WO2023188424A1 - Dispositif de régulation de température embarqué - Google Patents

Dispositif de régulation de température embarqué Download PDF

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Publication number
WO2023188424A1
WO2023188424A1 PCT/JP2022/016988 JP2022016988W WO2023188424A1 WO 2023188424 A1 WO2023188424 A1 WO 2023188424A1 JP 2022016988 W JP2022016988 W JP 2022016988W WO 2023188424 A1 WO2023188424 A1 WO 2023188424A1
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WIPO (PCT)
Prior art keywords
temperature
power
heating target
vehicle
control device
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PCT/JP2022/016988
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English (en)
Japanese (ja)
Inventor
幸貴 内田
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株式会社オートネットワーク技術研究所
住友電装株式会社
住友電気工業株式会社
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Application filed by 株式会社オートネットワーク技術研究所, 住友電装株式会社, 住友電気工業株式会社 filed Critical 株式会社オートネットワーク技術研究所
Priority to PCT/JP2022/016988 priority Critical patent/WO2023188424A1/fr
Publication of WO2023188424A1 publication Critical patent/WO2023188424A1/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters

Definitions

  • the present disclosure relates to a vehicle-mounted temperature control device.
  • Patent Document 1 discloses a technology in which an EHC (Electrically Heated Catalyst) control device controls power supply to an electrically heated catalyst that purifies exhaust gas from an internal combustion engine.
  • EHC Electrically Heated Catalyst
  • An electrically heated catalyst needs to be heated to a predetermined temperature in order to function as a catalyst. Furthermore, in order to make the electrically heated catalyst function from the initial stage when the internal combustion engine is started, it is necessary to heat the electrically heated catalyst to a predetermined temperature in a short period of time. However, when attempting to raise the temperature of the electrically heated catalyst to a predetermined temperature in a short period of time, the electrically heated catalyst tends to become uneven in the degree of temperature rise depending on the location. Therefore, there is a need for a technology that can uniformly raise the temperature of an electrically heated catalyst to a predetermined temperature in a short time.
  • an object of the present disclosure is to provide an in-vehicle temperature control device that can raise the temperature of a heated object to a predetermined temperature in a short time while suppressing unevenness. With the goal.
  • the in-vehicle temperature control device of the present disclosure includes: An in-vehicle temperature control device that controls the temperature of an in-vehicle heating target that is heated by energization, a temperature acquisition unit that detects or estimates each temperature at a plurality of positions of the heating target; a power control unit that controls power to be supplied to the heating target based on each of the temperatures acquired by the temperature acquisition unit; has The power control unit controls the power so that the temperatures at the plurality of positions are within a range of not more than an upper limit value and not less than a lower limit value lower than the upper limit value.
  • the present disclosure it is possible to raise the temperature of the heating target to a predetermined temperature in a short time while suppressing unevenness.
  • FIG. 1 is a configuration diagram schematically showing an in-vehicle system according to a first embodiment.
  • FIG. 2 is a sectional view taken along line AA in FIG.
  • FIG. 3 is a graph showing temporal changes in the temperature of the heating target to which power is supplied and temporal changes in the magnitude of the electric power supplied to the heating target in the first embodiment.
  • FIG. 4 is a flowchart illustrating an example of the operation of the vehicle-mounted temperature control device according to the first embodiment.
  • FIG. 5 is a configuration diagram schematically showing the in-vehicle system of the second embodiment.
  • FIG. 6 is a graph showing the resistance and temperature characteristics of the resistance section to be heated in the second embodiment.
  • FIG. 7 is a cross-sectional view of the heating target in the second embodiment, taken in a direction perpendicular to the central axis.
  • FIG. 8 is a thermal circuit model of a heating target in the second embodiment.
  • FIG. 9 is a cross-sectional view in a direction perpendicular to the central axis showing the arrangement position of the temperature acquisition unit in the heating target in another embodiment.
  • FIG. 10 is a schematic diagram showing the arrangement position of the temperature acquisition unit in the heating target in another embodiment.
  • the vehicle-mounted temperature control device of the present disclosure controls the temperature of a vehicle-mounted heating target that is heated by energization.
  • This in-vehicle temperature control device includes a temperature acquisition unit that detects or estimates the temperatures at multiple locations on the heating target, and a power control unit that controls the power supplied to the heating target based on each temperature acquired by the temperature acquisition unit. It has a section and.
  • the power control unit controls the power so that the temperatures at the plurality of positions are within a range of not more than the upper limit value and not less than the lower limit value, which is lower than the upper limit value.
  • the in-vehicle temperature control device of [1] above can control the electric power supplied to the heating target based on the respective temperatures at a plurality of positions in the heating target detected or estimated by the temperature acquisition unit. Therefore, compared to the case where the temperature at one position is used, the power supply can be precisely controlled so as to raise the temperature of the heating target to a predetermined temperature in a short time while suppressing unevenness.
  • the temperature acquisition section has a temperature sensor that detects temperatures at multiple locations, and the power control section controls the power based on the detection results of the temperature sensor. Can be controlled.
  • the vehicle-mounted temperature control device in [2] above uses the temperature detected by the temperature sensor, it is possible to more accurately control the power supply to the heating target.
  • the temperature acquisition unit includes a power detection unit that detects the power supplied to the heating target, and a power detection unit that detects the power supplied to the heating target, and a power detection unit that detects the power supplied to the heating target, and a power detection unit that detects the power supplied to the heating target, and It has a temperature specifying part that specifies the temperature.
  • the temperature acquisition unit can estimate each temperature at a plurality of locations based on the supplied power and the temperature at another location.
