JP7358861B2 - Vehicle temperature control device - Google Patents

Vehicle temperature control device Download PDF

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Publication number
JP7358861B2
JP7358861B2 JP2019164949A JP2019164949A JP7358861B2 JP 7358861 B2 JP7358861 B2 JP 7358861B2 JP 2019164949 A JP2019164949 A JP 2019164949A JP 2019164949 A JP2019164949 A JP 2019164949A JP 7358861 B2 JP7358861 B2 JP 7358861B2
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Japan
Prior art keywords
engine
temperature
power transmission
cooling water
power
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JP2019164949A
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Japanese (ja)
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JP2021041807A (en
Inventor
和雅 末廣
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Suzuki Motor Corp
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Suzuki Motor Corp
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Publication date
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Priority to JP2019164949A priority Critical patent/JP7358861B2/en
Priority to FR2008917A priority patent/FR3100567A1/en
Publication of JP2021041807A publication Critical patent/JP2021041807A/en
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Publication of JP7358861B2 publication Critical patent/JP7358861B2/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/24—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/20—Cooling circuits not specific to a single part of engine or machine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/006—Starting of engines by means of electric motors using a plurality of electric motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/021—Engine temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/24—Control of the engine output torque by using an external load, e.g. a generator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Power Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Description

本発明は、車両の昇温制御装置に関する。 The present invention relates to a temperature increase control device for a vehicle.

特許文献１には、エンジンの冷却水を加熱する電気ヒータを備え、車両の減速走行時に発電機によって回生された電力を当該電気ヒータに供給する冷却水温制御装置が開示されている。 Patent Document 1 discloses a cooling water temperature control device that includes an electric heater that heats engine cooling water and supplies electric power regenerated by a generator to the electric heater when the vehicle is decelerating.

この冷却水温制御装置が搭載された車両において、エンジンのクランクシャフトには、エンジンの冷却水を循環させるウォータポンプがベルトを介して接続されている。 In a vehicle equipped with this cooling water temperature control device, a water pump that circulates engine cooling water is connected to the engine crankshaft via a belt.

特開２００４－３６０５４４号公報Japanese Patent Application Publication No. 2004-360544

しかしながら、特許文献１に記載の冷却水温制御装置が搭載される車両がエンジンと駆動輪との間の動力伝達経路を遮断可能で、かつフューエルカット可能な車両である場合には、次のような問題が生じ得る。 However, if the vehicle in which the cooling water temperature control device described in Patent Document 1 is installed is capable of interrupting the power transmission path between the engine and the drive wheels and is capable of cutting fuel, the following may occur. Problems can arise.

すなわち、車両の減速時に、エンジンと駆動輪との間の動力伝達経路が遮断され、かつフューエルカットが行われると、クランクシャフトが回転しないためウォータポンプが駆動せず、その結果、冷却水が循環されない。 In other words, when the vehicle decelerates, the power transmission path between the engine and the drive wheels is cut off and the fuel is cut, the crankshaft does not rotate and the water pump is not driven, resulting in the cooling water being unable to circulate. Not done.

このため、エンジンと駆動輪との間の動力伝達経路を遮断可能で、かつフューエルカット可能な車両においては、冷却水が局所的に加熱されてしまい、電気ヒータ近傍のエンジン部品の劣化を招くおそれがある。 For this reason, in vehicles where the power transmission path between the engine and the drive wheels can be cut off and the fuel can be cut off, the cooling water may be locally heated, leading to deterioration of engine parts near the electric heater. There is.

本発明は、上述のような事情に鑑みてなされたもので、エンジンと駆動輪との間の動力伝達経路を遮断可能で、かつフューエルカット可能な車両であっても、冷却水の局所的な加熱を伴うことなくエンジンの暖機を早期に行うことができる車両の昇温制御装置を提供することを目的とする。 The present invention has been made in view of the above-mentioned circumstances, and even in vehicles where the power transmission path between the engine and the drive wheels can be cut off and the fuel can be cut, local cooling water An object of the present invention is to provide a temperature increase control device for a vehicle that can quickly warm up an engine without heating it.

本発明は、上記目的を達成するため、エンジンと駆動輪との間の動力伝達経路を遮断又
は接続する動力伝達機構と、動力伝達部材を介して前記エンジンのクランクシャフトに連結されて、前記エンジンの回転を利用して駆動し、前記エンジンの冷却水を循環する冷却水ポンプと、前記動力伝達経路の前記動力伝達機構よりも前記駆動輪側に連結されて、前記駆動輪の回転を利用して発電を行う発電機と、を備え、走行中に前記エンジンのフューエルカットを行うフューエルカット走行が可能な車両の昇温制御装置であって、前記冷却水の循環経路上に設けられ、前記冷却水に対して加温を行う加温部と、前記フューエルカット走行中に前記エンジンの昇温を行う条件が成立した場合、前記エンジンと前記駆動輪との間の動力伝達経路を接続するよう前記動力伝達機構を制御し、前記発電機の発電によって得られた電力を用いて前記加温部を駆動する制御部と、を備える。 In order to achieve the above object, the present invention includes a power transmission mechanism that interrupts or connects a power transmission path between an engine and drive wheels, and a power transmission mechanism that is connected to the crankshaft of the engine via a power transmission member, and a cooling water pump that is driven by utilizing the rotation of the engine and circulates the cooling water of the engine; and a cooling water pump that is connected to the driving wheel side of the power transmission path than the power transmission mechanism and that uses the rotation of the driving wheel. A generator that generates electricity using a generator, and is capable of fuel-cut driving that cuts fuel of the engine while driving, the temperature increase control device being provided on the cooling water circulation path, A heating section that heats water, and a heating section that connects a power transmission path between the engine and the driving wheels when a condition for increasing the temperature of the engine during the fuel cut running is established. A control unit that controls a power transmission mechanism and drives the heating unit using electric power generated by the generator.

本発明によれば、エンジンと駆動輪との間の動力伝達経路を遮断可能で、かつフューエルカット可能な車両であっても、冷却水の局所的な加熱を伴うことなくエンジンの暖機を早期に行うことができる車両の昇温制御装置を提供することができる。 According to the present invention, even in vehicles where the power transmission path between the engine and the drive wheels can be cut off and the fuel can be cut, the engine can be warmed up quickly without local heating of the cooling water. It is possible to provide a vehicle temperature increase control device that can perform temperature increase control.

図１は、本発明の一実施例に係るハイブリッド車両の構成図である。FIG. 1 is a configuration diagram of a hybrid vehicle according to an embodiment of the present invention. 図２は、本発明の一実施例に係るハイブリッド車両におけるエンジン冷却水の循環経路を示す概略図である。FIG. 2 is a schematic diagram showing a circulation path of engine cooling water in a hybrid vehicle according to an embodiment of the present invention. 図３は、本発明の一実施例に係るハイブリッド車両の昇温制御装置によって実行される昇温制御の処理の流れを示すフローチャートである。FIG. 3 is a flowchart showing the flow of temperature increase control processing executed by the temperature increase control device for a hybrid vehicle according to an embodiment of the present invention. 図４は、本発明の一実施例に係るハイブリッド車両の走行状態に応じた加温部の動作の遷移の一例を示すタイムチャートである。FIG. 4 is a time chart showing an example of the transition of the operation of the heating unit according to the driving state of the hybrid vehicle according to the embodiment of the present invention.

本発明の一実施の形態に係る車両の昇温制御装置は、エンジンと駆動輪との間の動力伝達経路を遮断又は接続する動力伝達機構と、エンジンの回転を利用して駆動し、エンジンの冷却水を循環する冷却水ポンプと、駆動輪の回転を利用して発電を行う発電機と、を備え、走行中にエンジンのフューエルカットを行うフューエルカット走行が可能な車両の昇温制御装置であって、冷却水の循環経路上に設けられ、冷却水に対して加温を行う加温部と、フューエルカット走行中にエンジンの昇温を行う条件が成立した場合、エンジンと駆動輪との間の動力伝達経路を接続するよう動力伝達機構を制御し、発電機の発電によって得られた電力を用いて加温部を駆動する制御部と、を備えることを特徴とする。 A temperature increase control device for a vehicle according to an embodiment of the present invention includes a power transmission mechanism that disconnects or connects a power transmission path between an engine and drive wheels, and a power transmission mechanism that uses engine rotation to drive the engine. This is a temperature increase control device for vehicles that is equipped with a cooling water pump that circulates cooling water and a generator that generates electricity using the rotation of the drive wheels, and is capable of fuel cut driving that cuts the fuel of the engine while driving. There is a heating section installed on the cooling water circulation path that heats the cooling water, and when conditions are met to raise the temperature of the engine during fuel cut driving, there is a heating section that heats the cooling water. The heating unit is characterized by comprising a control unit that controls the power transmission mechanism to connect the power transmission path between the heating units and drives the heating unit using electric power generated by the generator.

