JP2019131035A - Vehicle heating system - Google Patents

Vehicle heating system Download PDF

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JP2019131035A
JP2019131035A JP2018014902A JP2018014902A JP2019131035A JP 2019131035 A JP2019131035 A JP 2019131035A JP 2018014902 A JP2018014902 A JP 2018014902A JP 2018014902 A JP2018014902 A JP 2018014902A JP 2019131035 A JP2019131035 A JP 2019131035A
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internal combustion
combustion engine
cooling water
heater core
temperature
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JP6973934B2 (en
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守人 浅野
Morihito Asano
守人 浅野
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Daihatsu Motor Co Ltd
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/62—Hybrid vehicles

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Abstract

To adequately suppress heating performance degradation due to temperature drop of cooling water in a heater core.SOLUTION: A vehicle heating system comprises: a water-cooling type internal combustion engine; a cooling water path for circulating cooling water to be supplied to the internal combustion engine; a heater core which is provided on the cooling water path, performs heat exchange between cooling water, which flows out from the internal combustion engine, and air, and heats the interior of a cabin; a cooling water pump which is operated by reception of supply of a rotation driving force from the internal combustion engine, sucks and discharges cooling water which is circulated in the internal combustion engine, the cooling water path and the heater core; an electric motor which can rotationally drives the internal combustion engine; and a control part which, during a period in which operation of the internal combustion engine is stopped without combustion of a fuel, starts the electric motor according to a request for heating performance thereby rotationally driving the internal combustion engine, and operates the cooling water pump thereby flowing cooling water into the heater core from the internal combustion engine.SELECTED DRAWING: Figure 3

Description

本発明は、水冷式の内燃機関から流出する冷却水の熱を利用して車室内を暖房するシステムに関する。   The present invention relates to a system for heating a passenger compartment using heat of cooling water flowing out from a water-cooled internal combustion engine.

車両、特に四輪自動車の内燃機関は、一般に水冷式になっている。内燃機関から流出する高温の冷却水は、車室内を空調するエアコンディショナの暖房用の熱源として利用される。即ち、内燃機関のシリンダブロック及びシリンダヘッドを通過した冷却水を熱交換器であるヒータコアに導き、その冷却水と車室内に供給される空気との間で熱交換を行い、車室内を暖房する（例えば、下記特許文献１を参照）。冷却水を吸引、吐出して循環させる冷却水ポンプは、内燃機関の出力軸であるクランクシャフトから回転駆動力の伝達を受けて稼働する。   The internal combustion engine of a vehicle, particularly a four-wheeled vehicle, is generally water-cooled. The high-temperature cooling water flowing out from the internal combustion engine is used as a heat source for heating an air conditioner that air-conditions the passenger compartment. That is, the cooling water that has passed through the cylinder block and the cylinder head of the internal combustion engine is guided to a heater core that is a heat exchanger, and heat is exchanged between the cooling water and the air supplied to the passenger compartment to heat the passenger compartment. (For example, refer to Patent Document 1 below). A cooling water pump that sucks, discharges and circulates cooling water operates by receiving a rotational driving force from a crankshaft that is an output shaft of the internal combustion engine.

近時では、内燃機関及び電動機の二つの動力源を備えるハイブリッド車両が一定の普及を見ている。シリーズ方式のハイブリッド車両（例えば、下記特許文献２を参照）は、内燃機関により発電機を駆動して発電を行い、発電した電力を蓄電装置（バッテリ及び／またはキャパシタ）に蓄えるとともに電動機に供給する。そして、この電動機によって車両の車軸ひいては駆動輪を回転させて走行する。   Recently, hybrid vehicles equipped with two power sources, an internal combustion engine and an electric motor, have seen a certain spread. A series-type hybrid vehicle (for example, see Patent Document 2 below) generates power by driving a generator by an internal combustion engine, stores the generated power in a power storage device (battery and / or capacitor), and supplies the electric power to the motor. . Then, this electric motor travels by rotating the axle of the vehicle and thus the drive wheels.

特開２０１７−００８７５３号公報JP 2017-008753 A 特開２０１６−０６４７３５号公報Japanese Patent Application Laid-Open No. 2006-064735

ハイブリッド車両では、内燃機関が燃料を燃焼させて回転駆動力を発生させなくとも、電動機により車両を走行させることが可能である。故に、車両の運用中であっても、内燃機関の運転を停止している状態が継続することがある。   In a hybrid vehicle, the vehicle can be driven by an electric motor without causing the internal combustion engine to burn fuel and generate a rotational driving force. Therefore, even when the vehicle is in operation, the state where the operation of the internal combustion engine is stopped may continue.

