JP2013163471A - Control device of hybrid automobile, hybrid automobile, method of controlling hybrid automobile, and program - Google Patents

Abstract

An object of the present invention is to perform idle stop and control suitable for a hybrid vehicle equipped with a refrigeration system.
In a control device (30) of a hybrid vehicle (1) equipped with a refrigeration device (22) having a normal compressor (11) driven by an engine (10) and an electric compressor (21) powered by a battery (16), the vehicle is temporarily stopped. The idle stop control means for idling stop and the refrigeration apparatus control means for controlling the driving of the refrigeration apparatus 22, the refrigeration apparatus control means drives the electric compressor 21 during the idle stop by the idle stop control means, After stopping the normal compressor 11, the normal compressor 11 is driven again according to the SOC of the battery 16 to stop the electric compressor 21, or the electric compressor 21 is stopped and both the normal compressor 11 and the electric compressor 21 are stopped. To control so as to locked.
[Selection] Figure 1

Description

  The present invention relates to a hybrid vehicle control device, a hybrid vehicle, a hybrid vehicle control method, and a program.

  In-vehicle refrigeration devices are widely used for transporting frozen foods and the like. Such an in-vehicle refrigeration apparatus generally drives a compressor for a refrigeration apparatus using the power of a vehicle engine.

  On the other hand, in order to realize low fuel consumption of vehicles, vehicles that automatically perform an idle stop while stopping are becoming popular. If such a vehicle is equipped with a refrigeration apparatus driven by the engine of the vehicle, the refrigeration apparatus is also stopped at every idle stop. If idle stop is frequently performed at this time, it is not preferable because the time during which the refrigeration apparatus is stopped increases and the temperature in the freezer rises.

  In order to solve this problem, for example, as described in Patent Document 1, the compressor of the refrigeration apparatus is electrically operated, and in addition to the battery for running the vehicle, the sub battery for the refrigeration apparatus is mounted. The refrigeration unit is not stopped even during idle stop.

JP 2002-162150 A

  In the method of Patent Document 1 described above, it is necessary to mount a sub-battery on the vehicle. There are two main reasons. The first reason is that the amount of power used by the refrigeration system is larger than the amount of power of the vehicle starters and lamps. For this reason, even if an attempt is made to use the main battery mounted on the vehicle for driving the starter and the lamps for driving the refrigeration apparatus, the amount of electric power is insufficient. The second reason is that the main battery and the sub battery are kept independent from each other. Thus, even if the charging state of the sub-battery (hereinafter referred to as SOC: State of Charge) is lowered, the SOC of the main battery is not affected, so that the vehicle traveling is not hindered. .

  Here, assuming that the refrigeration apparatus is mounted on the hybrid vehicle, the battery of the hybrid vehicle has a large capacity, so there is no problem with the first reason described above. However, since the battery of the hybrid vehicle is for use in traveling, there still remains a problem with respect to the second reason described above.

  The present invention has been made under such a background, and is a hybrid vehicle control device and hybrid vehicle capable of performing idle stop and performing control suitable for a hybrid vehicle equipped with a refrigeration apparatus. Another object of the present invention is to provide a control method and program for a hybrid vehicle.

  One aspect of the present invention is a viewpoint as a control device for a hybrid vehicle. The control apparatus for a hybrid vehicle of the present invention includes an engine, an electric motor, and a battery that supplies power to the electric motor, and can be driven by the engine or the electric motor, or can be driven in cooperation with the engine and the electric motor. In a hybrid vehicle control device equipped with a refrigeration system having a normal compressor driven by an engine and an electric compressor driven by being supplied with power from a battery, an idle that performs idle stop during a temporary stop The refrigeration apparatus control means controls the drive of the refrigeration apparatus, and the refrigeration apparatus control means drives the electric compressor and stops the normal compressor when performing the idle stop by the idle stop control means. Battery SOC after Or usually was again driven compressor stops the electric compressor according, or in an electric compressor is stopped is intended to stop the normal compressor and electric compressor both of.