これにより、本発明の一実施の形態に係る車両の昇温制御装置は、エンジンと駆動輪との間の動力伝達経路を遮断可能で、かつフューエルカット可能な車両であっても、エンジンの暖機を早期に行うことができる。 As a result, the temperature increase control device for a vehicle according to an embodiment of the present invention is capable of heating the engine even if the power transmission path between the engine and the drive wheels can be cut off and the fuel can be cut. The machine can be done early.

以下、本発明の一実施例に係る車両の昇温制御装置について図面を参照して説明する。 DESCRIPTION OF THE PREFERRED EMBODIMENTS A vehicle temperature increase control device according to an embodiment of the present invention will be described below with reference to the drawings.

図１に示すように、車両としてのハイブリッド車両１は、内燃機関としてのエンジン２と、トランスミッション３と、発電機としてのモータジェネレータ４と、駆動輪５と、ハイブリッド車両１を総合的に制御するＨＣＵ（Hybrid Control Unit）１０と、エンジン２を制御するＥＣＭ（Engine Control Module）１１と、トランスミッション３を制御するＴＣＭ（Transmission Control Module）１２と、ＩＳＧＣＭ（Integrated Starter Generator Control Module）１３と、ＩＮＶＣＭ（Invertor Control Module）１４と、低電圧ＢＭＳ（Battery Management System）１５と、高電圧ＢＭＳ１６とを含んで構成される。エンジン２及びモータジェネレータ４は、駆動軸としてのドライブシャフト２３に動力を伝達する駆動源を構成する。 As shown in FIG. 1, a hybrid vehicle 1 as a vehicle comprehensively controls an engine 2 as an internal combustion engine, a transmission 3, a motor generator 4 as a generator, drive wheels 5, and the hybrid vehicle 1. An HCU (Hybrid Control Unit) 10, an ECM (Engine Control Module) 11 that controls the engine 2, a TCM (Transmission Control Module) 12 that controls the transmission 3, an ISGCM (Integrated Starter Generator Control Module) 13, and an INVCM ( Inverter Control Module) 14, low voltage BMS (Battery Management System) 15, and high voltage BMS 16. The engine 2 and the motor generator 4 constitute a drive source that transmits power to a drive shaft 23 serving as a drive shaft.

エンジン２には、複数の気筒が形成されている。本実施例において、エンジン２は、各気筒に対して、吸気行程、圧縮行程、膨張行程及び排気行程からなる一連の４行程を行うように構成されている。 The engine 2 is formed with a plurality of cylinders. In this embodiment, the engine 2 is configured to perform a series of four strokes consisting of an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke for each cylinder.

エンジン２には、ＩＳＧ（Integrated Starter Generator）２０と、スタータ２１と、冷却水ポンプ２２とが連結されている。ＩＳＧ２０は、ベルトやチェーンなどの動力伝達部材を介してエンジン２のクランクシャフト１８に連結されている。ＩＳＧ２０は、電力が供給されることにより回転することでエンジン２を回転駆動させる電動機の機能と、クランクシャフト１８から入力された回転力を電力に変換する発電機の機能とを有する。 An ISG (Integrated Starter Generator) 20, a starter 21, and a cooling water pump 22 are connected to the engine 2. The ISG 20 is connected to the crankshaft 18 of the engine 2 via a power transmission member such as a belt or chain. The ISG 20 has the function of an electric motor that rotationally drives the engine 2 by rotating when electric power is supplied, and the function of a generator that converts the rotational force input from the crankshaft 18 into electric power.

本実施例では、ＩＳＧ２０は、ＩＳＧＣＭ１３の制御により、電動機として機能することで、エンジン２をアイドリングストップ機能による停止状態から再始動させるようになっている。ＩＳＧ２０は、電動機として機能することで、ハイブリッド車両１の走行をアシストすることもできる。 In this embodiment, the ISG 20 functions as an electric motor under the control of the ISGCM 13 to restart the engine 2 from a stopped state due to the idling stop function. The ISG 20 can also assist the hybrid vehicle 1 in running by functioning as an electric motor.

スタータ２１は、図示しないモータとピニオンギヤとを含んで構成されている。スタータ２１は、モータを回転させることにより、クランクシャフト１８を回転させて、エンジン２に始動時の回転力を与えるようになっている。このように、エンジン２は、スタータ２１によって始動され、アイドリングストップ機能による停止状態からＩＳＧ２０によって再始動される。 The starter 21 includes a motor and a pinion gear (not shown). The starter 21 rotates the crankshaft 18 by rotating the motor, thereby providing rotational force to the engine 2 at the time of starting. In this way, the engine 2 is started by the starter 21 and restarted by the ISG 20 from a stopped state due to the idling stop function.

冷却水ポンプ２２は、ベルトやチェーンなどの動力伝達部材を介してエンジン２のクランクシャフト１８に連結されている。冷却水ポンプ２２は、エンジン２の回転を利用して駆動し、エンジン２の冷却水（以下、「エンジン冷却水」という）の循環経路（図２参照）内でエンジン冷却水を循環させるものである。 Cooling water pump 22 is connected to crankshaft 18 of engine 2 via a power transmission member such as a belt or chain. The cooling water pump 22 is driven by the rotation of the engine 2 and circulates engine cooling water within a circulation path (see FIG. 2) for the engine 2 cooling water (hereinafter referred to as "engine cooling water"). be.

図２に示すように、エンジン冷却水の循環経路は、図２中、矢印で示すようにラジエータ６とエンジン２との間の第１循環経路６０と、エンジン２とヒータコア７との間の第２循環経路７０とを含んでいる。第１循環経路６０には、サーモスタット６１が設けられている。エンジン冷却水の循環経路には、上述した冷却水ポンプ２２が設けられている。 As shown in FIG. 2, the engine cooling water circulation path includes a first circulation path 60 between the radiator 6 and the engine 2, and a first circulation path 60 between the engine 2 and the heater core 7, as indicated by arrows in FIG. 2 circulation paths 70. A thermostat 61 is provided in the first circulation path 60 . The above-mentioned cooling water pump 22 is provided in the engine cooling water circulation path.

また、エンジン冷却水の循環経路上には、エンジン冷却水に対して加温を行う加温部８０が設けられている。加温部８０は、第１循環経路６０において、冷却水ポンプ２２よりもエンジン冷却水の流通方向下流側、かつサーモスタット６１よりもエンジン冷却水の流通方向上流側に配置されるのが好ましい。加温部８０は、第２循環経路７０に設けられていてもよい。 Further, a heating section 80 that heats the engine coolant is provided on the engine coolant circulation path. It is preferable that the heating unit 80 is disposed in the first circulation path 60 on the downstream side of the cooling water pump 22 in the flow direction of the engine coolant and on the upstream side of the thermostat 61 in the flow direction of the engine coolant. The heating section 80 may be provided in the second circulation path 70.

加温部８０としては、例えばグロープラグなどの熱源を用いることができる。加温部８０としては、電気を利用した熱源であれば、グロープラグに限らず、他の熱源を用いてもよい。 As the heating section 80, a heat source such as a glow plug can be used, for example. The heating unit 80 is not limited to the glow plug, but may be any other heat source that uses electricity.

