Air-conditioning control device

Abstract

Provided is an air-conditioning control device capable of suppressing engine power generation while managing the SOC so that the temperature rises to a temperature at which a heat pump operates.　This air-conditioning control device, which is installed in a vehicle in which an engine, a motor generator, and a heat pump type air-conditioning unit are housed in an engine compartment, has an engine compartment temperature sensor that detects the temperature inside the engine compartment, a charge state calculation unit that calculates the level of charge of a drive battery from the voltage of the drive battery, and a control unit that controls the heat pump type air-conditioning unit to heat the passenger compartment. The control unit, furthermore, uses the initial temperature in the engine compartment and the initial level of charge of the drive battery at the time of issue of a command for pre-air conditioning, which adjusts the conditions the interior of the passenger compartment before an occupant enters the vehicle, and, when the initial temperature in the engine compartment is less than a low-performance temperature (THENG1), which indicates a decrease in the heating performance of the heat pump type air-conditioning unit (301), the control unit executes motoring heating control, which powers the motor generator to turn the engine, until the level of charge decreases to a first predetermined value (SOCTH1) (302, 303).

Description

Air conditioning control system 【0001】 The present invention relates to air conditioning control technology for a vehicle equipped with a motor (electric motor), an engine (internal combustion engine), and a heat pump type air conditioning unit. 【0002】 In recent years, many vehicles have been commercialized equipped with a pre-conditioning function that air-conditions the cabin before passengers board, in order to improve passenger comfort. However, it is known that with air conditioning systems using heat pumps, heating efficiency decreases when the outside temperature drops to very low levels, such as -20°C to -10°C, resulting in a state where the air conditioner is ineffective. Therefore, an air conditioning system has been proposed that starts the engine when the outside temperature falls below the heat pump's limit temperature (the lower limit temperature at which heating is possible), and uses the engine's heat to heat the cabin (Patent Document 1). 【0003】 Japanese Patent Publication No. 2014-084060 【0004】 In the air conditioning system disclosed in Patent Document 1, a motor generator generates electricity when the engine is driven during heating, and this electricity charges the battery. For this reason, it is necessary to manage the charge rate or charge state (SOC: State of Charge) so that the battery does not exceed full charge. Normally, in electric vehicles (EVs) and plug-in hybrid vehicles, it is recommended to operate the SOC within the range of 30 to 80% in order to avoid full charge (SOC = 100%) or complete discharge (SOC = 0%). However, Patent Document 1 does not take into account SOC management when the engine is driven for heating. 【0005】 Generally, when the drive battery is nearly fully charged, so-called motoring is performed, in which the engine is forced to rotate by a motor generator without supplying fuel to the engine, thereby consuming electricity. However, in the air conditioning system disclosed in Patent Document 1, the engine is driven to obtain heat for heating, so the state of charge (SOC) cannot be reduced by motoring, and this leads to an increase in exhaust gas and fuel consumption. 【0006】The present invention was devised in view of the above circumstances, and the object of the present invention is to provide an air conditioning control device that can control the state of temperature (SOC) while suppressing engine power generation and heating up to a temperature at which the heat pump operates. 【0007】To achieve the above objective, according to one embodiment of the present invention, an air conditioning control device is mounted on a vehicle comprising: an engine; a motor generator mechanically connected to the output shaft of the engine and capable of regenerative or motorizing operation; a heat pump type air conditioning unit for adjusting the temperature of the passenger compartment; and a drive battery that stores the power generated during the regenerative operation of the motor generator and supplies power during the motorizing operation of the motor generator, wherein at least the engine, the motor generator, and the heat pump type air conditioning unit are housed in the engine compartment, and the device comprises: an engine compartment temperature sensor for detecting the temperature inside the engine compartment; and the drive battery The present invention comprises a charge state calculation unit that calculates the charge rate of the drive battery from the pressure, and a control unit that controls the heat pump type air conditioning unit to heat the passenger compartment, wherein the control unit further uses the starting temperature in the engine compartment and the starting charge rate of the drive battery at the time of instruction for pre-air conditioning to air condition the passenger compartment before passengers board, and if the starting temperature in the engine compartment is below the low-function temperature indicating a decrease in the heating performance of the heat pump type air conditioning unit, it performs motoring heating control to rotate the engine by powering the motor generator until the charge rate drops to a first predetermined value. According to one embodiment of the present invention, the control unit can further alternately repeat engine power generation heating control, which increases the charge rate of the drive battery by driving the engine and causing the motor generator to regenerate, and the motoring heating control. According to one embodiment of the present invention, the control unit can further start the repetition from the motoring heating control if the