JP2017052400A - Engine lubricant control device for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress increase in engine resistance due to viscosity of engine lubricant from the time switching from the battery travel mode to the charge travel mode in a hybrid vehicle having a battery travel mode and a charge travel mode, while suppressing decrease in remaining capacity of a battery due to a heater device in the battery travel mode as much as possible.SOLUTION: An engine lubricant control device for a hybrid vehicle switches to a charge travel mode when a remaining capacity of a battery has become lower than a first prescribed value in a battery travel mode, while it switches to the battery travel mode when the remaining capacity of the battery has become higher than a second prescribed value which is set to be a higher value than the first prescribed value in the charge travel mode. When the temperature of lubricant is higher than a prescribed temperature in the charge travel mode, it puts a heater device into operation before a prescribed period for switching to the battery travel mode.SELECTED DRAWING: Figure 5

Description

  TECHNICAL FIELD The present invention relates to an engine lubricating oil control device for a hybrid vehicle having a battery running mode in which the vehicle is driven by the discharged electric power of the battery and a charge running mode in which the engine is operated and the battery is charged by the output of the engine. Belonging to the field.

  2. Description of the Related Art Conventionally, there is known a hybrid vehicle having a battery travel mode in which the vehicle travels with the discharged power of the battery and a charge travel mode in which the engine is operated and the battery is charged with the output of the engine. In this hybrid vehicle, when the remaining capacity (SOC) of the battery is lower than a first predetermined value in the battery running mode, the hybrid vehicle is switched to the charging running mode, while the remaining capacity of the battery is in the charging running mode. However, when it becomes higher than the 2nd predetermined value set to the value higher than the said 1st predetermined value, it is made to switch to the said battery driving mode (for example, refer patent document 1).

  Further, for example, in Patent Document 2, in a vehicle equipped with an idle stop control device or a hybrid vehicle, the temperature of the lubricating oil that lubricates the engine is higher than a predetermined temperature regardless of whether the engine is operating or automatically stopped. When the temperature is low, the oil heater is operated to warm the lubricating oil, and during automatic engine stop, the electric oil pump is driven to circulate the lubricating oil and the oil heater is used to warm the lubricating oil. ing.

JP 2008-101526 A JP 2011-27065 A

  In the hybrid vehicle having the battery running mode and the charging running mode, in the battery running mode, the temperature of the lubricating oil of the engine decreases from the time when the battery running mode is switched, and the temperature of the lubricating oil eventually becomes lower. It becomes below the predetermined temperature. In this state, when the battery running mode is switched to the charging running mode, the engine resistance due to the viscosity of the lubricating oil is very high, so that stable engine rotation cannot be obtained and fuel consumption is deteriorated.

  Therefore, in the hybrid vehicle, as in Patent Document 2, a heater device that electrically heats the lubricating oil with the discharge power of the battery is provided, and in the battery running mode, the temperature of the lubricating oil is equal to or lower than a predetermined temperature. It is conceivable that the lubricating oil is heated by the heater device.

  However, depending on the temperature of the lubricating oil at the time of switching to the battery running mode, the temperature of the lubricating oil quickly becomes lower than the predetermined temperature. As a result, the heater device is operated, and as a result, the remaining capacity of the battery is quickly reduced due to power consumption in the heater device, and the traveling period in the battery traveling mode is shortened.

  The present invention has been made in view of such points, and an object of the present invention is to provide a hybrid vehicle having the battery travel mode and the charge travel mode, and the remaining of the battery by the heater device in the battery travel mode. The purpose is to suppress an increase in engine resistance due to the viscosity of the lubricating oil of the engine from the time of switching from the battery running mode to the charging running mode while suppressing the decrease in capacity as much as possible.

  In order to achieve the above object, in the present invention, a hybrid having a battery travel mode in which the vehicle travels by the discharged power of the battery and a charge travel mode in which the engine is operated and the battery is charged by the output of the engine. For a vehicle engine lubricating oil control device, battery remaining capacity detecting means for detecting the remaining capacity of the battery, lubricating oil temperature detecting means for detecting the temperature of lubricating oil for lubricating the engine, and discharge power of the battery Thus, including the heater device for electrically heating the lubricating oil and the switching operation between the battery running mode and the charging running mode, the running of the hybrid vehicle is controlled and the operation of the heater device is controlled. Control means, the control means in the battery running mode, the battery remaining capacity. When the remaining capacity of the battery detected by the detecting means becomes lower than the first predetermined value, the battery is switched to the charging travel mode, while the remaining capacity of the battery detected by the remaining battery capacity detecting means in the charging travel mode. Is switched to the battery running mode and detected by the lubricating oil temperature detecting means in the charging running mode when the value becomes higher than the second predetermined value set higher than the first predetermined value. The heater device is configured to operate when the temperature of the lubricant oil is equal to or lower than a predetermined temperature, and the control means is detected by the lubricant temperature detection means in the charge travel mode. When the temperature of the lubricating oil is higher than the predetermined temperature, before the predetermined period of switching to the battery running mode, And it is configured to actuate the heating device, has a structure that.

  With the above configuration, when the temperature of the lubricating oil is equal to or lower than the predetermined temperature in the charging travel mode, the heater device operates to suppress an increase in engine resistance due to the viscosity of the lubricating oil. On the other hand, in the charging travel mode, when the temperature of the lubricating oil is higher than the predetermined temperature, it is not necessary to operate the heater device. However, in the present invention, even if the temperature of the lubricating oil is higher than the predetermined temperature, the battery Before a predetermined period of switching to the running mode, the heater device is operated to make the temperature of the lubricating oil higher than before the heater device is operated. Thus, the temperature of the lubricating oil is high at the time of switching to the battery running mode, and even if the operation of the heater device is stopped at the time of switching, the temperature of the lubricating oil is not more than the predetermined temperature after the switching. This time is longer than when the heater device is not operated before a predetermined period of switching to the battery running mode. As a result, the temperature of the lubricating oil is less likely to be equal to or lower than the predetermined temperature during the entire battery running mode. Further, even if the temperature of the lubricating oil becomes equal to or lower than the predetermined temperature before switching to the charging traveling mode, the temperature of the lubricating oil becomes equal to or lower than the predetermined temperature just before switching to the charging traveling mode. . Therefore, it is not necessary to operate the heater device during the entire period or most of the battery running mode. Thus, even when the heater device is not operated or when the heater device is operated for a short period, the temperature of the lubricating oil can be made higher than the predetermined temperature when switching to the charging travel mode. Therefore, it is possible to suppress an increase in engine resistance due to the viscosity of the lubricating oil after switching from the battery travel mode to the charge travel mode while suppressing a decrease in the remaining capacity of the battery by the heater device in the battery travel mode as much as possible. it can.