図１に示すように、加温部８０は、ＤＣＤＣコンバータ８１を介して、後述するインバータ４５と第３蓄電装置３３とを接続する高電圧ケーブル３５Ｂに接続されている。ＤＣＤＣコンバータ８１は、高電圧ケーブル３５Ｂを通じて加温部８０に印加される電圧を降圧するものである。加温部８０には、モータジェネレータ４の発電（回生発電ともいう）によって得られた電力が供給されるようになっている。加温部８０と高電圧ケーブル３５Ｂとの間には、加温部８０への通電をオンオフするスイッチが設けられるのが好ましい。 As shown in FIG. 1, heating unit 80 is connected to high voltage cable 35B that connects inverter 45 and third power storage device 33, which will be described later, via DCDC converter 81. The DCDC converter 81 steps down the voltage applied to the heating section 80 through the high voltage cable 35B. The heating unit 80 is supplied with electric power obtained by power generation (also referred to as regenerative power generation) of the motor generator 4. It is preferable that a switch is provided between the heating section 80 and the high voltage cable 35B to turn on/off the power supply to the heating section 80.

トランスミッション３は、エンジン２から出力された回転を変速してドライブシャフト２３を介して駆動輪５に伝達し、当該駆動輪５を駆動するようになっている。トランスミッション３は、平行軸歯車機構からなる常時噛合式の変速機構２５と、ノーマルクローズタイプの乾式クラッチによって構成されるクラッチ２６と、減速機としてのディファレンシャル機構２７と、アクチュエータ５１、５２とを備えている。 The transmission 3 changes the speed of the rotation output from the engine 2 and transmits it to the drive wheels 5 via the drive shaft 23, thereby driving the drive wheels 5. The transmission 3 includes a constant mesh transmission mechanism 25 made of a parallel shaft gear mechanism, a clutch 26 made of a normally closed type dry clutch, a differential mechanism 27 as a speed reducer, and actuators 51 and 52. There is.

クラッチ２６は、変速機構２５とエンジン２との間に設けられ、締結または非締結が切り換えられることにより、駆動輪５とエンジン２との間の動力伝達経路を遮断または接続するものである。クラッチ２６は、動力伝達機構を構成する。 The clutch 26 is provided between the transmission mechanism 25 and the engine 2, and is engaged or disengaged to interrupt or connect the power transmission path between the drive wheels 5 and the engine 2. Clutch 26 constitutes a power transmission mechanism.

トランスミッション３は、いわゆるＡＭＴ（Automated Manual Transmission）として構成されており、前進用の複数の変速段及び後進用の変速段を含む複数の変速段を成立可能に構成されている。トランスミッション３は、ＴＣＭ１２により制御されたアクチュエータ５２により変速機構２５における変速段の切換えが行われ、アクチュエータ５１によりクラッチ２６の締結及び非締結が行われるようになっている。ディファレンシャル機構２７は、変速機構２５によって出力された動力をドライブシャフト２３に伝達するようになっている。 The transmission 3 is configured as a so-called AMT (Automated Manual Transmission) and is configured to be able to establish a plurality of gears including a plurality of forward gears and a reverse gear. In the transmission 3, an actuator 52 controlled by the TCM 12 switches gears in the transmission mechanism 25, and an actuator 51 engages and disengages the clutch 26. The differential mechanism 27 is configured to transmit the power output by the transmission mechanism 25 to the drive shaft 23.

モータジェネレータ４は、ディファレンシャル機構２７に対して、チェーン等の動力伝達部材２８を介して連結されている。モータジェネレータ４は、ディファレンシャル機構２７を介してドライブシャフト２３に接続されている。モータジェネレータ４は、電動機として機能する。 The motor generator 4 is connected to a differential mechanism 27 via a power transmission member 28 such as a chain. Motor generator 4 is connected to drive shaft 23 via differential mechanism 27. Motor generator 4 functions as an electric motor.

このように、ハイブリッド車両１は、エンジン２とモータジェネレータ４の両方の動力を車両の駆動に用いることが可能なパラレルハイブリッドシステムを構成しており、エンジン２及びモータジェネレータ４の少なくとも一方が出力する動力により走行するようになっている。 In this way, the hybrid vehicle 1 constitutes a parallel hybrid system in which the power of both the engine 2 and the motor generator 4 can be used to drive the vehicle, and at least one of the engine 2 and the motor generator 4 outputs It is powered by power.

ハイブリッド車両１の走行モードとしては、少なくとも、エンジン２とモータジェネレータ４の駆動力をドライブシャフト２３に伝達してハイブリッド車両１を走行させるＨＥＶ走行モードと、エンジン２への燃料噴射を停止させてエンジン２を駆動停止としモータジェネレータ４のみの駆動力をドライブシャフト２３に伝達してハイブリッド車両１をＥＶ走行させるＥＶ走行モードとがある。 The driving modes of the hybrid vehicle 1 include at least an HEV driving mode in which the hybrid vehicle 1 is driven by transmitting the driving force of the engine 2 and the motor generator 4 to the drive shaft 23, and an HEV driving mode in which the hybrid vehicle 1 is driven by transmitting the driving force of the engine 2 and the motor generator 4 to the drive shaft 23, and an HEV driving mode in which the hybrid vehicle 1 is driven by stopping fuel injection to the engine 2. There is an EV driving mode in which the drive of the hybrid vehicle 1 is stopped and the driving force of only the motor generator 4 is transmitted to the drive shaft 23 to cause the hybrid vehicle 1 to travel in an EV manner.

モータジェネレータ４は、駆動輪５の回転を利用して発電を行う発電機としても機能し、ハイブリッド車両１の走行によって発電を行うようになっている。なお、モータジェネレータ４は、エンジン２から駆動輪５までの動力伝達経路の何れかの箇所に動力伝達可能に連結されていればよく、必ずしもディファレンシャル機構２７に連結される必要はない。 The motor generator 4 also functions as a generator that generates power using the rotation of the drive wheels 5, and generates power as the hybrid vehicle 1 travels. Note that the motor generator 4 only needs to be connected to any location on the power transmission path from the engine 2 to the drive wheels 5 so as to be able to transmit power, and does not necessarily need to be connected to the differential mechanism 27.

ハイブリッド車両１は、第１蓄電装置３０と、第２蓄電装置３１を含む低電圧パワーパック３２と、バッテリとしての第３蓄電装置３３を含む高電圧パワーパック３４と、高電圧ケーブル３５Ａ及び高電圧ケーブル３５Ｂと、低電圧ケーブル３６とを備えている。 The hybrid vehicle 1 includes a first power storage device 30, a low voltage power pack 32 including a second power storage device 31, a high voltage power pack 34 including a third power storage device 33 as a battery, a high voltage cable 35A, and a high voltage power pack 32. It includes a cable 35B and a low voltage cable 36.

第１蓄電装置３０、第２蓄電装置３１及び第３蓄電装置３３は、充電可能な二次電池から構成されている。第１蓄電装置３０は鉛電池からなる。第２蓄電装置３１は、第１蓄電装置３０よりも高出力かつ高エネルギー密度な蓄電装置である。 The first power storage device 30, the second power storage device 31, and the third power storage device 33 are configured from rechargeable secondary batteries. The first power storage device 30 is made of a lead battery. The second power storage device 31 is a power storage device with higher output and higher energy density than the first power storage device 30.

第２蓄電装置３１は、第１蓄電装置３０と比較して短い時間で充電が可能である。本実施例では、第２蓄電装置３１はリチウムイオン電池からなる。なお、第２蓄電装置３１はニッケル水素蓄電池であってもよい。 The second power storage device 31 can be charged in a shorter time than the first power storage device 30. In this embodiment, the second power storage device 31 is made of a lithium ion battery. Note that the second power storage device 31 may be a nickel-hydrogen storage battery.

第１蓄電装置３０及び第２蓄電装置３１は、約１２Ｖの出力電圧を発生するようにセルの個数等が設定された低電圧バッテリである。第３蓄電装置３３は、例えば、リチウムイオン電池からなる。 The first power storage device 30 and the second power storage device 31 are low-voltage batteries in which the number of cells and the like are set so as to generate an output voltage of approximately 12V. The third power storage device 33 is made of, for example, a lithium ion battery.

