Vehicle control device and control method

Abstract

To inhibit occupant's discomfort while an air conditioner consumes excess generated electric power in the case that excess generated electric power which is not charged by a battery occurs during regenerative power generation.SOLUTION: A vehicle control device 1 includes: a generator 21; a battery 23; an air conditioner 4 having a refrigerant circuit 56 including an electric compressor 57 and first air outlets 65, 66 and second air outlets 67, 68, 69 which blow cooled air into a passenger compartment; and an air conditioning controller 9 which exercises first air-conditioning control in which the electric compressor is operated and air outlets are set to the first air outlets. When excess generated electric power which cannot be charged by the battery occurs during regenerative power generation, the air conditioning controller exercises second air-conditioning control in which the electric compressor is operated at a rotation number higher than a rotation number set when the first air-conditioning control is exercised and the air outlets are set to the first air outlets and the second air outlets.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present disclosure relates to a vehicle control device and control method. [Background technology]

[0002] Patent Document 1 describes a control method for a hybrid vehicle. In this conventional control method, a generator generates regenerative power when the hybrid vehicle is braked. The battery is charged by the power generated by the generator.

[0003] The battery is charged according to the permitted charging power. If the battery's SOC (State of Charge) is high, the permitted charging power to the battery decreases. If the power generated by the generator exceeds the permitted charging power, the battery cannot accept the generated power of the generator for charging.

[0004] In the conventional control method, when the power generated by the generator exceeds the permitted charging power, the air conditioner consumes the power generated by the generator while continuing regenerative braking. Specifically, the outlet temperature of the evaporator in the refrigerant circuit of the air conditioner is lowered below the set temperature. This increases the power consumption of the electric compressor in the refrigerant circuit, consuming the surplus generated power. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] JP 2009-196404 A Summary of the Invention [Problem to be solved by the invention]

[0006] In the conventional control method, when the power generated by the generator exceeds the permitted charging power, the temperature of the air blown into the vehicle cabin drops even if the passenger does not change the temperature setting of the air conditioner, which may cause the passenger to feel uncomfortable.

[0007] The technology disclosed here, when surplus generated power is generated during regenerative power generation that cannot charge the battery, continues regenerative power generation while the air conditioning device consumes the surplus generated power, while suppressing discomfort felt by occupants. [Means for solving the problem]

[0008] The present disclosure relates to a vehicle control device. A generator mounted on a vehicle and configured to generate regenerative electricity when the vehicle is decelerating; a battery electrically connected to the generator and charged by the power generated by the generator; an air conditioner including a refrigerant circuit including an electric compressor supplied with power from the battery, and a first outlet and a second outlet that blow out air cooled by the refrigerant circuit into a passenger compartment of the vehicle; an air conditioning controller that, when an air conditioning operation command is issued to the air conditioner, operates the electric compressor at a rotation speed corresponding to the air conditioning operation command and executes a first air conditioning control to set an air outlet for blowing out cooled air to the first air outlet; When regenerative power is generated and surplus generated power is generated that cannot charge the battery, the air conditioning controller executes a second air conditioning control in which the electric compressor is operated at a higher rotation speed than the rotation speed when the first air conditioning control is executed, and the first air outlet and the second air outlet are set as the outlets for blowing out cooled air.

[0009] When an air conditioning operation command is issued to the air conditioner, the air conditioning controller operates the electric compressor and sets an air outlet for blowing out cooled air. The air conditioning operation referred to here is a so-called cooling operation. The cooling operation is an operation in which air cooled by a refrigerant circuit is blown out into the passenger compartment. The air conditioning controller operates the electric compressor at a rotation speed corresponding to the command for air conditioning operation. The command for air conditioning operation includes, for example, a set temperature of the passenger compartment set by an occupant. For example, when the set temperature of the passenger compartment is low and the temperature difference between the set temperature and the actual temperature of the passenger compartment is large, the air conditioning controller increases the rotation speed of the electric compressor, and when the set temperature of the passenger compartment is high and the temperature difference between the set temperature of the passenger compartment and the actual temperature of the passenger compartment is small, the air conditioning controller decreases the rotation speed of the electric compressor.

[0010] The air conditioning controller executes a first air conditioning control in which the air outlet that blows out the cooled air is set to the first air outlet. The first air outlet may be, for example, a center vent air outlet and / or a side vent air outlet. The center vent air outlet is located in the center of the instrument panel in the vehicle width direction. The side vent air outlets are located on both sides of the instrument panel in the vehicle width direction. The center vent air outlet and the side vent air outlet blow air toward the upper bodies of the occupants. The first air conditioning control corresponds to normal operation of the air conditioner when air conditioning operation is commanded.

[0011] The vehicle is equipped with a generator that generates regenerative power during deceleration. The power generated by the generator during regenerative power generation while the vehicle is decelerating is charged into a battery. The vehicle may be a so-called electric vehicle. The electric vehicle referred to here includes a BEV (Battery Electric Vehicle), a PHEV (Plug-in Hybrid Electric Vehicle), and an HEV (Hybrid Electric Vehicle). The vehicle may ensure the necessary braking force by combining regenerative braking by the generator and mechanical braking by hydraulic brakes.

[0012] During regenerative power generation, there may be cases where surplus power is generated that does not allow the battery to be charged. For example, this may occur when the battery's SOC is high and the battery cannot be charged any more, or when the generator's power generation current value is high and battery charging is restricted to suppress high-rate deterioration of the battery. If the generator's regenerative power generation is suppressed when surplus power is generated, the vehicle's braking force will decrease. Furthermore, suppressing regenerative power generation will reduce the vehicle's electric power consumption or fuel efficiency.

[0013] The vehicle control device does not suppress regenerative power generation by the generator when surplus generated power that cannot charge the battery is generated. Reduction in the braking force of the vehicle is suppressed. Also, reduction in the electric power consumption or fuel efficiency of the vehicle is suppressed.

[0014] Instead of suppressing regenerative power generation, the air conditioning controller executes a second air conditioning control in which the electric compressor is operated at a higher rotation speed than the rotation speed during execution of the first air conditioning control. Excess generated power is consumed by the electric compressor.

[0015] When the rotation speed of the electric compressor increases, the amount of refrigerant circulating in the refrigerant circuit increases. The temperature of the air cooled by the refrigerant circuit becomes lower than when the first air conditioning control is executed. When the second air conditioning control is executed, even if the passenger does not change the set temperature, if the cooled air is blown into the passenger compartment only from the first air outlet, the passenger may feel uncomfortable.

[0016] Therefore, in the vehicle control device, the air conditioning controller sets the first and second air outlets to blow out cooled air when the second air conditioning control is executed. Here, the second air outlet may be an air outlet that does not blow out air when the first air conditioning control is executed. The second air outlet may be, for example, a defroster air outlet, a side demister air outlet, and / or a foot air outlet. The defroster air outlet blows out air toward the windshield. The side demister air outlet blows out air toward the side window glass. The defroster air outlet and the side demister air outlet are basically used to remove fog from the windshield and the side window glass. The foot air outlet blows out air toward the feet of the occupant. The foot air outlet basically blows out air warmed by a heater.