内燃機関が停止している間は、これに接続した機械式の冷却水ポンプも当然に稼働を停止し、冷却水が循環しない。その状態で暖房が使用され続けると、ヒータコア内に停滞している冷却水が低温化して暖房性能が低下する。   While the internal combustion engine is stopped, the mechanical cooling water pump connected to the internal combustion engine also naturally stops operating, and the cooling water does not circulate. If heating continues to be used in this state, the cooling water stagnating in the heater core is lowered in temperature and the heating performance is lowered.

内燃機関の運転状態如何によらず（内燃機関から独立して）稼働できる電動式の冷却水ポンプを実装すれば、内燃機関を停止していても冷却水を循環させることが可能である。しかしながら、電動式の冷却水ポンプは、機械式の冷却水ポンプと比較してコスト面で不利である。   If an electric cooling water pump that can operate regardless of the operating state of the internal combustion engine (independent of the internal combustion engine) is mounted, the cooling water can be circulated even when the internal combustion engine is stopped. However, the electric cooling water pump is disadvantageous in terms of cost as compared with the mechanical cooling water pump.

本発明は、以上の問題に初めて着目してなされたものであり、ヒータコア内の冷却水の温度降下による暖房性能の低下を抑制することを所期の目的としている。   The present invention has been made by paying attention to the above problems for the first time, and an object of the present invention is to suppress a decrease in heating performance due to a temperature drop in the cooling water in the heater core.

本発明では、水冷式の内燃機関と、内燃機関に供給するべき冷却水を循環させる冷却水路と、冷却水路上に設けられ内燃機関から流出する冷却水と空気との間で熱交換を行い車室内を暖房するヒータコアと、内燃機関から回転駆動力の供給を受けて稼働し内燃機関、冷却水路及びヒータコアを流通する冷却水を吸引して吐出する冷却水ポンプと、内燃機関を回転駆動することのできる電動機と、燃料を燃焼させずに内燃機関の運転を停止している時期において、暖房性能の要求に応じて、電動機を起動して内燃機関を回転駆動し冷却水ポンプを稼働させて内燃機関からヒータコアに冷却水を流入させる制御部とを具備する車両の暖房システムを構成した。   In the present invention, a water-cooled internal combustion engine, a cooling water passage for circulating cooling water to be supplied to the internal combustion engine, a cooling water provided on the cooling water passage and the cooling water flowing out from the internal combustion engine and air are exchanged. A heater core that heats the room, a cooling water pump that operates by receiving a rotational driving force from the internal combustion engine, sucks and discharges the cooling water flowing through the internal combustion engine, the cooling water passage, and the heater core, and rotationally drives the internal combustion engine Motor, and when the operation of the internal combustion engine is stopped without burning the fuel, the internal combustion engine is driven to rotate and drive the cooling water pump to operate the internal combustion engine according to the heating performance requirements. A vehicle heating system including a control unit that causes cooling water to flow into the heater core from the engine is configured.

本発明によれば、ヒータコア内の冷却水の温度降下による暖房性能の低下を適切に抑制することができる。   ADVANTAGE OF THE INVENTION According to this invention, the fall of the heating performance by the temperature fall of the cooling water in a heater core can be suppressed appropriately.

本発明の一実施形態におけるシリーズ方式のハイブリッド車両の概要を示す図。The figure which shows the outline | summary of the series type hybrid vehicle in one Embodiment of this invention. 同実施形態における内燃機関の冷却水路の構成を示す図。The figure which shows the structure of the cooling water channel of the internal combustion engine in the embodiment. 同実施形態の制御部が実施する制御の内容を説明するタイミング図。The timing diagram explaining the content of the control which the control part of the embodiment implements.

本発明の一実施形態を、図面を参照して説明する。図１に、本実施形態におけるハイブリッド車両の主要システムの概略構成を示している。このハイブリッド車両は、内燃機関１と、内燃機関１により駆動されて発電を行う発電用モータジェネレータ２と、発電用モータジェネレータ２が発電した電力を蓄える蓄電装置３と、発電用モータジェネレータ２及び／または蓄電装置３から電力の供給を受けて車両の車軸ひいては駆動輪６２を駆動する走行用モータジェネレータ４とを備えている。   An embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows a schematic configuration of a main system of the hybrid vehicle in the present embodiment. The hybrid vehicle includes an internal combustion engine 1, a power generation motor generator 2 that is driven by the internal combustion engine 1 to generate power, a power storage device 3 that stores power generated by the power generation motor generator 2, a power generation motor generator 2, and / or Alternatively, it includes a traveling motor generator 4 that receives power supplied from the power storage device 3 and drives the axles of the vehicle and thus the driving wheels 62.

