JP2002137624A - Temperature control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a temperature control device for a vehicle for improving energy efficiency of the whole of the vehicle by efficiently heating a cabin of the vehicle and performing temperature controls for a transmission and an internal combustion engine. SOLUTION: A first heat storage tank 44A is provided in a coolant flow passage 34 in which coolant circulating on the inside and outside of the internal combustion engine 12 flows. A second heat storage tank 44B is provided in an ATF flow passage 38 in which ATF circulating on the inside and outside of the automatic transmission 18 flows. The coolant flow passage 34 and the ATF flow passage 38 are connected by a heat exchanger 40 so that coolant and ATF may be heat-exchangeable. The coolant flow passage 34 and the ATF flow passage 38 are also connected to a heater core 58 to be a heating source for cabin heating. When at least one of the internal combustion engine 12, the automatic transmission 18 and warming-up of the heater core 58 is required, a control part 56 switches the first and second heat storage tanks 44A and 44B, the coolant flow passages 34 and the ATF flow passage 38 and supplies heat that the first and second heat storage tanks 44A and 44B have to a heating requiring part.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a temperature control device for a vehicle, particularly to a warm-up of a drive device and a vehicle by effectively utilizing heat obtainable in a vehicle equipped with a motor and a transmission as a vehicle drive device. The present invention relates to a vehicle temperature control device capable of efficiently performing temperature control of a vehicle including indoor heating.

[0002]

2. Description of the Related Art Managing the temperature of a vehicle is one of the important management items in terms of obtaining a comfortable ride and improving the driving efficiency of the vehicle.

[0003] For example, in order to obtain a comfortable ride, heating of the vehicle interior is important. This room heating uses a temperature management fluid (cooling fluid) circulating inside and outside the prime mover to control the temperature of the prime mover (for example, an internal combustion engine). Specifically, a coolant circulating inside and outside the prime mover is heated by heat generated by the prime mover, and the heated coolant is supplied to a heater core serving as a heat source for indoor heating. The interior of the room is heated by increasing the temperature of the heater core to make the air supplied into the room a warm air.

On the other hand, to improve the driving efficiency of a vehicle,
This leads directly to improved fuel efficiency. For example, many vehicle drive devices mounted on a vehicle include a transmission that converts the rotation speed of a prime mover to an appropriate rotation speed and sets the rotation speed to a speed suitable for driving the vehicle. The transmission includes a power transmission mechanism such as a gear, and a fluid for performing lubrication enters the transmission. This lubricating fluid, at low temperatures,
The high viscosity results in resistance of the moving parts in the transmission, which increases the friction loss of the vehicle drive. Therefore, the efficiency of the drive device can be improved by warming up the transmission early.

As one of the transmissions, there is known an automatic transmission in which a torque converter and a gear transmission are combined. In this automatic transmission, a working fluid for transmitting power in a torque converter, a working fluid for controlling the operation of a clutch or a brake for selecting a shift speed in a gear transmission, and the like are used. These fluids are shared with the lubricating fluid. In addition, when the fluid is at a low temperature, it is not possible to obtain predetermined characteristics such as the responsiveness of the operation of the clutch, the brake, and the like, and the characteristics of the friction material used for these components.

[0006] As described above, it is desirable in terms of efficiency to warm up the transmission early. In particular, in automatic transmissions,
Working fluid for torque converter, working fluid for clutch, etc.
A lubricating fluid is commonly used, and it has been desired to quickly warm this large amount of fluid to a normal temperature. For this,
For example, Japanese Patent Application Laid-Open No. Hei 8-246873 discloses a device in which the warmed coolant is stored when a prime mover is operated last time, and the working fluid of the automatic transmission is warmed by the coolant at the time of starting. I have.

[0007]

As described above, to heat the interior of a vehicle or to warm up an automatic transmission, a coolant heated by driving a prime mover is used. After shutting down, the temperature of the coolant drops, and its use is not expected much. Especially in indoor heating, when the prime mover is started, the amount of heat of the coolant is insufficient and the heater core cannot be sufficiently heated.
There is a problem in that the supply of warm air to the room is suppressed or the air having a not so high temperature is supplied, so that the indoor heating is delayed or the comfort is impaired. Similarly, when the prime mover is stopped and the operation only for heating is to be continued, the cooling liquid gradually cools down, so that it may not be possible to maintain the predetermined heating capacity as described above.

As described above, performing early warm-up of the transmission contributes to improvement of the efficiency of the vehicle drive system. However, after the engine has been stopped for a long time, the temperature of the coolant is also reduced. Heating of the working fluid used cannot be expected. Similarly, in order to improve the efficiency of the vehicle drive system, it is necessary to perform efficient and appropriate early warm-up control of the prime mover, but there is a possibility that it is not possible to expect warm-up promotion by the amount of heat of the coolant. There is.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-described problems, and effectively utilizes the amount of heat that can be obtained in a vehicle equipped with a motor and a transmission as a vehicle driving device to heat the interior of the vehicle. It is another object of the present invention to provide a vehicle temperature control device capable of efficiently controlling the temperature of a transmission or a prime mover and improving the energy efficiency of the entire vehicle.

[0010]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, the present invention relates to a temperature control device for controlling the temperature of a vehicle, which circulates inside and outside the prime mover of the vehicle to manage the temperature of the prime mover. A motor-side circulation passage through which the temperature control fluid flows,
First heat storage means disposed in the prime mover-side circulation flow path for accumulating heat of the temperature control fluid and releasing heat accumulated in the prime mover-side circulation flow path; A transmission-side circulating flow path through which a transmission fluid that circulates and controls the temperature of the transmission flows, and is disposed in the transmission-side circulation flow path, and stores heat of the transmission fluid. A second heat storage unit that releases heat accumulated in the transmission-side circulation flow path; and a heat storage unit that heats the other heat storage unit based on a heat storage state of one of the first heat storage unit and the second heat storage unit. It is characterized by including a temperature control means for changing a discharge state and performing heat supply control on a warm-up request portion of the vehicle.

Here, the first heat storage means and the second heat storage means
The heat of the engine and the fluid for the transmission may be retained in the inside thereof to store heat, or the fluid may be released and only the heat may be absorbed and stored.

According to this configuration, for example, even if there is no heat in either the first heat storage means or the second heat storage means, heat is supplied to the warm-up request portion by using the heat stored in the other. It is possible to perform quick warm-up and efficient heat utilization.