initial charge rate is greater than or equal to a second predetermined value which is higher than the first predetermined value, and start the repetition from the engine power generation heating control if it is less than the second predetermined value. According to one embodiment of the present invention, the control unit can further switch to the motoring heating control when the charge rate reaches a third predetermined value which is higher than the second predetermined value by the engine power generation heating control, and switch back to the engine power generation heating control when the charge rate reaches a first predetermined value by the motoring heating control.According to one embodiment of the present invention, the vehicle interior temperature sensor is further provided for detecting the vehicle interior temperature, and the control unit can further switch to motoring heating control when the vehicle interior temperature reaches a first predetermined temperature by the engine power generation heating control, and switch back to engine power generation heating control when the vehicle interior temperature reaches a second predetermined temperature lower than the first predetermined temperature by the motoring heating control. According to one embodiment of the present invention, the control unit further comprises a cabin temperature sensor for detecting the cabin temperature inside the vehicle and an outside temperature sensor for detecting the outside temperature of the vehicle. The control unit can further switch to the motoring heating control when the charge rate reaches a third predetermined value higher than the second predetermined value by the engine power generation heating control if the outside temperature is above a limit temperature lower than the low function temperature, and when the charge rate reaches a first predetermined value by the motoring heating control if the charge rate reaches a first predetermined value by the motoring heating control. If the outside temperature is below the limit temperature, the control unit can switch to the motoring heating control when the cabin temperature reaches a first predetermined temperature by the engine power generation heating control, and when the cabin temperature reaches a second predetermined temperature lower than the first predetermined temperature by the motoring heating control. 【0008】According to one embodiment of the present invention, by controlling heating by motoring, the temperature inside the engine compartment can be brought closer to the operating temperature range of the heat pump type air conditioning unit, thereby suppressing engine power generation and achieving the effects of improved fuel efficiency and reduced exhaust emissions. According to one embodiment of the present invention, by alternately repeating engine power generation heating control and motoring heating control, the temperature inside the engine compartment can be brought closer to the operating temperature range of the heat pump type air conditioning unit more quickly, and the charge rate can be controlled within a predetermined range. According to one embodiment of the present invention, based on the charge rate, it is possible to determine whether to start the repeated heating control from motoring heating control or engine power generation heating control, enabling efficient charging and heating according to the charge state. According to one embodiment of the present invention, when the charge rate is high, it switches to motoring heating control, and when it is low, it switches to engine power generation heating control, so excessive decreases and increases in the charge rate can be avoided. Also, when charging takes a longer time for the same amount of power consumption or charging, the engine compartment can be quickly heated by engine power generation. According to one embodiment of the present invention, when the cabin temperature rises, the system switches to motoring heating control, and when it falls, it switches to engine power generation heating control. This eliminates unnecessary engine operation and suppresses deterioration of fuel efficiency. In particular, when the temperature difference between the cabin and outside of the vehicle is small, the rate of decrease in cabin temperature is considered to be slow, so heating by motoring alone can maintain or raise the temperature inside the engine compartment, suppressing deterioration of fuel efficiency due to engine operation. According to one embodiment of the present invention, when the outside temperature is extremely low, below the limit temperature, and the cabin temperature is also low, the temperature inside the engine compartment can be rapidly increased by performing engine power generation heating. 【0009】This is a block diagram illustrating the schematic configuration of an electric vehicle equipped with an air conditioning control device according to one embodiment of the present invention. This is a configuration diagram showing an example of a heat pump used in the air conditioning unit of the electric vehicle illustrated in Figure 1. This is a schematic diagram showing an example of the control thresholds for engine room temperature, passenger compartment temperature, and charge rate used in the air conditioning control device according to this embodiment. This is a flowchart showing a first example of the heating control method of the air conditioning control device according to this embodiment. This is a flowchart showing a second example of the heating control method of the air conditioning control device according to this embodiment. This is a flowchart showing a third example of the heating control method of the air conditioning control device according to this embodiment. This is a flowchart showing a fourth example of the heating control method of the air conditioning control device according to this embodiment. This is a flowchart showing an example of pre-air conditioning control of the air conditioning control device according to this embodiment. This is a flowchart following the pre-air conditioning control illustrated in Figure 8. This is a flowchart following the pre-air conditioning control illustrated in Figure 9. This is a flowchart following the pre-air conditioning control illustrated in Figure 10. This is a diagram showing the time change of SOC when the repeated heating control of the air conditioning control device according to this embodiment is started from a non-fully charged state. This is a diagram showing the time change of SOC when the repeated heating control of the air conditioning control device according to this embodiment is started from a fully charged state. 