  In the engine lubricant control apparatus for a hybrid vehicle, the control means is configured such that the remaining capacity of the battery detected by the battery remaining capacity detecting means is a third predetermined value with respect to the second predetermined value in the charging travel mode. When the value is lower by a value, the heater device is activated and detected by the lubricating oil temperature detecting means before the heater device is activated, assuming that it is before a predetermined period of switching to the battery running mode. It is preferable that the third predetermined value is increased as the temperature of the lubricating oil is closer to the predetermined temperature.

  As a result, the temperature of the lubricating oil can be raised to an appropriate temperature when switching to the battery running mode regardless of the temperature of the lubricating oil before the heater device is activated. A decrease in the remaining capacity of the battery can be suppressed as much as possible.

  In the engine lubricating oil control device for a hybrid vehicle, the control means stops the operation of the heater device when switching from the charging traveling mode to the battery traveling mode, and in the battery traveling mode, the lubricating oil It is preferable that the heater device is restarted when the temperature of the lubricating oil detected by the temperature detecting means is lowered to the predetermined temperature.

  Accordingly, it is possible to suppress the wasteful operation of the heater device in the battery running mode and to suppress the decrease in the remaining capacity of the battery by the heater device in the battery running mode as much as possible.

  In the case of the configuration in which the heater device is re-activated as described above, the control means reduces the temperature of the lubricating oil detected by the lubricating oil temperature detecting means to the predetermined temperature in the battery running mode. It is preferable that the heater device is restarted at the time and the engine is motored after the time.

  By motoring the engine in this way, the wall temperature of the combustion chamber of the engine can be increased, and the increase in engine resistance due to the viscosity of the lubricating oil can be further increased after switching from the battery travel mode to the charge travel mode. It can be effectively suppressed.

  When motoring the engine as described above, the control means sets the motoring operation of the engine in advance after the time point and before switching from the battery travel mode to the charge travel mode. It is preferable that the configuration is performed within a set period.

  Thereby, the wall temperature of the combustion chamber of the engine can be effectively increased immediately before switching from the battery travel mode to the charge travel mode.

  In one embodiment of the engine lubricating oil control device for the hybrid vehicle, the engine includes an engine main body, an exhaust turbocharger that receives exhaust from the engine main body and supercharges intake air to the engine main body, A lubricating oil supply path for supplying the lubricating oil from the engine body to the exhaust turbocharger, a return path for returning the lubricating oil from the exhaust turbocharger to the engine body, and the return path A lubricating oil storage tank that stores the lubricating oil, and a water separator that separates moisture from the lubricating oil stored in the lubricating oil storage tank, and in the lubricating oil storage tank The heater device is disposed in a state of being immersed in the lubricating oil.

  In this way, the water separation device can separate the water of the lubricating oil diluted with water (especially when hydrogen fuel is used, water is likely to be mixed into the lubricating oil). Can be prevented. This water separation device separates moisture from the lubricating oil stored in the lubricating oil storage tank through the exhaust turbocharger that is heated by the high-temperature exhaust gas, so that the lubricating oil in the lubricating oil storage tank has a high temperature. Thus, it is easy to vaporize and separate the moisture of the lubricating oil. And since the heater apparatus is arrange | positioned in the lubricating oil storage tank in the state immersed in lubricating oil, the lubricating oil which isolate | separated the water | moisture content can be efficiently heated with the heater apparatus.

  As described above, according to the engine lubricating oil control device for a hybrid vehicle of the present invention, when the temperature of the lubricating oil for lubricating the engine is higher than a predetermined temperature in the charging traveling mode, the switching to the battery traveling mode is performed. Since the heater device is operated before the predetermined period, while suppressing the decrease in the remaining capacity of the battery by the heater device in the battery running mode as much as possible, from the time of switching from the battery running mode to the charging running mode, An increase in engine resistance due to the viscosity of the lubricating oil can be suppressed.

1 is a schematic view of a hybrid vehicle equipped with an engine lubricant control device according to an embodiment of the present invention. It is the schematic which shows the structure of the engine of the said hybrid vehicle. It is a flowchart which shows a part of processing operation by a control unit. It is a flowchart which shows the remainder of the said processing operation by a control unit. It is a figure which shows the SOC of a battery, driving | running | working mode, the temperature of lubricating oil, and the change of an action | operation and a stop of a heater apparatus.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a schematic diagram of a hybrid vehicle 1 (hereinafter simply referred to as a vehicle 1) equipped with an engine lubricant control device according to an embodiment of the present invention. The vehicle 1 is a so-called range extender EV vehicle (also referred to as a series hybrid vehicle), and includes an engine 10, a generator 20 driven by the engine 10 to generate electric power, and electric power generated by the generator 20. Motor 30 that is driven by at least one of the high-voltage and large-capacity battery 30 that is charged (charged), the generated power of the generator 20 driven by the engine 10 and the stored power (discharged power) of the battery 30 40. In the present embodiment, the generator 20 is a motor generator having a function of a motor, and the engine 10 is driven (cranked) by the generator 20 as a motor to start the engine 10. .

  A first inverter 50 is provided between the generator 20 and the battery 30, and a second inverter 51 is provided between the battery 30 and the drive motor 40. The first inverter 50 and the second inverter 51 are connected to each other, and the battery 30 is connected to the connection line. The power generated by the generator 20 is supplied to the battery 30 via the first inverter 50 and also supplied to the drive motor 40 via the first and second inverters 50 and 51. Discharged power from the battery 30 is supplied to the drive motor 40 via the second inverter 51.