本実施形態のハイブリッド車両は、内燃機関１を発電にのみ使用するシリーズハイブリッド方式の電気自動車であり、車両の駆動輪６２には専ら走行用モータジェネレータ４から走行のための駆動力を供給する。内燃機関１と駆動輪６２との間は機械的に切り離されており、元来両者の間で回転駆動力の伝達がなされない。従って、イグニッションスイッチ（パワースイッチ、またはイグニッションキー）がＯＮに操作されている車両の運用中、換言すれば運転者がアクセルペダルを踏むことで車両が走行可能な状態にあっても、蓄電装置３が充分な電荷を蓄えている状況下では、燃料の燃焼を伴う内燃機関１の運転を実施しない。   The hybrid vehicle according to the present embodiment is a series hybrid electric vehicle that uses the internal combustion engine 1 only for power generation, and a driving force for traveling is supplied exclusively from the traveling motor generator 4 to the driving wheels 62 of the vehicle. The internal combustion engine 1 and the drive wheel 62 are mechanically separated from each other, so that the rotational driving force is not originally transmitted between the two. Therefore, during operation of the vehicle in which the ignition switch (power switch or ignition key) is turned on, in other words, even if the vehicle can travel by stepping on the accelerator pedal, the power storage device 3 However, the operation of the internal combustion engine 1 accompanied by the combustion of the fuel is not performed under the situation where the sufficient charge is stored.

内燃機関１の出力軸であるクランクシャフトは、発電用モータジェネレータ２の入力軸と機械的に接続している。そして、内燃機関１から発電用モータジェネレータ２に対して回転駆動力が伝達されることで、モータジェネレータ２が発電する。また、発電用モータジェネレータ２は、回転駆動力を発生させて内燃機関１のクランクシャフトを回転駆動する電動機としても機能する。例えば、発電用モータジェネレータ２は、停止している内燃機関１を始動するためのクランキングを実行することがある。なお、この発電用モータジェネレータ２とは別に、内燃機関１のくランキングを実行する専用の電動機であるスタータモータを内燃機関１に付設することを妨げない。   A crankshaft that is an output shaft of the internal combustion engine 1 is mechanically connected to an input shaft of the motor generator 2 for power generation. Then, the rotational driving force is transmitted from the internal combustion engine 1 to the power generation motor generator 2 so that the motor generator 2 generates power. The power generation motor generator 2 also functions as an electric motor that generates rotational driving force to rotationally drive the crankshaft of the internal combustion engine 1. For example, the power generation motor generator 2 may perform cranking for starting the stopped internal combustion engine 1. In addition to the power generation motor generator 2, it is not hindered to attach to the internal combustion engine 1 a starter motor that is a dedicated electric motor that performs ranking of the internal combustion engine 1.

発電機インバータ２１は、発電用モータジェネレータ２が発電する交流電力を直流電力に変換した上で蓄電装置３に入力する。並びに、発電機インバータ２１は、発電用モータジェネレータ２を電動機として作動させる際に、蓄電装置３が出力する直流電力を交流電力に変換した上で発電用モータジェネレータ２に入力する。   The generator inverter 21 converts AC power generated by the motor generator 2 for power generation into DC power and inputs it to the power storage device 3. Further, the generator inverter 21 converts the DC power output from the power storage device 3 into AC power and inputs the AC power to the generator motor generator 2 when the generator motor generator 2 is operated as an electric motor.

蓄電装置３は、発電用モータジェネレータ２及び走行用モータジェネレータ４の各々が発電する電力を充電して蓄える。並びに、蓄電装置３は、発電用モータジェネレータ２及び走行用モータジェネレータ４の各々を電動機として作動させるための電力を放電し、それらモータジェネレータ２、４に必要な電力を供給する。蓄電装置３は、バッテリ及び／またはキャパシタ等である。   The power storage device 3 charges and stores the power generated by each of the power generation motor generator 2 and the travel motor generator 4. In addition, the power storage device 3 discharges power for operating each of the power generation motor generator 2 and the travel motor generator 4 as an electric motor, and supplies the motor generators 2 and 4 with necessary power. The power storage device 3 is a battery and / or a capacitor.

駆動機インバータ４１は、蓄電装置３及び／または発電機インバータ２１から供給される直流電力を交流電力に変換した上で走行用モータジェネレータ４に入力する。並びに、駆動機インバータ４１は、車両の回生制動を行うときに走行用モータジェネレータ４が発電する交流電力を直流電力に変換した上で蓄電装置３に入力する。   The drive inverter 41 converts the DC power supplied from the power storage device 3 and / or the generator inverter 21 into AC power and inputs the AC power to the traveling motor generator 4. In addition, the drive inverter 41 converts AC power generated by the traveling motor generator 4 when regenerative braking of the vehicle is converted into DC power and then inputs the DC power to the power storage device 3.