According to the present invention, in order to solve the above-mentioned problems, in the above-mentioned structure, the temperature control means may change the heat release state of the first heat storage means or the second heat storage means by changing the first heat storage means and the second heat storage means. The method is performed based on the temperature of the heat storage means.

In order to solve the above-mentioned problem, according to the present invention, in the above-mentioned configuration, the temperature control means may change the heat release state of the first heat storage means or the second heat storage means with the first heat storage means and the second heat storage means. It is characterized in that it is performed based on the calorific value of the means.

According to this configuration, it is possible to accurately judge the possibility of heat radiation, and heat can be radiated from the first heat storage means and the second heat storage means that are suitable for heat radiation. As a result, appropriate and quick warm-up and efficient heat utilization can be performed. If heat can be dissipated from both, and rapid or sufficient warm-up is required, heat may be dissipated from both heat storage means.

In order to solve the above-mentioned problems, the present invention relates to a temperature control device for controlling a temperature of a vehicle, wherein the temperature control fluid circulates inside and outside the motor of the vehicle to control the temperature of the motor. A first heat storage means disposed in the prime mover-side circulation flow path, for storing heat of the temperature management fluid, and for releasing heat accumulated in the prime mover-side circulation flow path; A transmission-side circulation flow path through which a transmission fluid that circulates inside and outside the transmission of the vehicle and manages the temperature of the transmission flows, and is disposed in the transmission-side circulation flow path,
Second heat storage means for storing heat of the transmission fluid and releasing heat accumulated in the transmission-side circulation flow path; a temperature management fluid flowing in the prime mover-side circulation flow path; A heat exchanger for exchanging heat with the transmission fluid flowing in the circulation flow path; and a heat exchange via the heat exchanger to control the heat of the first heat storage tank and the second heat storage tank. And a temperature control unit for mutually using the fluid and the transmission fluid to perform heat supply control on a warm-up required portion of the vehicle.

According to this configuration, the first heat storage tank and the second heat storage tank
It is easy to share the heat of the heat storage tank, and it is possible to quickly warm up and use heat efficiently.

In order to solve the above-mentioned problems, the present invention is characterized in that, in the above structure, the motor-side circulation flow path includes a radiator for cooling the temperature management fluid when the temperature of the temperature management fluid is high, and a radiator for cooling the temperature management fluid. A radiator detour that bypasses the radiator when cooling is unnecessary.

According to this configuration, when warm-up is required or when heat storage is required in preparation for the warm-up, it is possible to avoid the cooling of the temperature control fluid and efficiently store heat in the first heat storage means. , Heat can be effectively used.

In order to solve the above-mentioned problems, the present invention provides the heat exchanger, wherein the transmission-side circulation flow path bypasses the heat exchanger when heat exchange with the temperature control fluid is unnecessary. It is characterized by including a detour.

According to this configuration, when warm-up is required or when heat storage is required in preparation for the warm-up, cooling of the transmission fluid can be avoided and heat can be efficiently stored in the second heat storage means. Yes, it is possible to make effective use of heat.

In order to solve the above-mentioned problem, the present invention is characterized in that, in the above configuration, the motor-side circulation flow path is connected to a heater core serving as a heat source for indoor heating of a vehicle.

According to another aspect of the present invention, the transmission-side circulation passage is connected to a heater core serving as a heat source for indoor heating of the vehicle.

According to this configuration, the warm-up of the heater core is
Since the heating can be performed using the heat of the transmission fluid and the transmission fluid, the heater core can be warmed up most efficiently according to the temperature state of each fluid.

In order to solve the above-mentioned problem, the present invention is characterized in that, in the above configuration, the temperature control means changes the flow paths of the temperature management fluid and the transmission fluid in accordance with the vehicle speed of the vehicle. I do.

According to this configuration, heat utilization of the temperature management fluid and the transmission fluid can be performed at appropriate timing. For example, when the vehicle has not started traveling, that is, when the transmission is not driving, even if there is a warm-up request, sufficient warm-up will be performed when the drive of the transmission is used later. As a result, the heat of the transmission fluid can be secured.

In order to solve the above-mentioned problems, the present invention is characterized in that, in the above-described configuration, the part requiring a warm-up is at least one of a motor, a transmission, or a heater core.

According to this configuration, the energy efficiency of the vehicle can be improved.

[0029]

Embodiments of the present invention (hereinafter referred to as embodiments) will be described below with reference to the drawings.

FIG. 1 shows a schematic configuration of a vehicle drive device 10 having a vehicle temperature control device according to the present embodiment. The vehicle drive device 10 includes a liquid-cooled internal combustion engine 12 and a rotating electric machine 14 as prime movers. Internal combustion engine 1
The power shaft of the rotary electric machine 2 can be connected and disconnected by a clutch 16. The rotating electric machine 14 is supplied with electric power from a battery (not shown) when the output required by the driver is low, that is, when the operation amount of the accelerator is small, or when the internal combustion engine 12 is running at low speed when the efficiency is low. Function and drive the vehicle. In addition, the rotating electric machine 14
When braking the vehicle or when the charged amount of the battery decreases, the vehicle is driven by the inertia of the vehicle or the internal combustion engine 12, functions as a generator, and charges the battery. Clutch 16
Is cut off, for example, when the vehicle is driven only by the rotary electric machine 14, and the occurrence of pump loss, friction loss, and the like of the internal combustion engine 12 is suppressed.

The output of the internal combustion engine 12 or the rotating electric machine 14 is sent to an automatic transmission 18. The automatic transmission 18 includes a fluid transmission mechanism, a transmission mechanism, and a control mechanism. In the present embodiment, the fluid transmission mechanism is the torque converter 20,
Preferably, it has a direct connection function. The transmission mechanism is a gear transmission unit 22 including a plurality of planetary gear mechanisms, and the gear transmission unit 22 also includes a clutch and a brake that restrict movement of each element of each planetary gear mechanism. These clutches and brakes are controlled by selectively supplying working fluid from a fluid pressure control unit 24 as a control mechanism. The output of the gear transmission unit 22 is transmitted by the propulsion shaft 26 toward the drive wheels. The aforementioned torque converter 2
The direct coupling function of 0 is achieved by providing a direct coupling clutch that mechanically couples the input and output of the torque converter 20 without using a fluid.