【0010】 1. As illustrated in Vehicle Configuration Diagram 1, an electric vehicle 10 to which an air conditioning control device according to one embodiment of the present invention is applied has an engine 101, a motor generator 102, a heat pump 103, and an engine room temperature sensor 104 installed in the engine room 100. The electric vehicle 10 also has a passenger compartment 110, a drive battery pack 120, an outside temperature sensor 130 for measuring the outside temperature, and a control unit 140. The passenger compartment 110 is provided with a passenger compartment temperature sensor 111, and the drive battery pack 120 is provided with a sensor 121 that calculates the state of charge (SOC) from the battery current and voltage. The sensor 121 may include a voltage sensor for detecting the voltage of the drive battery and a charge state calculation unit that calculates the charge state (SOC) from the value obtained by the voltage sensor. The charge state calculation unit may also be included in the control unit 140. 【0011】Within the engine compartment 100, the output shaft of the engine 101 is mechanically connected to the rotor shaft of the motor generator 102. The motor generator 102 functions as a generator during regenerative braking and as a motor during acceleration. The engine compartment 100 forms a single space, and the heat generated by the engine 101 and motor generator 102 warms the inside of the engine compartment 100. This heat also warms the heat pump 103 inside the engine compartment 100. 【0012】 The power generated during the regenerative operation of the motor generator 102 is stored in the drive battery pack 120, and power is supplied from the drive battery pack 120 to the motor generator 102 during the motor generator 102's traction operation. Therefore, the control unit 140 can control the state of charge (SOC) of the drive battery pack 120 by controlling the engine 101 and the motor generator 102. 【0013】 The control unit 140 consists of an electronic control unit (ECU), and a separate ECU may be provided for each controlled device. The control unit 140 receives the engine room temperature T from the engine room temperature sensor 104. ＥＮＧ Using this, the cabin temperature T is measured from the cabin temperature sensor 111. Ｒ The state of charge (SOC) is obtained from sensor 121, and the ambient temperature T is obtained from ambient temperature sensor 130. ＥＸ These are used respectively. The control unit 140 uses these sensor outputs to perform heating control, which will be described later. The control unit 140 may also include a processor such as a CPU (Central Processing Unit), a ROM (Read-only memory) for storing control programs executed by the processor, a RAM (Random access memory) as an operating area for the control program, and an interface section for peripheral circuits, etc. 【0014】 The electric vehicle 10 is a vehicle that uses a motor as its power source, such as a hybrid vehicle or a plug-in hybrid vehicle that can be charged or supplied with power from an external source. 【0015】As described above, motoring consumes power by forcing the engine 101 to rotate by operating the motor generator 102 without supplying fuel to the engine 101, in order to suppress a decrease or increase in the state of charge (SOC) of the drive battery pack 120. At that time, heat is generated by the rotation of the engine 101, and heat is also generated from the motor generator 102 itself. In the heating control of the air conditioning control according to this embodiment, the heat generated by motoring is used to heat the engine room 100. As a result the temperature inside the engine room 100 rises, the heat pump 103 can operate normally, and warm air can be sent into the passenger compartment 110 by the heat pump 103 without the engine 100. 【0016】 <Heat Pump> As illustrated in Figure 2, the heat pump 103 has a refrigerant circulation system and a water circulation system connected via a water-refrigerant heat exchanger. The refrigerant circulation system consists of an outdoor condenser, a three-way valve 202, an accumulator 203, an electric compressor 204, an electric expansion valve 205 for heating, and a water-refrigerant heat exchanger 206. The water circulation system consists of a water-refrigerant heat exchanger 206, an indoor heat exchanger 207, an electric pump 208, a four-way valve 209, and the cooling water system for the engine 101. 【0017】 The normal operation of the heat pump 103 is as follows: In the refrigerant circulation system, the refrigerant changes from liquid to gas in the outdoor condenser, absorbing heat from the outside. The refrigerant, compressed by the electric compressor 204, condenses in the water-refrigerant heat exchanger 206, releasing heat. This heat release makes the water in the water circulation system warm. This warm water heats the air inside the passenger compartment 110 in the indoor heat exchanger 207, and is released into the passenger compartment 110 as warm air by a fan (not shown). 【0018】 Furthermore, when the engine 101 is running and the coolant temperature is high, the hot water from the engine 101 can be circulated through the four-way valve 209 to heat the air inside the passenger compartment 110 using the indoor heat exchanger 207. 