[0017] In the second air conditioning control, the number of air outlets that blow out the cooled air is greater than the number of air outlets in the first air conditioning control. Because the cooled air is dispersed and blown out, passengers are less likely to feel uncomfortable even if the temperature of the air blown into the vehicle compartment is low.

[0018] Therefore, when surplus generated power is generated during regenerative power generation that cannot charge the battery, the vehicle control device can continue regenerative power generation while the air conditioning device consumes the surplus generated power, while suppressing discomfort felt by occupants.

[0019] The refrigerant circuit includes an evaporator. the air conditioner has a blower that changes a flow rate of air blown into the vehicle compartment after passing through the evaporator, The air conditioning controller may operate the blower at a rotation speed higher than a rotation speed when the second air conditioning control is being executed.

[0020] When the second air conditioning control is performed, the blower rotation speed increases, and the flow rate of air passing through the evaporator increases. As described above, when the second air conditioning control is performed, the compressor rotation speed increases and the refrigerant circulating flow rate in the refrigerant circuit increases, and the temperature of the evaporator decreases. Although the temperature of the evaporator decreases, the flow rate of air passing through the evaporator increases, so the decrease in the temperature of the air after passing through the evaporator is suppressed. When the second air conditioning control is performed, the decrease in the temperature of the air blown into the passenger compartment is suppressed, so that the discomfort felt by the occupants can be further suppressed.

[0021] The air conditioning controller may operate the electric compressor at a rotation speed lower than the rotation speed during execution of the first air conditioning control for a predetermined time after the second air conditioning control ends.

[0022] During execution of the second air conditioning control, the amount of refrigerant circulating in the refrigerant circuit is higher than during execution of the first air conditioning control, so the temperature of the evaporator drops, and the temperature of the passenger compartment may also drop during execution of the second air conditioning control. For a while after the end of the second air conditioning control, the evaporator maintains a low temperature and the temperature of the passenger compartment also remains low.

[0023] Therefore, the air conditioning controller operates the electric compressor at a lower rotation speed than the rotation speed during execution of the first air conditioning control for a predetermined time after the end of the second air conditioning control. Even if the rotation speed of the electric compressor is low, at least the temperature of the evaporator is low, so the temperature of the air blown into the passenger compartment is prevented from becoming significantly higher. Even if the operating capacity of the air conditioning device is temporarily reduced, the temperature of the passenger compartment is prevented from greatly exceeding the set temperature.

[0024] In addition, since the rotation speed of the electric compressor is low, the power consumption of the electric compressor is reduced, which improves the electric consumption or fuel efficiency of the vehicle.

[0025] Here, the end of the second air conditioning control includes, for example, a case where regenerative power generation ends as the vehicle stops decelerating, and a case where regenerative power generation is continuing but the battery can be charged so that the generated power is not surplus.

[0026] The predetermined time may be one minute to several minutes. The predetermined time may be the time from the end of the second air conditioning control until a temperature rise of the evaporator is detected, or until a temperature rise of the passenger compartment is detected.

[0027] The air conditioning controller may operate the blower at a rotation speed lower than the rotation speed during execution of the first air conditioning control for a predetermined time after the second air conditioning control ends.

[0028] As described above, for a while after the end of the second air conditioning control, even if the operating capacity of the air conditioner is reduced, the temperature in the passenger compartment is prevented from significantly exceeding the set temperature. Reducing the blower rotation speed for a predetermined time after the end of the second air conditioning control reduces the power consumption of the blower and improves the electric power consumption or fuel efficiency of the vehicle.

[0029] The vehicle control device further includes a grill shutter that opens and closes a front grill of the vehicle, The grille shutter may close the front grille more closely than during the second air conditioning control for a predetermined time after the second air conditioning control ends.

[0030] When the grille shutter closes the front grille, the vehicle's running resistance decreases. If the vehicle is decelerating, the amount of regenerative power generated by the generator increases in order to increase the vehicle's braking force. Increasing the amount of regenerative power generated is advantageous for improving the vehicle's electric power consumption or fuel efficiency.

[0031] The opening degree of the grill shutter may be fully closed, or may be an intermediate opening degree between fully closed and fully open.

[0032] The vehicle control device further includes a radiator located behind the front grille and exchanging heat between a cooling water for a power unit of the vehicle and airflow while the vehicle is running, and a radiator fan that increases the amount of air passing through the radiator, The radiator fan may be configured to rotate at a lower speed than during the second air conditioning control for a predetermined time after the second air conditioning control ends.

[0033] When the rotation speed of the radiator fan is reduced, the running resistance of the vehicle is reduced. As described above, when the vehicle is decelerating, the amount of regenerative power generated by the generator is increased, which is advantageous for improving the electric power consumption or fuel efficiency of the vehicle. Note that the radiator fan may be stopped.

[0034] Another control device disclosed herein includes: A generator mounted on a vehicle and configured to generate regenerative electricity when the vehicle is decelerating; a battery electrically connected to the generator and charged by the power generated by the generator; an air conditioner including a refrigerant circuit including an electric compressor and an evaporator that are supplied with power from the battery, an outlet that blows air cooled by the refrigerant circuit into a passenger compartment of the vehicle, and a blower that changes a flow rate of the air that passes through the evaporator and is then blown into the passenger compartment; and an air conditioning controller that executes a first air conditioning control when an air conditioning operation command is issued to the air conditioner, the first air conditioning control being to operate the electric compressor at a first rotation speed corresponding to the air conditioning operation command and the blower at a second rotation speed corresponding to the air conditioning operation command, When regenerative power is generated and surplus generated power that cannot charge the battery is produced, the air conditioning controller executes a second air conditioning control in which the electric compressor is operated at a rotation speed higher than the first rotation speed and the blower is operated at a rotation speed higher than the second rotation speed.

[0035] Similarly to the above, when there is surplus generated power that cannot charge the battery, the air conditioning controller operates the electric compressor at a rotation speed higher than the first rotation speed when the first air conditioning control is executed. The surplus generated power is consumed by the electric compressor. Since the regenerative power generation of the generator is not suppressed, the decrease in the braking force of the vehicle is suppressed, and the decrease in the electric power consumption or fuel efficiency of the vehicle is suppressed.

[0036] When the rotation speed of the electric compressor increases, the amount of refrigerant circulating in the refrigerant circuit increases, so the temperature of the evaporator decreases compared to when the first air conditioning control is executed. The temperature of the air cooled by the evaporator decreases. If the cooled air is blown into the passenger compartment even though the passenger does not change the set temperature, the passenger may feel uncomfortable.

