CN105579315A - 混合动力车辆 - Google Patents

混合动力车辆 Download PDF

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Publication number
CN105579315A
CN105579315A CN201380079855.1A CN201380079855A CN105579315A CN 105579315 A CN105579315 A CN 105579315A CN 201380079855 A CN201380079855 A CN 201380079855A CN 105579315 A CN105579315 A CN 105579315A
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CN
China
Prior art keywords
pump
motor
voltage battery
electric power
motor vehicle
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Granted
Application number
CN201380079855.1A
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English (en)
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CN105579315B (zh
Inventor
池田直泰
杉田喜德
小林裕
野崎干生
清田茂之
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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    • H—ELECTRICITY
    • H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
    • H05K—PRINTED CIRCUITS; CASINGS OR CONSTRUCTIONAL DETAILS OF ELECTRIC APPARATUS; MANUFACTURE OF ASSEMBLAGES OF ELECTRICAL COMPONENTS
    • H05K7/00—Constructional details common to different types of electric apparatus
    • H05K7/20—Modifications to facilitate cooling, ventilating, or heating
    • H05K7/2089—Modifications to facilitate cooling, ventilating, or heating for power electronics, e.g. for inverters for controlling motor
    • H05K7/20927—Liquid coolant without phase change
    • 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
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    • B60K6/48—Parallel type
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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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