An auxiliary rotating electric machine 30 is further connected to a power shaft of the internal combustion engine 12 via a transmission mechanism 28. The transmission mechanism 28 can be an endless flexible member such as a belt or a chain, or a gear train. Auxiliary machine 30
Functions as a generator when the internal combustion engine 12 is operating, charges an auxiliary battery (not shown) that supplies power to the internal combustion engine auxiliary equipment and electric components of the vehicle, and directly supplies electric power to the electric components and the like. Supply. When the internal combustion engine 12 is started, the auxiliary machine rotating electric machine 30 receives electric power from the auxiliary machine battery and functions as an electric motor.

A temperature control fluid (coolant) for circulating inside and outside the internal combustion engine 12 to control the temperature of the internal combustion engine 12 includes a radiator 32 and the internal combustion engine 12 and a coolant flow path (the prime mover-side circulation flow path) connecting them. ) 34 and flows through the cooling circuit. The heat generated in the internal combustion engine 12 is carried to the radiator 32 by the cooling liquid, and is radiated therefrom to the atmosphere.

On the other hand, in the automatic transmission 18, the lubricating fluid of the entire automatic transmission 18 and the torque converter 2
Fluid and gear transmission unit 2 that mediate power transmission
A common fluid is used as a working fluid for operating the clutches and brakes in 2. Hereinafter, this fluid is referred to as ATF
(Automatic Transmission Fluid). ATF is
By the hydraulic pump 36 built in the gear transmission unit 22,
The fluid is supplied to each section of the automatic transmission 18 via the fluid pressure control section 24.

In the vehicle drive device 10 according to the present embodiment, a part of the ATF is downstream of the internal combustion engine 12 and the radiator 32 on the coolant flow path 34 connecting the internal combustion engine 12 and the radiator 32 by the ATF flow path 38. And is sent to a heat exchanger (hereinafter referred to as an internal heat exchanger) 40 that does not actively exchange heat with the outside (especially outside air).

Here, the ATF excessively heated by the automatic transmission 18 exchanges heat with the coolant, and after being cooled, returns to the oil pan of the automatic transmission 18 again.
This circuit is hereinafter referred to as a main circuit. The coolant is approximately 90
℃, and if the ATF is heated first, the ATF is cooled in the internal heat exchanger 40.
When the internal combustion engine 12 is warmed up first and the temperature of the ATF needs to be raised, the cooling liquid causes the AT in the internal heat exchanger 40.
The heating and heating of F are performed.

The hydraulic pump 36 is connected to the torque converter 20
, The internal combustion engine 12 or the rotating electric machine 14
It is driven by. Therefore, the vehicle drive device 1
0 is stopped, or when the vehicle is running only with the rotating electric machine 14 and the vehicle is at a very low speed or stopped,
In some cases, the discharge amount of the hydraulic pump 36 cannot be sufficiently secured. For such a case, the vehicle drive device 10 includes an electric auxiliary pump 42. The operation of the auxiliary pump 42 is controlled by a control unit described later according to the running (driving) state of the vehicle. Switching between the supply sources of the hydraulic pump 36 and the auxiliary pump 42 is achieved by a well-known fluid channel switching mechanism or the like. In this case, the hydraulic pump 36
Control using only the auxiliary pump 42, control using only the auxiliary pump 42, control using both, and the like can be switched as required. The ATF that has passed through the fluid flow switching mechanism is sent to the fluid pressure control unit 24 described above.

In the vehicle drive device 10, the heat exchanger 40 on the downstream side of the internal combustion engine 12 in the middle of the coolant passage 34.
A first heat storage tank 44A as first heat exchange means is provided at a position on the upstream side of the first heat storage tank. This first heat storage tank 4
4A stores the heat of the coolant that has become hot due to the driving of the internal combustion engine 12, and when it is preferable to quickly warm up the internal combustion engine 12, such as at the next start of the vehicle drive device 10, or in the vehicle interior. Supply stored heat when heating requires heat. Similarly, in the middle of the ATF flow path 38, the second heat storage tank 44 is provided as a second heat storage means on the upstream side of the internal heat exchanger 40.
B is provided. In the second heat storage tank 44B,
When the vehicle drive device 10 is operating, the heat of the high-temperature ATF is stored, and the next time the vehicle drive device 1 is driven.
The stored heat is supplied when it is preferable to quickly warm up the automatic transmission 18 such as when starting the engine 0 or when heat is required to heat the vehicle interior.

First heat storage tank 44A, second heat storage tank 4
4B has substantially the same shape. FIG. 2 shows the second heat storage tank 44B. The inside thereof has a plurality of pipes 44a through which the ATF can pass or stay, and the pipes 44a
Is filled with a heat storage material 46 such as a latent heat material or a heat capacity material capable of holding heat, and further covered with a heat insulating material 44b so that heat is not transmitted to the outside. As the latent heat material used as the heat storage material 46, for example, hydrocarbons, clathrate compounds, inorganic salt hydrates, and inorganic salt eutectic mixtures are suitable.
On the inlet side and the outlet side of the second heat storage tank 44B, on-off valves 44c and 44d are provided, respectively, and when the vehicle drive device 10 is stopped for a long period of time, specifically, when the ignition switch is turned off or the vehicle is stopped for a long period of time, , The on-off valve 44
The c and 44d are closed, and the second heat storage tank 44B is closed as if it were a thermos, and the heat stored inside is maintained. At this time, the ATF itself may be retained in the second heat storage tank 44B, or the heat may be transferred to the heat storage material 46 and the ATF itself may be discharged to the outside.
Then, when the heat is radiated from the second heat storage tank 44B, if the ATF stays, the warm ATF is directly transferred to the AT.
The ATF has been released to the F channel 38, and the ATF has already been released.
When heat is stored in the ATF, the ATF newly flowing into the second heat storage tank 44B is warmed by the heat storage material 46, and the ATF is
It is discharged to the channel 38. It should be noted that a heater can be provided in the second heat storage tank 44B, and if necessary, heat can be accumulated inside the second heat storage tank 44B by heating the second heat storage tank 44B with electric power from a battery.