[0037] Therefore, in the vehicle control device, the air conditioning controller operates the blower at a higher rotation speed than the second rotation speed during the first air conditioning control. When the blower rotation speed increases during execution of the second air conditioning control, the flow rate of air passing through the evaporator increases. Although the temperature of the evaporator decreases during execution of the second air conditioning control, the increase in the flow rate of air passing through the evaporator suppresses the decrease in the temperature of the air after passing through the evaporator. Since the temperature of the air blown into the passenger compartment does not drop significantly below the set temperature, it is possible to suppress discomfort felt by occupants during execution of the second air conditioning control.

[0038] Therefore, when surplus generated power is generated during regenerative power generation that cannot charge the battery, the vehicle control device can continue regenerative power generation while the air conditioning device consumes the surplus generated power, while suppressing discomfort felt by occupants.

[0039] The present disclosure relates to a vehicle control method, the vehicle control method comprising the following steps:

[0040] When the vehicle decelerates, the generator generates electricity again. charging a battery with the power generated by the generator; When an air conditioning operation command is issued to an air conditioning device, an electric compressor of a refrigerant circuit is operated at a rotation speed corresponding to the air conditioning operation command, and air cooled by the refrigerant circuit is blown out into a passenger compartment of the vehicle through a first air outlet; During regenerative power generation, when surplus generated power is generated that cannot charge the battery, the electric compressor is operated at a higher rotation speed than the rotation speed corresponding to the air conditioning operation command, and cooled air is blown out into the passenger compartment of the vehicle through the first and second air outlets.

[0041] If excess power is generated during regenerative power generation that cannot charge the battery, the air conditioning system will consume the excess power while continuing regenerative power generation, while increasing the number of outlets from which cooled air is blown out, thereby reducing discomfort felt by occupants.

[0042] Another control method disclosed herein comprises the following steps.

[0043] When the vehicle decelerates, the generator generates electricity again. charging a battery with the power generated by the generator; When an air conditioning operation command is issued to an air conditioning device, an electric compressor of a refrigerant circuit is operated at a first rotation speed corresponding to the air conditioning operation command, and a blower is operated at a second rotation speed corresponding to the air conditioning operation command, and air cooled by passing through an evaporator of the refrigerant circuit is blown out into a passenger compartment of the vehicle through an air outlet; During regenerative power generation, when surplus generated power is generated that cannot charge the battery, the electric compressor is operated at a rotation speed higher than the first rotation speed, and the blower is operated at a rotation speed higher than the second rotation speed.

[0044] During regenerative power generation, if surplus power is generated that cannot be used to charge the battery, the air conditioning system will continue regenerative power generation while consuming the surplus power, while suppressing the drop in temperature of the air blown out of the air outlet, thereby reducing discomfort felt by occupants. Effect of the Invention

[0045] According to the above-mentioned vehicle control device and control method, when surplus generated power is generated during regenerative power generation that cannot charge the battery, the air conditioning device can consume the surplus generated power while continuing regenerative power generation, while suppressing discomfort felt by occupants. [Brief description of the drawings]

[0046] [Figure 1] FIG. 1 shows a control device for a vehicle. [Diagram 2] FIG. 2 shows an air outlet of an air conditioner. [Diagram 3] FIG. 3 shows a power supply system of a vehicle. [Figure 4] FIG. 4 is a block diagram of a control device for a vehicle. [Diagram 5] FIG. 5 shows the functional blocks of the PCM and the air conditioning controller. [Figure 6] FIG. 6 is a part of a flowchart relating to a vehicle control method. [Figure 7] FIG. 7 is a part of a flowchart relating to a vehicle control method. [Figure 8] FIG. 8 is a time chart illustrating changes in parameters accompanying the execution of the vehicle control method. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0047] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an embodiment of a vehicle control device and a control method will be described with reference to the drawings. The control device and the control method described here are merely examples.

[0048] (Overall vehicle configuration) 1 shows a vehicle control device 1. The vehicle is a so-called electric vehicle. The electric vehicle shown here is a BEV that does not have an internal combustion engine. However, the electric vehicle may be a PHEV or HEV that has an internal combustion engine.

[0049] The control device 1 includes a motor generator 21. The motor generator 21 is an example of a power unit of a vehicle. The motor generator 21 is installed, for example, in a motor room at the front of the vehicle. The motor generator 21 generates driving force for the vehicle to run. The motor generator 21 is connected to driving wheels 22, 22. The driving force of the motor generator 21 is transmitted to the driving wheels 22, 22.

[0050] The control device 1 includes a high-voltage battery 23. The high-voltage battery 23 supplies electric power to the motor generator 21 when the motor generator 21 is in a power running operation.

[0051] The motor generator 21 performs regenerative operation when the vehicle decelerates. The high-voltage battery 23 is charged by the power generated by the motor generator 21.

[0052] A front grill 31 is provided at the front of the motor room. When the vehicle is traveling, wind from traveling flows into the motor room through the front grill 31. The front grill 31 has a grill shutter 32. The grill shutter 32 opens and closes the front grill 31. When the grill shutter 32 opens the front grill 31, wind from traveling flows into the motor room through the front grill 31. When the grill shutter 32 closes the front grill 31, the inflow of wind from traveling through the front grill 31 is prevented. The opening degree of the grill shutter 32 can be changed to fully closed, fully open, or an intermediate opening degree between fully closed and fully open.

[0053] The grill shutter 32 has a grill shutter actuator 33. The grill shutter actuator 33 moves the grill shutter 32 so that the opening degree of the grill shutter 32 is changed to fully closed, fully open, or an intermediate opening degree.

[0054] A radiator 34 and a radiator fan 35 are installed behind the front grill 31. The radiator 34 exchanges heat between the wind generated when the vehicle is traveling and the cooling water of the motor generator 21. The radiator fan 35 increases the amount of air passing through the radiator 34, thereby promoting the heat exchange between the wind generated when the vehicle is traveling and the cooling water.

[0055] The radiator 34 is connected to a coolant circuit 36. The coolant circuit 36 ​​is indicated by a dashed arrow in FIG. 1. The direction of the arrow indicates the direction in which the coolant flows. The coolant circulates between the motor generator 21, the radiator 34, and a heater core 60 of the air conditioner 4, which will be described later. The coolant that has received heat in the motor generator 21 dissipates heat in the heater core 60 and then dissipates heat in the radiator 34. The heater core 60 warms the air that is blown into the vehicle interior 42 (see FIG. 2). The water pump 37 circulates the coolant in the coolant circuit 36. The water pump 37 is an electric water pump.

[0056] The coolant circuit 36 ​​has a bypass flow passage 38 and a thermostat valve 39. The bypass flow passage 38 bypasses the radiator 34. The thermostat valve 39 opens and closes the bypass flow passage 38. When the temperature of the coolant is low, the thermostat valve 39 opens the bypass flow passage 38. The coolant circulates between the motor generator 21 and the heater core 60. Bypassing the radiator 34 when the air conditioner 4 is required to heat the passenger compartment 42 is advantageous for a rapid increase in the temperature of the coolant. When the temperature of the coolant is high, the thermostat valve 39 closes the bypass flow passage 38. The coolant circulates between the motor generator 21, the heater core 60, and the radiator 34. Since the radiator 34 cools the coolant, the temperature of the motor generator 21 is prevented from becoming excessively high.

