WO2021162037A1

WO2021162037A1 - Control device, control method, and system for controlling heat of vehicle

Info

Publication number: WO2021162037A1
Application number: PCT/JP2021/004968
Authority: WO
Inventors: ラゲシュアール; 晋山内
Original assignee: 日立Astemo株式会社
Priority date: 2020-02-12
Filing date: 2021-02-10
Publication date: 2021-08-19

Abstract

Disclosed is a control device for controlling heat of a vehicle which has a battery driven by an engine. The control device controls a first heat source (FHS) and a second heat source (SHS) on the basis of a prescribed condition. The control device is configured to determine the state of charge (SOC) of the battery and the temperature of at least one of the FHS, the SHS and a coolant, and select either of the FHS or SHS on the basis of a prescribed condition. The selected-side heat source among the FHS and SHS is configured to heat facilities installed in the vehicle, when the determined temperature is higher than a threshold temperature and the SOC is higher than a threshold SOC, or when the determined temperature is lower than the threshold temperature and the SOC is lower than the threshold SOC.

Description

Controls, control methods, and systems for controlling vehicle heat

The present disclosure generally relates to the simultaneous operation of at least two heat sources in a hybrid electric vehicle (HEV), more specifically to selectively control two different heat sources based on predictive parameters of the vehicle's kinetic nature. It relates to an HEV control device that generates heat.

In the current scenario, a hybrid electric vehicle (HEV) with an engine and an electric drive system is seen as one potential option for emission reduction. However, it has been observed that the actual fuel consumption of such hybrid vehicles is lower than the fuel consumption in the catalog because of the wide variety of conditions required for the vehicle in real-world driving. There is. It has been observed that in almost every different HEV available on the market, under real-world conditions, there is 25% more fuel consumption than in the catalog.

Further, FIG. 1 shows, for example, a schematic diagram illustrating that certain vehicles known in the art communicate bidirectionally with other systems outside the vehicle. This vehicle communicates with surrounding vehicles (V2V), infrastructure (V2X), pedestrians, mobile devices, vehicle cloud systems, etc. regarding speed, location, traffic information, routes, road gradients, local weather, etc. It can be performed. Such vehicles can reduce accidents, traffic jams and exhaust fumes. An object of the present invention is to improve the fuel efficiency of such a vehicle in the real world.

One of the preliminary loads that increases the fuel consumption of such vehicles in winter is the cabin heating. Therefore, it is necessary to reduce the fuel consumption especially during the heating operation of the HEV. These days, heat pumps are used with the engine to supplement less engine heat when the engine is stopped or running at low speed or low power. Therefore, as a heat source for heating, there may be a first heating system that uses an engine as a heat source and a second heating system that uses a heat pump as another heat source. The first heating system and / or the second heating system is selected to perform heating to minimize fuel consumption based on movement and heating requirements. However, a major problem is the coordinated control of the two heat sources to minimize fuel consumption.

In addition, in the prior art, the engine and heat pump are coordinately controlled to support vehicle interior heating. This control is basically based on coolant temperature, engine body temperature, current vehicle load and battery charge status (SOC). Prior art proposes cabin heating based on coolant and engine body temperature. As mentioned above, the current technology mentions two heat sources, the engine and the heat pump (HP), which are thermally connected via the coolant loop, within the coolant loop, the coolant flow rate. Controlled by an electric water pump (e-W / P), this coolant passes through the heater core. The blower can blow air through this heater core because it is applied to the passenger compartment heating. Other operations include measuring engine body temperature, coolant temperature, SOC and current vehicle load.

Therefore, SOC means “state-of-charge”, T _c means “coolant temperature”, SOC _th means “SOC threshold”, and T _th means “coolant temperature threshold”. The term "Eng" means "engine" and "HP" means "heat pump".

Based on the table above, if the SOC and temperature are below their respective thresholds, both the engine and heat pump will operate. Similarly, if the SOC is above the threshold and the coolant temperature is below the threshold, the heat pump will operate. Furthermore, if the SOC is below each threshold and the temperature is above each threshold, only the engine will operate. Similarly, if both SOC and temperature exceed their respective thresholds, only the engine will operate even in EV mode.

Therefore, the problems faced by the above system are as follows.
(1) Even if the coolant temperature is below the threshold value, the fuel consumption increases because the engine is also operating.
(2) Even if the SOC is high, the engine operates together with the motor even in EV mode, and as a result, fuel consumption increases.