  The output of the drive motor 40 is transmitted to the drive wheels 61 (the left and right front wheels steered by the steering wheel 62) via the differential device 60, whereby the vehicle 1 travels.

  The drive motor 40 is capable of generating regenerative power and operates as a generator when the vehicle 1 is decelerated, and the generated power (regenerative power) is charged in the battery 30. In the charging travel mode described later, the engine 10 is started and the battery 30 is charged with the generated power of the generator 20. The battery 30 can be externally charged by a power source external to the vehicle 1.

  The engine 10 is a power generation engine used to drive the generator 20 to generate power. The engine 10 is a gaseous fuel engine configured such that hydrogen gas stored in the hydrogen tank 70 can be supplied as fuel. The fuel for the engine 10 is not limited to hydrogen gas, but may be a gas fuel such as natural gas, propane, or butane, or a liquid fuel such as gasoline. The engine 10 may be a multi-fuel engine that uses a plurality of types of fuel.

  As shown in FIG. 2, the engine 10 is a twin-rotor (two-cylinder) rotary piston engine. The engine main body 10a of the engine 10 has two rotor housings 11, and a substantially triangular rotor 12 is provided in each of the rotor housing chambers 11a formed in the two bowl-shaped rotor housings 11 (inside the cylinder). Contained and configured. The two rotor housings 11 are integrated with the side housings so as to be sandwiched between three side housings (not shown), and each rotor housing chamber 11a is composed of each rotor housing 11 and the side housings on both sides thereof. Is formed. In FIG. 2, one rotor housing 11 is illustrated in a developed manner so as to be symmetrical with each other on the left side and the other rotor housing 11 is illustrated on the right side. Since the configuration is the same as that in the rotor housing 11, it is omitted.

  Each of the rotors 12 has apex seals (not shown) at the apexes of the triangles, and the apex seals are in sliding contact with the inner surface of the trochoid of the rotor housing 11. Three working chambers (corresponding to combustion chambers) are defined in 11a (each cylinder). Each rotor 12 rotates around the eccentric shaft 13 in a state where the three apex seals of the rotor 12 are in contact with the inner peripheral surface of the trochoid of the rotor housing 11, and around the axis of the eccentric shaft 13. To revolve around. While the rotor 12 makes one revolution, the working chambers formed between the tops of the rotor 12 move in the circumferential direction, and the intake, compression, expansion (combustion), and exhaust strokes are performed. The rotating force is output from the eccentric shaft 13 as the output shaft through the rotor 12.

  An intake passage 14 is connected to each of the rotor accommodating chambers 11a so as to communicate with an intake opening 11b that opens to the working chamber in the intake stroke, and communicates with an exhaust opening 11c that opens to the working chamber in the exhaust stroke. The exhaust passage 15 is connected so as to do this. There is one intake passage 14 on the upstream side, but on the downstream side, the intake passage 14 branches into two branch passages and communicates with each of the rotor accommodating chambers 11a. The cross-sectional area (valve opening degree) of the intake passage 14 is adjusted by being driven by a throttle valve actuator 90 such as a stepping motor on the upstream side of the branch portion of the intake passage 14 (downstream side of an intercooler 86 described later). A throttle valve 16 is provided. The throttle valve 16 adjusts the amount of intake air into each rotor accommodating chamber 11a (the working chamber in the intake stroke). An air cleaner 95 is provided in the vicinity of the upstream end of the intake passage 14.

  A port injection valve 17 that injects hydrogen gas into the intake passage 14 (in FIG. 2, communicates with the rotor accommodating chamber 11 a in the other rotor housing 11) in each branch passage downstream of the branch portion of the intake passage 14. Only the port injection valve 17 provided in the branching path is shown). The hydrogen gas injected by the port injection valve 17 is mixed with air and supplied to the working chamber in the intake stroke. The rotor housing 11 has a direct injection valve 18 that directly injects the supplied hydrogen gas into the working chamber in the compression stroke of the rotor housing chamber 11a (in FIG. 2, the direct injection valve 18 provided on the one rotor housing 11 is directly connected). Only the injection valve 18 is shown), and two ignition plugs 19 for igniting the hydrogen gas injected from the port injection valve 17 and / or the direct injection valve 18 (in FIG. 2, the other rotor housing 11). Only the spark plug 19 provided in FIG. Note that either one or both of the port injection valve 17 and the direct injection valve 18 can be appropriately used depending on the operating state of the engine body 1.

  Two exhaust passages 15 are provided on the upstream side so as to communicate with the respective rotor accommodating chambers 11a, but are joined together on the downstream side. A low temperature active three-way catalyst 81 and a NOx occlusion reduction catalyst 82 for purifying exhaust gas are disposed downstream of the merging portion of the exhaust passage 15. The low temperature active three-way catalyst 81 is a three-way catalyst having a catalyst activation temperature lower than that of the NOx storage reduction catalyst 82, and is disposed upstream of the NOx storage reduction catalyst 82. In FIG. 2, arrows shown in the intake passage 14 and the exhaust passage 15 indicate the flow of intake and exhaust.

  The NOx occlusion reduction catalyst 82 is configured, for example, by supporting a NOx occlusion agent such as barium (Ba) or potassium (K) on a carrier containing a noble metal such as platinum (Pt) or palladium (Pd). The NOx in the exhaust gas of the engine 10 is occluded in a lean air-fuel ratio atmosphere, and the occluded NOx is released in a rich air-fuel ratio atmosphere to cause the NOx to react with HC and CO in the exhaust gas. Have the function of reducing

  The engine 10 is provided with an exhaust turbocharger 85 that supercharges intake air into the working chamber (combustion chamber) in the intake stroke in each rotor accommodating chamber 11a of the engine 10. The exhaust turbocharger 85 includes a compressor 85a disposed upstream of the throttle valve 16 in the intake passage 14 and a downstream side of the merging portion in the exhaust passage 15 and upstream of the three-way catalyst 81. And a turbine 85b disposed in the turbine. The turbine 85b is rotated by the exhaust gas flow, and the rotation of the turbine 85b activates the compressor 85a connected to the turbine 85b to compress the air taken into the intake passage 14. The compressed air is cooled by an intercooler 86 disposed downstream of the compressor 85a and upstream of the throttle valve 16 in the intake passage 14, and then accommodated in each rotor via each branch passage. Inhaled into the working chamber in the intake stroke of the chamber 11a.