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    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
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    • B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
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Abstract

在通过驾驶员的按键操作来接通车辆的电源时由水温传感器(30)检测的冷却水温度为规定温度以上的启动时高水温状态下，在连接强电继电器(14)来从高电压电池(12)向逆变器(13)和DC/DC转换器(17)供给电力之前，启动水泵(20)。

Description

混合动力车辆
技术领域
本发明涉及一种具有内燃机和马达来作为驱动源的混合动力车辆。
背景技术
例如，在专利文献1中公开了一种混合动力汽车，其具有：发动机；发电机，其能够使用来自发动机的动力来发电；电池，其经由逆变器而与行驶用的电动机相连接；以及上述逆变器冷却用的冷却装置，其使冷却液在包括散热器和电动泵的循环流路内循环。
在该专利文献1的混合动力汽车中，在如电动泵停止过程中由于从外部受热而导致冷却装置的循环路径内的冷却水温度上升那样的情况下，在车辆的控制模式变为行驶用模式而使电动马达进行动作时，通过逆变器的冷却水的水温有可能暂时变高。此时，当逆变器的发热量大时，有可能无法利用冷却水充分地冷却逆变器。
专利文献1：日本特开2013-154707号公报
发明内容
在此，本发明的混合动力车辆具有：作为驱动源的内燃机和马达；高电压电池，其经由逆变器向所述马达供给电力；以及冷却机构，其利用泵使冷却水循环来冷却所述逆变器，其中，在通过驾驶员的按键操作来接通电源时冷却水温度为规定温度以上的启动时高水温状态下，在从高电压电池向所述逆变器供给电力之前启动所述泵。
根据本发明，能够在向逆变器供给电力之前降低冷却水的温度，能够在向逆变器供给电力而使逆变器发热时用温度低的冷却水来冷却逆变器。
附图说明
图1是表示应用本发明的混合动力车辆的系统结构的结构说明图。
图2是表示混合动力车辆的模式切换的特性的特性图。
图3是示意性地示出混合动力车辆的冷却系统的说明图。
图4是表示通过驾驶员的按键操作来对车辆接通了电源时的一例的时序图。
图5是表示通过驾驶员的按键操作来对车辆接通了电源时的一例的时序图。
图6是表示车辆的电源接通时的水泵的控制的流程的流程图。
图7是表示通过驾驶员的按键操作而存在车辆的电源切断请求时的一例的时序图。
图8是表示通过驾驶员的按键操作而存在车辆的电源切断请求时的一例的时序图。
图9是表示通过驾驶员的按键操作而存在车辆的电源切断请求时的一例的时序图。
图10是表示通过驾驶员的按键操作而存在车辆的电源切断请求时的一例的时序图。
图11是表示车辆的电源切断时的水泵的控制的流程的流程图。
具体实施方式
下面，基于附图来详细地说明本发明的一个实施例。
图1是示出FF(前置发动机/前置驱动)型混合动力车辆的系统结构来作为应用本发明的混合动力车辆的一例的结构说明图。
该混合动力车辆具备作为内燃机的发动机1和作为马达的电动发电机2来作为车辆的驱动源，并且具备皮带式无级变速机3来作为变速机。在发动机1与电动发电机2之间安装有第一离合器4，在电动发电机2与皮带式无级变速机3之间安装有第二离合器5。
发动机1例如由汽油发动机构成，基于来自发动机控制器21的控制指令来进行启动控制以及停止控制，并且控制节气门的开度并进行燃油切断控制等。