【0019】Such a heat pump 103 becomes difficult to operate as a heat pump when the temperature drops below the lower limit temperature at which heating is possible. According to the present embodiment, heating control by motoring is introduced and combined with heating control by engine power generation. As a result, while controlling the state of charge SOC of the battery, it is possible to suppress engine driving, and heat the inside of the engine room 100 to a temperature at which the heat pump operates. 【0020】 2. Heating control Hereinafter, the engine room heating control in the air conditioning control device according to the present embodiment will be described with reference to FIGS. 3 to 9. Here, it is assumed that pre-air conditioning for pre-conditioning the interior of the vehicle before boarding is instructed by the user's operation, and pre-air conditioning control is started. 【0021】 First, referring to FIG. 3, the control threshold values adopted in the present embodiment will be described. For the engine room temperature T detected by the engine room temperature sensor 104 ＥＮＧ in the control unit 140, a low-function temperature TH ＥＮＧ１ and a limit temperature TH ＥＮＧ２ are preset in the relationship of TH ＥＮＧ１ > TH ＥＮＧ２ . 【0022】 The low-function temperature TH ＥＮＧ１ is a temperature at which engine driving becomes unnecessary when the temperature is higher than that, and in other words, it is a temperature at which the heating performance of the heat pump 103 decreases when the temperature drops below that. As an example of the low-function temperature TH ＥＮＧ１ , 0°C can be used. The level of heating performance can be determined, for example, by measuring how much the cabin temperature has risen with respect to the operating time of the heat pump 103. 【0023】 The limit temperature TH ＥＮＧ２ is the lower limit temperature at which the heating function of the heat pump 103 does not work when the temperature drops below that. As an example of the limit temperature TH ＥＮＧ２ , -10°C can be used. 【0024】 For the cabin temperature T detected by the cabin temperature sensor 111 Ｒ in the control unit 140, a first predetermined temperature TH Ｒ１ and a second predetermined temperature THＲ２ Toga TH Ｒ１ >TH Ｒ２ It is set in advance in relation to the first predetermined temperature TH Ｒ１ This is a guideline temperature for when the vehicle interior is considered warm, and it may vary depending on the occupants or the environment. First predetermined temperature TH Ｒ１ As an example, 15°C can be used. Second predetermined temperature TH Ｒ２ This is a guideline temperature at which the interior of the vehicle is considered cold, and this can also vary depending on the occupants or the environment. Second predetermined temperature TH Ｒ２ 5°C can be used as an example. 【0025】 The state of charge (SOC) detected by the sensor 121 is set to a first predetermined value SOC by the control unit 140. ＴＨ１ , second predetermined value SOC ＴＨ２ , and the third predetermined value SOC ＴＨ３ SOC ＴＨ１ <SOC ＴＨ２ <SOC ＴＨ３ It is pre-configured due to the relationship. 【0026】 First predetermined value SOC ＴＨ１ and the third predetermined value SOC ＴＨ３ This setting effectively avoids fully charged states (SOC = 100%) and completely discharged states (SOC = 0%). The charge level SOC is set to the second predetermined value SOC. ＴＨ２ Based on the first predetermined value SOC ＴＨ１ and the third predetermined value SOC ＴＨ３ It is desirable that it be controlled between the following. First predetermined value SOC ＴＨ１ As an example, 80% is the second predetermined value SOC. ＴＨ２ As an example, 90% is set to the third predetermined value SOC. ＴＨ３ As an example, 95% can be used for each. 【0027】 Below, we will explain the first to fourth examples of heating control using the above-mentioned control thresholds, with reference to Figures 4 to 7. 【0028】 2.1) Example 1 The first example illustrated in Figure 4 is a flow that repeats motor heating and engine heating. 【0029】Referring to Figure 4, the control unit 140 receives a command to start pre-air conditioning and the temperature T of the engine room 100. ＥＮＧ The performance of the heat pump 103 and the charge status of the drive battery pack 120 are checked using the (starting temperature) and the state of charge (SOC) of the drive battery pack 120. That is, the control unit 140 checks whether the heat pump 103 can operate sufficiently by checking the engine room temperature T at the start of pre-air conditioning. ＥＮＧ Low function temperature TH ＥＮＧ１ It is determined whether it is lower or lower (step 301). The control unit 140 determines the engine room temperature T ＥＮＧ Low function temperature TH ＥＮＧ１ If it is determined that the heat pump 103 is not operating sufficiently because the SOC is lower (YES in step 301), the SOC at startup is set to a first predetermined SOC. ＴＨ１ Determine whether it is higher or lower (step 302). 【0030】 The control unit 140 checks if the SOC at startup is a first predetermined value SOC. ＴＨ１ If the system determines that there is more capacity in the drive battery pack 120 (YES in step 302), the engine room 100 is heated by motoring (step 303). That is, the control unit 140 supplies power from the drive battery pack 120 to the motor generator 102, causing the motor generator 102 to operate and forcibly rotate the engine without fuel. 【0031】 This motoring causes the State of Charge (SOC) to decrease from the initial SOC, and the heat from the engine 101 and motor generator 102 reduces the temperature T of the engine compartment 100. ＥＮＧ The temperature rises. Motoring heating (step 303) is performed when the engine room 100 is at a low functional temperature TH ＥＮＧ１ The motoring continues as long as the temperature is lower (YES in step 301) and there is sufficient capacity in the drive battery pack 120 (YES in step 302). By utilizing motoring in this way, it is possible to heat the engine compartment 100 without driving the engine 101, resulting in improved fuel efficiency and reduced exhaust emissions. 【0032】The control unit 140 determines when the state of charge (SOC) is a first predetermined value during motoring heating. ＴＨ１ When the charge level (SOC) drops below (NO in step 302), the engine starts generating power to charge the drive battery pack 120 and heats the engine compartment 100 with the heat from the engine 101 (step 304). The control unit 140 checks when the charge level (SOC) is below the third predetermined value (SOC). ＴＨ３ Continue generating power with the engine until the above is reached (YES in step 305). 