  More specifically, in the control apparatus for a hybrid vehicle of the present invention, the refrigeration apparatus control means drives the electric compressor when performing the idle stop, and after stopping the normal compressor, the SOC of the battery is equal to or less than a predetermined value. When the battery SOC is below a predetermined value, the idle stop can be stopped and the normal compressor can be driven again.

  Alternatively, in the control apparatus for a hybrid vehicle of the present invention, the refrigeration apparatus control means drives the electric compressor when performing the idle stop, and after stopping the normal compressor, whether or not the SOC of the battery is equal to or less than a predetermined value. If the SOC of the battery is below a predetermined value, the drive of the electric compressor can be stopped during the idle stop.

  Alternatively, in the control apparatus for a hybrid vehicle of the present invention, the refrigeration apparatus control means drives the electric compressor when performing the idle stop, and after stopping the normal compressor, whether or not the SOC of the battery is equal to or less than a predetermined value. If the SOC of the battery is less than or equal to a predetermined value, the driving of the electric compressor is stopped, and whether or not the difference between the temperature in the freezer cooled by the refrigeration apparatus and the set temperature is greater than or equal to the predetermined value. If the difference is greater than or equal to a predetermined value, the idle stop is stopped and the normal compressor is driven again. If the difference is less than the predetermined value, the drive of the electric compressor can be stopped during the idle stop.

  Another aspect of the present invention is a viewpoint as a hybrid vehicle. The hybrid vehicle of the present invention has the hybrid vehicle control device of the present invention.

  Still another aspect of the present invention is a viewpoint as a control method of a hybrid vehicle. The hybrid vehicle control method of the present invention includes an engine, an electric motor, and a battery that supplies power to the electric motor, and can be driven by the engine or the electric motor, or can be driven in cooperation with the engine and the electric motor. In a control method for a hybrid vehicle equipped with a refrigeration system that includes a normal compressor driven by an engine and an electric compressor that is powered by a battery and is driven by an engine, an idle that performs idle stop during a temporary stop And a refrigeration device control step for controlling the driving of the refrigeration device. The refrigeration device control step drives the electric compressor and performs a normal compressor when performing the idle stop by the processing of the idle stop control step. Stopped To, and has a step of stopping usually allowed to again drive the compressor or stopping the electric compressor, or the electric compressor is stopped in both the normal compressor and electric compressor in accordance with the SOC of the battery.

  Still another aspect of the present invention is a viewpoint as a program. The program of the present invention causes the information processing apparatus to realize the function of the hybrid vehicle control device of the present invention.

  ADVANTAGE OF THE INVENTION According to this invention, the control suitable for the hybrid vehicle which implements an idle stop and mounts a freezing apparatus can be implemented.

It is a block diagram showing an example of composition of a hybrid car concerning a first embodiment of the present invention. It is a flowchart which shows the procedure of the control which concerns on 1st embodiment which the control apparatus of FIG. 1 performs. It is a figure for demonstrating the assist aperture stop in step S17, S18 of the flowchart of FIG. It is a figure which shows the transition of the compressor drive system in the case of No in step S7 of the flowchart of FIG. It is a flowchart which shows the procedure of the control which concerns on 2nd embodiment which the control apparatus of FIG. 1 performs. It is a flowchart which shows the procedure of control which concerns on 2nd 2nd embodiment which the control apparatus of FIG. 1 performs.

(First embodiment)
Hereinafter, a hybrid vehicle 1 according to a first embodiment of the present invention will be described with reference to FIGS. In the following description, the hybrid vehicle 1 is simply referred to as a vehicle 1.

  FIG. 1 is a block diagram illustrating an example of the configuration of the vehicle 1. The vehicle 1 includes an engine 10, a normal compressor 11, a clutch 12, an engine ECU (Electronic Control Unit) 13, an electric motor 14, an inverter 15, a battery 16, a transmission 17, a hybrid ECU (HV-ECU) 18, a switch 19, an inverter 20, An electric compressor 21, a refrigeration apparatus 22, check valves 23 and 24, a differential gear 25, wheels 26, pulleys 27 and 28, and a belt 29 are configured. The hybrid ECU 18 is a computer, and the function of the control device 30 is realized by the hybrid ECU 18 executing a predetermined program.