[0057] (Air Conditioner Configuration) The control device 1 includes an air conditioner 4. Fig. 2 shows an instrument panel 41 of a vehicle in which the air conditioner 4 is installed. The instrument panel 41 is located at the front end of a passenger compartment .

[0058] 1, the air conditioner 4 has a case 40. The case 40 shown in FIG.

[0059] The introduction section 43 has an inside air introduction port 47 and an outside air introduction port 48. The inside air introduction port 47 opens into the vehicle interior 42. The inside air introduction port 47 introduces air inside the vehicle interior 42 into the case 40. The outside air introduction port 48 is connected to a duct that communicates with the outside of the vehicle interior 42. The outside air introduction port 48 introduces air outside the vehicle interior 42 into the case 40.

[0060] The introduction section 43 has a switching door 49. The switching door 49 opens one of the inside air introduction port 47 and the outside air introduction port 48 and closes the other. The switching door 49 is connected to an inside / outside air switching actuator 96 (see FIG. 4). The inside / outside air switching actuator 96 moves the switching door 49.

[0061] The introduction section 43 also has an air filter 50 and a blower 51. The air filter 50 filters the air introduced into the case 40. The blower 51 introduces air into the case 40 and blows the air out from air outlets 65, 66, 67, 68, and 69, which will be described later. The blower 51 has a centrifugal fan 52 and a blower motor 53 that rotates the fan 52.

[0062] The temperature adjustment unit 44 is located downstream of the introduction unit 43 in the air flow direction in the case 40. The temperature adjustment unit 44 has an evaporator 54. The evaporator 54 is, for example, a tube-and-fin type heat exchanger. The evaporator 54 is located so as to cross the inside of the case 40. The air flowing inside the case 40 passes between the fins of the evaporator 54. A refrigerant is supplied to the tubes of the evaporator 54. The evaporator 54 cools the air. The evaporator 54 has a temperature sensor 55. The temperature sensor 55 detects the surface temperature of the evaporator 54.

[0063] The evaporator 54 is connected to a refrigerant circuit 56. The refrigerant circuit 56 executes a refrigeration cycle. The refrigerant circuit 56 is indicated by dashed arrows in FIG. 1. The direction of the arrows indicates the direction in which the refrigerant flows. The refrigerant circulates through the refrigerant circuit 56.

[0064] The refrigerant circuit 56 has an electric compressor 57. The electric compressor 57 compresses the refrigerant that has passed through the evaporator 54. The electric compressor 57 receives a supply of electric power from the high-voltage battery 23, as described below.

[0065] The refrigerant circuit 56 has a condenser 58. The condenser 58 is located behind the front grill 31. The condenser 58 cools the high-temperature, high-pressure gaseous refrigerant by airflow while the vehicle is running, and changes it into a low-temperature, high-pressure liquid refrigerant.

[0066] The refrigerant circuit 56 has an expansion valve 59. The expansion valve 59 is located in the refrigerant circuit 56 between the evaporator 54 and the condenser 58. The expansion valve 59 expands the low-temperature, high-pressure liquid refrigerant and changes it into a low-temperature, low-pressure mist of refrigerant. The low-temperature, low-pressure mist of refrigerant vaporizes in the evaporator 54. The air passing through the evaporator 54 is cooled by the heat of vaporization at this time.

[0067] The temperature adjustment unit 44 has a heater core 60. The heater core 60 is located downstream of the evaporator 54 in the temperature adjustment unit 44. The heater core 60 is, for example, a tube-and-fin type heat exchanger. As described above, the heater core 60 is connected to the coolant circuit 36. The heater core 60 is supplied with coolant heated by the motor generator 21. Air passing between the fins of the heater core 60 exchanges heat with the coolant flowing inside the tubes, thereby increasing the temperature of the air.

[0068] The temperature adjustment unit 44 has a mix door 61. As shown by the two-dot chain line in Fig. 1, the mix door 61 changes the ratio between the amount of air passing through the heater core 60 and the amount of air not passing through the heater core 60 by changing the opening degree thereof. The mix door 61 is connected to a mix door actuator 97 (see Fig. 4). The mix door actuator 97 changes the opening degree of the mix door 61.

[0069] The distribution unit 45 is located downstream of the temperature adjustment unit 44 in the air flow direction in the case 40. The distribution unit 45 has a vent duct 62, a heat duct 63, and a defroster duct 64. The vent duct 62, the heat duct 63, and the defroster duct 64 are each connected to the case 40.

[0070] The vent duct 62 has a center vent outlet 65 and a side vent outlet 66. The center vent outlet 65 is located in the center of the instrument panel 41 in the vehicle width direction, as illustrated in Fig. 2. The side vent outlets 66 are located on both sides of the instrument panel 41 in the vehicle width direction. The center vent outlet 65 and the side vent outlet 66 each blow air toward the upper bodies of occupants. The center vent outlet 65 and the side vent outlet 66 basically blow air cooled by the evaporator 54 during cooling operation of the air conditioner 4.

[0071] The heat duct 63 has a foot outlet 67. The heat duct 63 extends from the instrument panel 41 toward the inside of the vehicle compartment 42. As illustrated in FIG. 2, the foot outlet 67 is located near the feet of a front seat passenger and the feet of a rear seat passenger. The foot outlet 67 blows out air toward the feet of the passengers. Basically, the foot outlet 67 blows out air that has been warmed by the heater core 60 during heating operation of the air conditioner 4.

[0072] The defroster duct 64 has a defroster outlet 68 and a side demister outlet 69. The defroster outlet 68 is located on the upper surface of the instrument panel 41, as shown in FIG. 2. The defroster outlet 68 blows air toward the windshield. The side demister outlets 69 are located on both sides of the instrument panel 41 in the vehicle width direction. The side demister outlets 69 blow air toward the side window glasses. The defroster outlet 68 and the side demister outlets 69 are basically used to defog the windshield and side window glasses.

[0073] The vent duct 62, the heat duct 63, and the defroster duct 64 are each opened and closed individually by an air outlet door 70. Each air outlet door 70 is connected to an air outlet door actuator 98 (see FIG. 4). The air outlet door actuator 98 selects an air outlet from which air is to be blown out by opening and closing each air outlet door 70.

[0074] The air conditioner 4 includes an operation switch 90. As shown in Fig. 2, the operation switch 90 is provided on the instrument panel 41. The operation switch 90 is a switch that is operated by a passenger.

[0075] As shown in FIG. 4, the operation switches 90 include an A / C switch 91. The A / C switch 91 is a switch that causes the air conditioner 4 to perform air conditioning operation (i.e., cooling operation). The operation switches 90 include a fan switch 92. The fan switch 92 is a switch that changes the amount of air blown out from the air outlet. The operation switches 90 include a temperature setting switch 93. The temperature setting switch 93 is a switch that determines the set temperature of the passenger compartment 42.