在发动机1的输出轴与电动发电机2的转子之间设置的第一离合器4根据所选择的行驶模式使发动机1与电动发电机2结合或者使发动机1从电动发电机2分离，该第一离合器4基于来自CVT控制器22的控制指令利用由图外的液压单元生成的第一离合器液压来控制接合/断开。在本实施例中，第一离合器4是常开型的结构。
电动发电机2例如由三相交流的同步型电动发电机构成，与包括高电压电池12、逆变器13以及强电继电器14的强电电路11相连接。电动发电机2基于来自马达控制器23的控制指令进行马达动作(所谓的动力运转)和再生动作这两个动作，其中，在该马达动作中，经由逆变器13接收来自高电压电池12的电力供给来输出正的扭矩，在该再生动作中，吸收扭矩来发电，并经由逆变器13进行高电压电池12的充电。
在电动发电机2的转子与皮带式无级变速机3的输入轴之间设置的第二离合器5进行包括发动机1和电动发电机2的车辆驱动源与驱动轮6(前轮)之间的动力的传递和切断该动力的传递，该第二离合器5基于来自CVT控制器22的控制指令利用由图外的液压单元生成的第二离合器液压来控制接合/断开。特别是，第二离合器5能够通过传递扭矩容量的可变控制而成为伴随滑动来进行动力传递的滑动接合状态，在不具备液力变矩器的结构中，能够进行平滑的起步并且实现缓慢行驶。
在此，第二离合器5实际上并非单一的摩擦元件，设置于皮带式无级变速机3的输入部的前进后退切换机构中的前进离合器或后退制动器被用作第二离合器5。用于将向皮带式无级变速机3输入的输入旋转方向在前进行驶时的正转方向与后退行驶时的反转方向之间切换的前进后退切换机构虽然没有详细地图示出，但包括行星齿轮机构、在前进行驶时接合的前进离合器以及在后退行驶时接合的后退制动器，在前进行驶时前进离合器作为第二离合器5而发挥功能，在后退行驶时后退制动器作为第二离合器5而发挥功能。在成为第二离合器5的前进离合器和后退制动器二者都被断开的状态下，不进行扭矩传递，电动发电机2的转子实质上与皮带式无级变速机3分离。此外，在本实施例中，前进离合器和后退制动器均为常开型的结构。
皮带式无级变速机3具有输入侧的主皮带轮、输出侧的副皮带轮以及卷绕在二者之间的金属制的皮带，基于来自CVT控制器22的控制指令利用由图外的液压单元生成的作为变速机工作液压的主液压和副液压来连续地控制各皮带轮的皮带接触半径甚至变速比。该皮带式无级变速机3的输出轴经由未图示出的终减速机构而与驱动轮6相连接。
皮带式无级变速机3和电动发电机2被收容在同一壳体7中，二者以成为一体的状态被搭载于车辆。
发动机1具备启动用的起动马达16。该起动马达16由与电动发电机2相比额定电压低的直流马达构成，与包括DC/DC转换器17、低电压电池18、弱电继电器19以及电动水泵20等的弱电电路15相连接。起动马达16基于来自发动机控制器21的控制指令而被驱动，来进行发动机1的动力输出轴转动。
利用来自包括高电压电池12的强电电路11的电力来经由DC/DC转换器17对低电压电池18进行充电。此外，向包括发动机控制器21等的车辆的控制系统、车辆的空调装置、音频装置以及照明等供给被充电到低电压电池18的电力。另外，由综合控制器26控制强电继电器14和弱电继电器20的连接/切断。
混合动力车辆的控制系统除了具备上述的发动机控制器21、CVT控制器22以及马达控制器23以外，还具备进行车辆整体的综合控制的综合控制器26，这些各控制器21、22，23、23、26经由能够相互之间进行信息交换的CAN通信线27而连接。另外，还具备加速踏板开度传感器31、检测发动机1的转速的发动机转速传感器32、车速传感器33、检测电动发电机2的转速的马达转速传感器34、以及对生成皮带式无级变速机3的工作液压的工作油的油温进行检测的油温传感器35等各种传感器，这些传感器的检测信号被独立地或者经由CAN通信线27输入到综合控制器26等各控制器。
如上所述那样构成的混合动力车辆具有电动汽车行驶模式(以下称为“EV模式”)、混合动力行驶模式(以下称为“HEV模式”)以及驱动扭矩控制起步模式(以下称为“WSC模式”)等行驶模式，根据车辆的运转状态、驾驶员的加速操作等来选择最佳的行驶模式。