Therefore, based on the above observations, there is generally a gap between catalog fuel consumption and real-world fuel consumption. In addition, cabin heating is the largest vehicle reserve load in cold climates. Commercially available SHEVs showed a 65% increase in fuel consumption when the cabin heater was in "ON" mode. Due to heating, the temperature of the engine coolant rises slowly, resulting in high fuel consumption. Prior art solutions have proposed cabin heating based on coolant and engine body temperature, but have not addressed the problems of fuel overconsumption and drivability at different speeds and driving conditions.

However, in view of the above, in order to minimize fuel consumption, it is necessary to support the coordinated control of the two heat sources described above.

Disclose the system and method for predicting the heating operation of a hybrid electric vehicle (HEV). The system operates based on predicted future vehicle driving and route information, or user choice.

In addition, control devices, such as hybrid control modules (HCMs) for predictive operation of vehicle heating systems, address the need to coordinately control two heat sources to minimize fuel consumption, as described above. .. Hereinafter, this "control device" will be referred to as a "hybrid control module (HCM)". The hybrid control module is configured to control the heat of a vehicle having a first heat source, eg, a battery driven by an engine. The hybrid control module is configured to control the engine and a second heat source, such as a heat pump, based on predetermined conditions. Initially, the hybrid control module is configured to determine or predict the temperature of at least one of the first heat source, the second heat source and the coolant, as well as the state of charge (SOC) of the battery.

In a later stage, in response to the temperature prediction, the hybrid control module is configured to select the engine or heat pump based on predetermined conditions, so that (1) the temperature of the heat pump and SOC is theirs. If the temperature of the heat pump and SOC is higher than the corresponding predetermined threshold, or (2) the temperature of the heat pump and SOC is lower than the predetermined threshold, the selected engine or heat pump is installed in at least one facility, eg, a heater core, located in the vehicle. To heat. In one embodiment, the second heat source comprises one or more of an electric heater, a heat pump, and a heat exchanger induced by a phase change material. In one embodiment, the predetermined condition includes prediction of engine power using one or more of traffic conditions, route properties, route history. In one embodiment, the predetermined condition includes the user manually providing one or more data of traffic conditions, route properties, route history.

In one embodiment, the controller verifies that the SOC is below the threshold SOC and that the determined temperature is below the threshold temperature that the SOC is below the threshold SOC. Perform subsequent validation to confirm based on. In one embodiment, the controller performs a prediction of regeneration in the engine based on the confirmation that the determined temperature is below the threshold temperature.

In one embodiment, the controller verifies that the determined temperature is greater than or equal to the threshold temperature, based on the confirmation that the SOC is not less than or equal to the threshold SOC, and that the determined temperature is greater than or equal to the threshold temperature. Prediction of high power consumption based on the verification. In one embodiment, the controller verifies that the determined temperature is below the threshold temperature when the SOC is below the threshold SOC and that the determined temperature is below the threshold temperature. Predict the downhill operation of the vehicle based on.

In one embodiment, the controller predicts the uphill operation of the vehicle based on verification to confirm whether the determined temperature is above the threshold temperature and verification that the determined temperature is above the threshold temperature. And execute.

The accompanying drawings incorporated herein and forming part of this specification illustrate some aspects of the present disclosure and, along with their description, serve to explain the principles of the present disclosure.
It is a figure which shows the rechargeable region and the dischargeable region in a network in which a hybrid control module (HCM) is configured to predict vehicle speed and power based on data. It is a schematic diagram which shows the graphical display of the conventional operation of an engine and a heat pump based on the coolant temperature (T _{c) and charge state (SOC) presented to each axis.} FIG. 5 is a modified schematic diagram of FIG. 1A showing a graphical representation of engine and heat pump operation based on the controls disclosed herein. FIG. 6 is a schematic diagram showing a system including a control device or a hybrid control module (HCM), an engine and a heap pump. FIG. 3 is a schematic diagram showing a graphical display of engine and heat pump operations based on the hybrid control module (HCM) disclosed in FIG. 3A. It is a flowchart corresponding to the engine heating application based on a predicted vehicle speed or power. It is a flowchart corresponding to the application of engine heating based on a prediction path. It is a flowchart corresponding to the engine heating application based on the user's choice. It is a figure which shows the system which includes a hybrid control module (HCM), an engine and a heat pump of 1st Embodiment or composition. FIG. 5 shows a system comprising a hybrid control module (HCM), a first heat source and a second heat source of a second embodiment or configuration. It is a figure which shows the system which includes a hybrid control module (HCM), an engine and a heat pump of another 1st Embodiment. FIG. 9 is a schematic diagram showing a graphical display of engine and heat pump operations based on the hybrid control module (HCM) disclosed in FIG. 9A. It is a figure which shows the system which includes a hybrid control module (HCM), an engine and a heat pump of another 2nd Embodiment. FIG. 10A is a schematic diagram showing a graphical display of engine and heat pump operations based on the hybrid control module (HCM) disclosed in FIG. 10A. It is a figure which shows the filtering of the predicted value of the vehicle parameter including the vehicle speed, the road shape, and the vehicle power by HCM.

