JP7301484B2 - Control device - Google Patents

Description

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

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

JP 2015-189397 A

An air conditioner that air-conditions the interior of the vehicle has a heating function and a defroster function. During heating or defroster operation, warm air is blown into the passenger compartment from the air outlet. Engine cooling water flowing through the engine's water jacket is used as a heat source to create warm air. That is, in an air conditioner, a heater core is provided in an air conditioning duct, and the heater core is heated by engine cooling water heated by flowing through a water jacket of the engine. The air flowing through the air-conditioning duct passes through the heater core and becomes warm air, and the warm air is blown into the passenger compartment from the air outlet during heating or defroster operation.

When the engine cooling water temperature (engine water temperature) is low, the engine is started to increase the heat energy emitted from the engine in order to raise the engine water temperature. However, since the engine operates at a point where the combustion efficiency is high, the engine water temperature does not rise easily, and the heater and defroster cannot function quickly.

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

SUMMARY OF THE INVENTION An object of the present invention is to provide a control device capable of rapidly raising the temperature of a heat source of hot air supplied into a passenger compartment.

In order to achieve the above object, the control device according to the present invention includes a generator that converts the power of an engine into electric power, a motor that is driven by electric power, and hot air that is generated by using a heat source whose temperature rises due to heat generated by the engine. is installed in the vehicle interior, and is used in a series hybrid vehicle that runs on power generated by a motor. normal time control means for controlling the engine speed and the engine torque so that the engine operates on a normal operation line indicating the relationship between the engine speed and the engine torque at which the combustion efficiency of the engine is equal to or higher than a predetermined value in certain cases; , when there is a demand for operation of the hot air supply device, a demand for operation for heat generation by the engine, and a demand for power generation by the generator, the engine speed and engine torque at which the heat energy released from the engine increases more than the normal operation line. heating time control means for controlling the engine speed and engine torque of the engine so that the engine operates on the heating operation line showing the relationship of

According to this configuration, the hot air supply device uses a heat source whose temperature is raised by the heat generated by the engine to generate warm air, and supplies the hot air into the vehicle compartment.

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

On the other hand, when there is a request for operation of the hot air supply device, a request for operation for heat generation of the engine, and a request for power generation by the generator, the engine speed and engine torque of the engine are controlled so that the engine operates on the heating operation line. . The heating operation line is a characteristic line that indicates the relationship between the engine speed and the engine torque at which the heat energy released from the engine increases compared to the normal operation line. Therefore, by operating the engine on the heating operation line, more heat energy is released from the engine than when the engine operates on the normal operation line, and the heat source of the hot air supplied to the vehicle interior is quickly raised. can be warmed. As a result, the heating or defrostering of the passenger compartment by warm air can be activated early. Further, since the engine operates on the heating operation line only when there is a request to operate the hot air supply device and a request to operate the engine for heat generation, deterioration of fuel consumption can be minimized.

If the generator does not generate electricity while the engine is running due to heat generation, the engine torque will fluctuate over 0 Nm due to fluctuations in the engine speed because the engine will not receive the load from the generator. However, there is a concern that the gears that connect the engine and the generator in a power-transmissible manner may generate rattling noise.

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

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

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

It is preferable that the heating operation line is set in a region where the engine speed is higher and the engine torque is lower than the normal operation line. It may be a characteristic line shifted to the side.

As a result, when the engine operates on the heating operation line, the engine speed becomes higher than when the engine operates on the normal operation line, and the engine friction torque increases. The heat energy released can be increased.

ADVANTAGE OF THE INVENTION According to this invention, the heat source of the hot air supplied in a vehicle interior can be heated rapidly, and the heating or defroster of the vehicle interior by the warm air can be made to function early.

1 is a block diagram showing the configuration of a series hybrid vehicle equipped with a control device according to an embodiment of the invention; FIG. FIG. 4 is a diagram showing various operating lines of the engine; 4 is a flowchart (part 1) showing the flow of processing executed by a hybrid ECU and an air conditioner ECU; 2 is a flowchart (part 2) showing the flow of processing executed by a hybrid ECU and an air conditioner ECU;

BEST MODE FOR CARRYING OUT THE INVENTION Below, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

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

A series hybrid vehicle 1 is a vehicle equipped with a series hybrid system 2 . Hybrid system 2 includes engine 11 , generator (MG 1 ) 12 , motor (MG 2 ) 13 , battery 14 and PCU (Power Control Unit) 15 .

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

The generator 12 consists of a permanent magnet synchronous motor, for example. The rotating shaft of the generator 12 is mechanically connected to the crankshaft of the engine 11 via gears (not shown). For example, the engine output gear is non-rotatably supported by the crankshaft of the engine 11, the motor gear is non-rotatably supported by the rotary shaft of the generator 12, and the engine output gear and the motor gear are in mesh.