“EV模式”是使第一离合器4为断开状态、仅将电动发电机2作为驱动源来行驶的模式，具有马达行驶模式和再生行驶模式。在驾驶员的请求驱动力比较低时选择该“EV模式”。
“HEV模式”是使第一离合器4为接合状态、将发动机1和电动发电机2作为驱动源来行驶的模式，具有马达辅助行驶模式、行驶发电模式以及发动机行驶模式。在驾驶员的请求驱动力比较大时以及存在基于高电压电池12的充电状态(SOC)、车辆的运转状态等的来自系统的请求时，选择该“HEV模式”。
“WSC模式”主要是在使第一离合器4为接合状态、将发动机1和电动发电机2作为驱动源来行驶的情况下、特别是在车辆起步时等车速比较低的区域选择的模式，通过对电动发电机2进行转速控制并且对第二离合器5的传递扭矩容量进行可变控制，来使第二离合器5为滑动接合状态。通过该“WSC模式”，即使皮带式无级变速机3的目标输入转速是低于发动机怠速转速的极低车速，也能够将发动机1用作驱动源。
图2示出了基于车速VSP和加速踏板开度APO的上述的“EV模式”、“HEV模式”以及“WSC模式”的基本的切换特性。如图示那样，从“HEV模式”向“EV模式”转变的“HEV→EV切换线”和相反地从“EV模式”向“HEV模式”转变的“EV→HEV切换线”之间被设定为具有适当的迟滞。另外，在规定的车速VSP1以下的区域成为“WSC模式”。
在该混合动力车辆中，如图3所示，通过作为利用水泵20的驱动使冷却水循环的冷却机构的冷却回路8来对电动发电机2和逆变器13进行冷却。该冷却回路8使冷却水朝向图3中的箭头的方向流动，具有通过散热来对冷却水进行冷却的散热器41和储液箱42。另外，在逆变器14的冷却水出口侧配置有检测冷却水的温度的水温传感器30。也能够使用能够估计冷却水的温度的水温估计装置来替代水温传感器30。此外，图3中的43是向散热器41放送冷却风的电动风扇。
在混合动力车辆中，当驾驶员通过按下按钮等按键操作来对车辆接通电源并请求启动系统时，选择与当时的车辆状态相应的启动模式，实施规定的启动顺序，使得在所选择的启动模式下车辆成为可行驶状态(ReadyON)。
例如，在请求启动系统时电动发电机2的可输出扭矩小的情况下，选择第一启动模式，使得能够利用起动马达16启动发动机1从而利用发动机1的输出扭矩进行行驶。在第一启动模式下，进行利用起动马达16启动发动机1的起动控制，之后使强电继电器14连接来使高电压电池12与电动发电机2电连接，作为启动前准备而启动电动发电机2，来产生第一离合器4的工作液压，从而将第一离合器4接合，由此使混合动力车辆成为可行驶状态(READY-ON)。
另外，在请求启动系统时在使混合动力车辆起步并行驶的基础上充分确保电动发电机2的可输出扭矩这样的情况下，选择第二启动模式，使得不启动发动机1就能够利用电动发电机2的输出扭矩进行行驶。在第二启动模式下，使强电继电器14连接来使高电压电池12与电动发电机2电连接，作为启动前准备而启动电动发电机2，由此来产生第二离合器5的工作液压，从而使混合动力车辆成为可行驶状态(READY-ON)。
在此，皮带式无级变速机3和电动发电机2实际上被收容在同一壳体7内，二者成为相互靠近的状态。因此，在冷却回路8中流动的冷却水受到来自皮带式无级变速机3的热影响。
例如，在皮带式无级变速机3的温度高(皮带式无级变速机3的工作油的油温高)的状态下通过驾驶员的按键操作来断开车辆的电源的情况下，冷却回路8内的冷却水停止循环，因此由于来自皮带式无级变速机3的热传导而使电动发电机2附近的冷却水的温度上升。
因此，在冷却回路8内，如果逆变器13位于电动发电机2的下游侧，则有可能在水泵20启动时温度高的冷却水暂时流入逆变器13。
即，在通过驾驶员的按键操作来接通车辆的电源时逆变器13出口侧的冷却水温度高的情况下，有可能紧接在启动水泵20之后从电动发电机2侧向逆变器13暂时流入预计不能冷却该逆变器13的温度的冷却水。因此，当在该定时逆变器13进行动作而在逆变器13内使IGBT(绝缘栅双极型晶体管)等电子部件发热时，有可能无法用冷却水冷却逆变器13而逆变器13的温度变为允许温度以上(结温以上)。