  • the in-vehicle temperature control device of [3] above does not require a configuration that directly measures temperatures at multiple locations.
  • the temperature acquisition unit can detect the temperature of each of the center of the heating target and the exposed outer edge of the heating target.
  • the exposed outer edge of the heating target is a part where heat is easily radiated to the outside and the degree of temperature rise per unit time is small.
  • the degree of temperature rise over time is large. Therefore, the vehicle-mounted temperature control device described in [4] above can more efficiently control the temperature of the heated object.
  • the power control unit of the in-vehicle temperature control device can control the power supplied to the heating target by PWM control.
  • the in-vehicle temperature control device of [5] above can perform power control with a simple configuration of adjusting duty.
  • the power control unit of the in-vehicle temperature control device of [5] above can control the power supplied to the heating target using the DC/DC converter.
  • the power control section can be realized with a simple configuration.
  • the in-vehicle system 100 shown in FIG. 1 includes a power supply section 10, a heating target 11, a power path 12, a DCDC converter 13, a current detection section 14, a voltage detection section 15, an in-vehicle temperature control device 1, has.
  • the vehicle-mounted temperature control device 1 includes a temperature acquisition section 16 and a power control section 20.
  • the vehicle-mounted temperature control device 1 has a function of controlling the temperature of a heating object 11 that is heated by electricity.
  • the power supply section 10 is configured as a battery such as a lithium ion battery, for example.
  • the heating target 11 is, for example, an electrically heated catalyst (EHC).
  • EHC electrically heated catalyst
  • the heating target 11 is placed, for example, in an exhaust path of an internal combustion engine, and oxidizes hydrocarbons in exhaust gas, and reduces and purifies CO and NOx.
  • the heating target 11 includes a resistance section 11A and a catalyst (not shown).
  • the resistance portion 11A is configured as a base material that supports a catalyst.
  • the resistance section 11A is made of a conductive member and has a characteristic that the resistance value decreases as the temperature rises (so-called NTC (Negative Temperature Coefficient) characteristic).
  • NTC Near Temperature Coefficient
  • the predetermined upper limit value is the upper limit temperature that can suppress the progress of deterioration of the heating object 11
  • the predetermined lower limit value is the upper limit temperature that allows the heating object 11 to function as a catalyst.
  • the target temperature is the temperature at which the Deterioration of the heated object 11 means, for example, that due to excessive heating, the material oxidizes and becomes brittle compared to when it was initially installed in the discharge route (i.e., when it was manufactured), or This refers to changes in quality compared to when the catalyst was first used, such that it is no longer able to function as a catalyst.
  • the heating object 11 by keeping the temperature of the heating object 11 above a predetermined lower limit value (target temperature) and below a predetermined upper limit value (heat-resistant temperature), it is possible to make the heating object 11 perform its function as a catalyst for a longer period of time. .
  • the object to be heated 11 has a cylindrical shape extending in the direction of a predetermined central axis.
  • Electrode plates 11B which are a pair of electrodes that supply power to the heating object 11, are provided on the outer peripheral surface of the heating object 11 so as to cover a part of the outer edge of the heating object 11. These electrode plates 11B are formed in a semi-cylindrical shape along the outer peripheral surface of the heating target 11. These electrode plates 11B are arranged at opposite positions on the outer peripheral surface of the heating object 11 so as to sandwich the heating object 11 therebetween. These electrode plates 11B are arranged at the center of the heating target 11 in the direction of the central axis, so as to overlap the area where the electrode plates 11B are arranged.
  • a power path 12 is electrically connected to one electrode plate 11B.
  • a reference conductive path G is electrically connected to the other electrode plate 11B.
  • the center of the heating target 11 is located away from the outside and is a place where it is difficult to radiate heat, so when power is supplied and the temperature rises, the temperature rises efficiently.
  • the center of the heating target 11 is the first region P2 where the degree of temperature rise per unit time is greatest. Since the exposed outer edge of the heating target 11 that is not covered by the electrode plate 11B is near the outside, when power is supplied and the temperature rises, heat is easily radiated to the outside. In other words, the outer edge of the heating target 11 is the second region P1 where the degree of temperature rise per unit time is the smallest.
  • the center of the heating target 11 is a region closer to the center of the heating target 11 in the direction of the central axis than both end faces, and a region closer to the central axis than the outer circumferential surface of the heating target 11 in the radial direction.
  • the outer edge portion of the heating target 11 is a region closer to the outer peripheral surface than the central axis of the heating target 11, and is a region closer to both end surfaces than the center in the central axis direction of the heating target 11.
  • the temperature of the first part P2 is below the predetermined upper limit, it can be estimated that the temperature of the parts of the heating target 11 other than the first part P2 is also below the predetermined upper limit.
  • the temperature of the second portion P1 is equal to or higher than the predetermined lower limit value, it can be estimated that the temperature of the portions of the heating target 11 other than the second portion P1 is also equal to or higher than the predetermined lower limit value.
  • the power path 12 is a path for supplying power based on the power supply section 10 to the resistance section 11A.
  • the power path 12 is provided interposed between the DC/DC converter 13 and the heating target 11 .
  • the DCDC converter 13 is provided interposed between the power supply section 10 and the heating target 11.
  • the DCDC converter 13 is, for example, a step-down type, and performs a step-down operation of stepping down the voltage applied to the power supply side conductive path 10A on the power supply section 10 side and applying it to the power path 12 on the resistance section 11A side.
  • the DCDC converter 13 uses a semiconductor switching element.
  • an N-channel type FET Field Effect Transistor
  • An N-channel FET is turned on when a voltage equal to or higher than a threshold voltage is applied to the gate, and turned off when a voltage lower than the threshold voltage is applied to the gate or when no voltage is applied to the gate.