走行用モータジェネレータ４は、車両の走行のための駆動力を発生させ、これを減速機６１を介して駆動輪６２に入力する。また、走行用モータジェネレータ４は、駆動輪６２に連れ回されて回転することで発電し、車両の運動エネルギを電気エネルギとして回収する。回生により発電した電力は、蓄電装置３に充電される。   The traveling motor generator 4 generates a driving force for traveling the vehicle, and inputs this to the driving wheel 62 via the speed reducer 61. Moreover, the traveling motor generator 4 generates power by being rotated by the drive wheels 62 and collects the kinetic energy of the vehicle as electric energy. The electric power generated by the regeneration is charged in the power storage device 3.

内燃機関１は水冷式のものである。図２に、内燃機関１の冷却水路を示す。冷却水を吸込んで吐出する冷却水ポンプ５１は、内燃機関１のクランクシャフトから回転駆動力の伝達を受けて稼働する、既知の機械式（非電動式）のものである。冷却水ポンプ５１の回転数は、内燃機関１の回転数に比例する。内燃機関１が停止しているときには、冷却水ポンプ５１も停止する。冷却水ポンプ５１が停止している間は、冷却水ポンプ５１が冷却水を吸引及び吐出せず、冷却水が冷却水路を循環せずに停滞する。   The internal combustion engine 1 is a water-cooled type. FIG. 2 shows a cooling water channel of the internal combustion engine 1. The cooling water pump 51 that sucks and discharges cooling water is a known mechanical (non-electric) type that operates by receiving a rotational driving force from the crankshaft of the internal combustion engine 1. The rotational speed of the cooling water pump 51 is proportional to the rotational speed of the internal combustion engine 1. When the internal combustion engine 1 is stopped, the cooling water pump 51 is also stopped. While the cooling water pump 51 is stopped, the cooling water pump 51 does not suck and discharge the cooling water, and the cooling water stagnates without circulating through the cooling water channel.

冷却水ポンプ５１が吐出した冷却水は、まず内燃機関１のシリンダブロック５２に流入し、一部がＥＧＲ（Ｅｘｈａｕｓｔ Ｇａｓ Ｒｅｃｉｒｃｕｌａｔｉｏｎ）クーラ５９に向かい、残りが内燃機関１のシリンダヘッド５３に向かう。ＥＧＲクーラ５５は、内燃機関１の排気通路から吸気通路に還流するＥＧＲガスと熱交換を行う熱交換器であり、ＥＧＲガスの温度を低下させる。   The cooling water discharged from the cooling water pump 51 first flows into the cylinder block 52 of the internal combustion engine 1, a part thereof goes to an EGR (Exhaust Gas Recirculation) cooler 59, and the rest goes to the cylinder head 53 of the internal combustion engine 1. The EGR cooler 55 is a heat exchanger that exchanges heat with the EGR gas recirculated from the exhaust passage of the internal combustion engine 1 to the intake passage, and reduces the temperature of the EGR gas.

そして、冷却水の流れは、シリンダヘッド５３から、ヒータコア５４またはラジエータ５６へと分岐する。ヒータコア５４は、車室内に供給される空気との間で熱交換を行う熱交換器であり、空気を暖めて車室内を暖房する。ラジエータ５６は、冷却水を自然空冷または強制空冷してその温度を低下させる放熱器である。シリンダヘッド５３とラジエータ５６とを連絡する冷却水通路上には、当該通路を開閉するためのサーモスタット５７を設置する。サーモスタット５７は、冷却水の温度が所定以上の高温となったときに開弁し、それ未満の温度であるときには閉弁する。   Then, the flow of the cooling water branches from the cylinder head 53 to the heater core 54 or the radiator 56. The heater core 54 is a heat exchanger that exchanges heat with air supplied to the vehicle interior, and heats the air to heat the vehicle interior. The radiator 56 is a radiator that reduces the temperature of the cooling water by natural air cooling or forced air cooling. A thermostat 57 for opening and closing the passage is installed on the cooling water passage connecting the cylinder head 53 and the radiator 56. The thermostat 57 opens when the temperature of the cooling water reaches a predetermined temperature or higher, and closes when the temperature is lower than that.

ＥＧＲクーラ５５、ヒータコア５４またはラジエータ５６内を流れた冷却水は、集合後シリンダブロック５２に向けて流下し、再び冷却水ポンプ５１に吸込まれる。   The cooling water that has flowed through the EGR cooler 55, the heater core 54, or the radiator 56 flows down toward the cylinder block 52 after gathering, and is sucked into the cooling water pump 51 again.