In the configuration of the temperature control device of the vehicle drive device 10 shown in FIG. 1, the ATF flow path 38 extending from the automatic transmission 18 is a single line passing through the second heat storage tank 44B. Always release tank 44B (ATF
Can pass freely).
Therefore, when the low-temperature ATF passes through the second heat storage tank 44B, or when heat is stored in the second heat storage tank 44B, the heat storage efficiency may be reduced. Therefore, a bypass for the second heat storage tank 44B is provided for the main ATF flow path 38, and if necessary (for example,
The ATF may be selectively supplied to the second heat storage tank 44B via a bypass (when the temperature of the ATF is high), and then the on-off valves 44c and 44d of the second heat storage tank 44B may be closed to store heat. Further, a switching valve may be provided inside the second heat storage tank 44B to simply form a flow path through which the ATF passes and a flow path through which heat is stored or radiated. It is desirable that the first heat storage tank 44A and the coolant channel 34 have the same structure.

Further, in the vehicle drive device 10,
The ATF flow path 38 is provided with a heat exchanger bypass flow path 48 so that the ATF discharged from the second heat storage tank 44B can bypass the internal heat exchanger 40. The ATF circuit including the automatic transmission 18, the second heat storage tank 44B, and the heat exchanger bypass passage 48 is hereinafter referred to as a transmission-side bypass circuit. Switching between the main circuit of the ATF and the transmission-side bypass circuit is performed by switching valves 50 and 52.

On the other hand, in the circuit through which the coolant flows, the coolant, which is a temperature management fluid circulating inside and outside the internal combustion engine 12, in order to perform an early warm-up of the internal combustion engine 12 when the internal combustion engine 12 is started or the like. A radiator bypass passage 54 is formed to bypass the radiator 32 where the radiator 32 is cooled. That is, the radiator bypass flow passage 54
The coolant discharged from 2 is passed through the internal heat exchanger 40,
It is returned directly to the internal combustion engine 12. In addition, the internal heat exchanger 4
0 is a radiator 32 based on a switching valve (not shown) operated by a signal from a control unit 56 which also functions as a temperature control unit of each unit together with the control of the vehicle drive device 10.
The coolant passage 34 and the radiator bypass passage 54 through which the fluid flows can be appropriately selected.

A heater core 58 for heating the interior of the vehicle is disposed in the ATF flow path 38 downstream of the heat exchanger bypass flow path 48 in parallel with the ATF flow path 38. The heater core 58 is made of, for example, an aluminum tube, fin, capsule, or the like, and the opening and closing of the switching valves 60 and 62 allows the ATF to pass through the inside of the heater core 58. When the high-temperature ATF passes through the heater core 58, the heater core 58 is heated and can be a heat source for indoor heating. The heater core 58 has a coolant passage 34 a extending from the internal combustion engine 12 (the coolant passage 34 passing through the radiator 32 and the internal heat exchanger 40).
A flow path of a separate system is connected to a flow path through which the coolant circulates through the internal combustion engine 12 and the heater core 58). If necessary, the coolant heated by the internal combustion engine 12 also transfers heat to the heater core 58. It can be a source.

Coolant flow path 3 connected to heater core 58
Since 4a is drawn from the first heat storage tank 44A, for example, when the room temperature is low and heating is required, and when the internal combustion engine 12 and the automatic transmission 18 have not been warmed up, that is, when the ATF or cooling When the temperature of the liquid is low, by releasing the heat stored in the first heat storage tank 44A, the internal combustion engine 12 and the automatic transmission 18 are quickly warmed up,
Since the heating of the heater core 58 can be performed at the same time,
Early room heating can be performed. Similarly, the ATF flow path 38 connected to the heater core 58 is connected to the second heat storage tank 4.
4B, the heat stored in the second heat storage tank 44B is released, so that the internal combustion engine 12, the automatic transmission 1
8, the heater core 58 can be heated at the same time as the early warm-up, so that the early room heating can be performed. That is, the heater core 58 can be shifted to the heating enabled state at an early stage by the second heat storage tank 44B. Further, when rapid heating of the heater core 58 is required, or when a high temperature state needs to be maintained for a long time (heating for a long time), the heat is stored in both the first heat storage tank 44A and the second heat storage tank 44B. It is also possible to use heat.

Although not shown in the figure, a switching valve is formed in the coolant flow passage 34a between the front and the back with the heater core 58 interposed therebetween.
Can be controlled in the same manner.

The running state of the vehicle including the operating state of the vehicle drive device 10 is detected by the output signals of various sensors provided in each part of the vehicle and the calculation of the control unit 56. The traveling speed of the vehicle is calculated by the control unit 56 based on an output signal of a vehicle speed sensor 64 provided on the propulsion shaft 26, wheels, and the like. The temperature of the ATF representing the temperature inside the automatic transmission 18 is:
For example, it is calculated by the control unit 56 based on the output signal of the transmission temperature sensor 66 provided in the fluid pressure control unit 24.
The temperature in the first heat storage tank 44A is determined based on an output signal of a first tank temperature sensor 68A provided here.
The temperature in the second heat storage tank 44B is controlled by the controller 5 based on the output signal of the second tank temperature sensor 68B provided here.
6 is calculated. The temperature of the coolant, which is representative of the internal temperature of the internal combustion engine 12, is controlled by the controller 56 based on, for example, an output signal of a coolant temperature sensor 70 provided in the coolant channel 34.
Is calculated by The temperature inside the heater core 58 is:
It is calculated by the control unit 56 based on the output signal of the core temperature sensor 72.

Further, an output signal from a shift position sensor 74 for detecting a control position and a control mode of the automatic transmission 18 selected by a shift lever or the like is also input to the control unit 56. The control position of the automatic transmission 18 is
For example, there are a D position where an appropriate gear is automatically selected from each of the forward gears, a 2-position where an appropriate gear is selected from the limited gears, and an L position. Further, an N position where the power of the gear transmission unit 22 is not transmitted is set to a neutral state, an R position where the reverse is selected, and a P position where the output side of the gear transmission unit 22 is mechanically locked to prevent the vehicle from moving. There is. Further, the present device is provided with a manual shift mode in which a driver can select a shift speed. In this mode, the driver operates a shift-up switch or a shift-down switch provided on the steering wheel, for example, to shift the gear by one step to a higher side or a lower side to perform a shift operation.

An outside air temperature sensor 76 for measuring the temperature of the environment where the vehicle is placed, that is, the so-called outside air temperature, is provided at a predetermined portion of the vehicle. The control unit 56 calculates the outside air temperature based on the output signal of the outside air temperature sensor 76.