  • the current detection section 14 detects the current flowing through the resistance section 11A.
  • the current detection unit 14 is configured using, for example, a current transformer or a shunt resistor.
  • the current detection unit 14 detects the current flowing through the power path 12 and outputs a voltage value corresponding to the current flowing through the resistance unit 11A as a current value I to the power control unit 20.
  • the voltage detection section 15 outputs the voltage applied to the resistance section 11A as a voltage value E to the power control section 20 by detecting the potential of each of the pair of electrode plates 11B.
  • the temperature acquisition unit 16 is configured to be able to detect temperatures at multiple locations within the heating target 11.
  • the temperature acquisition unit 16 is, for example, a temperature sensor such as a thermistor.
  • the temperature acquisition unit 16 includes a first sensor 16A and a second sensor 16B.
  • the first sensor 16A is provided so as to be able to detect the temperature of the first portion P2 (the center of the heating target 11).
  • the second sensor 16B is provided so as to be able to detect the temperature of the second portion P1 (the outer edge of the heating target 11).
  • the first sensor 16A and the second sensor 16B are arranged so as to overlap the area where the electrode plate 11B is arranged in the central axis direction of the heating target 11 (see FIG. 1), and Detect the temperature of P1. That is, the temperature acquisition unit 16 includes a first sensor 16A and a second sensor 16B, which are temperature sensors that detect temperatures at multiple locations.
  • the first sensor 16A and the second sensor 16B are most preferably provided at the center of the heating target 11 in the central axis direction. Moreover, it is most preferable that the first sensor 16A is provided on the central axis in the radial direction of the heating target 11.
  • the power control unit 20 is a device used in the in-vehicle system 100.
  • the power control unit 20 includes an MCU (Micro Controller Unit) (not shown), an AD converter, a DA converter, a drive circuit, and a multiplexer.
  • the power control section 20 is configured to be able to calculate the power supplied to the resistance section 11A based on the voltage detected by the voltage detection section 15 and the current detected by the current detection section 14.
  • the power control unit 20 is configured to be able to specify the temperatures at a plurality of positions within the heating target 11 based on the detection results acquired by the temperature acquisition unit 16, and to control the power supplied to the heating target 11.
  • the power control unit 20 is configured to output a temperature maintenance signal Ms having a set duty to the DCDC converter 13 and perform duty control to turn the DCDC converter 13 on and off.
  • the duty control is, for example, PWM (Pulse Width Modulation) control. Duty is the ratio of on time to period.
  • the duty can be set. For example, duty control is performed by an MCU included in the power control unit 20 and a drive circuit.
  • the power control unit 20 starts duty control when the start condition is satisfied.
  • the starting condition is, for example, that a starting switch (for example, an ignition switch) of a vehicle in which the in-vehicle system 100 is installed is turned on.
  • the power control unit 20 is configured to receive an on-off signal Si indicating the on-off state of the vehicle's starting switch from the external ECU 60, and determine whether the starting switch has been switched to the on-state based on this on-off signal Si. Determine.
  • the power control unit 20 starts duty control based on the detection results detected by the temperature acquisition unit 16 (first sensor 16A and second sensor 16B) when the above-mentioned start condition is satisfied.
  • the DC/DC converter 13 performs a step-down operation based on the temperature maintenance signal Ms generated by the power control section 20, thereby controlling the magnitude of the current supplied to the resistance section 11A. That is, the power control unit 20 controls the DCDC converter 13 by PWM control, and executes control to supply electric power to the heating target 11 by the DCDC converter 13.
  • the power control unit 20 performs first duty control, second duty control, and third duty control in duty control.
  • the power control unit 20 In the duty control, the power control unit 20 generates a signal with a set duty (for example, a PWM signal), and outputs this signal to the DCDC converter 13 as the temperature maintenance signal Ms. As a result, the duty of the semiconductor switching element of the DCDC converter 13 is controlled by the power control section 20, and a direct current is supplied to the resistance section 11A. In this way, the power control unit 20 supplies the power to the heating target 11 so that the temperatures of the first part P2 and the second part P1 (multiple positions) are within the range of not more than the upper limit value and more than the lower limit value which is lower than the upper limit value. Control power. In other words, the heating target 11 is configured to operate by receiving power from the DC/DC converter 13 .
  • a set duty for example, a PWM signal
  • the first duty control is performed when the detected value D1 of the first sensor 16A is less than a value L (hereinafter also simply referred to as value L) obtained by subtracting a predetermined deviation ⁇ from the heat-resistant temperature Ht, and the second duty control is performed.
  • This control is performed when the detected value D2 of the sensor 16B is less than the target temperature Tt. Since the purpose of the first duty control is to quickly heat the heating target 11, the first duty control is, for example, control in which the duty is fixed at 100%. As a result, a direct current is supplied to the resistor section 11A.
  • the second duty control is control performed when the detected value D1 of the first sensor 16A is equal to or greater than the value L.
  • the second duty control is control performed for the purpose of making the temperature of the second portion P1 equal to or higher than the target temperature Tt while making the temperature of the first portion P2 lower than the heat-resistant temperature Ht.
  • the magnitude of the electric power is gradually decreased over time so that the detected values D1 and D2 of the first sensor 16A and the second sensor 16B are below the heat-resistant temperature Ht and above the target temperature Tt.
  • This is a control that reduces the duty so that the That is, the second duty control is a control aimed at making the entire temperature of the heating object 11 higher than the target temperature Tt and lower than the heat-resistant temperature Ht.