内燃機関１、発電用モータジェネレータ２、蓄電装置３、インバータ２１、４１及び走行用モータジェネレータ４の制御を司る制御部たるＥＣＵ（Ｅｌｅｃｔｒｏｎｉｃ Ｃｏｎｔｒｏｌ Ｕｎｉｔ）０は、プロセッサ、メモリ、入力インタフェース、出力インタフェース等を有したマイクロコンピュータシステムである。なお、ＥＣＵ０は、複数基のＥＣＵがＣＡＮ（Ｃｏｎｔｒｏｌｌｅｒ Ａｒｅａ Ｎｅｔｗｏｒｋ）を介して相互に通信可能に接続されてなるものであることがある。   An ECU (Electronic Control Unit) 0 serving as a control unit that controls the internal combustion engine 1, the power generation motor generator 2, the power storage device 3, the inverters 21 and 41, and the travel motor generator 4 includes a processor, a memory, an input interface, an output interface, and the like This is a microcomputer system having Note that the ECU 0 may be configured such that a plurality of ECUs are communicably connected to each other via a CAN (Controller Area Network).

ＥＣＵ０は、運転者によるアクセルペダルの踏込量や、現在の車両の車速、路面の勾配、蓄電装置３の蓄電量、発電用モータジェネレータ２の発電電力等に応じて、走行用モータジェネレータ４が出力する回転駆動力、内燃機関１が出力する回転駆動力、及び発電用モータジェネレータ２が発電する電力の大きさを増減制御する。蓄電装置３が現在充分な電力を蓄えており、走行用モータジェネレータ４に要求される出力駆動力が極大でない場合には、内燃機関１への燃料の供給を遮断して内燃機関１を運転しない。   The ECU 0 outputs the driving motor generator 4 according to the amount of depression of the accelerator pedal by the driver, the current vehicle speed, the road gradient, the amount of electricity stored in the power storage device 3, the power generated by the power generation motor generator 2, and the like. The rotational driving force to be generated, the rotational driving force output from the internal combustion engine 1, and the power generated by the power generation motor generator 2 are increased or decreased. If the power storage device 3 currently stores sufficient power and the output driving force required for the traveling motor generator 4 is not maximal, the supply of fuel to the internal combustion engine 1 is shut off and the internal combustion engine 1 is not operated. .

とは言え、内燃機関１の運転を停止している間にも、車室内空調用のエアコンディショナによる暖房が使用されることは当然にあり得る。車室内の暖房は、電動のブロワ（または、ファン。図示せず）が吐出する空気をヒータコア５４に当て、ヒータコア５４との熱交換により暖められた空気を車室内に吹き出させることにより実現する。既に述べた通り、内燃機関１が停止しているときには、冷却水ポンプ５１も停止しており、冷却水の流通が滞る。その状態で暖房が使用され続けると、ヒータコア５４内に停滞している冷却水の熱が奪われてその温度が低下し、必要十分な暖房性能を発揮できなくなる懸念が生ずる。   However, even when the operation of the internal combustion engine 1 is stopped, it is naturally possible to use heating by an air conditioner for air conditioning in the vehicle interior. Heating the vehicle interior is achieved by applying air discharged from an electric blower (or fan, not shown) to the heater core 54 and blowing air warmed by heat exchange with the heater core 54 into the vehicle interior. As already described, when the internal combustion engine 1 is stopped, the cooling water pump 51 is also stopped, and the circulation of the cooling water is delayed. If heating continues to be used in this state, the heat of the cooling water stagnating in the heater core 54 is taken away and the temperature is lowered, and there is a concern that the necessary and sufficient heating performance cannot be exhibited.