In the following explanation, the attached drawing is referred to, and in the drawing, similar elements are represented by similar reference codes. The embodiments will be described in sufficient detail to allow one of ordinary skill in the art to practice the present disclosure. It is understood that other embodiments may be utilized and electrical and mechanical modifications and the like may be made without departing from the scope of the present disclosure. The illustrations merely represent possible modifications. The parts and features of some embodiments may be included in or replaced by other parts and features. Therefore, the description herein should not be taken in a limited sense and the scope of this disclosure is defined only by the appended claims and their equivalents.

Also, the terms and terms used herein are for illustration purposes only and should not be considered limiting. As used herein, "inclusion," "comprising," "having," and variations thereof include the items listed below and their equivalents, as well as additional items. Intended. Moreover, as used herein, the terms "one (a)" and "one (an)" do not indicate a quantity limit, but rather the presence of at least one of the items referred to. ..

FIG. 2A shows the conventional operation of one engine and at least one heat source, eg, a heat pump (HP), based on the coolant temperature (T _{c) and charge state (SOC) presented on each axis.} It is a schematic diagram which shows the graphical representation. In the example shown in quadrant 1, when the coolant temperature T _c is high and the SOC is high as shown in FIG. 2A, using an engine leads to fuel waste, so a heat pump is used. Similarly, in quadrant 3, when the coolant temperature T _c is low and the SOC is low, the use of a heat pump causes a drivability problem, so the engine is used for heating. The lack of coordinated control of the engine and heat pump causes fuel waste and drivability issues, as described above in this conventional operation.

FIG. 2B is a modified version of FIG. 2A, showing a graphical representation of engine and heat pump operation based on the controls disclosed herein. The proposed solution based on the controller collects or predicts knowledge about future vehicle speeds and routes. When the future vehicle speed / travel path is predicted in advance from the advanced driver assistance system AD / ADAS and the electronic control unit (ECU), the conventional logic is modified as shown in FIG. 2B. For example, in quadrant 1, as shown in FIG. 9, when the coolant temperature is high and the SOC is high, either a heat pump or an engine is used. The engine can be used when high power operation is known in the near future, such as high speed driving or uphill driving. Similarly, in quadrant 3, if the coolant temperature is low and the SOC is low, either the engine or the heat pump is used. Heat pumps are used when regeneration is predicted, such as frequent start / stop and downhill operation.

A general overview of "regeneration" is that during normal operation of a hybrid vehicle with sufficient battery capacity, the electrical energy stored in the battery is used to propel the vehicle through a motor and potential energy. To generate. As is known in the art, the range of a hybrid electric vehicle can be extended by restoring the vehicle's kinetic and potential energy, which is commonly known as regenerative braking. In this process, the vehicle's kinetic and potential energy is converted to electrical energy using a generator and stored in the battery instead of being dissipated as heat by the friction braking system. It is also known in the art that regenerative braking is effective during downhill operation of a vehicle or in driving conditions in busy urban areas where long-term or frequent deceleration is possible. These aspects are further analyzed in the description of FIGS. 3A and 3B.

FIG. 3A is a schematic diagram showing a system 100 including a control device or hybrid control module (HCM) 102, an engine 104 and a heat pump 106, and FIG. 3B is an engine based on the control device 102 disclosed in FIG. 3A. FIG. 6 is a schematic diagram showing a graphical representation of the operation of 104 and the heat pump 106. In one embodiment, the heat pump 106 or at least one heat source 106 also comprises, for example, an electric heater or heat exchanger induced by a phase change material. As shown in FIG. 3A, the flow of coolant facilitates the transfer of heat from the engine 104 or heat pump 106 to the heater core 108.