  In the present embodiment, a lubricating oil (engine oil) that lubricates the engine 10 (engine body 10a) is supplied to the turbocharger 85 that becomes high temperature during operation of the engine 10 in order to lubricate and cool the bearings. It has become so. That is, a lubricating oil supply path 5 for supplying the lubricating oil from the engine body 10a to the exhaust turbocharger 85, and a return path 6 for returning the lubricating oil from the exhaust turbocharger 85 to the engine body 10a. Is provided. The engine body 10 a is provided with an electric oil pump 4 that is driven by the discharge power of the battery 30. During operation of the engine 10, the electric oil pump 4 is activated, and the electric oil pump 4 Lubricating oil is supplied to each part of the engine main body 10 from an oil pan 11 d provided at the bottom of the engine main body 10 a, and then the lubricating oil is supercharged from the engine main body 10 a via the lubricating oil supply path 5. Is supplied to the machine 85 to lubricate and cool the bearings of the turbocharger 85, and the lubricated and cooled lubricating oil is supplied from the turbocharger 85 to the engine body 10a (in detail via the return path 6). Is returned to the oil pan 11d).

  In the present embodiment, the return path 6 is provided with a water separator 7 for separating water from the lubricating oil, and the lubricating oil from which the water has been separated is the engine body 10a (oil pan 11d). It is supposed to be returned to.

  The water separator 7 has a lubricating oil storage tank 7a that stores the lubricating oil from the exhaust turbocharger 85, and separates water from the lubricating oil stored in the lubricating oil storage tank 7a. Since this lubricating oil is stored in the lubricating oil storage tank 7a through the exhaust turbocharger 85 that is heated to a high temperature by the high-temperature exhaust gas, it is at a high temperature. The inside of the lubricating oil storage tank 7a is not filled with the high temperature lubricating oil from the turbocharger 85, that is, the water vapor mixed with the high temperature lubricating oil is evaporated on the upper part of the lubricating oil storage tank 7. A space for confining the contained gas is formed. This space may be provided with a so-called labyrinth structure in which gases containing oil and moisture collide with each other to promote condensation of the oil.

  A water separation pipe 9 for mixing water (water vapor) separated from the lubricating oil into the blow-by gas is connected to the upper part of the lubricating oil storage tank 7a. The blow-by gas taken out from the rotor storage chamber 11a is returned to the intake passage 14.

  In this way, water is separated from the lubricating oil by the water separation device 7, and the lubricating oil from which the water has been separated is returned to the engine body 10a (oil pan 11d), thereby suppressing deterioration of the lubricating performance of the lubricating oil. Can do.

  A heater device 8 is disposed in the lubricating oil storage tank 7a in a state of being immersed in the lubricating oil in the lubricating oil storage tank 7a. The heater device 8 electrically heats the lubricating oil with the discharge power of the battery 30.

  The vehicle 1 includes a battery current / voltage sensor 101 that detects a current flowing in and out of the battery 30 and a voltage of the battery 30, and an accelerator that detects an amount of depression of an accelerator pedal by an occupant of the vehicle 1 (accelerator opening by an occupant's operation). An opening sensor 102, a vehicle speed sensor 103 that detects the vehicle speed of the vehicle 1, a rotation angle sensor 104 that is provided on the eccentric shaft 13 and detects the rotation angle position of the eccentric shaft 13, and a low-temperature active three-way catalyst in the exhaust passage 15 An air-fuel ratio sensor 105 (configured by a linear O2 sensor in this embodiment) (see FIG. 2), which is disposed between the engine 81 and the turbine 85b and detects the air-fuel ratio of the exhaust gas of the engine 10; Facing the water jacket (not shown) formed inside the housing 11, the water jacket An engine water temperature sensor 106 for detecting the temperature of the engine cooling water flowing in the tank (engine water temperature), a tank pressure sensor 107 for detecting the pressure in the hydrogen tank 70 (that is, the remaining amount of hydrogen gas in the hydrogen tank 70), An air flow sensor 108 (see FIG. 2) provided near the downstream side of the air cleaner 95 in the intake passage 14 to detect the intake flow rate sucked into the intake passage 14, and the lubricating oil storage tank 7a. Lubricating oil temperature sensor 109 as lubricating oil temperature detecting means for detecting the temperature of the lubricating oil in the tank 7a, operation control of the engine 10, operation control of the first and second inverters 50 and 51 (that is, the generator 20 and And a control unit 100 for performing an operation control of the drive motor 40 and the like. The rotation angle sensor 104 also serves as an engine rotation speed sensor that detects the rotation speed of the engine 10.

  The control unit 100 is a controller based on a well-known microcomputer, and includes a central processing unit (CPU) that executes a program, a memory that is configured by, for example, a RAM or ROM, and stores a program and data, and an electrical signal An input / output (I / O) bus. The control unit 100 includes a battery current / voltage sensor 101, an accelerator opening sensor 102, a vehicle speed sensor 103, a rotation angle sensor 104, an air-fuel ratio sensor 105, an engine water temperature sensor 106, a tank pressure sensor 107, an air flow sensor 108, a lubricating oil temperature. Various information signals from the sensor 109 or the like are input.

  The generator 20 transmits information on the voltage and current generated by the generator 20 to the control unit 100. The control unit 100 inputs the information and generates power generated by the generator 20 from the information. (Power generation amount) is detected.