そこで、図３に示すように、本実施形態のＥＣＵ０は、燃料を燃焼させずに内燃機関１の運転を停止している時期において、暖房性能の要求に応じて、発電用モータジェネレータ２を電動機として一時的に起動することで、内燃機関１及びこれに機械的に接続している冷却水ポンプ５１を回転駆動する操作を実行する。冷却水ポンプ５１を稼働させれば、内燃機関１の内部（シリンダブロック５２やシリンダヘッド５３）に滞留していた比較的高温の冷却水がヒータコア５４に流入し、代わりにヒータコア５４内に停滞していた低温の冷却水がヒータコア５４から排出されて、ヒータコア５４の温度が閾値以上に上昇、回復する。結果、暖房性能が必要十分に維持されることとなる。無論、内燃機関１の内部に存在する冷却水の温度が所定以上に高いことが前提となる。   Therefore, as shown in FIG. 3, the ECU 0 of the present embodiment sets the motor generator 2 for electric power generation to the electric motor in response to a request for heating performance when the operation of the internal combustion engine 1 is stopped without burning the fuel. Is temporarily started, an operation for rotationally driving the internal combustion engine 1 and the cooling water pump 51 mechanically connected thereto is executed. If the cooling water pump 51 is operated, the relatively high temperature cooling water staying in the internal combustion engine 1 (the cylinder block 52 and the cylinder head 53) flows into the heater core 54, and stagnates in the heater core 54 instead. The low-temperature cooling water that has been discharged is discharged from the heater core 54, and the temperature of the heater core 54 rises above the threshold and recovers. As a result, the heating performance is maintained as necessary and sufficient. Of course, it is assumed that the temperature of the cooling water present in the internal combustion engine 1 is higher than a predetermined level.

燃料を燃焼させず内燃機関１の運転を停止している時期において、発電用モータジェネレータ２により内燃機関１及び冷却水ポンプ５を回転駆動するのは、暖房性能が求められるときであり、例えば、ヒータコア５４の温度が所定の閾値以下に低下した、空気をヒータコア５４に当てるブロワの吐出する風量（または、ブロワを回転駆動する電動機の回転数）が所定の閾値以上に大きい、運転者を含む搭乗者の操作により選択される車室内の設定温度（目標温度）が引き上げられてから一定時間内、設定温度が所定の閾値以上に高い、設定温度と現在の車室内温度との差が所定の閾値以上に大きい、設定温度と外気温との差が所定の閾値以上に大きい場合、等のうちの何れか少なくとも一つを条件とすることが考えられる。   When the operation of the internal combustion engine 1 is stopped without burning the fuel, the internal combustion engine 1 and the cooling water pump 5 are rotationally driven by the power generation motor generator 2 when heating performance is required. Boarding including the driver, where the temperature of the heater core 54 has dropped below a predetermined threshold, and the air volume discharged by the blower that applies air to the heater core 54 (or the rotational speed of the motor that drives the blower to rotate) is greater than the predetermined threshold. The set temperature is higher than a predetermined threshold value within a certain period of time after the set temperature (target temperature) selected by the operator is raised, and the difference between the set temperature and the current vehicle interior temperature is the predetermined threshold value. If the difference between the set temperature and the outside air temperature is larger than a predetermined threshold value, the condition may be at least one of the above.

発電用モータジェネレータ２を電動機として稼働させて内燃機関１及び冷却水ポンプ５１を駆動する期間の長さは、ヒータコア５４内の冷却水を入れ替えることのできる程度の短時間に止めてよい。さすれば、発電用モータジェネレータ２による電力消費を最小限に抑制することができる。   The length of the period in which the motor generator 2 for power generation is operated as an electric motor to drive the internal combustion engine 1 and the cooling water pump 51 may be limited to a short time that allows the cooling water in the heater core 54 to be replaced. Then, power consumption by the power generation motor generator 2 can be minimized.

ＥＣＵ０は、現在のヒータコア５４の温度を実測してもよいし、何らかの手法によって推測してもよい。ヒータコア５４、またはヒータコア５４内若しくはヒータコア５４の近傍の冷却水の温度を検出する温度センサが設置されているならば、当該センサを介してヒータコア５４の温度が閾値以下に低下したか否かを直接的に判断することができる。   The ECU 0 may actually measure the current temperature of the heater core 54 or may estimate it by some method. If a temperature sensor for detecting the temperature of the cooling water in the heater core 54 or in the heater core 54 or in the vicinity of the heater core 54 is installed, it is directly determined whether the temperature of the heater core 54 has dropped below the threshold value via the sensor. Can be judged.

そのようなセンサが設置されていないとしても、車室内に吹き出す（ヒータコア５４と熱交換した後の）空気の温度を検出する温度センサが設置されているならば、当該センサを介してヒータコア５４の温度を推測し、これが閾値以下に低下したか否かを判断することが可能である。基本的に、車室内に吹き出す空気の温度が低いほど、現在のヒータコア５４の温度が低いと推測される。が、車室内に吹き出す空気の温度が同じであっても、外気温が低いほどヒータコア５４の温度は高いと予想される。よって、ヒータコア５４の温度を推測する際には、外気温センサを介して検出される外気温を考慮に入れることが好ましい。   Even if such a sensor is not installed, if a temperature sensor that detects the temperature of the air blown into the vehicle interior (after heat exchange with the heater core 54) is installed, the heater core 54 is It is possible to infer the temperature and determine whether it has dropped below a threshold. Basically, the lower the temperature of the air blown into the passenger compartment, the lower the current temperature of the heater core 54. However, even if the temperature of the air blown into the passenger compartment is the same, the lower the outside air temperature, the higher the temperature of the heater core 54 is expected. Therefore, when estimating the temperature of the heater core 54, it is preferable to take the outside air temperature detected through the outside air temperature sensor into consideration.