Hereinafter, the "heat source 106" will be referred to as a "heat pump 106". The HCM 102 is configured to control the heat of a vehicle having a battery driven by an engine 104. The hybrid control module 102 is configured to control the engine 104 and the heat pump 106 based on predetermined conditions. In one embodiment, the predetermined conditions include, for example, predicting the power of the engine 104 using one or a combination of traffic conditions, route properties, route history. In one embodiment, the predetermined condition also includes the user manually providing data including one or more of traffic conditions, route properties and route history.

Further, as shown in FIG. 3A, the system 100 includes a battery management system (BMS) 110, an advanced driver assistance system and an electronic control unit (AD / ECU) 112. The BMS 110 provides the HCM 102 with predictive data regarding the future SOC of the battery, while the AD / ECU 112 provides the HCM 102 with predictive data regarding future routes, traffic conditions, and vehicle speed. First, the hybrid control module 102 predicts or determines the temperature of at least one of the first heat source (engine 104), the second heat source (heat pump 106), and the coolant temperature T _c. Further, the hybrid control module 102 predicts or determines the charge state (SOC) of the battery based on the information received from the BMS 110 and the AD / ECU 112.

The HCM 102 then transmits the respective control signals to the engine 104 and the heat pump 106, and as a result, the engine 104 or the heat pump 106 causes the heater core 108 to heat the passenger compartment based on

predetermined conditions

1 and 2 described below. To be selected to supply heat to the engine. Therefore, the HCM 102 is configured to select the engine 104 or the heat pump 106 to heat the equipment (heater core 108) arranged in the vehicle in the following cases.
[Condition 1] At least one of the first heat source (engine 104), the second heat source (heat pump 106) and the coolant temperature T _c has a temperature and SOC higher than _{their corresponding predetermined thresholds T th} and SOC _th. High or
[Condition 2] The temperature and SOC of at least one of the engine 104, the heat pump 106, and the coolant temperature T _c are lower than the _{predetermined threshold values T th} and SOC _th.

Based on FIGS. 3A and 3B, in (Condition 1), the engine 104 is selected for heat supply and is moving in urban traffic when driving on a highway where high power is expected or under other similar conditions. In some cases or when traveling downhill where regeneration is expected, the heat pump 106 is selected for heat supply. In (Condition 2), the engine 104 is selected for heat supply and regeneration occurs when the vehicle is moving in urban traffic or under other similar conditions where high power is expected. The heat pump 106 is selected for heat supply when the vehicle is moving on a predicted highway or uphill.

In general, (1) for example, in the case of SOC <SOC _th and T _c <T _th , fuel consumption is reduced because either the engine 104 or the heat pump 106 operates based on future conditions. (2) When SOC ≧ SOC _th and T _c ≧ T _th , fuel consumption is reduced because either the engine 104 or the heat pump 106 operates based on future conditions. Moreover, even if the SOC is high enough, only the engine 104 is used. In another example, the system 100 covers a wide heating application area in an HEV where there are two heating sources. The first heat source is, for example, an engine 104, an exhaust catalyst, and an engine / transmission oil. The second heat source is a heat pump 106, an e-heater, a phase change material (PCM) heat exchanger, a coolant storage tank, and the like.

The system 100, including the HCM 102, is associated with a method of performing predictive control of HEV reserve load based on predicted vehicle speed and / or route, which is particularly important in the connected and autonomous vehicle control domain. This feature is implemented in ADAS / AD / ECU to minimize fuel consumption. The use of the HCM 102 provides energy efficiency with one heating source selected from the engine 104 and the heat pump 106 by efficient cabin heating, engine warming, exhaust catalyst, oil warming and the like.