  The drive motor 40 transmits information on the rotational speed of the drive motor 40 and information on the regenerative power generation voltage and regenerative power generation current generated by the drive motor 40 to the control unit 100, and the control unit 100 transmits the information. The input is used to control the operation of the drive motor 40.

  The control unit 100 outputs a control signal to the throttle valve actuator 90, the port injection valve 17, the direct injection valve 18, and the spark plug 19 based on the input signal to control the engine 10, Control signals are output to the first and second inverters 50 and 51 to control the generator 20 and the drive motor 40.

  The vehicle 1 is driven by the battery 30 in the battery running mode (at this time, the engine 10 is stopped), the engine 10 is operated, and the output of the engine 10 causes the battery to pass through the generator 20. And a charging travel mode in which the vehicle travels while charging 30. In the present embodiment, since the vehicle 1 is a series hybrid vehicle, in the charging travel mode, charging of the battery 30 and driving of the drive motor 40 are performed with power generated by the generator 20 that generates power by the output of the engine 10. .

  The control unit 100 detects the remaining capacity (SOC) of the battery 30 based on the current flowing into and out of the battery 30 and the voltage of the battery 30 detected by the battery current / voltage sensor 101. Thus, the battery current / voltage sensor 101 and the control unit 100 constitute a battery remaining capacity detecting means for detecting the remaining capacity of the battery 30.

  When the remaining capacity of the detected battery 30 becomes lower than a first predetermined value A1 (for example, 30%) in the battery running mode, the control unit 100 switches to the charging running mode while When the detected remaining capacity of the battery 30 is higher than a second predetermined value A2 (for example, 70%) set to a value higher than the first predetermined value A1 in the traveling mode, the battery traveling is performed. Switch to mode. Thereby, the remaining capacity of the battery 30 can be maintained within a preferable range that is neither too low nor too high. The control unit 100 controls the travel of the vehicle 1 (that is, controls the operation of the engine 10, the generator 20, and the drive motor 40) including the switching operation between the battery travel mode and the charge travel mode. Will be configured. The control unit 100 also controls the operation of the electric oil pump 4 and the heater device 8.

  In the battery running mode, the control unit 100 determines whether or not there is an operation request for the engine 10 based on the required output of the drive motor 40 and the SOC value of the battery 30 (in this embodiment, the same as the presence or absence of a power generation request). If there is an operation request (power generation request) for the engine 10, the engine 10 is cranked by the generator 20 as a motor to start the engine 10, and after that start, the generator 20 generates power. Therefore, the engine 10 is operated. That is, the control unit 100 determines that the SOC of the battery 30 is lower than the first predetermined value A1 or the required output of the drive motor 40 exceeds the maximum dischargeable power of the battery 30 in the battery running mode. When the engine 10 is requested to operate, the engine 10 is operated.

  Here, the maximum dischargeable power varies depending on the temperature of the battery 30. The relationship between the temperature of the battery 30 and the maximum dischargeable power is stored as a map in the memory of the control unit 100, and the control unit 100 uses the map to detect the battery detected by the battery temperature sensor 109. The maximum dischargeable power is detected from 30 temperatures.

  In the charging travel mode, the control unit 100 basically operates the engine 10 at a predetermined rotational speed, and the engine rotational speed during the engine steady operation (the predetermined rotational speed) is the highest efficiency point of the engine 10. Is a value in an efficient region including 1800 rpm to 2200 rpm, for example, 2000 rpm in this embodiment. At this time, the battery 30 is charged and the drive motor 40 is driven with the power generated by the generator 20 that generates power by the output of the engine 10 (the remaining power obtained by subtracting the required output of the drive motor 40 from the generated power). Is charged to the battery 30). Further, when the required output of the drive motor 40 becomes larger than the engine output (generated power) at 2000 rpm as in the case of the acceleration request of the vehicle 1 or more during the steady engine operation, the shortage is reduced. It is supplemented by the discharge power of the battery 30 (not charged). However, if the required output of the drive motor 40 cannot be satisfied even if the discharge power of the battery 30 reaches the maximum dischargeable power of the battery 30, the engine speed is exceptionally made higher than the predetermined speed. .

  The operation of the engine 10 when the required output of the drive motor 40 exceeds the maximum dischargeable power of the battery 30 in the battery running mode is also a steady operation at the predetermined rotational speed (2000 rpm), and the discharge power of the battery 30 is reduced. It adjusts so that the required output of the drive motor 40 may be satisfied.

  As described above, when the required output of the drive motor 40 is high and the drive motor 40 is driven by the discharge power of the battery 30 and the power generated by the generator 20, in the present embodiment, the charge travel mode and the battery travel are performed. It is called the battery / engine combined running mode to distinguish it from the mode.

  The control unit 100 activates the heater device 8 to heat the lubricating oil when the temperature of the lubricating oil detected by the lubricating oil temperature sensor 109 is equal to or lower than a predetermined temperature T0 in the charging travel mode. . At this time, the electric oil pump 4 is also operating. The predetermined temperature T0 is a temperature at which when the temperature of the lubricating oil becomes equal to or lower than the predetermined temperature T0, the engine resistance due to the viscosity of the lubricating oil is very high and stable engine rotation cannot be obtained. The heating of the lubricating oil by the heater device 8 suppresses an increase in engine resistance due to the viscosity of the lubricating oil.