  • the duty is decreased to reduce the width of the rectangular wave in the rectangular wave current supplied to the resistor section 11A, and the resistor The current supplied to section 11A is reduced. Thereby, the heat generation in the resistance portion 11A is reduced, and the heating target 11 is prevented from being heated excessively (to a temperature higher than the heat resistant temperature Ht).
  • the third duty control is control performed when the detected value D1 of the first sensor 16A is less than the value L and the detected value D2 of the second sensor 16B is equal to or higher than the target temperature Tt.
  • the third duty control is control performed for the purpose of maintaining a state in which the temperature of the first portion P2 and the temperature of the second portion P1 are equal to or lower than the heat-resistant temperature Ht and equal to or higher than the target temperature Tt.
  • the third duty control based on the detection values D1 and D2 of the first sensor 16A and the second sensor 16B, the minimum temperature for maintaining the temperature of the heating target 11 below the heat-resistant temperature Ht and above the target temperature Tt is determined. The magnitude of the duty is continued to be adjusted so as to supply power to the heating target 11.
  • the duty is increased to reduce the width of the rectangular wave in the rectangular wave current supplied to the resistance section 11A.
  • the current supplied to the resistance section 11A is increased by increasing the current. Thereby, heat generation in the resistance section 11A is increased, and the temperature of the heating target 11 is suppressed from falling below the target temperature Tt.
  • step S1 the power control unit 20 determines whether a starting switch (ignition switch) provided in the vehicle has been switched from an off state to an on state. If the power control unit 20 determines in step S1 that the off state has not been switched to the on state (No in step S1), the process in FIG. 4 ends.
  • a starting switch ignition switch
  • step S1 when the power control unit 20 determines that the off state has been switched to the on state (Yes in step S1), the process moves to step S2.
  • step S2 the power control unit 20 determines whether the detected value D1 of the first sensor 16A is less than the value L.
  • step S2 when the power control unit 20 determines that the detected value of the first sensor 16A is less than the value L (Yes in step S2), the process moves to step S3.
  • step S3 the power control unit 20 determines whether the detected value of the second sensor 16B is less than the target temperature Tt.
  • the power control unit 20 determines in step S3 that the detected value of the second sensor 16B is less than the target temperature Tt (Yes in step S3), the process proceeds to step S4, and the power control unit 20 executes the first duty control. do.
  • step S2 when the power control unit 20 determines that the detected value of the first sensor 16A is equal to or greater than the value L (No in step S2), the process proceeds to step S5, and the power control unit 20 performs the second duty control. Execute.
  • step S3 when the power control unit 20 determines that the detected value of the second sensor 16B is equal to or higher than the target temperature Tt (No in step S3), the process proceeds to step S6, and the power control unit 20 controls the third duty control Execute.
  • the in-vehicle temperature control device 1 controls the temperature of an in-vehicle heating object 11 that is heated by energization.
  • This in-vehicle temperature control device 1 includes a temperature acquisition unit 16 that detects temperatures at multiple positions of the heating target 11, and controls power to be supplied to the heating target 11 based on each temperature acquired by the temperature acquisition unit 16.
  • the power control unit 20 has a power control unit 20 that performs the following steps.
  • the power control unit 20 controls the power so that the temperatures at a plurality of positions are within a range of a heat-resistant temperature Ht (upper limit) or lower and a target temperature Tt (lower limit) lower than the heat-resistant temperature Ht (upper limit).
  • the power supply can be precisely controlled so as to raise the temperature of the heating object 11 to a predetermined temperature in a short time while suppressing unevenness.
  • the temperature acquisition unit 16 includes a first sensor 16A and a second sensor 16B that detect temperatures at multiple locations.
  • the power control unit 20 controls the power based on the detection result of the temperature acquisition unit 16 so that the temperature at each of the plurality of positions is within the range of the heat-resistant temperature Ht (upper limit value) or lower and the target temperature Tt (lower limit value) or higher. . According to this configuration, since the temperature detected by the temperature acquisition unit 16 is used, the power supply to the heating target can be controlled more accurately.
  • the temperature acquisition unit 16 detects the temperature of the center of the heating object 11 and the exposed outer edge of the heating object 11.
  • the exposed outer edge of the heating object 11 is a part where heat is easily radiated to the outside and the degree of temperature rise per unit time is small, and the center of the heating object 11 is a part where heat is less likely to be radiated to the outside than the outer edge. This is a portion where the degree of temperature rise per unit time is large. Therefore, the vehicle-mounted temperature control device 1 can control the temperature of the heating target 11 more efficiently.
  • the power control unit 20 controls the power supplied to the heating target 11 by PWM control. According to this configuration, power control can be performed with a simple configuration of adjusting the duty.
  • the power control unit 20 executes control to supply power to the heating target 11 using the DCDC converter 13. According to this configuration, the power control section 20 can be realized with a simple configuration.
  • a vehicle-mounted temperature control device 2 according to a second embodiment will be described with reference to FIGS. 5 to 8.
  • the in-vehicle temperature control device 2 of the second embodiment is similar to the first embodiment in the configuration of the temperature acquisition unit 30 and that the temperature acquisition unit 30 estimates the temperatures of the first portion P12 and the second portion P11 of the heating target 11. different from.
  • the same components as in Embodiment 1 are given the same reference numerals, and descriptions of the same functions and effects as in Embodiment 1 are omitted.
  • the in-vehicle temperature control device 2 is used in an in-vehicle system 200, and includes a power control section 120 and a temperature acquisition section 30.
  • the power control unit 120 includes an MCU (not shown), an AD converter, a DA converter, a drive circuit, and a multiplexer.