第３蓄電装置３３は、第１蓄電装置３０及び第２蓄電装置３１より高電圧を発生するようにセルの個数等が設定された高電圧バッテリであり、例えば、１００Ｖの出力電圧を発生させる。第３蓄電装置３３の残容量（以下、「バッテリ残容量」という）などの状態は、高電圧ＢＭＳ１６によって管理される。 The third power storage device 33 is a high voltage battery in which the number of cells and the like are set so as to generate a higher voltage than the first power storage device 30 and the second power storage device 31, and generates an output voltage of 100V, for example. The state such as the remaining capacity of the third power storage device 33 (hereinafter referred to as "remaining battery capacity") is managed by the high voltage BMS 16.

ハイブリッド車両１には、電気負荷としての一般負荷３７及び被保護負荷３８が設けられている。一般負荷３７及び被保護負荷３８は、スタータ２１及びＩＳＧ２０以外の電気負荷である。 The hybrid vehicle 1 is provided with a general load 37 and a protected load 38 as electrical loads. The general load 37 and the protected load 38 are electrical loads other than the starter 21 and the ISG 20.

被保護負荷３８は、常に安定した電力供給が要求される電気負荷である。この被保護負荷３８は、例えば、図示しないインストルメントパネルのランプ類を含んでいる。 The protected load 38 is an electrical load that requires stable power supply at all times. This protected load 38 includes, for example, lamps of an instrument panel (not shown).

一般負荷３７は、被保護負荷３８と比較して安定した電力供給が要求されず、一時的に使用される電気負荷である。一般負荷３７には、例えば、図示しないワイパーが含まれる。 The general load 37 is an electrical load that does not require stable power supply compared to the protected load 38 and is used temporarily. The general load 37 includes, for example, a wiper (not shown).

低電圧パワーパック３２は、第２蓄電装置３１に加えて、スイッチ４０、４１と、低電圧ＢＭＳ１５とを有している。第１蓄電装置３０及び第２蓄電装置３１は、低電圧ケーブル３６を介して、スタータ２１と、ＩＳＧ２０と、電気負荷としての一般負荷３７及び被保護負荷３８とに電力を供給可能に接続されている。被保護負荷３８に対しては、第１蓄電装置３０と第２蓄電装置３１とが並列に電気的に接続されている。 Low voltage power pack 32 includes switches 40 and 41 and low voltage BMS 15 in addition to second power storage device 31 . The first power storage device 30 and the second power storage device 31 are connected to the starter 21 , the ISG 20 , and a general load 37 and a protected load 38 as electric loads so as to be able to supply power via a low voltage cable 36 . There is. A first power storage device 30 and a second power storage device 31 are electrically connected to the protected load 38 in parallel.

スイッチ４０は、第２蓄電装置３１と被保護負荷３８との間の低電圧ケーブル３６に設けられている。スイッチ４１は、第１蓄電装置３０と被保護負荷３８との間の低電圧ケーブル３６に設けられている。 Switch 40 is provided on low voltage cable 36 between second power storage device 31 and protected load 38 . Switch 41 is provided on low voltage cable 36 between first power storage device 30 and protected load 38 .

低電圧ＢＭＳ１５は、スイッチ４０、４１の開閉を制御することで、第２蓄電装置３１の充放電及び被保護負荷３８への電力供給を制御している。低電圧ＢＭＳ１５は、アイドリングストップによりエンジン２が停止しているときは、スイッチ４０を閉じてスイッチ４１を開くことで、高出力かつ高エネルギー密度な第２蓄電装置３１から被保護負荷３８に電力を供給するようになっている。 The low voltage BMS 15 controls the charging and discharging of the second power storage device 31 and the power supply to the protected load 38 by controlling the opening and closing of the switches 40 and 41. When the engine 2 is stopped due to idling, the low voltage BMS 15 closes the switch 40 and opens the switch 41 to supply power from the high output and high energy density second power storage device 31 to the protected load 38. supply.

低電圧ＢＭＳ１５は、エンジン２をスタータ２１によって始動するとき、及び、アイドリングストップ制御によって停止しているエンジン２をＩＳＧ２０によって再始動するときに、スイッチ４０を閉じてスイッチ４１を開くことで、第１蓄電装置３０からスタータ２１又はＩＳＧ２０に電力を供給するようになっている。スイッチ４０を閉じてスイッチ４１を開いた状態では、第１蓄電装置３０から一般負荷３７にも電力が供給される。 The low voltage BMS 15 closes the switch 40 and opens the switch 41 when the engine 2 is started by the starter 21 and when the engine 2 that has been stopped by the idling stop control is restarted by the ISG 20. Electric power is supplied from the power storage device 30 to the starter 21 or the ISG 20. When switch 40 is closed and switch 41 is opened, power is also supplied from first power storage device 30 to general load 37 .

このように、第１蓄電装置３０は、少なくともエンジン２を始動する始動装置としてのスタータ２１及びＩＳＧ２０に電力を供給するようになっている。第２蓄電装置３１は、少なくとも一般負荷３７及び被保護負荷３８に電力を供給するようになっている。 In this way, the first power storage device 30 supplies power to at least the starter 21 and the ISG 20 as a starting device that starts the engine 2. The second power storage device 31 is configured to supply power to at least the general load 37 and the protected load 38.

第２蓄電装置３１は、一般負荷３７と被保護負荷３８の両方に電力を供給可能に接続されているが、常に安定した電力供給が要求される被保護負荷３８に優先的に電力を供給するようにスイッチ４０、４１が低電圧ＢＭＳ１５により制御される。 The second power storage device 31 is connected to be able to supply power to both the general load 37 and the protected load 38, but preferentially supplies power to the protected load 38, which requires stable power supply at all times. The switches 40 and 41 are controlled by the low voltage BMS 15 as shown in FIG.

低電圧ＢＭＳ１５は、第１蓄電装置３０及び第２蓄電装置３１の充電状態（充電残量）、並びに、一般負荷３７及び被保護負荷３８への作動要求を考慮し、被保護負荷３８が安定して作動することを優先して、スイッチ４０、４１を上述した例と異なるように制御することがある。 The low-voltage BMS 15 takes into account the state of charge (remaining charge) of the first power storage device 30 and the second power storage device 31 and the operation requests to the general load 37 and the protected load 38, and determines whether the protected load 38 is stable. In some cases, the switches 40 and 41 may be controlled differently from the example described above, giving priority to the operation.

高電圧パワーパック３４は、第３蓄電装置３３に加えて、インバータ４５と、ＩＮＶＣＭ１４と、高電圧ＢＭＳ１６とを有している。高電圧パワーパック３４は、高電圧ケーブル３５Ａを介して、モータジェネレータ４に電力を供給可能に接続されている。 In addition to the third power storage device 33, the high voltage power pack 34 includes an inverter 45, an INVCM 14, and a high voltage BMS 16. High voltage power pack 34 is connected to motor generator 4 via high voltage cable 35A so as to be able to supply electric power.

インバータ４５は、ＩＮＶＣＭ１４の制御により、高電圧ケーブル３５Ａにかかる交流電力と、第３蓄電装置３３にかかる直流電力とを相互に変換するようになっている。例えば、ＩＮＶＣＭ１４は、モータジェネレータ４を力行させるときには、第３蓄電装置３３が放電した直流電力をインバータ４５により交流電力に変換させてモータジェネレータ４に供給する。 Under the control of the INVCM 14, the inverter 45 mutually converts the AC power applied to the high voltage cable 35A and the DC power applied to the third power storage device 33. For example, when powering the motor generator 4 , the INVCM 14 converts the DC power discharged by the third power storage device 33 into AC power using the inverter 45 and supplies the AC power to the motor generator 4 .

ＩＮＶＣＭ１４は、モータジェネレータ４を回生させるときには、モータジェネレータ４が発電した交流電力をインバータ４５により直流電力に変換させて第３蓄電装置３３に充電する。 When regenerating the motor generator 4 , the INVCM 14 converts the AC power generated by the motor generator 4 into DC power using the inverter 45 and charges the third power storage device 33 .