  The engine 10 is an example of an internal combustion engine. Fuel injection, valve timing, and the like are controlled by the engine ECU 13, and gasoline, light oil, CNG (Compressed Natural Gas), LPG (Liquefied Petroleum Gas), or alternative fuel is combusted internally. Thus, power for rotating the shaft is generated, and the generated power is transmitted to the clutch 12. A pulley 27 is attached to the shaft of the engine 10, and the power of the engine 10 is transmitted to the pulley 28 of the normal compressor 11 via the belt 29.

  The normal compressor 11 is driven by the power of the engine 10 that is transmitted to the pulley 28 via the belt 29, and is a compressor for circulating the refrigerant in the refrigeration apparatus 22. Usually, there is a clutch (not shown) controlled by the hybrid ECU 18 inside the compressor 11, and the power of the engine 10 transmitted through the pulley 28 can be ON / OFF controlled by connecting / disconnecting the clutch. For example, when the refrigeration apparatus 22 is normally cooled by driving the compressor 11, if the temperature in the freezer (not shown) falls below a predetermined temperature, the clutch 10 is disengaged to cut the power of the engine 10. Usually, the drive of the compressor 11 is stopped.

  The clutch 12 is controlled by the hybrid ECU 18 and transmits the shaft output of the engine 10 to the differential gear 25 via the electric motor 14 and the transmission 17. That is, the clutch 12 mechanically connects the rotating shaft of the engine 10 and the rotating shaft of the electric motor 14 under the control of the hybrid ECU 18 to transmit the shaft output of the engine 10 to the electric motor 14, or By disconnecting the mechanical connection between the rotating shaft of the motor 10 and the rotating shaft of the electric motor 14, the shaft of the engine 10 and the rotating shaft of the electric motor 14 can be rotated at different rotational speeds.

  For example, the clutch 12 causes the hybrid vehicle 1 to travel by the power of the engine 10, thereby causing the electric motor 14 to generate electric power, when the engine 10 is assisted by the driving force of the electric motor 14, and to start the engine 10 by the electric motor 14. In some cases, the rotating shaft of the engine 10 and the rotating shaft of the electric motor 14 are mechanically connected.

  Further, for example, the clutch 12 is in a state where the engine 10 is stopped or idling and the hybrid vehicle 1 is running by the driving force of the electric motor 14 and when the engine 10 is stopped or idling and the hybrid vehicle 1 is decelerated. When traveling on a middle or downhill and the electric motor 14 is generating regenerative power, the mechanical connection between the rotating shaft of the engine 10 and the rotating shaft of the electric motor 14 is disconnected.

  The clutch 14 is different from the clutch that is operated by the driver operating the clutch pedal, and operates under the control of the hybrid ECU 18.

  The engine ECU 13 is a computer that operates in cooperation with the hybrid ECU 18 by following instructions from the hybrid ECU 18 and controls the engine 10 such as the fuel injection amount and valve timing. For example, the engine ECU 13 includes a CPU (Central Processing Unit), an ASIC (Application Specific Integrated Circuit), a microprocessor (microcomputer), a DSP (Digital Signal Processor), and the like. O (Input / Output) port and the like.

  The electric motor 14 is a so-called motor generator, which generates electric power for rotating the shaft by the electric power supplied from the inverter 15 and supplies the shaft output to the transmission 17 or the shaft supplied from the transmission 17. Electricity is generated by the rotating power, and the electric power is supplied to the inverter 15. For example, when the hybrid vehicle 1 is accelerating or traveling at a constant speed, the electric motor 14 generates power for rotating the shaft and supplies the shaft output to the transmission 17. The hybrid vehicle 1 is driven in cooperation. In addition, for example, when the electric motor 14 is driven by the engine 10, or when the hybrid vehicle 1 is decelerating or traveling downhill, the electric motor 14 operates as a generator. In this case, power is generated by the power that rotates the shaft supplied from the transmission 17, the electric power is supplied to the inverter 15, and the battery 16 is charged. At this time, the electric motor 14 generates a regenerative torque having a magnitude corresponding to the regenerative power.