  • the temperature acquisition unit 30 has a function of estimating each temperature at a plurality of positions on the heating target 11.
  • the temperature acquisition section 30 includes a power detection section 20A, a temperature identification section 20B, a calculation section 20C, and an adjustment section 20D.
  • the rate of change in the resistance value of the resistance section 11A of the heating object 11 is the same as the temperature change of the heating object 11.
  • This is a small change region S having a characteristic that the change is smaller than the ratio.
  • the region from S0°C to less than S1°C is a normal region N in which the rate of change in the resistance value of the resistance portion 11A of the heating object 11 is larger than the rate of temperature change of the heating object 11. be.
  • the rate of temperature change of the heating object 11 is defined as Tf/Ts.
  • the resistance value of the resistance section 11A of the heating object 11 is Rs
  • the resistance value of the resistance section 11A of the heating object 11 is Rf
  • the rate of change in the resistance value of the resistance portion 11A of the heating target 11 in a certain case is defined as Rs/Rf.
  • the rate of change in the resistance value of the resistance portion 11A of the heating object 11 is equal to the rate of temperature change of the heating object 11 (Tf/Ts). It becomes smaller than .
  • the NTC characteristic of the resistance section 11A of the heating object 11 is such that, within the range of the slight change region S in which the temperature of the heating object 11 changes, the rate of change in the resistance value of the resistance section 11A of the heating object 11 changes due to the temperature change of the heating object 11. It includes characteristics that are smaller than the proportion of .
  • the power detection unit 20A has a function of detecting the power supplied to the heating target 11 based on the voltage value E detected by the voltage detection unit 15 and the current value I detected by the current detection unit 14. ing. Specifically, the power detection unit 20A calculates the power by multiplying the voltage value E and the current value I.
  • the temperature specifying unit 20B has a function of specifying the temperature outside the heating target 11.
  • the temperature specifying section 20B includes an outside temperature acquisition section 20E that acquires the temperature of the exhaust gas, which is the inflow gas flowing into the heating object 11, as the temperature T a of the outside air of the heating object 11.
  • a temperature sensor such as a thermistor is used in the outside temperature acquisition section 20E.
  • the outside temperature acquisition unit 20E is, for example, disposed in the exhaust path of the internal combustion engine on the internal combustion engine side (i.e., upstream side) or on the rear end side of the exhaust pipe (i.e., downstream side) relative to the heating target 11. There is.
  • the outside temperature acquisition unit 20E has a function of detecting the temperature of the inflow gas that is the gas immediately before flowing into the heating object 11 and the outflow gas that is the gas that is the gas immediately after flowing out from the heating object 11.
  • the outside temperature acquisition unit 20E is configured to be able to detect the temperature of the inflowing gas after the ignition switch is switched from the off state to the on state and before the internal combustion engine starts operating.
  • the outside temperature acquisition unit 20E then outputs the temperature detected at this time to the power control unit 120 as the outside air temperature T a (ambient temperature).
  • the calculation unit 20C operates on a first part P12 (the center of the heating object 11) (see FIG. 7) and a second part P11 (the outer edge of the heating object 11, which is electrically connected to the power path 12) in the heating object 11. (see FIG. 7).
  • the calculation unit 20C estimates the temperatures of the first region P12 and the second region P11 when the temperatures of the first region P12 and the second region P11 of the heating target 11 are in the little change region S shown in FIG.
  • the upper limit of the temperature maintenance region Rm is the heat-resistant temperature Ht, and the lower limit is the target temperature Tt.
  • the calculation unit 20C assumes that the center of the heating object 11 is the first region P12, and that the outer edge of the heating object 11 is the second region P11, and estimates the temperatures at these positions.
  • the temperatures of the first portion P12 and the second portion P11 are estimated by using a thermal circuit model Cm shown in FIG. 8, which models the heating target 11.
  • the thermal circuit model Cm is a model of a flow in which the resistor section 11A generates heat due to the supplied power P, the heating object 11 is heated, and the heat is released from the heating object 11 to the outside.
  • the thermal circuit model Cm is configured by the supplied power P, the internal thermal resistance R 1 , the external thermal resistance R 2 , the internal thermal capacity C 1 , the thermal capacity C 2 of the first portion P12, and the external air temperature T a .
  • the supplied power P is the power supplied to the resistance section 11A of the heating target 11.
  • the supplied power P is a value obtained by multiplying the current value I input from the current detection section 14 and the voltage detection section 15 by the voltage value E.
  • the temperature T a of the outside air is a value obtained by the outside air temperature acquisition unit 20E detecting the temperature of the inflowing gas immediately before it flows into the heating target 11 before the internal combustion engine operates. That is, the outside temperature acquisition section 20E of the temperature specifying section 20B specifies the temperature at a different position outside the heating target 11 and different from the first site P12 and the second site P11.
  • the internal thermal resistance R 1 , the internal thermal capacity C 1 , the external thermal resistance R 2 , and the thermal capacity C 2 of the first portion P12 are stored in a storage area provided in the power control unit 120, for example.
  • the outside air side thermal resistance R 2 is configured to be adjustable by an adjustment section 20D, which will be described later.
  • the internal thermal resistance R 1 is a configuration that represents the difficulty of heat transfer between the first portion P12 and the second portion P11.
  • the outside air side thermal resistance R 2 is a configuration that represents the difficulty in transmitting heat between the first portion P12 and the surroundings of the heating target 11. The larger the value of the internal thermal resistance R 1 and the external thermal resistance R 2 is, the more difficult it is to transfer heat, and the smaller the value is, the easier it is to transfer heat.