因此，在通过驾驶员的按键操作来接通车辆的电源时由水温传感器30检测的冷却水温度为规定温度以上的启动时高水温状态下，在使强电继电器14连接来从高电压电池12向逆变器13和DC/DC转换器17供给电力之前，启动水泵20。也就是说，在通过驾驶员的按键操作来接通车辆的电源之后的点火开关接通(“IGN-ON”)的定时启动水泵20，由此在电动发电机2启动且逆变器13开始发热之前，冷却回路8内的冷却水开始循环。此时的水泵20在规定时间T的期间内以固定占空比驱动。设定所述规定时间T使得例如在水泵20启动之前冷却回路8的散热器41内存在的冷却水至少到达逆变器13。成为“IGN-ON”的定时例如是在请求启动系统之后选择(决定)启动模式的定时。
由此，能够在向逆变器13供给电力之前降低冷却水的温度，能够在向逆变器13供给电力而逆变器13发热时用温度低的冷却水冷却逆变器13。也就是说，能够以避免逆变器13的温度为允许温度以上(结温以上)的方式来冷却逆变器13。
此外，在以上述启动时高水温状态驱动了水泵20的情况下，在经过规定时间T之后，不以固定占空比控制水泵20，而是通过与冷却水温度相应地以占空比进行控制的通常控制来控制水泵20。但是，在即使经过规定时间T、车辆也没有成为可行驶状态(READY-ON)的情况下，使水泵20停止直到车辆成为可行驶状态(READY-ON)为止，一旦车辆成为可行驶状态(READY-ON)就通过所述通常控制驱动水泵。另外，在经过规定时间T之前存在由驾驶员的按键操作产生的电源切断请求的情况下，也使水泵20停止。在使强电继电器14切断的状态下，在经过规定时间T之前低电压电池18的电压变为规定电压以下的情况下，也使水泵20停止。
图4和图5是表示通过驾驶员的按键操作来对车辆接通了电源时的一例的时序图。此外，图4、图5中的启动状态示出了上述的规定的启动顺序的阶段，STEP1是点火开关成为接通(IGN-ON)的状态，STEP2是使强电继电器14连接的状态，STEP3是驱动了电动发电机2的状态。STEP4例如表示第二离合器5已接合的状态。另外，图4、图5中的时刻t1是成为“IGN-ON”的定时，时刻t2是使强电继电器14连接的定时，时刻t3是电动发电机2启动的定时。时刻t4例如是使第二离合器5接合的定时。
在车辆的电源接通时冷却回路8内的逆变器13出口侧的水温(INV水温)为规定温度以上的情况下，有可能紧接在启动水泵20之后向逆变器13流入预计不能冷却逆变器13的温度的冷却水。因此，在这种情况下，如图4所示那样通过驾驶员的按键操作来接通车辆的电源，当在时刻t1成为“IGN-ON”时，在该时刻t1的定时使用低电压电池18的电力来启动水泵20。
认为在车辆的电源接通时冷却回路8内的逆变器13出口侧的水温(INV水温)小于规定温度的情况下，不会紧接在水泵20启动之后向逆变器13流入预计不能冷却逆变器13的温度的冷却水。因此，在这种情况下，如图5所示，不在“IGN-ON”的定时(时刻t1)启动水泵20，而在使强电继电器14连接(时刻t2)、电动发电机2启动的时刻t3启动水泵20。
但是，即使处于上述启动时高水温状态，也在低电压电池18的电压为规定电压以下的情况下，优先进行低电压电池18的保护，不启动水泵20直到使强电继电器14连接为止。即使处于上述启动时高水温状态，也在进行准备使得能够利用发动机1的输出扭矩来行驶的情况下，使用低电压电池18的电力来驱动起动马达16，因此在该情况下也设为不启动水泵20直到使强电继电器14连接为止。
在水温传感器30发生故障时，从通过驾驶员的按键操作来接通车辆的电源起直到从高电压电池12向DC/DC转换器17供给电力为止，不驱动水泵20，而在从高电压电池12向DC/DC转换器17供给电力之后以可排出的最大流量控制水泵20。
图6是表示车辆的电源接通时的水泵20的控制的流程的流程图。