  The inverter 15 is controlled by the hybrid ECU 18 and converts a DC voltage from the battery 16 into an AC voltage or converts an AC voltage from the motor 14 into a DC voltage. When the electric motor 14 generates power, the inverter 15 converts the DC voltage of the battery 16 into an AC voltage and supplies electric power to the electric motor 14. When the electric motor 14 generates power, the inverter 15 converts the AC voltage from the electric motor 14 into a DC voltage. That is, in this case, the inverter 15 serves as a rectifier and a voltage regulator for supplying a DC voltage to the battery 16.

  The battery 16 is a rechargeable secondary battery. When the electric motor 14 generates power, the electric power is supplied to the electric motor 14 via the inverter 15 or when the electric motor 14 is generating power, It is charged by the power it generates. An appropriate SOC range is determined for the battery 16 and is managed so that the SOC does not deviate from the range.

  The transmission 17 has a semi-automatic transmission (not shown) that selects one of a plurality of gear ratios (speed ratios) in accordance with a speed change instruction signal from the hybrid ECU 18, and switches the speed ratio to change the speed of the engine 10 that has been changed. The power and / or the power of the electric motor 14 is transmitted to the wheels 26 via the differential gear 25. Further, the transmission 17 transmits the power from the wheels 26 to the electric motor 14 when decelerating or traveling downhill. Here, the semi-automatic transmission has the same structure as the manual transmission, but is an automatic transmission operation. In the semi-automatic transmission, the driver can manually change the gear position to an arbitrary gear stage by operating the shift unit.

  The hybrid ECU 18 is an example of a computer, and mainly performs various controls (assist control, regenerative control, etc.) for hybrid travel. However, in the example of FIG. 1, the configuration for performing the control of the refrigeration apparatus 22 according to the embodiment of the present invention is illustrated, so that vehicle speed information, engine rotation speed information, and reduction required for hybrid travel control are illustrated. The illustration of the input of various information such as speed information, accelerator pedal operation information, and brake pedal operation information, and the output of various control signals necessary for hybrid travel control is omitted.

  In the example of FIG. 1, the hybrid ECU 18 controls a clutch (not shown), a clutch 12, an engine ECU 13, an inverter 15, a transmission 17, and a switch 19 inside the normal compressor 11. For example, the hybrid ECU 18 includes a CPU, an ASIC, a microprocessor (microcomputer), a DSP, and the like, and has an arithmetic unit, a memory, an I / O port, and the like.

  The program executed by the hybrid ECU 18 can be installed in advance in the hybrid ECU 18 that is a computer by storing it in a nonvolatile memory inside the hybrid ECU 18 in advance.

  The engine ECU 13 and the hybrid ECU 18 are connected to each other by a bus or the like that conforms to a standard such as CAN (Control Area Network).

  The switch 19 electrically connects and disconnects the battery 16 and the inverter 20 according to the control of the hybrid ECU 18. For example, when the switch 19 is closed, the electric power of the battery 16 is supplied to the inverter 20 and the electric compressor 21 can be driven. Even if the switch 19 is closed, the power from the battery 16 is not supplied to the electric compressor 21 as long as the inverter 20 is at rest.

  The inverter 20 is controlled by the hybrid ECU 18, converts a DC voltage from the battery 16 into an AC voltage, and supplies the AC voltage to the electric compressor 21.

  The electric compressor 21 has an electric motor (not shown) inside and is driven by the electric motor 21 to circulate the refrigerant in the refrigeration apparatus 22. The electric compressor 21 is controlled by the hybrid ECU 18 so as not to operate while the compressor 11 normally circulates the refrigerant through the refrigeration apparatus 22.