  • the internal heat capacity C 1 is a configuration representing the amount of heat that can be accumulated in the second portion P11.
  • the heat capacity C 2 of the first portion P12 is a configuration representing the amount of heat that can be accumulated in the first portion P12.
  • the outside air temperature T a is the temperature around the heating target 11 .
  • Equation 1 The flow of heat in the second portion P11 is expressed by the formula shown in Equation 1.
  • T 1 ⁇ t is the temperature at the second site P11 when ⁇ t has passed from the current time
  • T 1 is the current temperature at the second site P11
  • T 2 is the current temperature at the first site P12.
  • P* ⁇ t is the amount of heat flowing into the second portion P11
  • (( ⁇ T 1 +T 2 )/R 1 )* ⁇ t is the amount of heat flowing from the second portion P11 to the first portion P12
  • C 1 * (T 1 ⁇ t ⁇ T 1 ) is the amount of heat accumulated in the second portion P11.
  • Equation 2 The flow of heat in the first portion P12 is expressed by the formula shown in Equation 2.
  • T a is the temperature of the outside air (that is, the temperature around the heating target 11) detected by the outside air temperature acquisition unit 20E
  • T 2 ⁇ t is the temperature at the first portion P12 when ⁇ t has passed from the current time.
  • ((T 1 - T 2 )/R 1 )* ⁇ t is the amount of heat flowing from the second part P11 to the first part P12
  • ((-T 2 +T a )/R 2 )* ⁇ t is the amount of heat flowing from the second part P11 to the first part P12.
  • C 2 *(T 2 ⁇ t ⁇ T 2 ) is the amount of heat released from P12 to the outside of the heating target 11, and C 2 *(T 2 ⁇ t ⁇ T 2 ) is the amount of heat accumulated in the first portion P12.
  • T a a value detected by the outside temperature acquisition unit 20E before the internal combustion engine starts operating is used.
  • the calculation unit 20C calculates the equations 1 and 2 based on the supplied power P and the temperature of the incoming gas (outside air temperature T a ) which is a temperature at a different position from the second part P11 and the first part P12. The calculation is repeated at every predetermined period (for example, every ⁇ t).
  • the calculation unit 20C executes an estimation operation of sequentially estimating the temperature T 1 ⁇ t at the second portion P11 after the elapse of the minute time ⁇ t and the temperature T 2 ⁇ t at the first portion P12 after the elapse of the minute time ⁇ t.
  • the degree of heat transfer in the heated object 11 changes depending on the temperature and flow rate of the gas (exhaust gas of the internal combustion engine) flowing into the heated object 11. Therefore, by taking into consideration the temperature and flow rate of the gas (exhaust gas of the internal combustion engine) flowing into the heating object 11, it becomes possible to estimate the temperature in the heating object 11 more accurately.
  • the outside air side thermal resistance R 2 is inversely proportional to the value obtained by multiplying the convective heat transfer coefficient h by the area A of the heating target 11 that is in contact with the exhaust gas of the internal combustion engine.
  • the outside air side thermal resistance R 2 becomes smaller as the convective heat transfer coefficient h becomes larger.
  • the convective heat transfer coefficient h is a value representing the ease of heat transfer between the incoming gas (exhaust gas of the internal combustion engine) flowing into the heating object 11 and the heating object 11.
  • This convective heat transfer coefficient h has the property that as the flow rate V P (hereinafter also simply referred to as flow rate V P ) of the inflow gas (exhaust gas of the internal combustion engine) flowing into the heating object 11 increases, it increases in proportion to this. have.
  • the flow rate V P is a number using the rotational speed R E of the internal combustion engine (hereinafter also simply referred to as the rotational speed R E ) and the volume ratio r G of exhaust gas and intake air in the internal combustion engine (hereinafter also simply referred to as the volume ratio r G ). It can be determined by the formula shown in 3.
  • D [m 3 ] is the displacement of the internal combustion engine, and is a fixed value determined by the specifications of the internal combustion engine. That is, the flow rate V P is proportional to the rotational speed R E and the volume ratio r G . Therefore, the convective heat transfer coefficient h is proportional to the flow rate V P , the rotation speed R E , and the volume ratio r G .
  • the outside air side thermal resistance R 2 is inversely proportional to the convective heat transfer coefficient h, the flow rate V P , the rotation speed R E , and the volume ratio r G . In other words, the outside air side thermal resistance R 2 becomes smaller as the flow rate V P , the rotation speed R E , and the volume ratio r G increase.
  • the power control unit 120 is configured to receive the rotation speed R E and the volume ratio r G from the external ECU 60 .
  • the adjustment unit 20D calculates the flow rate V P based on the rotation speed R E and the volume ratio r G using the formula shown in Equation 3, and adjusts the outside air side thermal resistance R 2 using the calculated flow rate V P.
  • the adjustment value Ad is calculated at predetermined intervals (for example, every ⁇ t). Calculation of the adjustment value Ad using the flow rate V P in the adjustment unit 20D may be performed, for example, by calculation based on a predetermined mathematical formula or by selecting the adjustment value Ad corresponding to the flow rate V P from table data stored in the adjustment unit 20D. Conceivable. Then, the adjustment unit 20D adjusts the outside air side thermal resistance R 2 by subtracting the adjustment value Ad from the stored outside air side thermal resistance R 2 .
  • the calculation unit 20C estimates the temperature at the first portion P12 using the outside air side thermal resistance R 2 adjusted by the adjustment unit 20D. In this way, the calculation unit 20C estimates the temperature in the heating target 11, taking into account the rotational speed R E and the volume ratio r G .