FIG. 4 is a flowchart corresponding to engine heating application based on predicted vehicle speed or power. Either heat source 1 or heat source 2 is selected based on the determined or predicted temperature of at least one of the predicted regeneration / high power usage, engine 104, heat pump 106 and coolant temperature _{Tc and the SOC of the battery.} Will be done. This flowchart is configured to be predictively modified for engine catalyst / oil heating applications. This will be described with reference to FIG.
In step 300, the HCM 102 receives data including vehicle route, information, traffic data, meteorological data, road parameters, driver style, history data, and the like from the AD / ECU.
In the case of steps 302 to 308, the HCM 102 predicts the future vehicle speed based on the data received in step 302. At step 304, the HCM 102 further predicts future vehicle power usage. At step 306, the HCM 102 predicts future power regeneration. At step 308, the HCM 102 predicts future high power usage.
In step 310, the HCM 102 receives the SOC and the SOC threshold SOC _th .
At step 312, the HCM receives the current coolant temperature T _c and the coolant temperature threshold T _th .
In step 314, verification is performed to confirm whether _{the SOC is less than the threshold SOC th.}
If it is verified in step 316 that the SOC is _{less than the threshold SOC th} , another verification is performed to confirm whether _{the coolant temperature T c} is less than the coolant temperature threshold T _th.
In step 318, the HCM 102 performs predictive regeneration when it is confirmed that _{the coolant temperature T c} is less than the coolant temperature threshold T _th.
In step 320, the HCM 102 turns on the heat source 1 and turns off the heat source 2 when it is confirmed that _{the coolant temperature T c} is not less than the coolant temperature threshold T _th.
In step 322, if regeneration is predicted, the HCM 102 turns off heat source 1 and turns on heat source 2.
In step 324, the HCM 102 turns on heat source 1 and turns off heat source 2 if regeneration is not predicted.
In step 326, the HCM 102 _{verifies that the coolant temperature T c} is greater than or equal to the coolant threshold T _th , based on the confirmation that the _{SOC is not less than SOC th, as shown in step 314.}
In step 328, the HCM 102 is configured to predict high power usage when _{the coolant temperature T c} is greater than or equal to the coolant threshold T _th.
In step 330, the HCM 102 turns on heat source 1 and turns off heat source 2 when high charge power usage is expected.
In step 332, the HCM 102 turns off the heat source 1 and turns on the heat source 2 when high power usage is not predicted.
In step 334, the HCM 102 turns off the heat source 1 and turns on the heat source 2 when _{the coolant temperature T c} is not greater than or equal to the coolant threshold T _{th, as seen in step 326.}
At step 336, the HCM 102 modifies the control input based on the regenerative prediction and the high power usage prediction.

FIG. 5 shows a flowchart corresponding to engine heating application based on the predicted path. Either heat source 1 or heat source 2 is selected based on the determined or predicted temperature of at least one of the predicted regeneration or high power usage, engine 104, heat pump 106 and coolant temperature _{Tc and the SOC of the battery.} Will be done. This needs to be corrected for engine catalyst or oil heating applications, based on predictions.
In step 400, the HCM 102 receives vehicle route information, traffic data, weather data, road parameters, driver style, history data, and the like from the AD / ECU.
In step 402, the HCM 102 receives the current SOC and SOC threshold SOC _th from the AD / ECU.
In step 404, the HCM 102 receives the current coolant temperature T _c and the coolant temperature threshold T _th from the AD / ECU.
In step 406, the HCM 102 verifies if the SOC is below the _{threshold SOC th.}
In step 408, the HCM 102 verifies whether the coolant temperature T _c is less than the coolant temperature threshold T _th _{when the SOC is less than the threshold SOC th.}
In step 410, the HCM 102 executes a downhill operation prediction when _{the coolant temperature T c} is less than the coolant temperature threshold T _th.
In step 412, the HCM 102 turns on the heat source 1 and turns off the heat source 2 when _{the coolant temperature T c} is not less than the coolant temperature threshold T _th.
In step 414, the HCM 102 turns off the heat source 1 and turns on the heat source 2 when the downhill operation is predicted in step 410.
In step 416, the HCM 102 turns on the heat source 1 and turns off the heat source 2 when the downhill operation is not predicted in step 410.
In step 418, the HCM 102 performs verification to confirm whether _{the coolant temperature T c} is greater than or equal to the coolant temperature threshold T _th.
In step 420, the HCM 102 executes the prediction of uphill operation when it is verified that _{the coolant temperature T c} is equal to or higher than the coolant temperature threshold T _th.
In step 422, the HCM 102 turns off the heat source 1 and turns on the heat source 2 when it is verified that _{the coolant temperature T c} is not equal to or higher than the coolant temperature threshold T _th.
In step 424, the HCM 102 turns on the heat source 1 and turns off the heat source 2 when it is verified in step 420 that the uphill operation is predicted.
In step 426, the HCM 102 turns off the heat source 1 and turns on the heat source 2 when it is verified in step 420 that the uphill operation is not predicted.
In step 428, the HCM 102 changes the control inputs to the heat source 1 (engine 104) and heat source 2 (heat pump 106) based on the predicted uphill and downhill operations.