判定是否通过驾驶员的按键操作进行车辆的电源接通而成为了“IGN-ON”(S1)。然后，判定即使在上述启动时高水温状态下也不启动水泵20的条件是否成立(S2～S5)。即，在S2中判定是否驱动起动马达16，在驱动起动马达16的情况下结束本次例程。在S3中判定水温传感器30是否发生了故障，在水温传感器30发生了故障的情况下结束本次例程。在S4中判定低电压电池18的电压是否为规定电压以下，在为规定电压以下的情况下结束本次例程。在S5中判定水温传感器30的检测值是否为规定温度以上，如果为规定温度以上则进入S6，如果小于规定温度则结束本次例程。
在S6中启动水泵20。在S7中判定是否在水泵20启动之后存在由驾驶员的按键操作产生的电源切断请求，在存在电源切断请求的情况下进入S10，在不存在电源切断请求的情况下进入S8。
在S8中判定是否从水泵20启动起经过了规定时间T，在经过了规定时间T的情况下进入S10，在没有经过规定时间T的情况下进入S9。在S9中判定低电压电池18的电压是否为规定电压以下，在为规定电压以下的情况下进入S10，否则进入S7。在S10中使水泵20停止。
另外，在通过驾驶员的按键操作来请求切断车辆的电源时，如果在皮带式无级变速机3的温度高的情况下在请求切断电源之后仍在固定时间的期间内驱动水泵20，则冷却回路8内的冷却水被相应地冷却。因此，也可以是，在通过驾驶员的按键操作来请求切断车辆的电源时，在皮带式无级变速机3的工作油的油温高的情况下，也设为即使存在由驾驶员的按键操作产生的电源切断请求也在固定时间的期间内维持水泵20的驱动。
具体地说，在通过驾驶员的按键操作来请求切断车辆的电源时由油温传感器35检测的工作油的温度为规定温度以上的停止时高油温状态下，实施泵停止延迟控制，该泵停止延迟控制是指在请求切断电源之后在规定时间T2(例如30秒左右)的期间内以规定的固定占空比继续进行水泵20的驱动。当在通过驾驶员的按键操作来请求切断车辆的电源之后点火开关断开(IGN-OFF)时，虽然车辆的电源被切断，但是实施泵停止延迟控制，在这种情况下，向水泵20和对水泵20进行控制的综合控制器26供给电力。当泵停止延迟控制结束时，综合控制器26使水泵20停止，并且实施切断向自身供给的电力的自行切断。也就是说，在实施泵停止延迟控制的过程中，综合控制器26的自行切断被延迟。
此外，在实施上述泵停止延迟控制的过程中，在低电压电池18的电压变为规定电压以下的情况下，停止水泵20的驱动。在实施上述泵停止延迟控制的过程中，在通过驾驶员的按键操作而接通了车辆的电源的情况下，继续进行上述泵停止延迟控制，在经过规定时间T2后切换为上述通常控制来驱动水泵20。另外，当开始上述泵停止延迟控制时，即使由油温传感器35检测的工作油的温度小于规定温度，也继续进行泵停止延迟控制，直到经过规定时间T2为止。
这样，如果皮带式无级变速机3的工作油的温度高，则在通过驾驶员的按键操作来请求切断车辆的电源之后仍继续进行规定时间T2的水泵20的驱动，由此易于在下次接通车辆的电源时对逆变器13供给温度低的冷却水。
此外，在通过驾驶员的按键操作来请求切断车辆的电源时油温传感器发生了故障的情况下，不实施泵停止延迟控制。另外，即使成为上述停止时高油温状态，在经由CAN通信线27进行的通信存在异常的情况下，也不实施泵停止延迟控制。在实施泵停止延迟控制的过程中，在通过驾驶员的按键操作而接通了车辆的电源的情况下，在实施规定时间T2的泵停止延迟控制之后通过上述通常控制来控制水泵20。
图7～图10是表示通过驾驶员的按键操作而存在车辆的电源切断请求时的一例的时序图。
图7是表示实施了规定时间T2的上述泵停止延迟控制的情况的时序图。
在时刻t11变为“IGN-OFF”，此时由油温传感器35检测的油温为规定温度以上，因此有泵停止延迟控制的实施请求(WP驱动请求)。
然后，从时刻t11起在规定时间T2的期间内实施泵停止延迟控制。在时刻t12结束泵停止延迟控制时，对水泵20进行控制的综合控制器26自行切断。也就是说，在实施泵停止延迟控制的过程中，综合控制器26的自行切断被延迟。