ＨＣＵ１０、ＥＣＭ１１、ＴＣＭ１２、ＩＳＧＣＭ１３、ＩＮＶＣＭ１４、低電圧ＢＭＳ１５及び高電圧ＢＭＳ１６は、それぞれＣＰＵ（Central Processing Unit）と、ＲＡＭ（Random Access Memory）と、ＲＯＭ（Read Only Memory）と、バックアップ用のデータなどを保存するフラッシュメモリと、入力ポートと、出力ポートとを備えたコンピュータユニットによって構成されている。 The HCU 10, ECM 11, TCM 12, ISGCM 13, INVCM 14, low voltage BMS 15, and high voltage BMS 16 each have a CPU (Central Processing Unit), RAM (Random Access Memory), ROM (Read Only Memory), backup data, etc. It consists of a computer unit with a flash memory for storage, an input port, and an output port.

これらのコンピュータユニットのＲＯＭには、各種定数や各種マップ等とともに、当該コンピュータユニットをＨＣＵ１０、ＥＣＭ１１、ＴＣＭ１２、ＩＳＧＣＭ１３、ＩＮＶＣＭ１４、低電圧ＢＭＳ１５及び高電圧ＢＭＳ１６としてそれぞれ機能させるためのプログラムが格納されている。 The ROM of these computer units stores various constants, various maps, etc., as well as programs for making the computer units function as HCU 10, ECM 11, TCM 12, ISGCM 13, INVCM 14, low voltage BMS 15, and high voltage BMS 16. .

すなわち、ＣＰＵがＲＡＭを作業領域としてＲＯＭに格納されたプログラムを実行することにより、これらのコンピュータユニットは、本実施例におけるＨＣＵ１０、ＥＣＭ１１、ＴＣＭ１２、ＩＳＧＣＭ１３、ＩＮＶＣＭ１４、低電圧ＢＭＳ１５及び高電圧ＢＭＳ１６としてそれぞれ機能する。 That is, when the CPU executes programs stored in the ROM using the RAM as a work area, these computer units function as the HCU 10, ECM 11, TCM 12, ISGCM 13, INVCM 14, low voltage BMS 15, and high voltage BMS 16 in this embodiment, respectively. Function.

本実施例において、ＥＣＭ１１は、アイドリングストップ制御を実行するようになっている。このアイドリングストップ制御において、ＥＣＭ１１は、所定の停止条件の成立時にエンジン２を停止させ、所定の再始動条件の成立時にＩＳＧＣＭ１３を介してＩＳＧ２０を駆動してエンジン２を再始動させるようになっている。このため、エンジン２の不要なアイドリングが行われなくなり、ハイブリッド車両１の燃費を向上させることができる。 In this embodiment, the ECM 11 is configured to execute idling stop control. In this idling stop control, the ECM 11 stops the engine 2 when a predetermined stop condition is met, and drives the ISG 20 via the ISGCM 13 to restart the engine 2 when a predetermined restart condition is met. . Therefore, unnecessary idling of the engine 2 is no longer performed, and the fuel efficiency of the hybrid vehicle 1 can be improved.

本実施例において、ＥＣＭ１１は、所定のフューエルカット条件が成立するとエンジン２に対する燃料供給を停止するフューエルカットを実行するようになっている。フューエルカットは、ハイブリッド車両１の走行中にも実行可能である。したがって、本実施例のハイブリッド車両１は、走行中にフューエルカットを行うフューエルカット走行が可能な車両である。ＥＣＭ１１は、所定のフューエルカット復帰条件が成立するとエンジン２に対する燃料供給を再開するようになっている。 In this embodiment, the ECM 11 executes a fuel cut to stop fuel supply to the engine 2 when a predetermined fuel cut condition is satisfied. Fuel cut can also be performed while the hybrid vehicle 1 is running. Therefore, the hybrid vehicle 1 of this embodiment is a vehicle that is capable of running with a fuel cut in which the fuel is cut while the vehicle is running. The ECM 11 is configured to restart fuel supply to the engine 2 when a predetermined fuel cut return condition is satisfied.

所定のフューエルカット条件としては、例えば上述したアイドリングストップ制御における所定の停止条件が成立したこと、又はアクセル開度が「０」でハイブリッド車両１が減速していること等が含まれる。また、所定のフューエルカット復帰条件としては、エンジン回転数が所定の復帰回転数まで低下すること、又は、アクセルペダル８が踏み込まれたこと等が含まれる。 The predetermined fuel cut condition includes, for example, that a predetermined stop condition in the idling stop control described above is satisfied, or that the accelerator opening is "0" and the hybrid vehicle 1 is decelerating. Further, the predetermined fuel cut return conditions include that the engine speed drops to a predetermined return speed, that the accelerator pedal 8 is depressed, and the like.

ハイブリッド車両１には、ＣＡＮ（Controller Area Network）等の規格に準拠した車内ＬＡＮ（Local Area Network）を形成するためのＣＡＮ通信線４８、４９が設けられている。 The hybrid vehicle 1 is provided with CAN communication lines 48 and 49 for forming an in-vehicle LAN (Local Area Network) that complies with standards such as CAN (Controller Area Network).

ＨＣＵ１０は、ＩＮＶＣＭ１４及び高電圧ＢＭＳ１６にＣＡＮ通信線４８によって接続されている。ＨＣＵ１０、ＩＮＶＣＭ１４及び高電圧ＢＭＳ１６は、ＣＡＮ通信線４８を介して制御信号等の信号の送受信を相互に行う。 The HCU 10 is connected to the INVCM 14 and the high voltage BMS 16 via a CAN communication line 48. The HCU 10, INVCM 14, and high voltage BMS 16 mutually transmit and receive signals such as control signals via the CAN communication line 48.

ＨＣＵ１０は、ＥＣＭ１１、ＴＣＭ１２、ＩＳＧＣＭ１３及び低電圧ＢＭＳ１５にＣＡＮ通信線４９によって接続されている。ＨＣＵ１０、ＥＣＭ１１、ＴＣＭ１２、ＩＳＧＣＭ１３及び低電圧ＢＭＳ１５は、ＣＡＮ通信線４９を介して制御信号等の信号の送受信を相互に行う。 The HCU 10 is connected to the ECM 11, TCM 12, ISGCM 13, and low voltage BMS 15 via a CAN communication line 49. The HCU 10, ECM 11, TCM 12, ISGCM 13, and low voltage BMS 15 mutually transmit and receive signals such as control signals via the CAN communication line 49.

ＨＣＵ１０には、駆動輪５を含む各車輪の車輪速を検出する車輪速センサ１０ａ、アクセルペダル８の操作量をアクセル開度として検出するアクセル開度センサ１０ｂ、クラッチ２６の係合度を検出するクラッチストロークセンサ１０ｃ、クランク角センサ１０ｄ、水温センサ１０ｅが接続されている。ＨＣＵ１０は、クランク角センサ１０ｄからの検出情報に基づきエンジン２の回転速度であるエンジン回転速度を算出する。 The HCU 10 includes a wheel speed sensor 10a that detects the wheel speed of each wheel including the drive wheel 5, an accelerator opening sensor 10b that detects the operation amount of the accelerator pedal 8 as the accelerator opening, and a clutch that detects the degree of engagement of the clutch 26. A stroke sensor 10c, a crank angle sensor 10d, and a water temperature sensor 10e are connected. The HCU 10 calculates the engine rotation speed, which is the rotation speed of the engine 2, based on the detection information from the crank angle sensor 10d.

車輪速センサ１０ａは、車輪が所定角分回転するごとにパルスを発生させるパルス信号を車速パルスとして出力する。ＨＣＵ１０は、この車速パルスに基づいてハイブリッド車両１の車速を算出する。水温センサ１０ｅは、エンジン冷却水の温度、すなわち、エンジン温度としてのエンジン水温Ｔｗを検出する。 The wheel speed sensor 10a outputs a pulse signal as a vehicle speed pulse, which generates a pulse every time the wheel rotates by a predetermined angle. HCU 10 calculates the vehicle speed of hybrid vehicle 1 based on this vehicle speed pulse. The water temperature sensor 10e detects the temperature of engine cooling water, that is, the engine water temperature Tw as the engine temperature.