  Then, the control unit 100 is in the charging travel mode and when the temperature of the lubricating oil detected by the lubricating oil temperature sensor 109 is higher than the predetermined temperature T0, a predetermined period before switching to the battery travel mode. Then, the heater device 8 is operated. In the present embodiment, the control unit 100 determines that the SOC of the battery 30 detected by the battery remaining capacity detection means is lower than the second predetermined value A2 by a third predetermined value A3 in the charging travel mode. When the fourth predetermined value A4 is reached, it is assumed that it is before a predetermined period of switching to the battery traveling mode, and the heater device 8 is operated. When the switching to the battery traveling mode is performed, the heater device 8 is operated. Stop. That is, during the predetermined period, that is, during the period from when the SOC of the battery 30 exceeds the fourth predetermined value A4 to the second predetermined value A2, the lubricating oil is heated by the heater device 8, and the battery travels. At the time of switching to the mode (when the SOC of the battery 30 exceeds the second predetermined value A2), the temperature of the lubricating oil is raised to a preset temperature or higher. If it is before the predetermined period before switching to the battery running mode (when the SOC of the battery 30 reaches the fourth predetermined value A4), the temperature of the lubricating oil normally rises and stabilizes as the engine 10 operates. Temperature T1 is reached. However, since this temperature T1 may not be reached, in this embodiment, the temperature of the lubricating oil when switching to the battery running mode is as high as possible above the set temperature, regardless of the temperature of the lubricating oil before heating. Therefore, the third predetermined value A3 is increased as the temperature of the lubricating oil detected by the lubricating oil temperature sensor 109 before the operation of the heater device 8 is closer to the predetermined temperature T0 (the predetermined period is increased). To do). However, an upper limit value is set in advance for the third predetermined value A3, and the SOC of the battery 30 is low (for example, lower than the median value of the first predetermined value A1 and the second predetermined value A2). Do not heat the lubricating oil from the state. Detection of the temperature of the lubricating oil by the lubricating oil temperature sensor 109 for changing the third predetermined value A3 indicates that the SOC of the battery 30 is the fourth predetermined value A4 (corresponding to the upper limit value of the third predetermined value A3). The minimum value of the fourth predetermined value A4). At this time, the temperature of the lubricating oil is usually higher than the predetermined temperature.

  Even if the operation of the heater device 8 is stopped at the time of switching to the battery running mode by setting the temperature of the lubricating oil at the time of switching to the battery running mode to the above set temperature or more, It becomes difficult for the temperature to fall below the predetermined temperature T0. Further, even when the temperature of the lubricating oil becomes equal to or lower than the predetermined temperature T0 in the battery traveling mode, the temperature of the lubricating oil becomes equal to or lower than the predetermined temperature T0 just before switching to the charging traveling mode. As described above, when the temperature of the lubricating oil is lowered to the predetermined temperature T0, the heater device 8 is restarted. Note that, when the heater device 8 is reactivated in the battery running mode, the power of the heater device 8 is set to a level substantially equal to the predetermined temperature T0 (unlike heating the lubricating oil in the charging running mode) ( (A level slightly higher than the predetermined temperature T0). Thereby, the power consumption in the heater device 8 is suppressed in the battery running mode. Moreover, it is preferable to operate the electric oil pump 4 when the heater device 8 is reactivated in the battery running mode.

  In the present embodiment, the control unit 100 restarts the heater device 8 when the temperature of the lubricating oil detected by the lubricating oil temperature sensor 109 decreases to the predetermined temperature T0 in the battery running mode. At the same time, the engine 10 is motored by the generator 20 as a motor after that time. The rotation speed of this motoring operation is, for example, 1000 rpm. The motoring operation of the engine 10 is preferably performed within a preset time period after the time point and before switching from the battery travel mode to the charge travel mode. This set period is a period immediately before the switching to the charge running mode as close as possible. In the present embodiment, after the above time point and until the SOC of the battery 30 reaches the first predetermined value A1 from the sixth predetermined value A6, which is higher than the first predetermined value A1 by the fifth predetermined value A5. In between, the motoring operation of the engine 10 is performed. That is, immediately before switching from the battery travel mode to the charge travel mode, the wall temperature of the combustion chamber of the engine 10 (engine body 10a) is increased, and the increase in engine resistance due to the viscosity of the lubricating oil is even more effective from the time of the switching. To suppress. About several tens of seconds is sufficient as the motoring operation time. The motoring operation is not always necessary.

  Next, the processing operation by the control unit 100 will be described based on the flowcharts of FIGS. This flowchart starts when the ignition switch is turned on and ends when the ignition switch is turned off. Here, at the start of this flowchart, the battery running mode is set in a state where the engine 10 is stopped.

  In the first step S1, various input signals from various sensors are read, and in the next step S2, the required output of the drive motor 40 is calculated based on the signals from the accelerator opening sensor 102 and the vehicle speed sensor 103.

  In the next step S3, the SOC of the battery 30 is calculated based on the current flowing in and out of the battery 30 and the voltage of the battery 30 detected by the battery current / voltage sensor 101. In the next step S4, the drive motor 40 is calculated. Based on the requested output and the SOC of the battery 30, it is determined whether or not the battery / engine combined travel mode is set.

  When the determination in step S4 is YES, the process proceeds to step S5, where the drive motor 40 is driven by the discharged power of the battery 30 and the power generated by the generator 20, and then the process returns to step S1. In addition, when the battery / engine combined travel mode is set in the battery travel mode, when the required output of the drive motor 40 becomes low and the travel mode is not the battery / engine combined travel mode, the battery travel mode is restored. In addition, when the battery / engine combined use traveling mode is canceled after the battery / engine combined use traveling mode is set in the charge traveling mode, the mode returns to the charge traveling mode.

  On the other hand, when the determination in step S4 is NO, the process proceeds to step S6 to determine whether or not the battery travel mode is set. When the determination in step S6 is NO (that is, when in the charging travel mode), the process proceeds to step S7, while when the determination in step S6 is YES (that is, when in the battery travel mode). The process proceeds to step S14.

  In step S <b> 7, the drive motor 40 is driven while charging the battery 30 with the power generated by the generator 20. At this time, when the temperature of the lubricating oil by the lubricating oil temperature sensor 109 is equal to or lower than the predetermined temperature, the heater device 8 is operated, and when the temperature of the lubricating oil is higher than the predetermined temperature, the heater device 8 is not operated. .

  In the next step S8, the third predetermined value A3 is set according to the temperature of the lubricating oil detected by the lubricating oil temperature sensor 109 when the SOC of the battery 30 reaches the lowest value of the fourth predetermined value A4. To do. In this flowchart, the temperature of the lubricating oil at this time is assumed to be higher than the predetermined temperature, but when the temperature is equal to or lower than the predetermined temperature, until the SOC of the battery 30 becomes higher than the second predetermined value, The heater device 8 will continue to operate.