FIG. 6 shows a flowchart corresponding to engine heating application based on the user's choice. Either heat source 1 or heat source 2 is selected based on user input.
At step 500, the HCM 102 receives a user selection that includes heating requirements, heating sources, and the like.
In step 502, the HCM 102 selects the heating method.
In step 504, the HCM 102 selects, for example, heat source 1 as the heat source, based on the confirmation that the selection was made in step 502.
In step 506, the HCM 102 turns on the heat source 1 and turns off the heat source 2 when the selection of the heat source 1 is confirmed based on step 504.
In step 508, the HCM 102 turns off the heat source 1 and turns on the heat source 2 if the selection of the heat source 1 is not confirmed based on step 504.
In step 510, the HCM 102 modifies the control inputs to heat source 1 and heat source 2 based on the user input selection.

FIG. 7 shows a system 600 including a hybrid control module (HCM) 602, a first heat source 604 and a second heat source 606 in a first embodiment or configuration. For example, the first heat source 604 is an engine and the second heat source 606 is either an electric heater, a heat pump, and a heat exchanger induced by a phase change material. The system 600 in the first embodiment is basically used for vehicle interior heating using a heater core 608. The basic components of the first configuration of the system 600 are similar to the system 100 described with reference to FIG. 3A. The BMS 610 provides information about the SOC to the HCM 602, the vehicle module control (VMC) 612 provides the vehicle's predicted speed and route information to the HCM 602, and the human-machine interface (HMI) 614 provides information about the user request. Provided to HCM602. Based on the information received from the BMS 610, VMC 612 and HMI 614, the HCM 602 provides control signals to the first heat source 604 and the second heat source 606. As shown in FIG. 7, the first heat source 604 and the second heat source 606 transfer heat to the heater core 608 for heating the passenger compartment through the flow of coolant. The first heat source 604 is, for example, an engine, an exhaust catalyst, an engine oil, a transmission oil, etc., and the second heat source 606 is, for example, a heat pump, an e-heater, a PCM heat exchanger, a coolant storage tank, or the like.

FIG. 8 shows a system 700 including a hybrid control module (HCM) 702, a first heat source 704 and a second heat source 706 in a second embodiment or configuration. Similar to the description of FIG. 7, the BMS 708 provides information about the SOC, the vehicle module control (VMC) 710 provides the predicted speed and route information of the vehicle, and the human-machine interface (HMI) 712 provides the user. Provides information about the request to the HCM702. The HCM702 sets the first heat source 704 and the second heat source 706 to select the first heat source 704 or the second heat source 706 on demand based on the information received from the BMS 708, VMC710, and HMI 712. Supply a control signal. The heat generated by the system 700 in the second embodiment is basically used for engine warm-up, exhaust catalyst warm-up, engine / transmission oil warm-up, and the like.

FIG. 9A shows a system 800 including a hybrid control module (HCM) 802, an engine 804 and a heat pump 806 in another first embodiment. The system 800 includes an engine 804, a heat pump 806, an HCM 802, a heater core 808, a battery management system (BMS) 810, and an advanced driver assistance system and an electronic control unit (AD / ECU) 812. The BMS810 provides the HCM802 with predictive data regarding the future SOC of the battery. On the other hand, the AD / ECU 812 provides the HCM 802 with forecast data regarding future routes, traffic conditions and vehicle speeds. Based on the information received from the BMS 810 and AD / ECU 812, the HCM 802 sends control signals to the engine 804 and heat pump 806, respectively, and the engine 804 or heat pump 806 selects to supply heat to the heater core 808 for room heating. To be done. The flow of coolant facilitates the transfer of heat from the engine 804 or heat pump 806 to the heater core 808.