此外，在时刻t11与时刻t12之间，使混合动力车辆的强电继电器14切断并从可行驶状态(READY-ON)立即变为无法行驶的状态(READY-OFF)。
图8是表示在上述泵停止延迟控制中通过驾驶员的按键操作而接通了车辆的电源的情况的时序图。
在时刻t21变为“IGN-OFF”，此时由油温传感器35检测的油温为规定温度以上，因此有泵停止延迟控制的实施请求(WP驱动请求)。
然后，在实施泵停止延迟控制的过程中通过驾驶员的按键操作来接通车辆的电源，在时刻t22变为了“IGN-ON”。
水泵20在时刻t22以后也被驱动，但是在经过规定时间T2之后没有泵停止延迟控制的实施请求(WP驱动请求)，因此在时刻t23以后切换为上述通常控制。在该情况下，也在实施泵停止延迟控制的过程中延迟了综合控制器26的自行切断。
此外，混合动力车辆在时刻t21与时刻t22之间，使强电继电器14切断而从可行驶状态(READY-ON)立即变为无法行驶的状态(READY-OFF)，但是在时刻t22与时刻t23之间使强电继电器14再次连接，在时刻t23之前变为可行驶状态(READY-ON)。
图9是表示在上述泵停止延迟控制中通过驾驶员的按键操作来接通车辆的电源、之后通过驾驶员再次进行按键操作而存在车辆的电源切断请求的情况的时序图。
在时刻t31变为“IGN-OFF”，此时由油温传感器35检测的油温为规定温度以上，因此有泵停止延迟控制的实施请求(WP驱动请求)。
然后，在实施泵停止延迟控制的过程中，通过驾驶员的按键操作来接通车辆的电源，在时刻t32变为“IGN-ON”，之后根据由驾驶员的按键操作产生的车辆的电源切断请求而在时刻t33变为“IGN-OFF”。
在时刻t33，泵停止延迟控制的持续时间没有达到规定时间T2，因此进行泵停止延迟控制直到从时刻t31起的泵停止延迟控制的持续时间达到规定时间T2的时刻t34为止。
然后，当在时刻t34结束泵停止延迟控制时，对水泵20进行控制的综合控制器26自行切断。也就是说，在实施泵停止延迟控制的过程中综合控制器26的自行切断被延迟。
此外，混合动力车辆在时刻t31与时刻t32之间使强电继电器14切断而从可行驶状态(READY-ON)立即变为无法行驶的状态(READY-OFF)。
图10是表示在上述泵停止延迟控制中通过驾驶员的按键操作来接通车辆的电源、之后通过驾驶员再次进行按键操作而存在车辆的电源切断请求、之后通过驾驶员再次进行按键操作来接通了车辆的电源的情况的时序图。
在时刻41变为“IGN-OFF”，此时由油温传感器35检测的油温为规定温度以上，因此有泵停止延迟控制的实施请求(WP驱动请求)。
然后，在实施泵停止延迟控制的过程中通过驾驶员的按键操作来接通车辆的电源，在时刻t42变为“IGN-ON”，之后根据由驾驶员的按键操作产生的车辆的电源切断请求而在时刻t43变为“IGN-OFF”。
在时刻t43，泵停止延迟控制的持续时间没有达到规定时间T2，因此进行泵停止延迟控制直到从时刻t41起的泵停止延迟控制的持续时间达到规定时间T2的时刻t44为止。
然后，在时刻t44结束泵停止延迟控制，对水泵20进行控制的综合控制器26自行切断。也就是说，在实施泵停止延迟控制的过程中综合控制器26的自行切断被延迟。
之后，通过驾驶员的按键操作来接通车辆的电源，在时刻t45变为“IGN-ON”。水泵20从时刻t46起驱动，但是当根据由驾驶员的按键操作产生的车辆的电源切断请求而在时刻t47变为“IGN-OFF”时，使水泵20停止。这是由于在时刻t47从车辆在时刻t46成为可行驶状态(READY-ON)起没有经过规定时间，并且为了保护低电压电池18。
图11是表示车辆的电源切断时的水泵20的控制的流程的流程图。