【0033】 The control unit 140 determines when the state of charge (SOC) is a third predetermined value SOC. ＴＨ３ When this occurs (NO in step 305), the engine compartment temperature T ＥＮＧ Low function temperature TH ＥＮＧ１ It is determined whether the value is lower or lower (step 306). The control unit 140 determines whether the engine room temperature T ＥＮＧ Low function temperature TH ＥＮＧ１ If the value is lower (YES in step 306), switch to motoring heating (step 303). 【0034】 Thus, the engine compartment temperature T ＥＮＧ Furthermore, by repeatedly alternating between motoring heating and engine power generation heating while monitoring the charge level (SOC), the temperature of the engine room 100 can be increased. In this case, the charge level (SOC) becomes the switching condition for repetition in step 302. The control unit 140 controls the engine room temperature T ＥＮＧ Low function temperature TH ＥＮＧ１ If the threshold is exceeded (NO in step 301 or NO in step 306), the heating control is terminated, and the heat pump 103 is activated to start the heating operation. 【0035】 2.2) Second Example The second example illustrated in Figure 5 is a flow that selects the first heating method for repeated heating control using the state of charge (SOC) as the switching condition. 【0036】 Referring to Figure 5, the control unit 140 receives a command to start pre-air conditioning and the temperature T of the engine room 100. ＥＮＧThe performance of the heat pump 103 and the charge status of the drive battery pack 120 are checked using the (starting temperature) and the state of charge (SOC) of the drive battery pack 120. That is, the control unit 140 checks whether the heat pump 103 can operate sufficiently by checking the engine room temperature T at the start of pre-air conditioning. ＥＮＧ Low function temperature TH ＥＮＧ１ It is determined whether the value is lower or lower (step 401). The control unit 140 determines whether the engine room temperature T ＥＮＧ Low function temperature TH ＥＮＧ１ If it is determined that the heat pump 103 is not operating sufficiently because the SOC is lower (YES in step 401), the starting SOC becomes the second predetermined SOC. ＴＨ２ Determine whether it is lower or lower (step 402). 【0037】 The control unit 140 determines that the SOC at startup is a second predetermined SOC. ＴＨ２ If the above is true (NO in step 402), motoring heating is performed first, and then heating control is performed which alternates between engine power generation heating and motoring heating (step 403). The control unit 140 checks if the SOC at startup is a second predetermined SOC. ＴＨ２ If the value is lower (YES in step 402), the system first performs engine power generation heating, and then repeats the heating control between motoring heating and engine power generation heating (step 404). In this way, by prioritizing motoring heating when the charge level (SOC) is high and engine power generation heating when it is low, efficient heating control according to the charge state becomes possible. 【0038】 Furthermore, the repeating control in steps 403 and 404 uses the state of charge (SOC) of step 302 in Figure 4 (first example) as the switching condition for the repetition. In addition, the motoring heating and engine power generation heating in each repeating control are as described above in steps 303 and 304 of Figure 4 (first example). 【0039】 2.3) Third Example The third example illustrated in Figure 6 is a vehicle interior temperature T Ｒ This is a flow that alternates between motor heating and engine heating, using a specific switching condition. 【0040】Referring to Figure 6, the control unit 140 receives a command to start pre-air conditioning and the temperature T of the engine room 100. ＥＮＧ (Starting temperature) and temperature T inside the vehicle compartment 100 Ｒ The (initial cabin temperature) is used. The control unit 140 checks whether the heat pump 103 can operate sufficiently by using the engine room temperature T at the start of pre-air conditioning. ＥＮＧ Low function temperature TH ＥＮＧ１ It is determined whether it is lower or lower (step 501). The control unit 140 determines the engine room temperature T ＥＮＧ Low function temperature TH ＥＮＧ１ If it is determined that the heat pump 103 will not operate sufficiently because the initial cabin temperature T is lower (YES in step 501), Ｒ is the first predetermined temperature TH Ｒ１ Determine whether or not the following applies (step 502). 【0041】 The control unit 140 determines the starting cabin temperature T Ｒ is the first predetermined temperature TH Ｒ１ If it is determined to be less than (YES in step 502), the engine compartment 100 is heated by engine power generation (step 503). The engine power generation heating is as described in the first example. Engine power generation heating can raise the engine compartment temperature and the cabin temperature more quickly than motoring heating. 【0042】 The control unit 140 controls the vehicle interior temperature T Ｒ is the first predetermined temperature TH Ｒ１ Once the above is completed and it is determined that the vehicle has warmed up (NO in step 502), the motoring heating (step 504) is switched on, and the cabin temperature T Ｒ is the second predetermined temperature TH Ｒ２ Continue motoring heating while the temperature is higher (YES in step 505). In particular, when the temperature difference between the inside and outside of the vehicle is small, the interior temperature T Ｒ Since the rate of descent is considered to be slow, the temperature inside the engine compartment 100 can be maintained or heated by motoring alone. Therefore, unnecessary engine operation is eliminated, and the deterioration of fuel efficiency can be suppressed. 