ＨＣＵ１０は、エンジン２の昇温を行う条件（以下、「昇温条件」という）が成立した場合、ハイブリッド車両１のフューエルカット走行中にエンジン２と駆動輪５との間の動力伝達経路を接続するようクラッチ２６を締結状態に制御するようになっている。 The HCU 10 connects the power transmission path between the engine 2 and the driving wheels 5 while the hybrid vehicle 1 is running on a fuel cut when a condition for increasing the temperature of the engine 2 (hereinafter referred to as "temperature increase condition") is established. The clutch 26 is controlled to be in the engaged state so that the clutch 26 is engaged.

ＨＣＵ１０は、エンジン２の昇温条件が成立すると、上述のクラッチ２６の制御と併せて、モータジェネレータ４の発電によって得られた電力を用いて加温部８０を駆動するようになっている。本実施例に係るＨＣＵ１０は、制御部を構成する。 When the temperature increase condition for the engine 2 is established, the HCU 10 controls the clutch 26 described above and drives the heating section 80 using the electric power obtained by the electric power generated by the motor generator 4. The HCU 10 according to this embodiment constitutes a control unit.

本実施例では、エンジン水温Ｔｗが第１温度Ｔ１よりも高い第２温度Ｔ２未満であることを、エンジン２の昇温条件としている。ここで、第１温度Ｔ１は、エンジン２のアイドルストップが許可されるエンジン水温Ｔｗの下限値に相当する。したがって、エンジン水温Ｔｗが第１温度Ｔ１未満では、エンジン２のアイドルストップが禁止される。 In this embodiment, the condition for increasing the temperature of the engine 2 is that the engine water temperature Tw is less than the second temperature T2, which is higher than the first temperature T1. Here, the first temperature T1 corresponds to the lower limit value of the engine coolant temperature Tw at which idle stop of the engine 2 is permitted. Therefore, when the engine coolant temperature Tw is less than the first temperature T1, idle stop of the engine 2 is prohibited.

第２温度Ｔ２は、例えば、エンジン水温Ｔｗが第１温度Ｔ１であってアイドルストップが許可された状態であっても、エンジン２の温度低下を抑制する必要があると判断できるエンジン水温である。 The second temperature T2 is, for example, an engine water temperature at which it can be determined that it is necessary to suppress a decrease in the temperature of the engine 2 even if the engine water temperature Tw is the first temperature T1 and idle stop is permitted.

次に、図３を参照して、ＨＣＵ１０によって実行される昇温制御の処理の流れについて説明する。図２に示す昇温制御は、所定の時間間隔で繰り返し実行される。 Next, with reference to FIG. 3, the flow of the temperature increase control process executed by the HCU 10 will be described. The temperature increase control shown in FIG. 2 is repeatedly executed at predetermined time intervals.

図３に示すように、ＨＣＵ１０は、ハイブリッド車両１がフューエルカット走行中であるか否かを判定する（ステップＳ１）。ＨＣＵ１０は、ステップＳ１においてハイブリッド車両１がフューエルカット走行中でないと判定した場合には、昇温制御を終了する。 As shown in FIG. 3, the HCU 10 determines whether the hybrid vehicle 1 is running on a fuel cut (step S1). If the HCU 10 determines in step S1 that the hybrid vehicle 1 is not running on a fuel cut, it ends the temperature increase control.

ＨＣＵ１０は、ステップＳ１においてハイブリッド車両１がフューエルカット走行中であると判定した場合には、エンジン２の昇温条件が成立したか否かを判定する（ステップＳ２）。ＨＣＵ１０は、ステップＳ２においてエンジン２の昇温条件が成立していないと判定した場合には、昇温制御を終了する。 If the HCU 10 determines in step S1 that the hybrid vehicle 1 is running in a fuel cut mode, the HCU 10 determines whether a temperature increase condition for the engine 2 is satisfied (step S2). If the HCU 10 determines in step S2 that the temperature increase condition for the engine 2 is not satisfied, the HCU 10 ends the temperature increase control.

ＨＣＵ１０は、ステップＳ２においてエンジン２の昇温条件が成立していると判定した場合には、クラッチ２６を締結するようアクチュエータ５１を制御する（ステップＳ３）。これにより、エンジン２の運転が停止された状態であっても、駆動輪５から変速機構２５を介して伝達される回転によってエンジン２のクランクシャフト１８を回転させることができる。このため、エンジン２の運転が停止された状態であっても、冷却水ポンプ２２を駆動させることができる。 If the HCU 10 determines in step S2 that the temperature increase condition for the engine 2 is satisfied, it controls the actuator 51 to engage the clutch 26 (step S3). Thereby, even when the operation of the engine 2 is stopped, the crankshaft 18 of the engine 2 can be rotated by the rotation transmitted from the drive wheels 5 via the transmission mechanism 25. Therefore, the cooling water pump 22 can be driven even when the engine 2 is stopped.

次いで、ＨＣＵ１０は、モータジェネレータ４による回生発電で得られた電力を用いて加温部８０を駆動する（ステップＳ４）。これにより、エンジン冷却水が循環されている状態で加温部８０によりエンジン冷却水が温められる。 Next, the HCU 10 drives the heating unit 80 using the electric power obtained by regenerative power generation by the motor generator 4 (step S4). Thereby, the engine cooling water is heated by the heating section 80 while the engine cooling water is being circulated.

次いで、ＨＣＵ１０は、エンジン水温Ｔｗが第２温度Ｔ２以上であるか否かを判定する（ステップＳ５）。ＨＣＵ１０は、ステップＳ５においてエンジン水温Ｔｗが第２温度Ｔ２以上であると判定した場合には、エンジン２の暖機が完了したものと判断して、加温部８０の駆動を停止して（ステップＳ７）、昇温制御を終了する。 Next, the HCU 10 determines whether the engine water temperature Tw is equal to or higher than the second temperature T2 (step S5). If the HCU 10 determines in step S5 that the engine water temperature Tw is equal to or higher than the second temperature T2, the HCU 10 determines that the engine 2 has been warmed up and stops driving the heating unit 80 (step S5). S7), the temperature increase control is ended.

ＨＣＵ１０は、ステップＳ５においてエンジン水温Ｔｗが第２温度Ｔ２以上でないと判定した場合には、エンジン２の暖機が完了していないものと判断して、ハイブリッド車両１のフューエルカット走行が終了したか否かを判定する（ステップＳ６）。 If the HCU 10 determines in step S5 that the engine water temperature Tw is not equal to or higher than the second temperature T2, the HCU 10 determines that the warm-up of the engine 2 has not been completed and determines whether the fuel cut driving of the hybrid vehicle 1 has ended. It is determined whether or not (step S6).

ＨＣＵ１０は、例えば、ハイブリッド車両１が停車したり、乗員がアクセルペダル８を踏み込む等の所定のフューエルカット復帰条件が成立したりした場合に、フューエルカット走行が終了したと判定する。 The HCU 10 determines that fuel cut driving has ended, for example, when the hybrid vehicle 1 comes to a stop or when a predetermined fuel cut return condition such as the occupant depressing the accelerator pedal 8 is satisfied.

ＨＣＵ１０は、ステップＳ６においてハイブリッド車両１のフューエルカット走行が終了していないと判定した場合には、エンジン２の暖機も完了しておらず、フューエルカット走行も継続しているため、再度、ステップＳ４に処理を戻して、加温部８０によるエンジン冷却水の加温を継続する。 If the HCU 10 determines in step S6 that the fuel cut driving of the hybrid vehicle 1 has not been completed, the warming up of the engine 2 has not been completed and the fuel cut driving is continuing, so the HCU 10 performs the step again. The process returns to S4, and heating of the engine coolant by the heating unit 80 is continued.

ＨＣＵ１０は、ステップＳ６においてハイブリッド車両１のフューエルカット走行が終了したと判定した場合には、加温部８０の駆動を停止して（ステップＳ７）、昇温制御を終了する。 If the HCU 10 determines in step S6 that the fuel cut running of the hybrid vehicle 1 has ended, it stops driving the heating section 80 (step S7) and ends the temperature increase control.

次に、図４を参照して、ハイブリッド車両１の走行状態に応じた加温部の動作の遷移の一例について説明する。図４に示す例は、ハイブリッド車両１が加速走行後、減速走行を経てＥＶ走行に遷移する例である。 Next, with reference to FIG. 4, an example of the transition of the operation of the heating section according to the driving state of the hybrid vehicle 1 will be described. The example shown in FIG. 4 is an example in which the hybrid vehicle 1 accelerates, decelerates, and then transitions to EV driving.