  The refrigeration apparatus 22 is for cooling the inside of a freezer (not shown) when the refrigerant circulates by the normal compressor 11 or the electric compressor 21. If the cooling temperature is set by the user and the normal compressor 11 or the electric compressor 21 is operating, the refrigeration apparatus 22 has a function of automatically adjusting the temperature in the freezer to be close to the set cooling temperature. .

  The check valve 23 is for causing the refrigerant delivered from the electric compressor 21 to flow only in a predetermined direction. The check valve 24 is for causing the refrigerant sent from the normal compressor 11 to flow only in a predetermined direction.

  The differential gear 25 is a gear for transmitting the output of the transmission 17 to the wheels 26 and absorbs a difference in rotational speed between the left and right wheels 26.

  The wheels 26 are driving wheels that transmit driving force to the road surface. In addition, in FIG. 1, the wheel 26 as a driving wheel is shown in figure, and illustration of the other wheel 26 is omitted.

  The pulley 27 is attached to the shaft of the engine 10, and transmits the power of the engine 10 to the pulley 28 via the belt 29. The pulley 28 is normally attached to the shaft of the compressor 11, and the power of the engine 10 is transmitted to the normal compressor 11 via the pulley 27, the belt 29 and the pulley 28.

  The belt 29 is engaged with the pulley 27 and the pulley 28 and transmits the rotation of the pulley 27 to the pulley 28, thereby transmitting the power of the engine 10 to the normal compressor 11.

  The control device 30 is a function realized in the hybrid ECU 18 when the hybrid ECU 18 that is a computer executes a predetermined program.

  Next, control of the control device 30 of the hybrid ECU 18 will be described. When the hybrid ECU 18 executes the program, the function of the control device 30 as shown in FIG. 1 is realized. Hereinafter, in the configuration of the vehicle 1 shown in FIG. 1, a control procedure according to the first to third embodiments executed by the control device 30 of the hybrid ECU 18 will be described.

(First embodiment)
The control procedure of the control device 30 according to the first embodiment will be described with reference to the flowchart of FIG. Note that the flow from START to END in FIG. 2 is processing for one cycle, and the processing is repeatedly executed as long as the vehicle 1 is in operation (that is, a key switch (not shown) is in an ON state). Even if the process of the flowchart is in progress, the process ends when the key switch is turned off.

  In “START” in FIG. 2, the key switch is in an ON state, the hybrid ECU 18 executes a predetermined program, and the function of the control device 30 is realized in the hybrid ECU 18. At this time, the procedure proceeds to step S1.

  In step S1, the control device 30 determines whether or not the vehicle speed is 0 km / h based on vehicle speed information from a vehicle speed sensor (not shown). If it is determined that the vehicle speed is 0 km / h, the procedure proceeds to step S2. On the other hand, if it is determined that the vehicle speed is not 0 km / h, the procedure proceeds to step S13.

  In step S2, control device 30 determines whether or not an idle stop condition is satisfied. The idle stop condition is a condition such that the vehicle speed is 0 km / h and the brake pedal is depressed. The brake pedal operation information is acquired by a brake pedal operation amount sensor (not shown). If it is determined in step S2 that the idle stop condition is satisfied, the procedure proceeds to step S3. On the other hand, if it is determined in step S2 that the idle stop condition is not satisfied, the procedure proceeds to step S11.

  In step S3, the control device 30 determines whether or not the refrigeration apparatus 22 is operating. If it is determined in step S3 that the refrigeration apparatus 22 is operating, the procedure proceeds to step S4. On the other hand, if it is determined in step S3 that the refrigeration apparatus 22 is not in operation, the procedure proceeds to step S12.

  In step S4, control device 30 determines whether or not the SOC of battery 16 is equal to or greater than X. Here, “SOOC is equal to or greater than X” indicates that the SOC of the battery 16 is good and there is no problem even if a certain amount of discharge is performed. If it is determined in step S4 that the SOC of the battery 16 is X or more, the procedure proceeds to step S5. On the other hand, if it is determined in step S4 that the SOC of the battery 16 is less than X, the procedure proceeds to step S11.

  In step S5, if the control apparatus 30 operates the electric compressor 21, it will progress to the procedure of step S6.