燃料の燃焼を伴う内燃機関１の運転及び冷却水ポンプ５１の稼働を停止する直前の冷却水温、内燃機関１及び冷却水ポンプ５１の稼働の停止後のブロワからの空気の吐出量等に基づき、現在のヒータコア５４の温度を推測してもよい。通常、内燃機関１には、当該内燃機関１内部の冷却水の温度を検出する水温センサが設置されているので、内燃機関１及び冷却水ポンプ５１の稼働停止直前の冷却水温を知得することは可能である。そして、内燃機関１及び冷却水ポンプ５１の停止中のヒータコア５４の温度は、これらを停止してから経過した時間が長くなるほど低下し、なおかつ、ブロワからヒータコア５４に向けて吐出した空気の総流量（単位時間あたりの流量の積算値若しくは時間積分値）が増すほど低下する。尤も、外気温が低いほどヒータコア５４の温度は低下しやすいと考えられるので、ヒータコア５４の温度を推測するに際しては、外気温センサを介して検出される外気温を考慮に入れることが好ましい。   Based on the operation of the internal combustion engine 1 accompanied by fuel combustion and the cooling water temperature immediately before stopping the operation of the cooling water pump 51, the discharge amount of air from the blower after the operation of the internal combustion engine 1 and the cooling water pump 51 is stopped, etc. The current temperature of the heater core 54 may be estimated. Usually, the internal combustion engine 1 is provided with a water temperature sensor that detects the temperature of the cooling water inside the internal combustion engine 1, so that it is possible to know the cooling water temperature immediately before the operation of the internal combustion engine 1 and the cooling water pump 51 is stopped. Is possible. The temperature of the heater core 54 while the internal combustion engine 1 and the cooling water pump 51 are stopped decreases as the time elapsed since the stop of the internal combustion engine 1 and the cooling water pump 51 increases, and the total flow rate of the air discharged from the blower toward the heater core 54 It decreases as (the integrated value of flow rate per unit time or the integrated value of time) increases. However, since the temperature of the heater core 54 is considered to decrease more easily as the outside air temperature is lower, it is preferable to take into account the outside air temperature detected via the outside air temperature sensor when estimating the temperature of the heater core 54.

本実施形態では、車両の駆動輪６２から機械的に切り離された状態で運転可能な水冷式の内燃機関１と、内燃機関１に供給するべき冷却水を循環させる冷却水路と、冷却水路上に設けられ内燃機関１から流出する冷却水と空気との間で熱交換を行い車室内を暖房するヒータコア５４と、内燃機関１から回転駆動力の供給を受けて稼働し内燃機関１、冷却水路及びヒータコア５４を流通する冷却水を吸引して吐出する冷却水ポンプ５１と、内燃機関１を回転駆動することのできる電動機２と、燃料を燃焼させずに内燃機関１の運転を停止している時期において、暖房性能の要求に応じて、例えばヒータコア５４の温度が所定以下に低下する場合に、電動機２を起動して内燃機関１を回転駆動し冷却水ポンプ５１を稼働させて内燃機関１からヒータコア５４に冷却水を流入させる制御部０とを具備する車両の暖房システムを構成した。   In the present embodiment, a water-cooled internal combustion engine 1 that can be operated in a state of being mechanically separated from the drive wheels 62 of the vehicle, a cooling water passage that circulates cooling water to be supplied to the internal combustion engine 1, and a cooling water passage A heater core 54 that is provided and exchanges heat between the cooling water flowing out from the internal combustion engine 1 and air and heats the interior of the vehicle, and is operated by receiving a rotational driving force from the internal combustion engine 1 and operates. The cooling water pump 51 that sucks and discharges the cooling water flowing through the heater core 54, the electric motor 2 that can rotationally drive the internal combustion engine 1, and the time when the operation of the internal combustion engine 1 is stopped without burning the fuel. When the temperature of the heater core 54 falls below a predetermined value, for example, in response to a request for heating performance, the electric motor 2 is started to rotate the internal combustion engine 1 and operate the cooling water pump 51 to remove heat from the internal combustion engine 1. To constitute a heating system for a vehicle and a control unit 0 for flowing cooling water to the core 54.