図４に示すように、時刻ｔ０において、エンジン水温は第１水温未満、クラッチ２６は締結状態、加温部８０はＯＦＦすなわち非駆動状態、冷却水ポンプ２２はＯＮすなわち駆動状態である。 As shown in FIG. 4, at time t0, the engine water temperature is lower than the first water temperature, the clutch 26 is in the engaged state, the heating section 80 is OFF, that is, in the non-driving state, and the cooling water pump 22 is ON, that is, in the driving state.

その後、ハイブリッド車両１の加速走行に伴い、エンジン水温が上昇し、時刻ｔ１において第１水温以上、第２水温未満の温度まで上昇する。図４に示す例では、時刻ｔ１においてハイブリッド車両１が減速走行に移行した時点でフューエルカット条件が成立したものとする。 Thereafter, as the hybrid vehicle 1 accelerates, the engine water temperature increases to a temperature that is equal to or higher than the first water temperature and lower than the second water temperature at time t1. In the example shown in FIG. 4, it is assumed that the fuel cut condition is satisfied when the hybrid vehicle 1 shifts to deceleration driving at time t1.

時刻ｔ１において、ハイブリッド車両１が加速走行から減速走行に移行すると、フューエルカット走行中であってエンジン水温Ｔｗが第２温度Ｔ２未満であるため、エンジン２の昇温制御が行われる。 At time t1, when the hybrid vehicle 1 shifts from accelerating to decelerating, the temperature of the engine 2 is controlled to increase because it is running on a fuel cut and the engine water temperature Tw is less than the second temperature T2.

具体的には、モータジェネレータ４の発電によって得られた電力を用いて加温部８０を駆動するよう、ＨＣＵ１０から駆動指令が各部に送信される。また、クラッチ２６を締結するよう、ＨＣＵ１０からアクチュエータ５１に駆動指令が送信される。これにより、時刻ｔ１においてハイブリッド車両１が減速走行に移行しても、クラッチ２６は締結状態に維持される。 Specifically, a drive command is transmitted from the HCU 10 to each part so that the heating part 80 is driven using the electric power obtained by the electric power generated by the motor generator 4. Further, a drive command is transmitted from the HCU 10 to the actuator 51 to engage the clutch 26. Thereby, even if the hybrid vehicle 1 shifts to deceleration traveling at time t1, the clutch 26 is maintained in the engaged state.

このため、ハイブリッド車両１がフューエルカット走行に移行しても、クラッチ２６が締結状態に維持されるため、駆動輪５から伝達される回転によってクランクシャフト１８が回転することで冷却水ポンプ２２は駆動状態に維持される。 Therefore, even if the hybrid vehicle 1 shifts to fuel-cut driving, the clutch 26 is maintained in the engaged state, so the rotation transmitted from the drive wheels 5 rotates the crankshaft 18, which drives the cooling water pump 22. maintained in condition.

その後、時刻ｔ２において、実際に加温部８０がＯＮすなわち駆動される。これにより、ハイブリッド車両１の減速走行中にエンジン水温が昇温される。時刻ｔ１から時刻ｔ２間の遅れは、ＨＣＵ１０が加温部８０の駆動指令を送信してから実際に加温部８０が駆動するまでの応答遅れである。 Thereafter, at time t2, the heating section 80 is actually turned on, that is, driven. As a result, the engine water temperature is increased while the hybrid vehicle 1 is decelerating. The delay between time t1 and time t2 is a response delay from when the HCU 10 transmits a driving command for the heating section 80 until when the heating section 80 actually drives.

その後、時刻ｔ３において、乗員によってアクセルペダル８が踏み込まれることによってハイブリッド車両１の減速走行が終了すると、クラッチ２６を非締結状態とするよう、ＨＣＵ１０からアクチュエータ５１に駆動指令が送信される。このとき、加温部８０の駆動を停止するよう、ＨＣＵ１０から駆動指令が各部に送信される。 Thereafter, at time t3, when the hybrid vehicle 1 finishes decelerating by depressing the accelerator pedal 8 by the occupant, a drive command is transmitted from the HCU 10 to the actuator 51 to disengage the clutch 26. At this time, a drive command is sent from the HCU 10 to each part to stop driving the heating part 80.

時刻ｔ３後は、ハイブリッド車両１がＥＶ走行に移行する。したがって、時刻ｔ３後はエンジン２の運転が停止する。 After time t3, hybrid vehicle 1 shifts to EV driving. Therefore, after time t3, the operation of engine 2 is stopped.

その後、時刻ｔ４において、実際にクラッチ２６が非締結状態になると、駆動輪５からの回転がエンジン２に伝達されずクランクシャフト１８が回転しなくなるため、冷却水ポンプ２２がＯＦＦ、すなわち非駆動状態となる。時刻ｔ３から時刻ｔ４間の遅れは、ＨＣＵ１０が加温部８０の駆動指令を送信してから実際に加温部８０が駆動するまでの応答遅れ、及び、アクチュエータ５１の駆動指令を送信してから実際にクラッチ２６が非締結状態となるまでの応答遅れである。 Thereafter, at time t4, when the clutch 26 is actually disengaged, the rotation from the drive wheels 5 is not transmitted to the engine 2 and the crankshaft 18 stops rotating, so the cooling water pump 22 is turned OFF, that is, the non-drive state. becomes. The delay between time t3 and time t4 is a response delay from when the HCU 10 sends the drive command for the heating unit 80 until the heating unit 80 actually drives, and from when the HCU 10 sends the drive command for the actuator 51. This is a response delay until the clutch 26 is actually disengaged.

以上のように、本実施例に係る車両の昇温制御装置は、フューエルカット走行中にエンジン２の昇温条件が成立した場合、クラッチ２６を締結し、モータジェネレータ４の回生発電によって得られた電力を用いて加温部８０を駆動する構成を有する。 As described above, the vehicle temperature increase control device according to the present embodiment engages the clutch 26 when the temperature increase condition of the engine 2 is established during fuel-cut driving, and generates power generated by the regenerative power generation of the motor generator 4. The heating unit 80 is configured to be driven using electric power.

この構成により、本実施例に係る車両の昇温制御装置は、フューエルカット走行中であっても冷却水ポンプ２２を駆動させることができ、エンジン冷却水を循環させた状態で加温部８０によりエンジン冷却水を温めることができる。 With this configuration, the vehicle temperature increase control device according to the present embodiment can drive the cooling water pump 22 even during fuel-cut driving, and the heating unit 80 can drive the cooling water pump 22 while the engine cooling water is being circulated. It can warm the engine coolant.

このため、本実施例に係る車両の昇温制御装置は、エンジン２の運転が停止した状態でエンジン冷却水を循環させるための電動ポンプ等の装置を新たに設ける必要がない。また、本実施例に係る車両の昇温制御装置は、エンジン冷却水を循環させた状態で加温部８０によりエンジン冷却水を温めるので、エンジン冷却水が局所的に加熱されることを防止することができる。 Therefore, the vehicle temperature increase control device according to the present embodiment does not require a new device such as an electric pump for circulating the engine cooling water when the engine 2 is stopped. In addition, the vehicle temperature increase control device according to the present embodiment warms the engine cooling water using the heating unit 80 while the engine cooling water is being circulated, thereby preventing the engine cooling water from being locally heated. be able to.

このように、本実施例に係る車両の昇温制御装置は、エンジン冷却水の局所的な加熱を伴うことなくエンジン２の暖機を早期に行うことができる。 In this way, the vehicle temperature increase control device according to this embodiment can quickly warm up the engine 2 without locally heating the engine cooling water.