The temperature in the internal combustion engine 12 and the temperature in the automatic transmission 18 at the time when a predetermined time has elapsed after the operation of the vehicle drive device 10 is stopped is stored in the storage unit 78. This stored temperature is used for estimating the temperature at the next start. Further, a signal from an ignition switch 80 for controlling start and stop of the vehicle drive device 10 is input to the control unit 56. Further, a signal from an indoor temperature sensor 82 arranged at a predetermined position in the vehicle interior is input to the control unit 56, the indoor temperature is calculated, and the calculation of a control value required to obtain the required indoor temperature is also controlled. This is performed in the unit 56.

Then, based on the calculation result in the control unit 56, the switching valves provided in the internal heat exchanger 40 and the heater core 58 and the switching valves 50, 52, 6 provided in each flow path are provided.
0, 62, the auxiliary pump 42, the first heat storage tank 44A, the second heat storage tank 44B, and the like.
The vehicle temperature control described below is performed.

FIG. 3 shows a vehicle driving device 10 having a temperature control device based on the configuration of FIG. 1 and in which the internal combustion engine 12 and the automatic transmission 18 are quickly shifted to a normal state in order to drive the vehicle efficiently. An operation example in which each flow path is switched based on the temperature of the circulating ATF and the coolant is shown. The temperature of the coolant flowing inside and outside the internal combustion engine 12 is detected by the coolant temperature sensor 70, the first tank temperature sensor 68A in the first heat storage tank 44A, and the like, and the temperature of the ATF flowing inside and outside the automatic transmission 18 is detected. Is detected by the transmission temperature sensor 66, the second tank temperature sensor 68B in the second heat storage tank 44B, and the like, sent to the control unit 56, and the flow path selection is determined.

When the cooling liquid is at or above the predetermined temperature Temp1, it can be used for the temperature raising process, and the ATF can be used at the predetermined temperature Temp1.
In the case of p2 or more, if it can be used for temperature raising processing,
When the coolant temperature <Temp1 and the ATF temperature <Temp2, it is necessary to quickly raise the coolant and the ATF in order to quickly bring the vehicle into a steady driving state. , Cannot contribute to temperature rise. Further, it is necessary to prevent the temperature from lowering further. Thus, the control unit 56 bypasses cooling by heat exchange for both the coolant and the ATF. That is, the control unit 5
A radiator bypass flow path 5 controls a switching valve provided in the internal heat exchanger 40 with respect to a coolant circulation path system.
Select 4. Therefore, the coolant that has been heated by passing through the internal combustion engine 12 flows back to the radiator 32 and is returned to the internal combustion engine 12 without being cooled, and gradually warms up the internal combustion engine 12 and is further heated in the process. So
The warm-up efficiency of the internal combustion engine 12 can be improved. At this time, if heat is stored in the first heat storage tank 44A, this heat is released to allow the internal combustion engine 1
(2) The warm-up efficiency can be further improved. Also, AT
Regarding F, the control unit 56 controls the switching valves 50 and 52, selects the heat exchanger bypass flow path 48, prohibits the ATF from flowing to the internal heat exchanger 40, and sets the ATF in the internal heat exchanger 40. It exchanges heat with a low-temperature coolant to avoid cooling. Therefore, the ATF heated by the driving of the automatic transmission 18 passes through the heat exchanger bypass flow path 48 without being cooled by the internal heat exchanger 40, and
The automatic transmission 18 is further heated in the process, and the automatic transmission 18 is gradually warmed up, so that the warming-up efficiency can be improved. At this time, if heat is stored in the second heat storage tank 44B, by discharging this heat, the warm-up efficiency of the automatic transmission 18 can be further improved.

Also, the coolant temperature ≧ Temp1 and the ATF
When the temperature is less than Temp2, the cooling liquid needs to be cooled to maintain a steady temperature suitable for driving the internal combustion engine 12, and the control unit 56 controls the switching provided in the internal heat exchanger 40 By controlling the valve, the coolant discharged from the internal combustion engine 12 passes through the internal heat exchanger 40, and the radiator 3
Send to 2. At this time, the high-temperature cooling liquid exchanges heat with the low-temperature ATF in the heat exchanger 40, as described later, and is slowly cooled.
Further, it is cooled by the radiator 32 and returns to the internal combustion engine 12 to manage the temperature of the internal combustion engine 12, that is, perform cooling. On the other hand, the temperature of the ATF in the low temperature state can be increased by exchanging heat with the high temperature coolant in the internal heat exchanger 40. Therefore, the control unit 56 controls the switching valves 50 and 52 so that the ATF is cooled to the high temperature. A heat exchanger channel including the internal heat exchanger 40 capable of exchanging heat with the liquid is selected. As a result, the low-temperature ATF is heated by the high-temperature coolant and returned to the automatic transmission 18, so that it is possible to contribute to improving the warm-up efficiency of the automatic transmission 18. Further, when a quicker warm-up of the automatic transmission 18 is desired, and when heat is stored in the second heat storage tank 44B, as described above, this heat is released to release the automatic transmission 18. Can further improve the warm-up efficiency.

On the other hand, the automatic transmission 18 is warmed up by the internal combustion engine 1.
2 is completed before the warm-up, that is, the coolant temperature <
When Temp1 and ATF temperature ≧ Temp2, it is necessary to raise only the temperature of the cooling liquid.
Controls the switching valve provided in the internal heat exchanger 40 to select the radiator bypass flow path 54 and circulates the cooling liquid inside and outside the internal combustion engine 12 without cooling the cooling liquid. Promote 12 warm-up. Further, when the ATF temperature ≧ Temp2, the automatic transmission 18 needs to adjust the temperature by cooling in order to maintain the optimal driving state. Therefore, the control unit 56 controls the switching valves 50 and 52 to control the ATF
In order to cool the ATF by causing heat exchange with a cooling liquid having a relatively lower temperature than the ATF, a heat exchanger flow path including the internal heat exchanger 40 is selected. as a result,
The high-temperature ATF is cooled (slowly cooled) by the cooling liquid, returned to the automatic transmission 18, and can cool the automatic transmission 18. At this time, the coolant passing through the internal heat exchanger 40 is heated by performing heat exchange with the high-temperature ATF,
Since the coolant is returned to the internal combustion engine 12, the temperature of the coolant using the ATF can be increased, so that the warm-up efficiency of the internal combustion engine 12 can be improved.