【0043】 The control unit 140 monitors the cabin temperature T during motoring heating. Ｒis the second predetermined temperature TH Ｒ１ When it drops below (NO in step 505), the engine room temperature T ＥＮＧ is the low-function temperature TH ＥＮＧ１ to determine whether it is lower than (step 506). The control unit 140 determines the engine room temperature T ＥＮＧ is the low-function temperature TH ＥＮＧ１ If it is lower (YES in step 506), switch to engine power generation heating (step 503). 【0044】 Thus, while monitoring the engine room temperature T ＥＮＧ and the passenger compartment temperature T Ｒ , by alternately repeating engine power generation heating (step 503) and motorizing heating (step 504), the temperature of the engine room 100 can be increased. In this case, the passenger compartment temperature T in step 502 Ｒ becomes the switching condition for the heating method. The control unit 140 determines that the engine room temperature T ＥＮＧ is the low-function temperature TH ＥＮＧ１ When it exceeds (NO in step 501 or NO in step 506), the heating control is terminated, and the heat pump 103 is operated to start the heating operation. 【0045】 Note that in engine power generation heating (step 503), the drive battery pack 120 can be charged by the generated power of the motor generator 102. Therefore, when the state of charge SOC of the drive battery pack 120 reaches the third predetermined value SOC ＴＨ３ , it may be switched to motorizing heating as in the first example described above to reduce the state of charge SOC. 【0046】 2.4) Fourth Example The fourth example illustrated in FIG. 7 uses the outside air temperature T ＥＸ as the switching condition to repeatedly switch between the passenger compartment temperature T Ｒ (the third example (FIG. 6) and the first example (FIG. 4)). 【0047】 Referring to FIG. 7, the control unit 140 uses the outside air temperature T ＥＸ (starting outside air temperature) and the passenger compartment temperature T Ｒ (starting passenger compartment temperature) in the passenger compartment 100 when receiving the start instruction of the pre-air conditioning. 【0048】The control unit 140 checks whether the heat pump 103 can operate by determining whether the outside air temperature T at the start of pre-air conditioning ＥＸ is lower than the limit temperature TH ＥＮＧ２ (step 601). If the control unit 140 determines that the outside air temperature T at the start ＥＸ is lower than the limit temperature TH ＥＮＧ２ (YES in step 601), it executes heating control using the vehicle interior temperature T Ｒ as the switching condition according to the above-described third example (steps 501 to 506 in FIG. 6). 【0049】 If the outside air temperature T at the start ＥＸ is equal to or higher than the limit temperature TH ＥＮＧ２ (NO in step 601), the control unit 140 executes heating control using the state of charge SOC according to the above-described first example as the switching condition (steps 301 to 306 in FIG. 4). 【0050】 As described above, when the outside air temperature T ＥＸ is extremely low, i.e., lower than the limit temperature TH ＥＮＧ２ , and the vehicle interior temperature is lower than the first predetermined temperature TH Ｒ１ , engine-generated power heating is executed to quickly raise the temperature in the engine room 100 and enable the heat pump 103 to operate. 【0051】 3. Pre-air conditioning control Next, an example of pre-air conditioning control of a vehicle to which the air conditioning control device according to the present embodiment is applied will be described with reference to FIGS. 8 to 13. In the following description, it is assumed that pre-air conditioning includes timer air conditioning in which the user sets the start time and end time of pre-air conditioning, and immediate air conditioning that starts when an instruction to start pre-air conditioning is given and ends after a predetermined time has elapsed. Note that the end of pre-air conditioning also includes an end instruction by user operation. 【0052】 In FIG. 8, when the electric vehicle 10 parks in a parking lot (step 701), if it is a parking lot equipped with a charging gun, the charging gun can be connected to start charging. 【0053】If the charging gun is connected (YES in step 702), the control unit 140 determines whether or not timer air conditioning is set (step 703). If timer air conditioning is set (YES in step 703), the control unit 140 charges the drive battery pack 120 to a maximum charge level of 87% (step 704) and starts pre-air conditioning at the time set by the timer (step 705). However, the charge level may be lower than 87% due to insufficient charging time, etc. 【0054】 On the other hand, if timer air conditioning is not set (NO in step 703), the control unit 140 charges the drive battery pack 120 to full charge (100% charge rate) (step 706) and immediately starts pre-air conditioning from the moment pre-air conditioning is instructed (step 707). 【0055】 Returning to Figure 8, if charging by the charging gun is not possible (NO in step 702), the control unit 140 determines whether or not timer air conditioning is set (step 708). If timer air conditioning is set (YES in step 708), pre-air conditioning is started at the time set by the timer (step 709). If timer air conditioning is not set (NO in step 708), pre-air conditioning is started immediately from the time pre-air conditioning is instructed (step 710). 【0056】 Next, in Figure 9, the control unit 140 determines the engine room temperature T at the start of pre-air conditioning. ＥＮＧ Low function temperature TH ＥＮＧ１ = Determine whether it is 0°C or below (step 801). The control unit 140 determines whether the engine room temperature T ＥＮＧ If the temperature is 0°C or below (YES in step 801), the SOC at the start of pre-air conditioning is the second predetermined SOC. ＴＨ２ = Determine whether it is 90% or less (Step 802). 【0057】 If the SOC at startup is 90% or less (YES in step 802), the control unit 140 supplies fuel to the engine 101 to drive it and performs SOC recovery and heating of the engine room 100 (step 803). 