[0076] (Vehicle power supply system configuration) 3 illustrates a power supply system 2 for a vehicle. As described above, the vehicle, which is an electric vehicle, is equipped with a high-voltage battery 23. The high-voltage battery 23 stores electric power for traveling. The high-voltage battery 23 is, for example, a lithium-ion battery. The high-voltage battery 23 is electrically connected to a harness wire 25 via a relay 24.

[0077] The motor generator 21 is electrically connected to the harness wires 25 via an inverter 26. The inverter 26 has an inverter circuit including a plurality of switching elements. The inverter 26 performs DC / AC conversion by controlling the on / off of the switching elements.

[0078] As described above, the motor generator 21 receives power supply from the high-voltage battery 23 to perform power running. The motor generator 21 also performs power generation operation when the vehicle 1 is decelerating. The inverter 26 supplies the regenerative power of the motor generator 21 to the high-voltage battery 23. The high-voltage battery 23 is charged by the regenerative power of the motor generator 21.

[0079] The power supply system 2 includes a charging plug 27. The charging plug 27 is connected to a harness line 25 via a relay 24. The charging plug 27 is connected to an external power supply. The high-voltage battery 23 is also charged by power supplied from the external power supply.

[0080] The electric compressor 57 of the air conditioner 4 described above is connected to the harness wire 25. The electric compressor 57 operates by receiving power supply from the high-voltage battery 23. As will be described later, the electric compressor 57 may also operate by receiving regenerative power from the motor generator 21 during the power generating operation of the motor generator 21.

[0081] The power supply system 2 includes a low-voltage battery 28. The low-voltage battery 28 is connected to the harness wires 25 via a DC / DC converter 29. The DC / DC converter 29 converts the voltage of a direct current between the harness wires 25 and the low-voltage battery 28. In FIG. 3, the low-voltage battery 28 supplies power to a blower 51 of the air conditioner 4 and a radiator fan 35 of the coolant circuit 36.

[0082] (Configuration of vehicle control device) Fig. 4 is a block diagram of the vehicle control device 1. The control device 1 includes a PCM (Power Control Module) 80 and an air conditioning controller 9. Fig. 5 illustrates functional blocks of the PCM 80 and the air conditioning controller 9.

[0083] The PCM 80 includes a microcomputer having a processor and a memory, and the microcomputer realizes the functions described below.

[0084] The control device 1 includes a BCM (Battery Control Module) 81. A voltage sensor 82, a current sensor 83, and a temperature sensor 84 are electrically connected to the BCM 81. The voltage sensor 82 outputs a voltage signal of the high-voltage battery 23 to the BCM 81. The current sensor 83 outputs a current signal of the high-voltage battery 23 to the BCM 81. The temperature sensor 55 outputs a signal related to the temperature of the high-voltage battery 23 to the BCM 81. The BCM 81 calculates the SOC of the high-voltage battery 23 based on the voltage signal, the current signal, and the temperature signal, and calculates a charging rate that allows charging of the high-voltage battery 23. The charging rate is a rate that is determined to suppress high-rate deterioration of the high-voltage battery 23. The BCM 81 is electrically connected to the PCM 80. The BCM 81 outputs signals related to the SOC and the charging rate to the PCM 80.

[0085] The control device 1 includes a drive motor control module (DMCM) 85. The DMCM 85 is electrically connected to the PCM 80. The DMCM 85 receives a control signal from the PCM 80 and controls the power running operation and the power generating operation of the motor generator 21 via the inverter 26.

[0086] The control device 1 includes an electric compressor control unit 86. The electric compressor control unit 86 is electrically connected to the PCM 80. In the control device 1 for the vehicle shown in FIG. 4, the electric compressor control unit 86 receives a control signal from the PCM 80 and controls the operation of the electric compressor 57.

[0087] An accelerator pedal position sensor 87 is electrically connected to the PCM 80. The accelerator pedal position sensor 87 outputs to the PCM 80 a signal corresponding to the amount of depression of the accelerator pedal by the occupant.

[0088] A brake sensor 88 is electrically connected to the PCM 80. The brake sensor 88 outputs to the PCM 80 a signal corresponding to the amount of depression of the brake pedal by the occupant.

[0089] A vehicle speed sensor 89 is electrically connected to the PCM 80. The vehicle speed sensor 89 outputs to the PCM 80 a signal corresponding to the speed of the vehicle.

[0090] As shown in FIG. 5, the PCM 80 has a required driving force calculation unit 801, a required power calculation unit 802, a regenerative power calculation unit 803, and an excess power calculation unit 804 as functional blocks. The required driving force calculation unit 801 calculates the driving force required for the vehicle to travel based on a signal from the accelerator opening sensor 87. The required power calculation unit 802 calculates the output power required for the high-voltage battery 23 based on the calculated required driving force and other parameters. The regenerative power calculation unit 803 calculates the generated power required for the motor generator 21 when the vehicle is decelerated from the braking force required for the vehicle based on the signals from the accelerator opening sensor 87 and the brake sensor 88. The vehicle ensures the necessary braking force by a combination of regenerative braking by the motor generator 21 and mechanical braking by the hydraulic brake. The excess power calculation unit 804 calculates the generated power that cannot be charged to the high-voltage battery 23 during regenerative power generation. Specifically, when the high-voltage battery 23 cannot be further charged because the SOC is high based on the SOC of the high-voltage battery 23 provided by the BCM 81, the surplus power generation calculation unit 804 calculates the surplus power generation based on the generated power calculated by the regenerative power generation calculation unit 803. The surplus power generation calculation unit 804 also calculates the surplus power generation based on the generated power calculated by the regenerative power generation calculation unit 803 when the generated current value of the motor generator 21 exceeds an allowable charging rate.

[0091] As shown in FIG. 4, the PCM 80 outputs a control signal to the grill shutter actuator 33 and also outputs a control signal to the radiator fan 35 based on the running state of the vehicle and / or the operating state of the motor generator 21.

[0092] The air conditioning controller 9 includes a microcomputer having a processor and a memory. The air conditioning controller 9 realizes the functions described below by the microcomputer. The air conditioning controller 9 is electrically connected to the PCM 80. As described below, the air conditioning controller 9 and the PCM 80 may execute cooperative control when the vehicle decelerates.

[0093] The air conditioning controller 9 is electrically connected to the operation switch 90 described above. The air conditioning controller 9 is also electrically connected to a room temperature sensor 94 (see also FIG. 2). The room temperature sensor 94 outputs a signal corresponding to the temperature of the passenger compartment 42 to the air conditioning controller 9.

[0094] The above-mentioned temperature sensor 55 is electrically connected to the air conditioning controller 9. The temperature sensor 55 outputs a signal corresponding to the temperature of the evaporator 54 to the air conditioning controller 9.

[0095] A refrigerant pressure sensor 95 is electrically connected to the air conditioning controller 9. The refrigerant pressure sensor 95 outputs a signal corresponding to the pressure of the refrigerant in the refrigerant circuit 56 to the air conditioning controller 9.