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

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

The PCU 15 is a unit for controlling the driving of the generator 12 and the motor 13, and incorporates an inverter 19 that mutually converts DC voltage and AC voltage, a converter that transforms the DC power input to and output from the battery 14, and the like. are doing.

When starting the engine 11, AC power is supplied from the PCU 15 to the generator 12, and the generator 12 is powered. The engine 11 is motored by the power running of the generator 12 . The engine 11 is started when the ignition plug of the engine 11 is sparked in a state where the rotation speed of the crankshaft of the engine 11 is increased to the rotation speed required for starting by motoring.

The generator 12 generates AC power by operating the generator 12 while the engine 11 is operating. AC power generated by the generator 12 is input to the PCU 15 and converted to DC power by the inverter 19 connected to the generator 12 . When the motor 13 is powered, the DC power output from the inverter 19 connected to the generator 12 is converted into AC power by the inverter 19 connected to the motor 13, and the AC power is supplied from the inverter 19 to the motor. 13. When power supply to the motor 13 is not required, the DC power output from the generator 12 is supplied to the battery 14 via the PCU 15 to charge the battery 14 .

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

The series hybrid vehicle 1 is equipped with an air conditioner (air conditioner) 21 that air-conditions the interior of the vehicle. FIG. An air conditioner ECU 23 for controlling the conditioner 21 is shown.

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

Note that the air conditioner 21 may be configured without an electric compressor, a condenser, an expansion valve, and an evaporator.

A defroster outlet, a face outlet, and a foot outlet are provided as outlets of the air conditioning duct. The defroster outlet is an outlet for blowing conditioned air toward the windshield and the front side windows. The face air outlet is, for example, an air outlet for blowing conditioned air toward the driver's seat and front passenger's seat. The foot air outlet is, for example, an air outlet for blowing conditioned air toward the feet of the driver's seat and the passenger's seat. An outlet switching damper for opening and closing the defroster outlet, the face outlet, and the foot outlet is provided in the air conditioning duct.

The air conditioner ECU 23 is connected to switches for air conditioning arranged on an instrument panel (not shown) inside the vehicle. The switches include, for example, a temperature setting switch for setting the air conditioning temperature, an air volume setting switch for setting the air volume of the conditioned air, an A/ C switch, inside/outside air changeover switch for switching between outside air introduction mode and inside air circulation mode, defogger switch that is turned on/off to switch between operation/non-operation of the defogger (heat wire) of the rear window, defroster for air conditioning air outlet An outlet selector switch for switching between the outlet, the face outlet, the foot outlet, the defroster outlet and the face outlet, or the face outlet and the foot outlet is included. Operation of these switches can request operation of the heating and defroster. During the heating operation, for example, conditioned air (warm air) is blown into the vehicle compartment from the foot outlet. Further, when the defroster operates, conditioned air (warm air) is blown into the vehicle compartment from the defroster outlet.

<Engine operation line>
FIG. 2 is a diagram showing operating lines of the engine 11. As shown in FIG.

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

A heating operation line is stored in the non-volatile memory of the hybrid ECU 22 . The heating operation line is a characteristic line that indicates the relationship between the engine speed and the engine torque. It is set in a region where the number of revolutions is large and the engine torque is small. Specifically, by shifting the optimum fuel efficiency line to the side where the engine speed increases along the iso-output line showing the relationship between the engine speed and the engine torque where the output of the engine 11 is equal, the heating operation line is adjusted. is set. The heating operation line is stored in the non-volatile memory of hybrid ECU 22 in the form of a table, for example.

The constant fuel consumption rate line shown in FIG. 2 is a contour line composed of the operating points of the engine 11 at which the fuel consumption rate (fuel consumption rate) is equal. .

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

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

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

If there is a heating or defroster operation request (YES in step S11), then the air conditioner ECU 23 determines whether or not the engine water temperature is equal to or lower than a predetermined value (step S12). The engine water temperature is the water temperature of the engine cooling water, which is the heat source of the warm air supplied to the vehicle interior during heating or defroster operation. It is transmitted to the ECU 23 .

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

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

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

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

When the MG1 power generation request is not satisfied (NO in step S15), that is, when there is no request for power generation by the generator 12 in the system operation of the hybrid system 2, the hybrid ECU 22 detects that the engine torque fluctuates over 0 Nm. The generator 12 is controlled so as to generate power with a preventable minimum power generation amount (step S17: MG1 minimum power generation and firing running).

Further, when the MG1 drive request is established (NO in step S14), the hybrid ECU 22 controls the PCU 15 so that the power running operation of the generator 12 is performed, and the engine 11 is motored (step S18: motoring running).

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

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

When the MG1 power generation request is established (YES in step S20), that is, when there is a request for power generation by the generator 12 in the system operation (driving operation) of the hybrid system 2, the hybrid ECU 22 controls the engine 11 to be on the optimum fuel efficiency line. (Step S21: Firing running at the optimum fuel efficiency line).