FIG. 9B is a schematic diagram showing a graphical representation of the operation of controlling the engine 804 and the heat pump 806 based on the hybrid control module (HCM) 802 disclosed in FIG. 9A. Based on FIG. 9B, the HCM predicts the SOC and coolant temperature T _c based on the predicted vehicle speed and road conditions, and schedules the heating control using the predicted SOC and T _c. Further, as shown in FIG. 9B, (1) the _{engine is operated when SOC <SOC low} regardless of the coolant temperature, and (2) the heat pump 806 is operated when _{SOC ≥ SOC high regardless of the coolant temperature.} (3) It is determined to operate the engine 804 or the heat pump 806 based on the temperature when _{SOC low} <SOC <SOC _high. Further, in this first alternative embodiment, low and high SOC thresholds are assumed, which increases the degree of freedom of scheduling.

FIG. 10A shows a system 900 including a hybrid control module (HCM) 902, an air conditioner (A / C) 904, an evaporator 908, and a cold storage device 910 in another second embodiment, FIG. 10B is a diagram. FIG. 5 is a schematic diagram showing a graphical representation of the operation of the air conditioner (A / C) 904, evaporator 908, and cold storage device 910 disclosed in 10A based on the hybrid control module (HCM) 902. The BMS 912 provides the HCM 902 with data on the future SOC of the battery. On the other hand, the AD / ECU 914 provides the HCM902 with data on future road conditions, traffic conditions, and vehicle speeds. The HCM902 provides control signals to the A / C 904 and the blower 906 based on the data received from the BMS 912 and the AD / ECU 914. Further, the HCM 902 receives a sensing signal from the evaporator 908 based on the temperature change in the evaporator 908. Based on FIG. 10B, the HCM902 selects either the A / C904 or the cold storage device 910. As an example, the cold storage device 910 is a heat exchanger using a phase change material (PCM). The HCM902 schedules operations between the A / C 904 and the cold storage device 910 based on the predicted speed and drive conditions.

FIG. 11 is a diagram showing filtering of vehicle parameter prediction including vehicle speed, road shape, and vehicle power by HCM. A list of certain parameters is considered to make a comprehensive prediction of vehicle speed, road shape or vehicle power. The most common of these parameters include traffic conditions, weather conditions, road elevation, vertical and abscissa, road parameters, inter-vehicle distance, vehicle history, driver behavior, user choices, and more. These general parameters are input to the prediction function, which is an analytical prediction model. For example, there is an extension of parametric strategies to consider the speed of vehicles on the highway. These strategies range from linear input types, which are typically used for short-term forecasting, to more advanced models designed for complex traffic scenarios. Nonparametric methods have also been adopted, but they are mainly useful for modeling complex systems where the basic problems are not well defined. For example, "road conditions combined with driver behavior" is a condition in which human decision-making works in concert with actual physical conditions.

Some of the above methods and description of one embodiment of the present invention are presented for illustration purposes. The above description is not intended to be exhaustive and is not intended to limit this disclosure to the exact steps and / or forms disclosed, apparently in the light of the above description. Many modifications and modifications are possible. The scope of this disclosure is intended to be defined by the claims herein.

100, 600, 700, 800, 900

Systems

102, 602, 702, 802, 902 Hybrid Control Module (HCM)
104, 804

Engine

106, 806

Heat Pump

108, 608, 808

Heater Core

110, 610, 708, 810 Battery Management System (BMS)
112, 812 Advanced driver assistance system and electronic control unit (AD / ECU)
604, 704

First heat source

606, 706

Second heat source

612, 710 Vehicle module control (VMC)
614, 712 Human Machine Interface (HMI)
904 Air conditioner (A / C)
908 Evaporator 910 Cold storage device