[0096] The air conditioning controller 9 is electrically connected to the blower 51, the inside / outside air switching actuator 96, the mix door actuator 97, and the air outlet door actuator 98. The air conditioning controller 9 outputs control signals to the blower 51, the inside / outside air switching actuator 96, the mix door actuator 97, and the air outlet door actuator 98.

[0097] 5, the air conditioning controller 9 has, as functional blocks, a compressor rotation speed setting unit 901, a blower rotation speed setting unit 902, and an air outlet setting unit 903. The compressor rotation speed setting unit 901 sets the rotation speed of the electric compressor 57. When the rotation speed of the electric compressor 57 is high, the amount of refrigerant circulating in the refrigerant circuit 56 increases, and the temperature of the air that has passed through the evaporator 54 decreases. The compressor rotation speed setting unit 901 sets the rotation speed of the electric compressor 57 based on the set temperature, the temperature of the passenger compartment 42, the pressure of the refrigerant, the temperature of the evaporator 54, and the set amount of air blown out.

[0098] The blower rotation speed setting unit 902 sets the rotation speed of the blower 51 based on a signal from the fan switch 92. When the rotation speed of the blower 51 is high, the flow rate of air passing through the evaporator 54 increases, and the amount of air blown out through the air outlet into the passenger compartment 42 increases. The air outlet setting unit 903 sets the air outlet from which air is blown out. For example, when an occupant operates the A / C switch 91 to command the execution of cooling operation, the air outlet setting unit 903 sets the air outlet from which air is blown out to the center vent air outlet 65 and the side vent air outlet 66.

[0099] (Vehicle control method) Fig. 6 is a part of a flowchart relating to a vehicle control method. Fig. 7 is the remaining part of the flowchart relating to a vehicle control method. The flowcharts of Fig. 6 and 7 are executed in cooperation with the PCM 80 and the air conditioning controller 9. In the following, the PCM 80 and the air conditioning controller 9 are collectively referred to as the controller.

[0100] First, in step S61, the controller reads various signals. In the following step S62, the controller determines whether or not an occupant has requested air conditioning operation based on a signal from the A / C switch 91. If the determination in step S62 is Yes, the controller sets the rotation speed of the electric compressor 57, the rotation speed of the blower 51, and the outlet for cooled air based on various parameters including the set temperature of the passenger compartment 42, the actual temperature of the passenger compartment 42, and the air volume set by the fan switch 92 in the following step S63. The outlets that are set when air conditioning operation is performed are, in principle, the center vent outlet 65 and the side vent outlet 66. If the determination in step S62 is No, the process returns to step S61.

[0101] In step S64, the controller determines whether or not the vehicle is decelerating and regenerating based on various parameters including the signals of the accelerator opening sensor 87 and the brake sensor 88. If the determination in step S64 is No, that is, if the motor generator 21 is not performing regenerative power generation, the process proceeds to step S71 (see FIG. 7). If the determination in step S64 is Yes, that is, if the motor generator 21 is performing regenerative power generation, the process proceeds to step S65.

[0102] In step S65, the controller determines whether or not there is surplus generated power that cannot be charged to the high-voltage battery 23, based on the SOC of the high-voltage battery 23, the allowable charging rate, and the state of regenerative operation of the motor generator 21. If the determination in step S65 is Yes, the process proceeds to step S66. If the determination in step S65 is No, the process proceeds to step S68.

[0103] In step S66, the controller determines whether the surplus power generation exceeds the power consumption of the electric compressor 57. The power consumption of the electric compressor 57 here is the power consumption when the electric compressor 57 operates at the rotation speed set in step S63. If the determination in step S66 is Yes, the process proceeds to step S67. If the determination in step S66 is No, that is, if the surplus power generation can be consumed by normal operation of the electric compressor 57 and the second air conditioning control described below is not necessary, the process proceeds to step S68.

[0104] In step S67, the controller executes the second air conditioning control. Specifically, the controller increases the rotation speed of electric compressor 57 to be higher than the rotation speed set in step S63 (i.e., the first rotation speed). Since the rotation speed of electric compressor 57 increases, surplus generated power is consumed by electric compressor 57.

[0105] The controller may increase the rotation speed of the electric compressor 57 in consideration of the temperature of the evaporator 54. For example, the controller may increase the rotation speed of the electric compressor 57 to the extent that the temperature of the evaporator 54 does not fall below a minimum temperature that does not cause frost to form on the evaporator 54.

[0106] Furthermore, the controller may increase the rotation speed of the electric compressor 57 by considering the temperature of the air blown into the passenger compartment 42 in addition to or instead of considering the temperature of the evaporator 54. For example, a maximum temperature difference between the temperature of the air blown into the passenger compartment 42 and the set temperature of the passenger compartment 42 that is permissible during the second air conditioning control may be set in advance, and the controller may increase the rotation speed of the electric compressor 57 to the extent that the temperature difference between the temperature of the air blown into the passenger compartment 42 and the set temperature of the passenger compartment 42 does not exceed the maximum temperature difference. Note that the maximum temperature difference may be set to an appropriate temperature, for example, 5° C. or less.

[0107] Furthermore, the controller may increase the rotation speed of the electric compressor 57 by considering the temperature of the passenger compartment 42 in addition to or instead of the temperature of the evaporator 54 and the temperature of the air blown into the passenger compartment 42. For example, a maximum temperature difference between the temperature of the passenger compartment 42 and the set temperature of the passenger compartment 42 that is permissible during the second air conditioning control may be set in advance, and the controller may increase the rotation speed of the electric compressor 57 to the extent that the temperature difference between the temperature of the passenger compartment 42 and the set temperature of the passenger compartment 42 does not exceed the maximum temperature difference. Note that the maximum temperature difference may be set to an appropriate temperature, for example, 5° C. or less.

[0108] In step S67, the controller also increases the rotation speed of the blower 51 above the rotation speed set in step S63 (i.e., the second rotation speed). The increase in the rotation speed of the blower 51 increases the flow rate of air passing through the evaporator 54. Although the increase in the rotation speed of the electric compressor 57 increases the circulating flow rate of the refrigerant in the refrigerant circuit 56 and reduces the temperature of the evaporator 54, the increase in the flow rate of air passing through the evaporator 54 suppresses the reduction in the temperature of the air after passing through the evaporator 54. The temperature of the air blown out from the air outlet into the passenger compartment 42 does not become significantly lower than the set temperature. The reduction in the temperature of the air blown out into the passenger compartment 42 is suppressed even when the passenger does not operate the operation switch 90, so that the passenger is less likely to feel uncomfortable.

[0109] In step S67, the controller increases the number of outlets for cooled air from the number of outlets set in step S63. When the outlets set in step S63 are the center vent outlet 65 and the side vent outlet 66, the controller sets, for example, the foot outlet 67, the defroster outlet 68, and / or the side demister outlet 69 as the outlets for cooled air in addition to the center vent outlet 65 and the side vent outlet 66. By increasing the number of outlets, the cooled air is dispersed and blown out. In addition, the added outlets do not blow air toward the upper body of the occupant. Due to these factors, even if the temperature of the air blown into the passenger compartment 42 drops, the occupant is unlikely to feel uncomfortable.