Next, when the warm-up of the internal combustion engine 12 and the automatic transmission 18 is completed, that is, the coolant temperature ≧ Temp1
When the ATF temperature ≧ Temp2, the coolant and the ATF
Since both need cooling, the control unit 56 controls each switching valve to select a radiator flow path and a heat exchange flow path,
The cooling liquid and the ATF are cooled using the radiator 32 and the internal heat exchanger 40.

In FIG. 3, the temperature setting is set to 2
Although shown in a total of four patterns divided into sections, if the temperature is set more finely and the flow path is switched,
More efficient warm-up and cooling can be performed.

The switching state of the cooling fluid or the ATF circulation channel is displayed on a display device such as an indicator or a monitor provided in the passenger compartment, for example, so that the vehicle is warmed up or the cooling fluid or the ATF flows. Can be easily grasped by the driver, and the vehicle can be driven smoothly.

FIG. 4 shows the first heat storage tank 44A, the second heat storage tank 44B, the ATF, and the control of the cooling liquid when attention is paid to the control for heating the interior of the vehicle by supplying the ATF and the cooling liquid to the heater core 58. The flowchart which shows an example of flow path switching is shown.

The control unit 56 of the vehicle drive device 10 determines whether early heating is necessary (S100). Specifically, it is determined whether there is a difference (the indoor temperature is lower) between the indoor temperature setting performed by the driver and the actual indoor temperature based on information from the indoor temperature sensor 82, the temperature setting device, and the like. I do.
If it is determined that there is no need for early heating, the heater core 58
Then, the control returns to (S100) to continue monitoring whether early heating is necessary.

On the other hand, when the control unit 56 determines that early heating using the heater core 58 as a heat source is necessary, it is first determined whether the temperature in the first heat storage tank 44A is equal to or higher than a predetermined value Tc1. (S101). Here, the heater core 58 is heated at the temperature of the coolant including the release of heat of the first heat storage tank 44A, and it is determined whether or not indoor heating is possible. First heat storage tank 44A ≧ Tc1
If not, that is, if it is determined that the first heat storage tank 44A cannot sufficiently heat the heater core 58, the control unit 56 sets the temperature in the second heat storage tank 44B to a predetermined value T
It is determined whether or not c2 or more (S102). Here, the heater core 58 is heated at the temperature of the ATF including the release of heat of the second heat storage tank 44B to determine whether or not indoor heating is possible. When the second heat storage tank 44B is not equal to or greater than Tc2, that is, the second heat storage tank 4
In 4B, when it is determined that the heater core 58 cannot be sufficiently heated, the control unit 56 sets the first and second heat storage tanks 44
In A and 44B, the heater core 58 cannot be rapidly heated. Therefore, it is determined that rapid indoor heating cannot be performed, and, for example, a notification indicating that rapid indoor heating cannot be performed is displayed to the user of the vehicle with a display, a sound, an alarm, or the like (S10).
Return to 0) and continue monitoring whether early heating is necessary.

On the other hand, if it is determined in (S102) that the second heat storage tank 44B ≧ Tc2 and that the heating of the heater core 58, that is, the indoor heating is possible by the release of heat from the second heat storage tank 44B, First, the control unit 56 closes the coolant flow path 34a in order to prohibit circulation of coolant that cannot be used for heating to the heater core 58 (S10).
3). Subsequently, in order to connect the ATF channel 38 and the heater core 58, the control unit 56 in FIG.
0, 52, 60, and 62 to control the heater core 5 of the ATF.
A flow path that allows the inflow to the flow path 8 is secured (S104). At this time, the flow of ATF into the heat exchanger 40 is also prohibited.
The ATF can flow into the heater core 58 without being cooled by the heat exchanger 40. Also, as mentioned above,
Since the first heat storage tank 44A does not contribute to the heating of the heater core 58, the heat release operation of the first heat storage tank 44A is held (actually no heat release), and the first heat storage tank 44A is separated from the heating process (S105). Subsequently, the control unit 5
6 controls the second heat storage tank 44B to release the heat of the second heat storage tank 44B (S106). When the heat of the second heat storage tank 44B is released, there are various ways of using the heat. FIG. 4 illustrates an example in which the heat is used for heating the heater core 58. In this case, when the high-temperature ATF actually exists in the second heat storage tank 44B, the ATF is supplied to the heater core 58. In the case where no ATF is present and only heat is stored in the heat storage material of the second heat storage tank 44B, when the ATF is passed through the second heat storage tank 44B, the passing ATF is heated and heated. The ATF is supplied to the heater core 58.

When the heater core 58 is heated by the heat of the second heat storage tank 44B, the vehicle interior temperature control device (not shown) continues the control so that the interior temperature required by the vehicle user such as the driver is maintained. I do. Control part 56 returns to (S100) and continues monitoring about necessity of early heating. By performing the above control, the heater core 58 can be efficiently heated.

In (S101), when the first heat storage tank 44A ≧ Tc1, that is, when the first heat storage tank 44A has sufficient heat, the control unit 56
Determines whether the vehicle is currently at or above a predetermined speed V1 (for example, 0 km / h) based on a signal from the vehicle speed sensor 64 or the like (S107). For example, when the vehicle is stopped, the automatic transmission 18 naturally stops driving.
There is no need to intentionally warm the TF, but rather the second heat storage tank 44 when starting the automatic transmission 18 which may occur later.
Use of the heat of B enables more effective use of heat. At that time, it is important to secure available heat. Therefore, in such a case, the first heat storage tank 44
The heater core 58 is heated by the heat stored in A.
Therefore, first, the control unit 56 secures a flow path that allows the coolant used for heating to flow into the heater core 58 (S1).
08). Subsequently, in order to disconnect the ATF flow path 38 and the heater core 58 and prohibit the circulation of the ATF, the control unit 56
Controls at least the switching valves 60 and 62 in FIG. That is, the ATF is prohibited from flowing into the heater core 58 (S109). Then, the heat release from the first heat storage tank 44A is started (S110), and the heat radiation operation of the second heat storage tank 44B is held (S111). Also in the case where the heat is released from the first heat storage tank 44A, when the high-temperature coolant actually exists in the first heat storage tank 44A,
The cooling liquid is supplied to the heater core 58. In addition, when no coolant is present and only heat is stored in the heat storage material of the first heat storage tank 44A, when the coolant returned from the internal combustion engine 12 is passed through the first heat storage tank 44A, Is heated, and the heated coolant is supplied to the heater core 5.
8 The heating of the heater core 58 by the heat of the first heat storage tank 44A causes the vehicle interior temperature control device (not shown) to continue the control so that the interior temperature required by the vehicle user such as the driver is attained. Control part 56 returns to (S100) and continues monitoring about necessity of early heating. As a result, the heat stored in the vehicle can be efficiently supplied to an appropriate portion for an appropriate use.