【0058】 If there is no instruction to terminate the pre-air conditioning (NO in step 804), the control unit 140 will return the cabin temperature TＲ is the first predetermined temperature TH Ｒ１ = Determine whether the temperature is 15°C or higher (step 805), and the interior temperature T Ｒ If the temperature is 15°C or higher (YES in step 805), the engine 101 is stopped and the engine compartment 100 is heated by motoring (step 806). Meanwhile, the control unit 140 monitors the cabin temperature T Ｒ If the temperature falls below 15°C (NO in step 805), heating by engine drive will continue and will be repeated until there is an instruction to end the pre-air conditioning. 【0059】 If there is no instruction to terminate the pre-air conditioning (NO in step 807), the control unit 140 will return the cabin temperature T Ｒ is the second predetermined temperature TH Ｒ２ = Determine whether the temperature exceeds 5°C (step 808), and the interior temperature T Ｒ If the temperature exceeds 5°C (YES in step 808), heating by motoring (step 806) is repeated until the pre-air conditioning is terminated. The control unit 140 controls the cabin temperature T Ｒ When the temperature drops below 5°C (NO in step 808), if there is no instruction to end the pre-air conditioning (NO in step 809), the engine 101 is driven to heat the engine room 100 (step 803), and steps 803 to 809 described above are repeated. 【0060】 When the control unit 140 receives an instruction to terminate the pre-air conditioning (NO in steps 804, 807, or 809), it terminates the pre-air conditioning (step 810). 【0061】 Next, in Figures 9 and 10, the control unit 140 controls the engine room temperature T ＥＮＧ If the temperature is higher than 0°C (NO in step 801), or if the SOC is higher than 90% (NO in step 802), the engine room 100 is heated by motoring (step 811). 【0062】 If there is no instruction to terminate pre-air conditioning (NO in step 812), the control unit 140 will set the SOC to a first predetermined value SOC. ＴＨ１= Determine whether it is 80% or less (step 813). If the SOC is greater than 80% (NO in step 813), the control unit 140 repeats heating by motoring (step 811) unless there is an instruction to end pre-air conditioning. 【0063】 If the SOC is 80% or less (YES in step 813), the control unit 140 supplies fuel to the engine 101 to drive it and performs SOC recovery and heating of the engine room 100 (step 814). Subsequently, if there is no instruction to end pre-air conditioning (NO in step 815), the control unit 140 returns the SOC to the third predetermined value SOC. ＴＨ３ = Determine whether it is 95% or higher (step 816). If the SOC is less than 95% (NO in step 816), the control unit 140 continues heating by the engine 101 (step 814) unless there is an instruction to terminate the pre-air conditioning. 【0064】 When the SOC reaches 95% or higher (YES in step 816), the control unit 140 repeats steps 811 to 816 described above until a pre-air conditioning instruction is given (NO in step 817). 【0065】 If the control unit 140 receives an instruction to terminate the pre-air conditioning (YES in steps 812, 815, or 817), it terminates the pre-air conditioning (step 818). 【0066】 When pre-air conditioning is completed, the control unit 140 sets the SOC to a second predetermined value SOC. ＴＨ２ Step 820 determines whether the SOC is 90% or higher. If the SOC is 90% or higher, the control unit 140 terminates the pre-air conditioning control. If the SOC is less than 90%, it determines whether the charging gun is connected or not (Step 821). If the charging gun is connected (YES in Step 821), the control unit 140 charges to a fully charged state (100%) (Step 822) and terminates the pre-air conditioning control. If the charging gun is not connected (NO in Step 821), the pre-air conditioning control terminates. 【0067】 <Repeated heating control> In the pre-air conditioning control by the control unit 140 described above, in step 802 of Figure 9, the SOC at the start of pre-air conditioning is set to a second predetermined SOC. ＴＨ２= It is determined whether or not the charge level is 90% or less. If the SOC is 90% or less, the engine room 100 is heated by engine drive (step 803), and if the SOC exceeds 90%, the engine room is heated by motoring (step 811 in Figure 10). In other words, as explained in the first and second examples illustrated in Figures 4 and 5, the initial heating method of the repeated heating control is determined using the charge level SOC as a switching condition. As an example of this repeated heating control, Figure 12 shows the case where pre-air conditioning is started from a state that is not fully charged, and Figure 13 shows the case where pre-air conditioning is started from a fully charged state. 【0068】 In Figure 12, it is assumed that at time t0, the electric vehicle 10 is parked and being charged by the charging gun. Pre-air conditioning is started at time t1 by timer setting or user instruction, and the state of charge (SOC) at that time is, for example, 87%. Note that the charge level at time t1 may be lower than 87%. 【0069】 At time point t1, SOC is the second predetermined value SOC. ＴＨ２ Since it is below 90% (YES in step 402 of Figure 5), the engine power generation heating control (step 404 of Figure 5) is executed first, which increases the State of Charge (SOC). 【0070】 At time point t2, the SOC is the third predetermined SOC. ＴＨ３ When it reaches 95% (NO in step 305 of Figure 4), it switches to motoring heating control (step 303 of Figure 4). Power is supplied from the drive battery pack 120 to the motor generator 102 by motoring, and the SOC begins to decrease from time t2. 【0071】 Thus, at time t3, the SOC is the first predetermined SOC. ＴＨ１ When it reaches 80% (NO in step 302 of Figure 4), the motoring heating control switches to engine power generation heating control (step 304 of Figure 4). The engine power generation heating control and motoring heating control are then repeated alternately in the same manner, and the change in the charge level (SOC) is equal to the first predetermined SOC. ＴＨ１ = 80% and the third predetermined SOC ＴＨ３ = Limited to between 95%. 