[0110] In step S67, the controller does not suppress the regenerative power generation of the motor generator 21. A decrease in the braking force of the vehicle is suppressed. Also, a decrease in the electric power consumption or fuel efficiency of the vehicle is suppressed.

[0111] In step S68, the controller judges whether or not it is immediately after the end of the second air conditioning control. If the judgment in step S68 is Yes, the process proceeds to step S72 (see FIG. 7). After the second air conditioning control is started because there is surplus generated power that cannot charge the high-voltage battery 23, if the generated current value of the motor generator 21 changes to fall below the allowable charging rate, for example, as the deceleration of the vehicle decreases, the second air conditioning control in step S67 ends and the judgment in step S68 becomes Yes. In this case, although the second air conditioning control ends, the motor generator 21 continues regenerative power generation.

[0112] If the determination in step S68 is No, the air conditioner 4 executes normal control in step S69. Specifically, the air conditioner 4 performs air conditioning operation according to the rotation speed of the electric compressor 57, the rotation speed of the blower 51, and the air outlet that were set in step S63. This normal control corresponds to the first air conditioning control.

[0113] 7, the controller determines whether or not the second air conditioning control has just ended. If the determination in step S71 is Yes, the process proceeds to step S72. If the determination in step S71 is No, the process proceeds to step S74.

[0114] During execution of the second air conditioning control, the rotation speed of the electric compressor 57 is high and the refrigerant circulating flow rate in the refrigerant circuit 56 is high, so that the temperature of the evaporator 54 is lower than that during the first air conditioning control. In addition, the temperature of the air blown into the passenger compartment 42 is relatively lower, and it may occur that the temperature of the passenger compartment 42 is lower than the set temperature.

[0115] In step S72 immediately after the end of the second air conditioning control, the controller reduces the rotation speed of the electric compressor 57 to a value lower than the rotation speed set in step S63. Although the reduction in the rotation speed of the electric compressor 57 reduces the circulating flow rate of the refrigerant in the refrigerant circuit 56, the temperature of the air blown into the passenger compartment 42 does not immediately increase because the temperature of the evaporator 54 is low. Also, if the temperature of the passenger compartment 42 is lower than the set temperature, the temperature of the passenger compartment 42 does not greatly exceed the set temperature. In other words, even if the operating capacity of the air conditioner 4 is reduced for a while after the end of the second air conditioning control, the temperature of the passenger compartment 42 is maintained at the set temperature. On the other hand, the reduction in the rotation speed of the electric compressor 57 reduces the power consumption of the electric compressor 57, and therefore the electric power consumption and / or fuel consumption performance of the vehicle can be improved.

[0116] In step S71, the controller may determine whether (1) the second air conditioning control has just ended and (2) the temperature of the evaporator 54 has dropped below a predetermined temperature.

[0117] Furthermore, in step S72, the controller reduces the rotation speed of the blower 51 to a value lower than the rotation speed set in step S63. Although the amount of air blown into the passenger compartment 42 decreases, the temperature of the passenger compartment 42 does not increase significantly as long as at least the temperature of the evaporator 54 is low. Reducing the rotation speed of the blower 51 reduces the power consumption of the blower 51, thereby improving the electric power consumption and / or fuel economy of the vehicle.

[0118] In step S72, the controller reduces the opening degree of the grill shutter 32 to a degree lower than that during execution of the second air conditioning control. Note that the controller may fully close the grill shutter 32, or may open the grill shutter 32 to an intermediate degree.

[0119] When the grille shutter 32 closes the front grille 31, the running resistance of the vehicle decreases. If the vehicle is decelerating, the amount of regenerative power generated by the motor generator 21 increases to increase the braking force of the vehicle by the amount of the decrease in the running resistance of the vehicle. This is advantageous for improving the electric power consumption or fuel efficiency of the vehicle.

[0120] In step S72, the controller reduces the rotation speed of the radiator fan 35 to a value lower than that during the execution of the second air conditioning control.

[0121] When the rotation speed of the radiator fan 35 is reduced, the running resistance of the vehicle is reduced. If the vehicle is decelerating, the amount of regenerative power generated by the motor generator 21 is increased to increase the braking force of the vehicle by the amount of the reduced running resistance of the vehicle. This is advantageous for improving the electric power consumption or fuel efficiency of the vehicle.

[0122] The control of the grille shutter 32 and the radiator fan 35 in step S72 may be performed only when the vehicle is decelerating and the motor generator 21 is performing regenerative power generation.

[0123] In step S73, the controller determines whether a predetermined time has elapsed since starting the control of step S72. The predetermined time may be, for example, one minute to several minutes. If the determination in step S73 is No, the controller continues the control of step S72. If the determination in step S73 is Yes, the controller ends the control of step S72, and the process proceeds to step S74.

[0124] In step S73, in addition to or instead of determining whether the predetermined time has elapsed, the controller may determine whether the temperature of the evaporator 54 has reached a predetermined temperature or higher. Also, instead of the temperature of the evaporator 54, the controller may determine whether the temperature of the passenger compartment 42 has reached a set temperature or higher.

[0125] In step S74, the controller operates the electric compressor 57 at the rotation speed set in step S63, and also operates the blower 51 at the rotation speed set in step S63. The controller also sets the opening degree of the grill shutter 32 to an opening degree corresponding to the running state of the vehicle. If the opening degree of the grill shutter 32 is temporarily reduced in step S72, the opening degree of the grill shutter 32 is increased in step S74. The controller sets the rotation speed of the radiator fan 35 to a rotation speed corresponding to the running state of the vehicle. If the rotation speed of the radiator fan 35 is temporarily reduced in step S72, the rotation speed of the radiator fan 35 is increased in step S74.

[0126] That is, in step S74, the air conditioner 4, the grille shutter 32 and the radiator fan 35 return to normal control.

[0127] FIG. 8 is a time chart illustrating changes in (1) the rotation speed of the electric compressor 57, (2) the rotation speed of the blower 51, (3) the opening and closing of the vent duct 62, (4) the opening and closing of the heat duct 63, (5) the opening and closing of the defroster duct 64, (6) the opening degree of the grill shutter 32, and (7) the rotation speed of the radiator fan 35, which occur when vehicle control is performed according to the flowcharts of FIGS. 6 and 7.

[0128] The period from time t0 to t1 is a period during which the vehicle is traveling without decelerating. The air conditioner 4 is performing air conditioning operation, the rotation speed of the electric compressor 57 is r1-1, and the rotation speed of the blower 51 is r2-1. The vent duct 62 is open, and the heat duct 63 and the defroster duct 64 are both closed. The grill shutter 32 is open. The grill shutter 32 may be fully open. The rotation speed of the radiator fan 35 is r3-1.