  In the next step S9, it is determined whether or not the SOC of the battery 30 is equal to or greater than the fourth predetermined value A4 (= A2−A3). When the determination in step S9 is NO, the process returns to step S1, while when the determination in step S9 is YES, the process proceeds to step S10 and the heater device 8 is operated.

  In the next step S11, it is determined whether or not the SOC of the battery 30 is higher than the second predetermined value. When the determination in step S11 is NO, the process returns to step S1, while when the determination in step S11 is YES, the process proceeds to step S12 to switch from the charge travel mode to the battery travel mode, and in the next step S13, The operation of the heater device 8 is stopped, and then the process returns to step S1.

  In step S14 that proceeds when the determination in step S6 is YES, it is determined whether or not the SOC of the battery 30 is lower than the first predetermined value. When the determination in step S14 is NO, the process proceeds to step S15. When the determination in step S14 is YES, the process proceeds to step S20.

  In step S15, the drive motor 40 is driven by the discharged power of the battery 30, and in the next step S16, it is determined whether or not the temperature of the lubricating oil by the lubricating oil temperature sensor 109 is equal to or lower than the predetermined temperature T0.

  When the determination in step S16 is NO, the process returns to step S1, while when the determination in step S16 is YES, the process proceeds to step S17 to restart the heater device 8.

  In the next step S18, it is determined whether or not the SOC of the battery 30 is equal to or less than the sixth predetermined value. If the determination in step S18 is NO, the process returns to step S1. If the determination in step S18 is YES, the process proceeds to step S19 to perform motoring operation of the engine 10, and then returns to step S1.

  In step S20 that proceeds when the determination in step S14 is YES, the battery travel mode is switched to the charge travel mode (the engine 10 is started). At this time, if the heater device 8 is operating before the switching, the operation of the heater device 8 is stopped. Thereafter, the process returns to step S1.

  By the processing operation by the control unit 100, the SOC of the battery 30, the running mode, the temperature of the lubricating oil, and the operation (ON) and stop (OFF) of the heater device 8 change as shown in FIG.

  That is, in the charge travel mode, a part of the electric power generated by the generator 20 is charged in the battery 30 and the SOC of the battery 30 gradually increases. The temperature of the lubricating oil is low when the engine 10 is started, but is higher than the predetermined temperature T0 as described later when the engine 10 is started after being switched from the battery running mode. However, when the engine 10 is started after being switched from the battery running mode immediately after the ignition switch is turned on, the temperature of the lubricating oil may be equal to or lower than the predetermined temperature T0. At this time, the heater device 8 is activated and the predetermined temperature is exceeded. When the temperature becomes higher than the temperature T0, the heater device 8 stops. The temperature of the lubricating oil gradually increases as the engine 10 is operated. In the example of FIG. 5, the temperature reaches the temperature T1 and is stable before the operation of the heater device 8.

  When the SOC of the battery 30 reaches the fourth predetermined value A4, the heater device 8 operates, the temperature of the lubricating oil rises, and when the SOC of the battery 30 exceeds the second predetermined value A2, While being switched from the charge travel mode to the battery travel mode, the operation of the heater device 8 is stopped. At the time of switching to the battery running mode, the temperature of the lubricating oil is usually equal to or higher than the set temperature.

  In the battery running mode, the temperature of the lubricating oil and the SOC of the battery 30 are gradually lowered unless the battery / engine combined running mode is set. FIG. 5 shows how the temperature of the lubricating oil changes in the battery travel mode when the heater device 8 is operated in the charge travel mode (solid line) and when the heater device 8 is not operated (broken line). Corresponding to these, the state of change in the SOC of the battery 30 is also shown by a solid line and a broken line.

  When the heater device 8 is not operated in the charge travel mode, the temperature of the lubricating oil reaches the predetermined temperature T0 early, but when the heater device 8 is operated, the temperature of the lubricating oil is the predetermined temperature. The time until T0 is reached is longer than when the heater device 8 is not operated, and the temperature of the lubricating oil is less likely to be equal to or lower than the predetermined temperature T0 throughout the battery running mode. Further, even if the temperature of the lubricating oil becomes equal to or lower than the predetermined temperature T0 before switching to the charging travel mode (as shown in FIG. 5), the temperature of the lubricating oil becomes equal to or lower than the predetermined temperature T0. Is a short time before switching to the charge running mode.

  When the temperature of the lubricating oil reaches the predetermined temperature T0, the heater device 8 is reactivated to maintain the temperature of the lubricating oil at substantially the same level as the predetermined temperature T0 (a level slightly higher than the predetermined temperature T0). . In the present embodiment, after the point in time when the temperature of the lubricating oil reaches the predetermined temperature T0 and until the SOC of the battery 30 reaches the first predetermined value A1 from the sixth predetermined value A6, the engine 10 The motoring operation is performed. In the example of FIG. 5, the SOC of the battery 30 becomes the sixth predetermined value A6 after the time point, and the motoring operation is started when the SOC reaches the sixth predetermined value A6. The motoring operation is terminated when A1 is reached.

  When the heater device 8 is reactivated, the degree of decrease in the SOC of the battery 30 increases, and the SOC of the battery 30 tends to be lower than the first predetermined value by that amount (the duration of the battery running mode is shortened). The reactivation of the heater device 8 when the heater device 8 is operated in the charging travel mode is slightly before the switching to the charging travel mode, and therefore the length of the battery travel mode period due to the reactivation of the heater device 8. The influence on is small compared to the case where the heater device 8 is not operated in the charge travel mode. Therefore, by operating the heater device 8 in the charge travel mode and raising the temperature of the lubricating oil, the battery travel mode period can be extended compared to the case where the heater device 8 is not operated in the charge travel mode. .

  When the SOC of the battery 30 becomes lower than the first predetermined value, the battery traveling mode is switched to the charging traveling mode, the SOC of the battery 30 gradually increases, and the temperature of the lubricating oil gradually increases.