Further, when the vehicle is running in (S107) (vehicle speed ≧ V1), that is, when it is desirable to raise the temperature of the ATF to a predetermined temperature, the control unit 56 determines the temperature in the second heat storage tank 44B. Is greater than or equal to a predetermined value Tc2 (S112). If the temperature in the second heat storage tank 44B has not reached the predetermined value Tc2, the heater core 58
Is performed using the heat of the coolant, and the ATF is
The temperature of the automatic transmission 18 is exclusively increased. That is, the control procedure includes (S108) to (S111).
The same procedure will be followed. As a result, the heater core 58 can be efficiently heated while the temperature of the automatic transmission 18 is being raised.

On the other hand, in (S112), when the vehicle is running at the predetermined vehicle speed V1 or more and sufficient heat is stored in the second heat storage tank 44B, the temperature of the cooling liquid is usually lower than the temperature of the coolant.
Since the temperature of the TF becomes higher, when the coolant flows through the heater core 58, the heating by the ATF is hindered, and the ATF
May lower the temperature of the heated heater core 58. Therefore, the control unit 56 controls the heater core 58 of the coolant which may disadvantageously affect the heating of the heater core 58.
In order to prohibit the circulation to the cooling water passage 34a, the coolant passage 34a is closed (S113). Subsequently, in order to connect the ATF flow path 38 and the heater core 58, the control unit 56 secures a flow path that allows the ATF to flow into the heater core 58 (S11).
4). At this time, since the flow of the ATF into the heat exchanger 40 is also prohibited, the ATF can flow into the heater core 58 without being cooled by the heat exchanger 40. Further, as described above, since the coolant does not contribute to the heating of the heater core 58, the heat release operation of the first heat storage tank 44A is held, and the first heat storage tank 44A is separated from the heating process (S
115). Subsequently, the control unit 56 controls the second heat storage tank 44
B is released to release the heat of the second heat storage tank 44B (S116). The control procedure is from (S103) to
This is almost the same as (S106).

When the heater core 58 is heated by the heat of the second heat storage tank 44B, the vehicle interior temperature control device (not shown) continues the control so that the interior temperature required by the vehicle user such as the driver is maintained. I do. The control unit 56
Returns to (S100) and continues monitoring the necessity of early heating.

As described above, according to the above-described temperature control procedure, the heater core 58 can be efficiently heated by the most efficient heat source.

In the flowchart shown in FIG. 4, the flow path switching and the use of the heat storage tank are determined based on the vehicle speed in consideration of a case where the automatic transmission 18 needs to be warmed up later. However, in the flowchart shown in FIG. 4 shows a control procedure when only the heating of the vehicle is emphasized. The operation of each step is the same as that of each step in the flowchart of FIG. 4, and the same description in each step is omitted.

First, the control unit 56 of the vehicle drive device 10
Determines whether early heating is necessary (S200).
Specifically, it is determined whether there is a difference (the indoor temperature is lower) between the indoor temperature setting performed by the driver and the actual indoor temperature based on information from the indoor temperature sensor 82, the temperature setting device, and the like. I do. When it is determined that the early heating is not necessary, the control regarding the heater core 58 is terminated, and the monitoring as to whether the early heating is necessary is continued.

On the other hand, when the control unit 56 determines that early heating using the heater core 58 as a heat source is necessary, it is first determined whether the temperature in the first heat storage tank 44A is equal to or higher than a predetermined value Tc1. (S201). Here, the heater core 58 is heated at the temperature of the coolant including the release of heat of the first heat storage tank 44A, and it is determined whether or not indoor heating is possible. If the first heat storage tank 44A is not equal to or greater than Tc1, that is, if it is determined that the first heat storage tank 44A cannot sufficiently heat the heater core 58, the control unit 56 sets the temperature in the second heat storage tank 44B to a predetermined value Tc.
It is determined whether or not it is two or more (S202). Here, A including the release of the heat of the second heat storage tank 44B is included.
The heater core 58 is heated at the temperature of the TF to determine whether or not indoor heating is possible. Second heat storage tank 44
If not B ≧ Tc2, that is, the second heat storage tank 44B
Then, if it is determined that the heater core 58 cannot be sufficiently heated, the control unit 56 sets the first and second heat storage tanks 44A,
In 44B, rapid heating of the heater core 58 cannot be performed, and therefore, it is determined that rapid indoor heating cannot be performed. For example, a display, sound, alarm, or the like indicates to the vehicle user that rapid indoor heating cannot be performed. And the process ends.

On the other hand, if it is determined in (S202) that the second heat storage tank 44B ≧ Tc2 and that the heating of the heater core 58, that is, the indoor heating is possible by the heat release from the second heat storage tank 44B, First, the control unit 56 closes the coolant flow path 34a in order to prohibit circulation of coolant that cannot be used for heating to the heater core 58 (S20).
3). Subsequently, in order to connect the ATF channel 38 and the heater core 58, the control unit 56 in FIG.
0, 52, 60, and 62 to control the heater core 5 of the ATF.
Then, a flow path that allows the flow into the flow path 8 is secured (S204). At this time, the flow of ATF into the heat exchanger 40 is also prohibited.
The ATF can flow into the heater core 58 without being cooled by the heat exchanger 40. Further, as described above, since the first heat storage tank 44A does not contribute to the heating of the heater core 58, the heat dissipation operation of the first heat storage tank 44A is held (actually no heat dissipation), and the first heat storage tank 44A is separated from the heating process. (S205). Subsequently, the control unit 56 controls the second heat storage tank 44B to release the heat of the second heat storage tank 44B (S206). When the heater core 58 is heated by the heat of the second heat storage tank 44B, the vehicle interior temperature control device (not shown) continues to control the interior temperature required by the vehicle user such as the driver. Further, the control unit 56 determines (S20
Return to 0) and continue monitoring for the need for early heating. By performing the above control, the heater core 5
8 can be efficiently performed.