本実施形態によれば、燃料の燃焼を伴う内燃機関１の運転の停止中の暖房性能の低下を適切に抑制することができる。そして、冷却水ポンプ５１として、内燃機関１の運転状態如何によらず稼働可能な電動式のポンプを実装する必要がないので、コストの高騰を回避できる。   According to the present embodiment, it is possible to appropriately suppress a decrease in heating performance while the operation of the internal combustion engine 1 accompanied by fuel combustion is stopped. And since it is not necessary to mount the electrically driven pump which can operate as the cooling water pump 51 regardless of the operation state of the internal combustion engine 1, the cost increase can be avoided.

なお、本発明は以上に詳述した実施形態に限られるものではない。例えば、上記実施形態では、内燃機関１が車両の駆動輪６２から恒常的に切り離されているシリーズ方式のハイブリッド車両を想定していたが、本発明の適用対象はシリーズハイブリッド車両には限定されない。走行中を含む車両の運用中に一時的にせよ内燃機関の運転を停止できる態様の車両一般に、本発明を適用することが許される。パラレルハイブリッド方式やシリーズパラレルハイブリッド方式（スプリット方式）のハイブリッド車両でも、車両の運用中に燃料を燃焼させず内燃機関の運転を停止させることが可能であり、よってこれらはおしなべて本発明の適用の対象となる。   The present invention is not limited to the embodiment described in detail above. For example, in the above embodiment, a series-type hybrid vehicle in which the internal combustion engine 1 is constantly disconnected from the drive wheels 62 of the vehicle is assumed, but the application target of the present invention is not limited to the series hybrid vehicle. It is permitted to apply the present invention to a vehicle in general that can stop the operation of the internal combustion engine even temporarily during operation of the vehicle including running. Even in a hybrid vehicle of a parallel hybrid system or a series parallel hybrid system (split system), it is possible to stop the operation of the internal combustion engine without burning the fuel during the operation of the vehicle. It becomes.

また、燃料を燃焼させず内燃機関１の運転を停止している時期において、暖房性能の要求に応じて、クランキング専用のスタータモータを起動して、これにより内燃機関１及び冷却水ポンプ５１を回転駆動することもあり得る。   In addition, when the operation of the internal combustion engine 1 is stopped without burning fuel, a starter motor dedicated to cranking is activated in accordance with the demand for heating performance, thereby causing the internal combustion engine 1 and the cooling water pump 51 to operate. It can also be rotationally driven.

その他、各部の具体的な構成や処理の内容は、本発明の趣旨を逸脱しない範囲で種々変形が可能である。   In addition, the specific configuration of each part and the content of the processing can be variously modified without departing from the spirit of the present invention.

本発明は、車両に搭載される内燃機関の冷却水系統の制御に適用することができる。   The present invention can be applied to control of a cooling water system of an internal combustion engine mounted on a vehicle.

０…制御部（ＥＣＵ）
１…内燃機関
２…電動機（発電用モータジェネレータ）
５１…冷却水ポンプ
５４…ヒータコア 0 ... Control unit (ECU)
DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine 2 ... Electric motor (motor generator for electric power generation)
51 ... Cooling water pump 54 ... Heater core

Claims (1)

水冷式の内燃機関と、
内燃機関に供給するべき冷却水を循環させる冷却水路と、
冷却水路上に設けられ内燃機関から流出する冷却水と空気との間で熱交換を行い車室内を暖房するヒータコアと、
内燃機関から回転駆動力の供給を受けて稼働し内燃機関、冷却水路及びヒータコアを流通する冷却水を吸引して吐出する冷却水ポンプと、
内燃機関を回転駆動することのできる電動機と、
燃料を燃焼させずに内燃機関の運転を停止している時期において、暖房性能の要求に応じて、電動機を起動して内燃機関を回転駆動し冷却水ポンプを稼働させて内燃機関からヒータコアに冷却水を流入させる制御部と
を具備する車両の暖房システム。 A water-cooled internal combustion engine;
A cooling water passage for circulating cooling water to be supplied to the internal combustion engine;
A heater core that is provided on the cooling water passage and heats the interior of the vehicle by exchanging heat between the cooling water flowing out of the internal combustion engine and the air;
A cooling water pump that operates by receiving a rotational driving force from the internal combustion engine and sucks and discharges the cooling water flowing through the internal combustion engine, the cooling water passage, and the heater core;
An electric motor capable of rotating the internal combustion engine;
When the operation of the internal combustion engine is stopped without burning the fuel, the motor is started and the internal combustion engine is driven to rotate and the cooling water pump is operated to cool the internal combustion engine to the heater core according to the heating performance requirement. A heating system for a vehicle, comprising: a control unit that allows water to flow in.
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