  In step S6, the control device 30 performs idle stop and proceeds to the procedure of step S7. At this time, the normal compressor 11 inevitably stops as the engine 10 stops.

  In step S7, control device 30 determines whether or not the SOC of battery 16 is Y or less. Here, “SOC is equal to or lower than Y” indicates a state in which the SOC of the battery 16 is lowered and there is a possibility that a problem may occur in the performance of the battery 16 when the battery 16 is further discharged. If it is determined in step S7 that the SOC of the battery 16 is Y or less, the procedure proceeds to step S8. On the other hand, if it is determined in step S7 that the SOC of the battery 16 is greater than Y, the procedure returns to step S5.

  In step S8, when the control device 30 cancels the idle stop, the procedure proceeds to step S9. At this time, the normal compressor 11 starts operating as the engine 10 is restarted.

  In step 9, when the control device 30 stops the electric compressor 21 with the start of the operation of the normal compressor 11, the procedure proceeds to step S10.

  In step S10, the control device 30 sets the vehicle 1 in the idling standby state and ends the process for one cycle (END).

  In step S11, the control device 30 sets the vehicle 1 in the idling standby state and ends the process for one cycle (END).

  In step S12, the control device 30 performs an idle stop of the vehicle 1 and ends the process for one cycle (END).

  In step S13, the control device 30 determines whether or not the refrigeration apparatus 22 is operating. If it is determined in step S13 that the refrigeration apparatus 22 is operating, the procedure proceeds to step S14. On the other hand, if it is determined in step S13 that the refrigeration apparatus 22 is not operating, the procedure proceeds to step S15.

  In step S14, control device 30 determines whether or not the accelerator is ON (the accelerator pedal is depressed). If it is determined in step S14 that the accelerator is in the ON state, the procedure proceeds to step S17. On the other hand, if it is determined in step S14 that the accelerator is not in the ON state, the procedure proceeds to step S16.

  In step S15, control device 30 determines whether or not the accelerator is ON (the accelerator pedal is depressed). If it is determined in step S15 that the accelerator is in the ON state, the procedure proceeds to step S18. On the other hand, if it is determined in step S15 that the accelerator is not in the ON state, the procedure proceeds to step S16.

  In step S16, the control device 30 performs the regeneration control and ends the process for one cycle (END). That is, since the accelerator is in an OFF state and the vehicle speed is not 0 km / h, the vehicle 1 is decelerating or traveling on a downhill, and therefore regenerative control is performed.

  In step S17, the control device 30 performs assist throttling when the refrigeration device 22 is ON, and ends the processing for one cycle (END). The assist diaphragm will be described later.

  In step S18, the control device 30 performs assist diaphragm during normal control and ends the process for one cycle (END).

  FIG. 3 is a diagram for explaining the assist diaphragm. The horizontal axis represents the SOC of the battery 16, and the vertical axis represents the assist diaphragm. Here, the “assist aperture” refers to a ratio (%) at which the output of the engine 10 helps (assists) the output of the electric motor 14.

  As shown in FIG. 3, in the normal assist diaphragm when the refrigeration apparatus 22 is in the OFF state, the assist is started from a position where the SOC of the battery 16 is relatively low (A in FIG. 3). On the other hand, when the refrigeration apparatus 22 is in the ON state, the assist of the battery 16 starts from a position where the SOC of the battery 16 is better than A (B in FIG. 3). That is, when the refrigeration apparatus 22 is operating, the assist is started when the SOC of the battery 16 has a certain remaining amount on the premise that the electric compressor 21 operates.

  FIG. 4 shows the transition of the driving method of the compressor when step S7 is No (that is, the SOC of the battery 16 is larger than Y) in the flowchart of FIG. As shown in FIG. 4, when the SOC of the battery 16 has a margin, it can be seen that the electric compressor 21 is operated and the operation of the refrigeration apparatus 22 is continued during the idle stop.

  On the other hand, when the SOC of the battery 16 is not sufficient, the idle stop is canceled and the engine 10 is restarted, the normal compressor 11 is operated, and the electric compressor 21 is stopped as in steps S8 to S10 in the flowchart of FIG. By doing so, a decrease in the SOC of the battery 16 can be prevented.