When the MG1 power generation request is not established (NO in step S20), that is, when there is no request for power generation by the generator 12 in the system operation of the hybrid system 2, the power generation by the generator 12 is not performed while the engine 11 remains stopped. , the series hybrid vehicle 1 performs EV driving (step S22).

Further, when the MG1 drive request is established (NO in step S19), the hybrid ECU 22 controls the PCU 15 so that the power running operation of the generator 12 is performed, and the engine 11 is motored (step S23: motoring running).

<Effect>
As described above, the air conditioner 21 uses the engine cooling water whose temperature rises due to the heat generated by the engine 11 to generate warm air, and supplies the warm air into the vehicle compartment during heating or defroster operation.

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

On the other hand, when there is a heating or defroster operation request, an operation request for heat generation by the engine 11, and a power generation request for the generator 12, the engine speed and engine torque of the engine 11 are increased so that the engine 11 operates on the heating operation line. controlled. When the engine 11 operates on the heating operation line, the engine speed becomes higher than when the engine 11 operates on the optimum fuel consumption line, and the friction torque of the engine increases. increases the heat energy released from Therefore, the temperature of the engine cooling water, which is the heat source of the hot air supplied to the vehicle interior, can be quickly increased. As a result, the heating or defrostering of the passenger compartment by warm air can be activated early. Further, since the engine 11 operates on the heating operation line only when there is a heating and defroster operation request and an operation request for heat generation of the engine 11, deterioration of fuel consumption can be minimized.

When the generator 12 does not generate power while the engine 11 is operating due to heat generation, the engine 11 does not receive the load generated by the generator 12, so the engine torque changes to 0 Nm due to fluctuations in the engine speed. , and there is a concern that the engine output gear and the motor gear may generate tooth rattling noise.

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

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

The heating operation line is set by shifting the optimum fuel efficiency line to the side where the engine speed increases along the iso-output line, but the thermal efficiency is lower than when the engine 11 operates on the optimum fuel efficiency line. If it is set in the area, it is not limited to that. For example, the heating operation line is set by shifting the optimum fuel efficiency line along the iso-output line to the side where the engine speed increases when the engine speed is below a predetermined value. In a range in which Δ is large, the line may be set so as to approach the optimum fuel efficiency line as the engine speed increases.

In addition, the case where the normal operation line is the optimal fuel consumption line is taken as an example, but if the normal operation line is an operation line that shows the relationship between the engine speed and the engine torque at which the combustion efficiency of the engine is a predetermined value or more, It is not limited to the optimum fuel consumption line.

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

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

Claims (2)

A hot air supply device for supplying hot air to the vehicle interior made by using a generator that converts the power of the engine into electric power, a motor driven by electric power, and a heat source whose temperature rises due to the heat generated by the engine, is installed, A control device for use in a series hybrid vehicle that runs on power generated by a motor,
When there is no request for operation of the hot air supply device and there is a request for power generation by the generator, the engine is operated on a normal operation line indicating the relationship between the engine speed and the engine torque at which the combustion efficiency of the engine is equal to or higher than a predetermined value. normal control means for controlling engine speed and engine torque of said engine to operate;
An engine speed at which thermal energy emitted from the engine increases above the normal operation line when there is a request for operation of the hot air supply device, a request for operation for heat generation by the engine, and a request for power generation by the generator. A heating time control means for controlling the engine speed and engine torque of the engine so that the engine operates on a heating operation line showing the relationship between and engine torque;
power generation control means for causing the generator to generate a predetermined amount of power when there is a request for operation of the hot air supply device and a request for operation for heat generation of the engine, but no power generation request for the generator . ,
The control device , wherein the predetermined power generation is power generation with a minimum power generation amount that can prevent engine torque from fluctuating over 0 Nm . A hot air supply device for supplying hot air to the vehicle interior made by using a generator that converts the power of the engine into electric power, a motor driven by electric power, and a heat source whose temperature rises due to the heat generated by the engine, is installed, A control device for use in a series hybrid vehicle that runs on power generated by a motor,
When there is no request for operation of the hot air supply device and there is a request for power generation by the generator, the engine is operated on a normal operation line indicating the relationship between the engine speed and the engine torque at which the combustion efficiency of the engine is equal to or higher than a predetermined value. normal control means for controlling engine speed and engine torque of said engine to operate;
An engine speed at which thermal energy emitted from the engine increases above the normal operation line when there is a request for operation of the hot air supply device, a request for operation for heat generation by the engine, and a request for power generation by the generator. A heating time control means for controlling the engine speed and engine torque of the engine so that the engine operates on a heating operation line showing the relationship between and engine torque,
Regardless of whether there is a request for operation of the hot air supply device and whether there is a request for operation due to heat generation of the engine, the request to drive the generator is established when the charge amount of the battery that stores electric power exceeds a certain upper limit amount. a control device for executing motoring of the engine by power running of the generator when

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