在S21中判定是否因由驾驶员的按键操作产生的车辆的电源切断请求而变为了“IGN-OFF”，在变为了IGN-OFF的情况下进入S22，否则结束本次例程。在S22中判定油温传感器35是否发生了故障，在油温传感器35发生了故障的情况下结束本次例程，否则进入S23。在S23中判定经由CAN通信线27进行的通信是否存在通信异常，在存在通信异常的情况下结束本次例程，否则进入S24。在S24中判定低电压电池18的电压是否为规定电压以下，在为规定电压以下的情况下结束本次例程，否则进入S25。在S25中判定油温传感器35的检测值是否为规定温度以上，如果为规定温度以上则进入S26，否则结束本次例程。
在S26中启动水泵20。在S27中判定是否从水泵20启动起经过了规定时间T2，在经过了规定时间T2的情况下进入S10，在没有经过规定时间T2的情况下进入S28。在S28中判定低电压电池18的电压是否为规定电压以下，在为规定电压以下的情况下进入S29，否则进入S26。在S29中使水泵20停止。

Claims (11)

1.一种混合动力车辆，具有：
作为驱动源的内燃机和马达；
变速机，其将所述内燃机或所述马达的转速改变后传递到驱动轮；
高电压电池，其经由逆变器向所述马达供给电力；
冷却机构，其利用泵使冷却水循环来冷却所述逆变器；
水温检测单元装置，其检测或估计冷却水的温度；以及
低电压电池，其向所述泵供给电力，
其中，在通过驾驶员的按键操作来接通电源时冷却水温度为规定温度以上的启动时高水温状态下，在从所述高电压电池向所述逆变器供给电力之前启动所述泵。
2.根据权利要求1所述的混合动力车辆，其特征在于，
在所述启动时高水温状态下，在从高电压电池向所述逆变器供给电力之前将所述泵驱动规定时间。
3.根据权利要求2所述的混合动力车辆，其特征在于，
设定所述规定时间使得在启动所述泵之前所述冷却机构的散热器内存在的冷却水至少到达所述逆变器。
4.根据权利要求1～3中的任一项所述的混合动力车辆，其特征在于，
所述马达与所述变速机被配置在同一壳体内，
在所述冷却机构中，所述马达位于对冷却水进行冷却的散热器的下游侧，所述逆变器位于所述马达的下游侧。
5.根据权利要求1～4中的任一项所述的混合动力车辆，其特征在于，
具有转换器，该转换器向所述泵供给来自所述高电压电池的电力，
在所述水温检测单元装置发生故障时，不启动所述泵直到从所述高电压电池向所述转换器供给电力为止。
6.根据权利要求1～5中的任一项所述的混合动力车辆，其特征在于，
具有转换器，该转换器向所述泵供给来自所述高电压电池的电力，
在所述低电压电池的电压为规定值以下的情况下，即使处于所述启动时高水温状态，也不启动所述泵，直到从所述高电压电池向所述转换器供给电力为止。
7.根据权利要求1～6中的任一项所述的混合动力车辆，其特征在于，具有：
转换器，其向所述泵供给来自所述高电压电池的电力；以及
起动马达，其能够利用来自所述低电压电池的电力来启动所述内燃机，其中，在驱动该起动马达时，即使处于所述启动时高水温状态，也不启动所述泵，直到从所述高电压电池向所述转换器供给电力为止。
8.根据权利要求1～7中的任一项所述的混合动力车辆，其特征在于，
还具有油温传感器，该油温传感器检测所述变速机的工作油的温度，
在由驾驶员的按键操作产生电源切断请求时所述工作油的温度高于规定值的停止时高油温状态下，实施泵停止延迟控制，该泵停止延迟控制是即使存在由驾驶员的按键操作产生的电源切断请求也在第二规定时间的期间内维持驱动所述泵的控制。
9.根据权利要求8所述的混合动力车辆，其特征在于，
在所述油温传感器发生故障时存在由驾驶员的按键操作产生的电源切断请求时，不实施所述泵停止延迟控制而使所述泵停止。
10.根据权利要求8或9所述的混合动力车辆，其特征在于，
在所述低电压电池的电压为规定值以下的情况下，即使处于所述停止时高油温状态，也不实施所述泵停止延迟控制而使所述泵停止。
11.根据权利要求8～10中的任一项所述的混合动力车辆，其特征在于，
在所述泵停止延迟控制中通过驾驶员的按键操作而接通了电源的情况下，继续进行泵停止延迟控制。
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