  As described above, according to the control of the flowchart of FIG. 2, it is possible to perform control suitable for a hybrid vehicle in which idle stop is performed and a refrigeration apparatus is mounted. In particular, even if the battery 16 of the vehicle 1 is used for the refrigeration device 22, it is possible to prevent the vehicle 1 from traveling.

(Second embodiment)
The control procedure of the control device 30 according to the second embodiment will be described with reference to the flowchart of FIG. The steps of the flowchart shown in FIG. 5 are different from some of the steps of the flowchart shown in FIG. Therefore, description of steps S1 to S7 and S11 to S18 common to the flowchart shown in FIG. 2 is omitted or simplified, and steps S20 to S23 different from the flowchart shown in FIG. 2 are mainly described.

  In step S20, when the control device 30 stops the electric compressor 21, the procedure proceeds to step S21.

  In step S21, control device 30 determines whether or not an idle stop cancellation condition is satisfied. The idle stop release condition is a condition such as a brake pedal being released during an idle stop, for example. If it is determined in step S21 that the idle stop cancellation condition is satisfied, the procedure proceeds to step S22. On the other hand, if it is determined in step S21 that the idle stop cancellation condition is not satisfied, the procedure returns to step S20.

  In step S22, when the control device 30 cancels the idle stop, the procedure proceeds to step S23. At this time, the normal compressor 11 starts operating as the engine 10 is restarted.

  In step S23, the control device 30 sets the vehicle 1 in the idling standby state and ends the process for one cycle (END).

  According to the control procedure of the flowchart of FIG. 5, the idle stop is not released until the idle stop release condition is satisfied (step S21). Thereby, compared with the control procedure of the flowchart of FIG. 2, the improvement of the fuel consumption by idle stop can be further improved.

(Third embodiment)
A control procedure of the control device 30 according to the third embodiment will be described with reference to the flowchart of FIG. The steps of the flowchart shown in FIG. 6 are different from the steps of the flowchart shown in FIG. Therefore, description of steps S1 to S7, S11 to S18, and S20 to S23 common to the flowchart shown in FIG. 5 is omitted or simplified, and step S30 different from the flowchart shown in FIG. 5 will be mainly described.

  In step S30, the control device 30 determines whether or not the difference between the temperature in the freezer (not shown) and the set temperature is equal to or higher than Z ° C. Here, “difference is equal to or higher than Z ° C.” means that the difference between the temperature in the freezer and the set temperature exceeds the allowable range. If this state is left as it is, the difference between the temperature in the freezer and the set temperature is within the allowable range. It is assumed that there is a possibility that the quality of the product in the freezer may be adversely affected. If it is determined in step S30 that the difference is equal to or greater than Z ° C, the procedure proceeds to step S22. On the other hand, if it is determined in step S30 that the difference is less than Z ° C., the procedure returns to step S20.

  According to the control procedure of the flowchart of FIG. 6, even when the conditions for releasing the idle stop are not satisfied, the idle stop is released if the difference between the temperature in the freezer and the set temperature is large (step S22). Thereby, priority is given to the quality maintenance of the goods in a freezer rather than a fuel-consumption improvement, Therefore Compared with the control procedure of the flowchart of FIG. 5, the quality deterioration of the goods in a freezer can be prevented.

(Other embodiments)
The embodiment described above can be variously modified without departing from the gist thereof. For example, the engine 10 has been described as an internal combustion engine, but may be a heat engine including an external combustion engine.

  Further, the program executed by the hybrid ECU 18 has been described as being installed in the hybrid ECU 18 in advance. However, a removable medium in which the program is recorded (a program is stored) is attached to a drive or the like (not shown), and the removable medium is removed. The program read from the medium is stored in a non-volatile memory inside the hybrid ECU 18 or the program transmitted via a wired or wireless transmission medium is received by a communication unit (not shown), and the hybrid ECU 18 Can be installed in the hybrid ECU 18 as a computer.