また、本実施例に係る車両の昇温制御装置は、エンジン水温Ｔｗが第１温度Ｔ１よりも高い第２温度Ｔ２未満であることを、エンジン２の昇温条件としているので、アイドルストップが許可されている状態であってもフューエルカット走行によるエンジン水温の低下を抑制することができる。第２温度Ｔ２は、アイドルストップが許可されるエンジン水温Ｔｗの下限値である第１温度Ｔ１よりも高い温度である。 In addition, the vehicle temperature increase control device according to the present embodiment sets the temperature increase condition of the engine 2 such that the engine water temperature Tw is less than the second temperature T2 which is higher than the first temperature T1, so that the idle stop is permitted. Even in a state where the engine is running in a fuel-cut state, it is possible to suppress a drop in engine water temperature due to fuel-cut driving. The second temperature T2 is higher than the first temperature T1, which is the lower limit value of the engine coolant temperature Tw at which idle stop is permitted.

なお、本実施例においては、加温部８０を高電圧ケーブル３５Ｂに接続した構成について説明したが、これに限らず、加温部８０を低電圧ケーブル３６接続した構成としてもよい。この場合、加温部８０は、ＩＳＧ２０によって発電された電力により駆動する。また、ハイブリッド車両１がＩＳＧ２０に代えてオルタネータを備える場合には、当該オルタネータによって発電された電力を用いて加温部８０を駆動する構成としてもよい。 In this embodiment, a configuration in which the heating unit 80 is connected to the high voltage cable 35B has been described, but the present invention is not limited to this, and a configuration in which the heating unit 80 is connected to the low voltage cable 36 may be used. In this case, the heating unit 80 is driven by the power generated by the ISG 20. Further, when the hybrid vehicle 1 includes an alternator instead of the ISG 20, the heating unit 80 may be driven using electric power generated by the alternator.

本実施例では、エンジン水温Ｔｗが第２温度Ｔ２未満であることを、エンジン２の昇温条件としたが、これに限らず、エンジン水温Ｔｗが所定温度としての第１温度Ｔ１未満であることを、エンジン２の昇温条件としてもよい。 In this embodiment, the temperature increase condition for the engine 2 is that the engine water temperature Tw is less than the second temperature T2, but the condition is not limited to this, and the engine water temperature Tw is less than the first temperature T1 as a predetermined temperature. may be used as the temperature increase condition for the engine 2.

この場合、エンジン２のアイドルストップが禁止されている冷機状態において、早い段階からエンジン２の昇温を行うことができる。この結果、エンジン２をアイドルストップ許可状態に早期に移行させることができ、燃費向上を図ることができる。 In this case, the temperature of the engine 2 can be raised from an early stage in a cold state where idle stop of the engine 2 is prohibited. As a result, the engine 2 can be quickly shifted to the idle stop permission state, and fuel efficiency can be improved.

本発明の実施例を開示したが、当業者によっては本発明の範囲を逸脱することなく変更が加えられうることは明白である。すべてのこのような修正および等価物が次の請求項に含まれることが意図されている。 Although embodiments of the invention have been disclosed, it will be apparent that modifications may be made by one skilled in the art without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the following claims.

１ ハイブリッド車両（車両）
２ エンジン
３ トランスミッション
４ モータジェネレータ（発電機）
５ 駆動輪
６ ラジエータ
７ ヒータコア
８ アクセルペダル
１０ ＨＣＵ（制御部）
１０ｂ アクセル開度センサ
１０ｄ クランク角センサ
１０ｅ 水温センサ
１１ ＥＣＭ
１２ ＴＣＭ
１３ ＩＳＧＣＭ
１４ ＩＮＶＣＭ
１８ クランクシャフト
２０ ＩＳＧ
２２ 冷却水ポンプ
２６ クラッチ（動力伝達機構）
６０ 第１循環経路
６１ サーモスタット
７０ 第２循環経路
８０ 加温部
８１ ＤＣＤＣコンバータ 1 Hybrid vehicle (vehicle)
2 Engine 3 Transmission 4 Motor generator (generator)
5 Drive wheel 6 Radiator 7 Heater core 8 Accelerator pedal 10 HCU (control unit)
10b Accelerator opening sensor 10d Crank angle sensor 10e Water temperature sensor 11 ECM
12 TCM
13 ISGCM
14 INVCM
18 Crankshaft 20 ISG
22 Cooling water pump 26 Clutch (power transmission mechanism)
60 First circulation path 61 Thermostat 70 Second circulation path 80 Heating section 81 DCDC converter

Claims (3)

エンジンと駆動輪との間の動力伝達経路を遮断又は接続する動力伝達機構と、
動力伝達部材を介して前記エンジンのクランクシャフトに連結されて、前記エンジンの回転を利用して駆動し、前記エンジンの冷却水を循環する冷却水ポンプと、
前記動力伝達経路の前記動力伝達機構よりも前記駆動輪側に連結されて、前記駆動輪の回転を利用して発電を行う発電機と、を備え、
走行中に前記エンジンのフューエルカットを行うフューエルカット走行が可能な車両の昇温制御装置であって、
前記冷却水の循環経路上に設けられ、前記冷却水に対して加温を行う加温部と、
前記フューエルカット走行中に前記エンジンの昇温を行う条件が成立した場合、前記エンジンと前記駆動輪との間の動力伝達経路を接続するよう前記動力伝達機構を制御し、前記発電機の発電によって得られた電力を用いて前記加温部を駆動する制御部と、を備えることを特徴とする車両の昇温制御装置。 A power transmission mechanism that blocks or connects a power transmission path between the engine and the drive wheels;
a cooling water pump connected to the crankshaft of the engine via a power transmission member, driven by the rotation of the engine, and circulating cooling water for the engine;
a generator connected to the driving wheel side of the power transmission path relative to the power transmission mechanism, and generating electricity using rotation of the driving wheel;
A temperature increase control device for a vehicle capable of fuel cut running that cuts the fuel of the engine while the vehicle is running,
a heating unit that is provided on the cooling water circulation path and heats the cooling water;
If conditions for raising the temperature of the engine are established during the fuel cut driving, the power transmission mechanism is controlled to connect the power transmission path between the engine and the driving wheels, and the power transmission mechanism is controlled to connect the power transmission path between the engine and the drive wheels, and A temperature increase control device for a vehicle, comprising: a control section that drives the heating section using the obtained electric power. アイドルストップを許可するエンジン温度の下限を所定温度としたとき、エンジン温度が前記所定温度未満であることを、前記エンジンの昇温を行う条件とすることを特徴とする請求項１に記載の車両の昇温制御装置。 The vehicle according to claim 1, wherein when a lower limit of the engine temperature at which idle stop is permitted is set to a predetermined temperature, a condition for raising the temperature of the engine is that the engine temperature is less than the predetermined temperature. temperature increase control device. アイドルストップを許可するエンジン温度の下限を第１温度としたとき、エンジン温度が前記第１温度よりも高い第２温度未満であることを、前記エンジンの昇温を行う条件とすることを特徴とする請求項１に記載の車両の昇温制御装置。 When the lower limit of the engine temperature at which idle stop is permitted is a first temperature, the condition for raising the temperature of the engine is that the engine temperature is less than a second temperature higher than the first temperature. The temperature increase control device for a vehicle according to claim 1.
JP2019164949A 2019-09-10 2019-09-10 Vehicle temperature control device Active JP7358861B2 (en)

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JP2019164949A JP7358861B2 (en) 2019-09-10 2019-09-10 Vehicle temperature control device
FR2008917A FR3100567A1 (en) 2019-09-10 2020-09-02 VEHICLE TEMPERATURE RISE CONTROL DEVICE

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004360544A (en) 2003-06-04 2004-12-24 Mitsubishi Motors Corp Cooling water temperature control device
JP2006161742A (en) 2004-12-09 2006-06-22 Toyota Motor Corp Control device for vehicle
JP2015174601A (en) 2014-03-18 2015-10-05 日産自動車株式会社 Hybrid vehicle control device
JP2018150018A (en) 2017-03-15 2018-09-27 株式会社デンソー Vehicle control device

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004360544A (en) 2003-06-04 2004-12-24 Mitsubishi Motors Corp Cooling water temperature control device
JP2006161742A (en) 2004-12-09 2006-06-22 Toyota Motor Corp Control device for vehicle
JP2015174601A (en) 2014-03-18 2015-10-05 日産自動車株式会社 Hybrid vehicle control device
JP2018150018A (en) 2017-03-15 2018-09-27 株式会社デンソー Vehicle control device

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