【0072】Thus, it is assumed that pre-air conditioning ends at time t4 while charging is occurring due to engine power generation and heating control. The SOC at time t4 is the second predetermined SOC. ＴＨ２ If the charge level is below 90%, charging with the charging gun can be continued until the battery is fully charged (steps 820-822 in Figure 11). 【0073】 On the other hand, in Figure 13, assume that at time t0 the electric vehicle 10 is parked and charged by the charging gun, and at time t1 the pre-air conditioning is started and the state of charge (SOC) is 100%. In this case, heating control by motoring is performed first (step 402, step 403 in Figure 5). 【0074】 Due to motoring heating control, the SOC begins to decrease from time t1, and at time t2, the SOC reaches a first predetermined value SOC. ＴＨ１ When it reaches 80% (NO in step 302 of Figure 4), the motor heating control switches to engine power generation heating control (step 304 of Figure 4), charging begins and the SOC rises. 【0075】 At time point t3, the SOC is the third predetermined SOC. ＴＨ３ When it reaches 95% (NO in step 305 of Figure 4), it switches to motoring heating control (step 303 of Figure 4). Thereafter, as described above, motoring heating control and engine power generation heating control are repeated alternately, and the change in the charge level (SOC) is the first predetermined SOC. ＴＨ１ = 80% and the third predetermined SOC ＴＨ３ = Limited to between 95%. 【0076】 10 Electric vehicle 100 Engine room 101 Engine 102 Motor generator 103 Heat pump 104 Engine room temperature sensor 110 Passenger compartment 111 Passenger compartment temperature sensor 120 Drive battery pack 121 SOC detection sensor 130 Outside temperature sensor 140 Control unit

Claims

1. An air conditioning control device mounted on a vehicle comprising: an engine; a motor generator mechanically connected to the output shaft of the engine and capable of regenerative or motorizing operation; a heat pump type air conditioning unit for adjusting the temperature of the passenger compartment; and a drive battery that stores power generated during the regenerative operation of the motor generator and supplies power during the motorizing operation of the motor generator, wherein at least the engine, the motor generator, and the heat pump type air conditioning unit are housed in the engine compartment, the control device further comprises: an engine compartment temperature sensor for detecting the temperature inside the engine compartment; a charge state calculation unit for calculating the charge level of the drive battery from the voltage of the drive battery; and a control unit for controlling the heat pump type air conditioning unit to heat the passenger compartment, wherein the control unit further uses the starting temperature inside the engine compartment and the starting charge level of the drive battery at the time of instruction for pre-air conditioning to air condition the passenger compartment before passengers board, An air conditioning control device that, when the initial temperature in the engine compartment is below the low-performance temperature indicating a decrease in the heating performance of the heat pump type air conditioning unit, performs motoring heating control, which involves operating the motor generator to rotate the engine, until the charge level drops to a first predetermined value.

2. The air conditioning control device according to claim 1, wherein the control unit further alternately repeats the following: engine power generation heating control, which increases the charge rate of the drive battery by driving the engine to regenerate the motor generator; and motor ring heating control.

3. The air conditioning control device according to claim 2, wherein the control unit further starts the repetition from the motoring heating control if the initial charge rate is greater than or equal to a second predetermined value which is higher than the first predetermined value, and starts the repetition from the engine power generation heating control if it is less than the second predetermined value.

4. The air conditioning control device according to claim 3, wherein the control unit further switches to the motoring heating control when the charge rate reaches a third predetermined value higher than the second predetermined value by the engine power generation heating control, and switches back to the engine power generation heating control when the charge rate reaches a first predetermined value by the motoring heating control.

5. The air conditioning control device according to claim 3, further comprising a cabin temperature sensor for detecting the cabin temperature inside the cabin, wherein the control unit further switches to motoring heating control when the cabin temperature reaches a first predetermined temperature by the engine power generation heating control, and switches back to engine power generation heating control when the cabin temperature reaches a second predetermined temperature lower than the first predetermined temperature by the motoring heating control.

6. An air conditioning control device according to claim 3, further comprising: a cabin temperature sensor for detecting the cabin temperature inside the cabin; and an outside temperature sensor for detecting the outside temperature of the vehicle, wherein the control unit further: when the outside temperature is above a limit temperature lower than the low function temperature, switches to the motoring heating control when the charge rate reaches a third predetermined value higher than the second predetermined value by the engine power generation heating control; switches to the engine power generation heating control when the charge rate reaches a first predetermined value by the motoring heating control; when the outside temperature is below the limit temperature, switches to the motoring heating control when the cabin temperature reaches a first predetermined temperature by the engine power generation heating control; and switches to the engine power generation heating control when the cabin temperature reaches a second predetermined temperature lower than the first predetermined temperature by the motoring heating control.

Images