Claims

A control device for controlling the heat of a vehicle having a battery driven by an engine, wherein the control device controls a first heat source and a second heat source based on predetermined conditions, and the control device controls the heat source. ,
Determine the temperature of at least one of the first heat source, the second heat source and the coolant.
Determine the battery charge status (SOC) and
The first heat source and the second heat source are configured to select either the first heat source or the second heat source based on the predetermined conditions in response to the determination of the temperature and the SOC. Of the heat sources, the selected heat source is
When the determined temperature is higher than the threshold temperature and the SOC is higher than the threshold SOC, at least one facility arranged in the vehicle volume is heated.
When the determined temperature is lower than the threshold temperature and the SOC is lower than the threshold SOC, at least one facility arranged in the vehicle volume is heated.
A control unit that is configured to.
In the control device according to claim 1,
A control device in which the temperature determination is performed by predicting the SOC of the battery using a battery management system communicating with the control device.
In the control device according to claim 1,
The control device
Verification to confirm whether the SOC is less than the threshold SOC, and
A control device that performs subsequent verification to confirm whether the determined temperature is below the threshold temperature, based on verification that the SOC is below the threshold SOC.
In the control device according to claim 3,
A control device that executes prediction of regeneration at the first heat source based on confirmation that the determined temperature is less than the threshold temperature.
In the control device according to claim 1,
The control device
Based on the confirmation that the SOC is not less than the threshold SOC, verification to confirm whether the determined temperature is equal to or higher than the threshold temperature and verification.
A control device that performs prediction of high power consumption based on verification that the determined temperature is equal to or higher than the threshold temperature.
In the control device according to claim 1,
The control device
Verification to confirm whether the determined temperature is less than the threshold temperature when the SOC is less than the threshold SOC, and
A control device that predicts the downhill operation of the vehicle based on the verification that the determined temperature is less than the threshold temperature.
In the control device according to claim 1,
The control device
Verification to confirm whether the determined temperature is equal to or higher than the threshold temperature, and
Prediction of uphill operation of the vehicle based on the verification that the determined temperature is equal to or higher than the threshold temperature, and
To execute the control device.
In the control device according to claim 1,
A control device in which the first heat source is an engine and the second heat source includes one or more of an electric heater, a heat pump, and a heat exchanger induced by a phase change material.
In the control device according to claim 1,
A control device in which the predetermined conditions include prediction of engine power using one or more of traffic conditions, route properties and route history.
In the control device according to claim 9.
A control device, wherein the predetermined condition comprises manually providing data including one or more of traffic conditions, route properties, and route history.
A control method for controlling the heat of a vehicle having a battery driven by a first heat source by using a control device, wherein the control device has a second heat source and a second heat source based on a predetermined condition. The heat source is controlled, and the control method is
Determine the temperature of at least one of the first heat source, the second heat source and the coolant.
Determine the battery charge status (SOC) and
The first heat source and the second heat source include selecting either the first heat source or the second heat source based on the predetermined conditions in response to the temperature and SOC determinations. Of these, the selected heat source is
When the determined temperature is higher than the threshold temperature and the SOC is higher than the threshold SOC, at least one facility arranged in the vehicle volume is heated.
A control method for heating at least one facility arranged in the vehicle volume when the determined temperature is lower than the threshold temperature and the SOC is lower than the threshold SOC.
In the control method according to claim 11,
The controller is used to verify that the SOC is below the threshold SOC and to verify.
Subsequently, the control device is used to verify whether the determined temperature is below the threshold temperature, based on the verification that the SOC is below the threshold SOC.
Control methods including that.
In the control method according to claim 12,
Further, a control method comprising using the control device to predict regeneration at the first heat source based on confirmation that the determined temperature is below the threshold temperature.
In the control method according to claim 11,
Moreover,
Whether or not the determined temperature is equal to or higher than the threshold temperature is verified based on the confirmation that the SOC is not less than the threshold SOC.
A control method comprising predicting a high power consumption based on the verification that the determined temperature is equal to or higher than the threshold temperature by using the control device.
In the control method according to claim 11,
Moreover,
When the SOC is less than the threshold SOC, it is verified by using the control device whether or not the determined temperature is lower than the threshold temperature.
Based on the verification that the determined temperature is less than the threshold temperature, the control device is used to predict the downhill operation of the vehicle.
Control methods including that.
In the control method according to claim 11,
Moreover,
Using the control device, it is verified whether or not the determined temperature is equal to or higher than the threshold temperature.
A control method including determining the uphill operation of the vehicle based on the verification that the determined temperature is equal to or higher than the threshold temperature.
A system for controlling the heat of the vehicle
A first heat source driven by a battery,
A second heat source that thermally communicates with the first heat source,
A control device configured to control the first heat source and the second heat source based on predetermined conditions is provided.
The control device determines the state of charge (SOC) of the battery and the temperature of at least one of the first heat source, the second heat source and the coolant, and the control device determines whether the first heat source or the first heat source or the coolant. One of the second heat sources is selected based on the predetermined conditions.
The selected heat source from the first heat source and the second heat source is
When the determined temperature is higher than the threshold temperature and the SOC is higher than the threshold SOC, at least one facility placed in the vehicle is heated and further.
A system configured to heat the at least one piece of equipment in the vehicle when the determined temperature is lower than the threshold temperature and the SOC is lower than the threshold SOC.