  Further, each ECU may be realized by an ECU in which these are combined into one, or an ECU that further subdivides the functions of each ECU may be provided.

  The program executed by the computer may be a program that is processed in time series in the order described in this specification, or in parallel or at a necessary timing such as when a call is made. It may be a program for processing.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle (hybrid car), 10 ... Engine, 11 ... Normal compressor, 12 ... Clutch, 13 ... Engine ECU, 14 ... Electric motor, 15, 20 ... Inverter, 16 ... Battery, 17 ... Transmission, 18 ... Hybrid ECU (control) Device), 21 ... electric compressor, 22 ... refrigeration device, 30 ... control device

Claims (7)

A hybrid vehicle having an engine, an electric motor, and a battery for supplying power to the electric motor, capable of traveling by the engine or the electric motor, or capable of traveling in cooperation with the engine and the electric motor, In a control apparatus for a hybrid vehicle equipped with a refrigeration system having a normal compressor driven by the engine and an electric compressor driven by power supplied from the battery,
Idle stop control means for carrying out idle stop during a temporary stop,
Refrigeration device control means for controlling the driving of the refrigeration device;
Have
The refrigeration apparatus control means drives the electric compressor when performing the idle stop by the idle stop control means, and after stopping the normal compressor,
According to the SOC of the battery, the normal compressor is driven again to stop the electric compressor, or the electric compressor is stopped to stop both the normal compressor and the electric compressor.
The control apparatus of the hybrid vehicle characterized by the above-mentioned. A control device for a hybrid vehicle according to claim 1,
The refrigeration apparatus control means drives the electric compressor when performing the idle stop, determines whether the SOC of the battery is equal to or less than a predetermined value after stopping the normal compressor, When the SOC is equal to or lower than a predetermined value, the idle stop is stopped and the normal compressor is driven again.
The control apparatus of the hybrid vehicle characterized by the above-mentioned. A control device for a hybrid vehicle according to claim 1,
The refrigeration apparatus control means drives the electric compressor when performing the idle stop, determines whether the SOC of the battery is equal to or less than a predetermined value after stopping the normal compressor, When the SOC is less than or equal to a predetermined value, the drive of the electric compressor is stopped during idle stop.
The control apparatus of the hybrid vehicle characterized by the above-mentioned. A control device for a hybrid vehicle according to claim 1,
The refrigeration apparatus control means drives the electric compressor when performing the idle stop, determines whether the SOC of the battery is equal to or less than a predetermined value after stopping the normal compressor, When the SOC is less than or equal to a predetermined value, the driving of the electric compressor is stopped, it is determined whether or not the difference between the temperature in the freezer cooled by the refrigeration apparatus and a set temperature is greater than or equal to a predetermined value, and the difference Is not less than a predetermined value, the idle stop is stopped and the normal compressor is driven again.When the difference is less than the predetermined value, the driving of the electric compressor is continuously stopped during the idle stop.
The control apparatus of the hybrid vehicle characterized by the above-mentioned.   A hybrid vehicle comprising the control device for a hybrid vehicle according to any one of claims 1 to 4. A hybrid vehicle having an engine, an electric motor, and a battery for supplying power to the electric motor, capable of traveling by the engine or the electric motor, or capable of traveling in cooperation with the engine and the electric motor, In a control method of a hybrid vehicle equipped with a refrigeration apparatus having a normal compressor driven by the engine and an electric compressor driven by power supplied from the battery,
An idle stop control step for performing an idle stop during a temporary stop,
A refrigeration apparatus control step for controlling the driving of the refrigeration apparatus;
In the refrigeration apparatus control step, when performing the idle stop by the process of the idle stop control step, after driving the electric compressor and stopping the normal compressor,
The normal compressor is driven again according to the SOC of the battery to stop the electric compressor, or the electric compressor is stopped to stop both the normal compressor and the electric compressor.
A control method for a hybrid vehicle.   A program for causing an information processing device to realize the function of the control device for a hybrid vehicle according to any one of claims 1 to 4.

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