  Here, when the heater device 8 is not operated in the charge travel mode, the SOC of the battery 30 quickly reaches the first predetermined value due to the early operation of the heater device 8, and the period of the battery travel mode is shortened. However, when the heater device 8 is operated in the charging travel mode, the heater device 8 only needs to be operated for a short period of time, thereby reducing the SOC of the battery 30 by the heater device 8 in the battery travel mode as much as possible. It can suppress, and the period of battery driving mode becomes long. Further, at the time of switching from the battery running mode to the charging running mode, the temperature of the lubricating oil can be made higher than the predetermined temperature, and from this switching, an increase in engine resistance due to the viscosity of the lubricating oil can be suppressed.

  The present invention is not limited to the embodiment described above, and can be substituted without departing from the spirit of the claims.

  For example, in the above embodiment, the engine 10 is a power generation engine used to drive the generator 20 in a series hybrid vehicle to generate power. However, the engine 10 drives the driving wheels 61 of the parallel hybrid vehicle. In addition, an engine that drives the drive motor in a power generation state to charge the battery can be used.

  Moreover, in the said embodiment, although the engine 10 was used as the rotary piston engine, it can also be set as a reciprocating engine.

  Furthermore, in the said embodiment, the water separator 7 which isolate | separates a water | moisture content from the lubricating oil stored in the lubricating oil storage tank 7a was provided, and the heater apparatus 8 was immersed in the said lubricating oil in the lubricating oil storage tank 7a However, the water separation device 7 may not be provided, and the heater device 8 may be provided, for example, in the oil pan 11d in addition to the lubricating oil storage tank 7a.

  The above-described embodiments are merely examples, and the scope of the present invention should not be interpreted in a limited manner. The scope of the present invention is defined by the scope of the claims, and all modifications and changes belonging to the equivalent scope of the claims are within the scope of the present invention.

  INDUSTRIAL APPLICABILITY The present invention is useful for an engine lubricant control device for a hybrid vehicle having a battery running mode in which the vehicle is driven by the discharged power of the battery and a charging running mode in which the engine is operated and the battery is charged by the output of the engine. It is.

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 5 Lubricating oil supply path 6 Return path 7 Water separation apparatus 7a Lubricating oil storage tank 8 Heater apparatus 10 Engine 10a Engine main body 20 Generator 30 Battery 85 Exhaust turbocharger 100 Control unit (control means) (remaining battery capacity) Detection means)
101 Battery current / voltage sensor (Battery remaining capacity detection means)
109 Lubricating oil temperature sensor (lubricating oil temperature detecting means)

Claims (6)

An engine lubricant control device for a hybrid vehicle having a battery running mode in which the vehicle is driven by the discharged electric power of the battery and a charging running mode in which the engine is operated and the battery is charged by the output of the engine.
Battery remaining capacity detecting means for detecting the remaining capacity of the battery;
Lubricating oil temperature detecting means for detecting the temperature of lubricating oil for lubricating the engine;
A heater device that electrically heats the lubricating oil with the discharge power of the battery;
Including a switching operation between the battery running mode and the charging running mode, and controlling the running of the hybrid vehicle, and a control means for controlling the operation of the heater device,
When the remaining battery capacity detected by the battery remaining capacity detecting means is lower than a first predetermined value during the battery running mode, the control means switches to the charging running mode, while in the charging running mode. When the battery remaining capacity detected by the battery remaining capacity detecting means becomes higher than a second predetermined value set to a value higher than the first predetermined value, the battery running mode is switched to, In the charging travel mode, when the temperature of the lubricating oil detected by the lubricating oil temperature detecting means is equal to or lower than a predetermined temperature, the heater device is operated.
Further, the control means is in the charge running mode and when the temperature of the lubricating oil detected by the lubricating oil temperature detecting means is higher than the predetermined temperature, before a predetermined period of switching to the battery running mode. An engine lubricant control device for a hybrid vehicle, characterized in that the heater device is operated. In the hybrid vehicle engine lubricating oil control device according to claim 1,
The control means, when the remaining battery capacity detected by the battery remaining capacity detection means is lower than the second predetermined value by a third predetermined value in the charging travel mode, Assuming that it is before a predetermined period of switching to the battery running mode, the heater device is operated, and the temperature of the lubricating oil detected by the lubricating oil temperature detecting means before the operation of the heater device is close to the predetermined temperature. The engine lubricant control device for a hybrid vehicle is configured to increase the third predetermined value. The engine lubricating oil control device for a hybrid vehicle according to claim 1 or 2,
The control means stops the operation of the heater device at the time of switching from the charging travel mode to the battery travel mode, and at the time of the battery travel mode, the control means detects the lubricating oil detected by the lubricating oil temperature detection means. An engine lubricating oil control device for a hybrid vehicle, wherein the heater device is reactivated when the temperature drops to the predetermined temperature. The engine lubricating oil control device for a hybrid vehicle according to claim 3,
The control means restarts the heater device when the temperature of the lubricating oil detected by the lubricating oil temperature detecting means is lowered to the predetermined temperature in the battery running mode, and after that time. An engine lubricating oil control device for a hybrid vehicle, wherein the engine is configured to be motored. In the hybrid vehicle engine lubricating oil control device according to claim 4,
The control means is configured to perform motoring operation of the engine within a preset set period after the time point and before switching from the battery travel mode to the charge travel mode. An engine lubricant control device for a hybrid vehicle. In the engine lubricating oil control device for a hybrid vehicle according to any one of claims 1 to 5,
The above engine
The engine body,
An exhaust turbocharger that receives exhaust from the engine body and supercharges intake air to the engine body;
A lubricating oil supply path for supplying the lubricating oil from the engine body to the exhaust turbocharger;
A return path for returning the lubricating oil from the exhaust turbocharger to the engine body;
A water separation device disposed in the return path and having a lubricating oil storage tank for storing the lubricating oil, and separating water from the lubricating oil stored in the lubricating oil storage tank;
Have
An engine lubricating oil control device for a hybrid vehicle, wherein the heater device is disposed in the lubricating oil storage tank while being immersed in the lubricating oil.

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