−T
In step S20, it is determined whether ΔT <0.

  If ΔT <0 in step S20, the process proceeds to step S22. In step S22, since ΔT <0, the device temperature T is higher than the device target temperature Tt. For this reason, the cooling circuit of the air conditioner 300 is turned on.

  After step S22, the process proceeds to step S24. In step S24, the electric fan 152 is turned on. Thereby, an air flow is generated in the direction of the arrow A1 in FIG. In the next step S26, the switching valves 160 and 162 are opened (OPEN), and in the next step S28, the electric pump 154 is turned on. Thereby, the refrigerant flows into the refrigerant passage 166, and heat exchange is performed by the condenser 150 and the evaporator 156, whereby the cooling air flows in the direction of the arrow A1 in FIG. Since the motors 110 and 112 and the inverters 120 and 122 are cooled by the cooling air, the motors 110 and 112 and the inverters 120 and 122 can be adjusted to the device target temperature Tt.

  After step S28, the process proceeds to step S30. In step S30, the remaining capacity SOC of the battery 130 decreases by the amount of power used due to the blowing of cooling air. After step S30, the process ends.

  If ΔT ≧ 0 in step S20, the process proceeds to step S32. In step S32, since ΔT ≧ 0, the device temperature T is lower than the device target temperature Tt. For this reason, the heating circuit of the air conditioner 300 is turned on.

  After step S32, the process proceeds to step S34. In step S34, the electric fan 152 is turned on. Thereby, an air flow is generated in the direction of the arrow A1 in FIG. In the next step S36, the heater 164 is turned on. Thereby, the warm air by the heat | fever of the heater 164 flows in the arrow A1 direction of FIG. Since the motors 110 and 112 and the inverters 120 and 122 are heated by the hot air, the motors 110 and 112 and the inverters 120 and 122 can be adjusted to the device target temperature Tt.

  After step S36, the process proceeds to step S38. In step S38, the remaining capacity SOC of the battery 130 decreases by the amount of power used due to the blowing of warm air. After step S38, the process ends.

  As described above, according to the present embodiment, when the remaining capacity SOC of the battery 130 becomes high, the motors 110 and 112 are not driven and regenerated by the motors 110 and 112 and the inverters 120 and 122. The motors 110 and 112 and the inverters 120 and 122 are positively adjusted based on the temperatures of the inverters 120 and 122. As a result, there is no need to limit the outputs of the motors 110, 112 and the inverters 120 and 122 so that the temperatures of the motors 110 and 112 and the inverters 120 and 122 do not exceed the applicable range, so that the output can be increased. .

  Moreover, since the electric fan 152 and the heater 164 of the air conditioning apparatus 300 are driven by the electric power of the battery 130 at the time of temperature adjustment, the remaining capacity SOC of the battery 130 can be reduced. Thereby, since the battery 130 is not overcharged even when regeneration is performed, the battery 130 can receive regenerative power without limiting regeneration.

  The preferred embodiments of the present invention have been described in detail above with reference to the accompanying drawings, but the present invention is not limited to such examples. It is obvious that a person having ordinary knowledge in the technical field to which the present invention pertains can come up with various changes or modifications within the scope of the technical idea described in the claims. Of course, it is understood that these also belong to the technical scope of the present invention.

1000 Vehicle 110, 112 Motor 132 Battery control unit 140, 142, 144, 146, 148 Temperature sensor 200 Control device (ECU)
202 motor control unit 204 temperature control unit 206 remaining capacity acquisition unit 208 temperature acquisition unit 300 air conditioner

Claims (4)

A motor for driving the vehicle with electric power charged in the battery and supplying regenerative power to the battery during vehicle braking;
A remaining capacity acquisition unit for acquiring the remaining capacity of the battery;
A temperature acquisition unit for acquiring the temperature of the device for driving the vehicle;
A motor control unit for stopping driving of the vehicle by the motor or supply of regenerative power to the battery by the motor when the remaining capacity is equal to or greater than a predetermined value;
A temperature control unit that controls the temperature of the device using the power of the battery based on the temperature of the device acquired by the temperature acquisition unit when the remaining capacity is a predetermined value or more;
Equipped with a,
The temperature control unit controls the temperature of the device according to a difference between the temperature of the device acquired by the temperature acquisition unit and a target temperature of the device, and can be used for controlling the temperature of the device. It characterized that you control the temperature of the device using the power that is set based on a value obtained by multiplying the difference in battery power, the control apparatus for a vehicle.   The vehicle control device according to claim 1, wherein the power of the battery that can be used for controlling the temperature of the device decreases as the remaining capacity decreases.   The said temperature control part controls the temperature of the said apparatus by controlling the heating apparatus which raises the temperature of the said apparatus, or the cooling device which lowers the temperature of the said apparatus, It is characterized by the above-mentioned. Vehicle control device.   Supplying a charged power to a motor to drive the vehicle, and detecting a remaining capacity of the battery with respect to a battery to which regenerative power is supplied from the motor during vehicle braking;
  Detecting the temperature of equipment for driving the vehicle;
  Stopping the driving of the vehicle by the motor or the supply of regenerative power to the battery by the motor when the remaining capacity is a predetermined value or more;
  Controlling the temperature of the device using the power of the battery based on the detected temperature of the device when the remaining capacity is a predetermined value or more;
  With
  In the step of controlling the temperature of the device, the battery that can be used for controlling the temperature of the device by controlling the temperature of the device according to a difference between the detected temperature of the device and a target temperature of the device The temperature of the said apparatus is controlled using the electric power set based on the value obtained by multiplying the said electric power by the said difference, The control method of the vehicle characterized by the above-mentioned.

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