  • the adjustment unit 20D changes the adjustment value Ad so as to decrease the outside air side thermal resistance R 2 , and adjusts the outside air side thermal resistance R 2 to decrease. conduct. Then, as the flow rate V P , rotation speed R E , and volume ratio r G become smaller, the adjustment unit 20D changes the adjustment value Ad to increase the outside air side thermal resistance R 2 so as to increase the outside air side thermal resistance R 2 . Make adjustments. Note that the volume ratio r G may be a fixed value.
  • the adjustment unit 20D is configured to reduce the outside air side thermal resistance R 2 as the difference between T 2 ⁇ t and T a increases (that is, as T 2 ⁇ t increases). An adjustment is made to reduce the magnitude of the outside air side thermal resistance R 2 by changing the adjustment value Ad. Then, when T 2 ⁇ t is larger than T a , the adjustment unit 20D increases the outside air side thermal resistance R 2 as the difference between T 2 ⁇ t and T a becomes smaller (that is, T 2 ⁇ t becomes smaller). Adjustment is performed to increase the outside air side thermal resistance R 2 by changing the adjustment value Ad.
  • the adjustment value is calculated from the outside air side thermal resistance R 2 . It is possible to reduce Ad.
  • the adjustment unit 20D adjusts the adjustment value Ad at predetermined intervals (for example, every ⁇ t) by taking into account the temperature T 2 ⁇ t at the first portion P12 in addition to the flow rate V P , the rotational speed R E , and the volume ratio r G . calculate. That is, the adjustment unit 20D adjusts the outside air side thermal resistance R 2 based on the outside air temperature T a and the flow rate V P of the gas flowing into the heating target 11 . Then, the calculation unit 20C performs an operation of estimating the temperature at the first portion P12 using the outside air side thermal resistance R 2 adjusted by the adjustment unit 20D.
  • the power control unit 120 controls the temperature T 2 ⁇ t of the first portion P12 and the second portion P11 estimated by the calculation unit 20C when the starting switch (e.g., ignition switch) of the vehicle in which the in-vehicle system 200 is installed is switched to the on state. Duty control is started based on the temperature T 1 ⁇ t .
  • the starting switch e.g., ignition switch
  • the temperature specifying unit 20B acquires the temperature of the inflowing gas immediately before it flows into the heating target 11 (that is, the temperature T a of the outside air) from the outside air temperature acquisition unit 20E.
  • the power control unit 120 performs the following steps based on the temperature of the inflowing gas immediately before it flows into the heating target 11 acquired from the outside temperature acquisition unit 20E. Duty control for operating the DCDC converter 13 by outputting the temperature maintenance signal Ms to the DCDC converter 13 is started. Then, the supply of electric power to the resistance section 11A is started, the temperature of the heating object 11 rises, and when the temperature of the heating object 11 reaches a predetermined temperature, the operation of the internal combustion engine starts.
  • the condition for starting the operation of the internal combustion engine is, for example, that the temperature T 2 ⁇ t of the first portion P12 and the temperature T 1 ⁇ t of the second portion P11 estimated by the calculation unit 20C have become higher than the target temperature Tt of the temperature maintenance region Rm. be.
  • the external ECU 60 After the internal combustion engine starts operating, the external ECU 60 starts inputting the rotational speed R E and the volume ratio r G to the power control unit 120 . Then, the adjustment unit 20D calculates the flow rate V P based on the rotation speed R E and the volume ratio r G , calculates an adjustment value Ad using the calculated flow rate V P , and uses this adjustment value Ad to adjust the flow rate on the outside air side. Start adjusting the thermal resistance R2 . Then, the power control unit 120 continues the duty control with the adjustment value Ad taken into consideration.
  • the calculation unit 20C sequentially calculates the temperatures T 1 ⁇ t and T 2 ⁇ t based on the outside air temperature T a acquired by the temperature specifying unit 20B and the supplied power P detected by the power detection unit 20A. Then, the calculation unit 20C continues estimating the temperatures T 1 ⁇ t and T 2 ⁇ t at the second site P11 and the first site P12 at predetermined intervals (for example, every ⁇ t).
  • the adjustment section 20D adjusts the outside air side thermal resistance R 2 by further taking into account the difference between the temperature T 2 ⁇ t and the outside air temperature Ta .
  • the calculation unit 20C subsequently uses the outside air side thermal resistance R 2 adjusted in the adjustment unit 20D to perform the calculations in Equations 1 and 2 to determine the temperatures T 1 ⁇ t and T at the second portion P11 and the first portion P12. Execute the 2 ⁇ t estimation operation.
  • the temperature acquisition unit 30 calculates the respective temperatures of the second portion P11 and the first portion P12 based on the supplied power P and the temperature at a different position outside the heating target 11 and different from the second portion P11 and the first portion P12. Estimate.
  • the power control unit 120 changes the duty in the duty control based on the temperature T 2 ⁇ t at the first portion P12 and the temperature T 1 ⁇ t at the second portion P11 estimated by the calculation unit 20C. Specifically, the power control unit 120 executes any one of first duty control, second duty control, and third duty control. As a result, the power control unit 120 controls the temperature of the first portion P12 and the second portion P11 to be within the range below the upper limit value (heat resistant temperature Ht) and above the lower limit value (target temperature Tt) which is lower than the upper limit value. Control power.
  • the power control unit 120 can control the power supplied to the heating target 11 based on the respective temperatures of the second portion P11 and the first portion P12 of the heating target 11 estimated by the temperature acquisition unit 30. For this reason, the in-vehicle temperature control device 2 precisely controls the power supply to raise the temperature of the heating object 11 to a predetermined temperature in a short time while suppressing unevenness compared to the case where the temperature at one position is used. can.