[0129] The period from time t1 to t2 is a period during which the vehicle is decelerating and surplus generated power is generated that cannot charge the high-voltage battery 23. The rotation speed of the electric compressor 57 increases from r1-1 to r1-2, and the rotation speed of the blower 51 increases from r2-1 to r2-2 (see step S67). The vent duct 62 remains open, while the heat duct 63 and the defroster duct 64 change from closed to open (see step S67). During the execution of the second air conditioning control, the grille shutter 32 remains open, and the rotation speed of the radiator fan 35 remains at r3-1.

[0130] Although the vehicle is decelerating during the period from time t2 to t3, no surplus generated power is being produced. The period from time t2 to t3 is the period immediately after the end of the second air conditioning control. The rotational speed of the electric compressor 57 decreases from r1-2 to r1-3 (<r1-1), and the rotational speed of the blower 51 decreases from r2-2 to r2-3 (<r2-1) (see step S72). While the vent duct 62 remains open, since the second air conditioning control has ended, the heat duct 63 and the defroster duct 64 change from open to closed. The grill shutter 32 changes from open to closed, and the rotational speed of the radiator fan 35 decreases from r3-1 to r3-2 (see step S72).

[0131] During the period after time t3, the rotational speed of the electric compressor 57 returns from r1-3 to r1-1, and the rotational speed of the blower 51 returns from r2-3 to r2-1 (see step S74). The vent duct 62 remains open, and the heat duct 63 and the defroster duct 64 remain closed. The grill shutter 32 changes from closed to open, and the rotational speed of the radiator fan 35 returns from r3-2 to r3-1 (see step S74).

[0132] In addition, the increase in the rotational speed of the blower 51 in step S67 can be omitted. Also, steps S72 and S73 can be omitted as well.

[0133] In the flowcharts of FIGS. 6 and 7, steps can be interchanged, omitted, or other steps can be added within the possible range.

Explanation of Reference Numerals

[0134] 21 Motor Generator (Generator, Power Unit) 23 High-Voltage Battery 31 Front Grill 32 Grill Shutter 34 Radiator 35 Radiator Fan 4 Air Conditioning Device 51 Blower 54 Evaporator 56 Refrigerant circuit 65 Center vent outlet (1st outlet) 66 Side vent outlet (first outlet) 67 Foot air outlet (second air outlet) 68 Defroster outlet (second outlet) 69 Side demister outlet (second outlet) 9. Air Conditioning Controller

Claims

1. A generator mounted on a vehicle and configured to generate regenerative electricity when the vehicle is decelerating; a battery electrically connected to the generator and charged by the power generated by the generator; an air conditioner including a refrigerant circuit including an electric compressor supplied with power from the battery, and a first outlet and a second outlet that blow out air cooled by the refrigerant circuit into a passenger compartment of the vehicle; an air conditioning controller that, when an air conditioning operation command is issued to the air conditioner, operates the electric compressor at a rotation speed corresponding to the air conditioning operation command and executes a first air conditioning control to set an air outlet for blowing out cooled air to the first air outlet; The air conditioning controller is a vehicle control device that, when regenerative power generation is performed and surplus generated power is generated that cannot charge the battery, operates the electric compressor at a higher rotation speed than the rotation speed when the first air conditioning control is performed, and performs a second air conditioning control in which the first air outlet and the second air outlet are set as air outlets for blowing out cooled air.

2. 2. The vehicle control device according to claim 1, The refrigerant circuit includes an evaporator. the air conditioner has a blower that changes a flow rate of air that is blown into the vehicle compartment after passing through the evaporator, The air conditioning controller is configured to operate the blower at a higher rotation speed when the second air conditioning control is being executed than the rotation speed when the first air conditioning control is being executed.

3. 2. The vehicle control device according to claim 1, The air conditioning controller operates the electric compressor at a rotation speed lower than the rotation speed during execution of the first air conditioning control for a predetermined time after the second air conditioning control ends.

4. 3. The vehicle control device according to claim 2, The air conditioning controller operates the blower at a rotation speed lower than the rotation speed during execution of the first air conditioning control for a predetermined time after the second air conditioning control ends.

5. The vehicle control device according to claim 3 or 4, The vehicle further includes a grill shutter for opening and closing a front grille of the vehicle. The grille shutter closes the front grille more than during the second air conditioning control for a predetermined time after the second air conditioning control ends.

6. 6. The vehicle control device according to claim 5, The vehicle further includes a radiator located behind the front grille and exchanging heat between a cooling water for a power unit of the vehicle and airflow while the vehicle is running, and a radiator fan that increases the amount of air passing through the radiator, A control device for a vehicle, wherein the radiator fan has a rotation speed lower than that during the second air conditioning control, for a predetermined time after the second air conditioning control ends.

7. A generator mounted on a vehicle and configured to generate regenerative electricity when the vehicle is decelerating; a battery electrically connected to the generator and charged by the power generated by the generator; an air conditioner including a refrigerant circuit including an electric compressor and an evaporator that are supplied with power from the battery, an outlet that blows air cooled by the refrigerant circuit into a passenger compartment of the vehicle, and a blower that changes a flow rate of the air that passes through the evaporator and is then blown into the passenger compartment; an air conditioning controller that executes a first air conditioning control when an air conditioning operation is commanded to the air conditioner, the first air conditioning control being to operate the electric compressor at a first rotation speed corresponding to the command for the air conditioning operation and the blower at a second rotation speed corresponding to the command for the air conditioning operation; The air conditioning controller is a vehicle control device that, when regenerative power generation is performed and surplus generated power is generated that cannot charge the battery, executes second air conditioning control to operate the electric compressor at a rotation speed higher than the first rotation speed and to operate the blower at a rotation speed higher than the second rotation speed.

8. When the vehicle decelerates, the generator generates electricity again. charging a battery with the power generated by the generator; When an air conditioning operation command is issued to the air conditioning device, an electric compressor of a refrigerant circuit is operated at a rotation speed corresponding to the air conditioning operation command, and air cooled by the refrigerant circuit is blown out into a passenger compartment of the vehicle through a first air outlet; A vehicle control method, when regenerative power is generated and surplus generated power that cannot charge the battery is generated, the electric compressor is operated at a higher rotation speed than the rotation speed corresponding to the air conditioning operation command, and cooled air is blown out into the passenger compartment of the vehicle through the first and second air outlets.

9. When the vehicle decelerates, the generator generates electricity again. charging a battery with the power generated by the generator; when an air conditioning operation command is issued to an air conditioning device, an electric compressor of a refrigerant circuit is operated at a first rotation speed corresponding to the air conditioning operation command, and a blower is operated at a second rotation speed corresponding to the air conditioning operation command, and air cooled by passing through an evaporator of the refrigerant circuit is blown out into a passenger compartment of the vehicle through an air outlet; A vehicle control method, when regenerative power generation is performed and surplus generated power that cannot charge the battery is generated, the electric compressor is operated at a rotation speed higher than the first rotation speed and the blower is operated at a rotation speed higher than the second rotation speed.

Images