  • the temperature acquisition unit 30 includes a power detection unit 20A that detects the supplied power P supplied to the heating target 11, and a second part P11 and a first part that are outside the heating target 11. It has a temperature specifying section 20B that specifies the temperature at a different position from P12. The temperature acquisition unit 30 estimates the respective temperatures of the second portion P11 and the first portion P12 based on the supplied power P and the temperature at another position (outside air temperature T a ). According to this configuration, there is no need to provide a configuration that directly measures the temperature of the second site P11 and the first site P12.
  • the temperature acquisition unit 116 may have a configuration as shown in FIG.
  • the temperature acquisition unit 116 includes a first sensor 116A, a second sensor 116B, and a third sensor 116C.
  • the first sensor 116A, the second sensor 116B, and the third sensor 116C are arranged so as to overlap the region where the electrode plate 11B is arranged in the central axis direction of the heating target 11.
  • the first sensor 116A is provided so as to be able to detect the temperature at the center of the heating target 11.
  • the second sensor 116B is provided so as to be able to detect the temperature of the exposed outer edge of the heating target 11 that is not covered by the electrode plate 11B.
  • the third sensor 116C is further provided at a position closer to the electrode plate 11B electrically connected to the power path 12 than the central axis.
  • the power control unit 120 controls which duty control to perform by determining whether the detected value of at least one of the first sensor 116A and the third sensor 116C is equal to or greater than the value L. You may.
  • the temperature of the heating object 11 is controlled more precisely by controlling the power supply to the heating object 11 with reference to the temperature of the outer edge of the heating object 11 covered with the electrode plate 11B.
  • the number of temperature sensors may be four or more.
  • a plurality of temperature sensors may be arranged in different directions along the central axis of the heating target. Further, as shown in FIG. 10, the temperature acquisition unit 216 may be arranged at an end of the heating target 11 in the central axis direction and not covered by the electrode plate 11B.
  • the power supply to the heating target may be controlled so that the detection result of the temperature sensor falls within this range again when the upper limit value or lower limit value is exceeded.
  • an outside temperature acquisition unit may be provided on the electrode plate to detect the temperature of the electrode plate, and this may be used as the temperature at a different position from the plurality of positions outside the heating target.
  • Temperature control device 10 Power supply section 10A... Power supply side conductive path 11... Heating target 11A... Resistance section 11B... Electrode plate (electrode) 12...Power path 13...DCDC converter 14...Current detection section 15...Voltage detection section 16, 30, 116, 216...Temperature acquisition section 16A, 116A...First sensor (temperature acquisition section) 16B, 116B...Second sensor (temperature acquisition section) 20, 120...Power control section 20A...Power detection section 20B...Temperature identification section 20C...Calculation section 20D...Adjustment section 20E...Outside temperature acquisition section 60...External ECU 100,200...In-vehicle system 116C...Third sensor (temperature sensor) A... Area Ad...

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  • Health & Medical Sciences (AREA)
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Abstract

Un dispositif de régulation de température embarqué (1) régule la température d'une cible de chauffage embarquée (11) qui est chauffée par une alimentation en courant. Ce dispositif de régulation de température embarqué (1) comprend une unité d'acquisition de température (16) qui détecte la température de chacune d'une pluralité de positions de la cible chauffante (11) et une unité de commande d'énergie électrique (20) qui commande la puissance électrique fournie à la cible chauffante (11) sur la base de chaque température acquise par l'unité d'acquisition de température (16). L'unité de commande de puissance électrique (20) commande la puissance électrique de sorte que les températures au niveau de la pluralité de positions se situent dans une plage inférieure ou égale à une valeur limite supérieure et supérieure ou égale à une valeur limite inférieure inférieure à la valeur limite supérieure.
PCT/JP2022/016988 2022-04-01 2022-04-01 Dispositif de régulation de température embarqué WO2023188424A1 (fr)

Priority Applications (1)

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PCT/JP2022/016988 WO2023188424A1 (fr) 2022-04-01 2022-04-01 Dispositif de régulation de température embarqué

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Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005240583A (ja) * 2004-02-24 2005-09-08 Fuji Heavy Ind Ltd 電気加熱触媒の通電制御装置
JP2009189921A (ja) * 2008-02-13 2009-08-27 Toyota Motor Corp 通電加熱式触媒装置の通電制御システム
JP2011231709A (ja) * 2010-04-28 2011-11-17 Denso Corp 触媒温度算出装置
JP2012061449A (ja) * 2010-09-17 2012-03-29 Toyota Motor Corp 電気加熱式触媒装置
JP2012065501A (ja) * 2010-09-17 2012-03-29 Toyota Motor Corp 車両用電源装置
WO2016189652A1 (fr) * 2015-05-26 2016-12-01 富士通株式会社 Dispositif de purification d'échappement et véhicule

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005240583A (ja) * 2004-02-24 2005-09-08 Fuji Heavy Ind Ltd 電気加熱触媒の通電制御装置
JP2009189921A (ja) * 2008-02-13 2009-08-27 Toyota Motor Corp 通電加熱式触媒装置の通電制御システム
JP2011231709A (ja) * 2010-04-28 2011-11-17 Denso Corp 触媒温度算出装置
JP2012061449A (ja) * 2010-09-17 2012-03-29 Toyota Motor Corp 電気加熱式触媒装置
JP2012065501A (ja) * 2010-09-17 2012-03-29 Toyota Motor Corp 車両用電源装置
WO2016189652A1 (fr) * 2015-05-26 2016-12-01 富士通株式会社 Dispositif de purification d'échappement et véhicule

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