In (S201), when the first heat storage tank 44A ≧ Tc1, that is, when the first heat storage tank 44A has sufficient heat, the control unit 56
Determines whether the temperature in the second heat storage tank 44B is equal to or higher than the predetermined value Tc2 (S207). When sufficient heat is also stored in the second heat storage tank 44B, the heat of both the first heat storage tank 44A and the second heat storage tank 44B is simultaneously supplied to the heater core 58 to heat the heater core 58. First, the control unit 56 secures a flow path that allows the coolant used for heating to flow into the heater core 58 (S2).
08). Subsequently, in order to connect the ATF flow path 38 and the heater core 58, the control unit 56 controls the heater core 58 of the ATF.
(S209). At this time, the flow of the ATF into the heat exchanger 40 is also prohibited.
The TF is cooled by the heat exchanger 40 without being cooled by the heat exchanger 40.
8. Then, the control unit 56
The release of heat from the first heat storage tank 44A is started (S210), and the second heat storage tank 44B is controlled to release the heat of the second heat storage tank 44B (S211). As a result, the heater core 58 is connected to the first heat storage tank 44A,
Heat can be rapidly heated by the heat of the heat storage tank 44B, and vehicle interior heating can be favorably performed.
As shown in the flowchart of FIG. 4, when the temperature of the coolant is significantly lower than the temperature of the ATF, it is desirable to temporarily suspend the use of the coolant, and to continuously heat the heater core 58 for a long time. If necessary, the cooling liquid heated by the heat of the first heat storage tank 44A may be used at a time difference.

On the other hand, in (S207), the second heat storage tank 44
When the temperature of B is lower than the predetermined temperature Tc2, it is not only expected that the heater core 58 will be heated by the circulation of the ATF, but also that the temperature of the heater core 58 heated by the low-temperature ATF will decrease. Therefore,
First, the control unit 56 secures a flow path that allows the coolant used for heating to flow into the heater core 58 (S21).
2). Subsequently, in order to cut off the connection between the ATF channel 38 and the heater core 58, which cannot be expected to contribute to the heating of the heater core 58, and to prohibit the circulation of the ATF, the control unit 56
In FIG. 1, at least the switching valves 60 and 62 are controlled. That is, the ATF is prohibited from flowing into the heater core 58 (S213). Then, the heat release from the first heat storage tank 44A is started (S214), and the heat radiation operation of the second heat storage tank 44B is held (S215). First
The heating of the heater core 58 by the heat of the heat storage tank 44A causes the vehicle interior temperature control device (not shown) to continue the control such that the interior temperature required by the vehicle user such as the driver is attained. Further, the control unit 56 determines (S20
Return to 0) and continue monitoring for the need for early heating. As a result, the heat stored in the vehicle can be efficiently supplied to an appropriate portion for an appropriate use.

As described above, the heat of the heat storage tank can be used to release heat from the heat storage tank and the flow path of the coolant and the ATF can be switched to efficiently use the heat of the vehicle.

Note that the flowchart shown in FIG.
In 101), the temperature of the first heat storage tank 44A is detected, and if the temperature of the first heat storage tank 44A is not equal to or higher than the predetermined temperature Tc1, based on the comparison between the temperature of the second heat storage tank 44B and the predetermined temperature Tc2 in (S102). When the temperature shifts to the determination and the temperature of the first heat storage tank 44A is equal to or higher than the predetermined temperature Tc1, the process shifts to the determination based on the vehicle speed in (S107), and further, the temperature of the second heat storage tank 44B and the predetermined temperature Tc2 in (S112). An example is shown in which the determination as to whether or not the heat storage tank releases heat and the switching of the coolant and the ATF flow path are made by shifting to the determination based on the comparison of the above. That is, the first heat storage tank 44
Comparison between the temperature of A and the predetermined temperature Tc1, the second heat storage tank 4
4B and the predetermined temperature Tc2, the control contents are classified into cases. The comparison is made based on the temperature Tc of each heat storage tank.
Alternatively, the heat amount Mc of each heat storage tank may be used. Specifically, the determination of whether the first heat storage tank 44A ≧ Tc1 in (S101) is made based on the first heat storage tank 44A ≧
The determination is made at Mc1 (Mc1 is a predetermined amount of heat), and whether or not the second heat storage tank 44B ≧ Tc2 in (S102) and (S112) is performed at the second heat storage tank 44B ≧ Mc2 (Mc2 is a predetermined amount of heat). A determination may be made. Similarly, in FIG. 5, the determination based on the temperature of each heat storage tank may be made based on the amount of heat of each heat storage tank. Specifically, the determination as to whether the first heat storage tank 44A ≧ Tc1 in (S201) is made based on the first heat storage tank 44A ≧ Mc1 (Mc1 is a predetermined amount of heat),
The determination as to whether or not the second heat storage tank 44B ≧ Tc2 in (S202) and (S207) is made based on the second heat storage tank 44B ≧
The determination may be performed at Mc2 (Mc2 is a predetermined amount of heat), and the determination in each flowchart may be performed.

Further, the temperature of the coolant or the ATF when the vehicle is stopped changes variously depending on the state of the vehicle, for example, the area of use or the season of use. However, in any case, when heating of the vehicle interior of the vehicle is requested, it is necessary to control the temperature control device 10 to satisfy the request as much as possible. Therefore, in the present embodiment, the coolant or the AT
The first heat storage tank 44 serving as a criterion according to the temperature of F
The temperature Tc1 of A and the temperature Tc2 of the second heat storage tank 44B are selected according to the temperature map as shown in FIGS. 6A and 6B, and the most efficient heater core is used regardless of the temperature of the coolant or the ATF. 58 can be heated. Similarly, the criterion is set to the heat amount M of the first heat storage tank 44A.
When the heat amount is c1 and the heat amount Mc2 of the second heat storage tank 44B is used, the most efficient heating of the heater core 58 can be performed by using the temperature maps as shown in FIGS. 6C and 6D. I have.

As described above, the heat of the heat storage tank can be used for warming up the internal combustion engine 12 and the automatic transmission 18.

FIGS. 7 to 9 show examples in which the internal combustion engine 12 and the automatic transmission 18 are warmed up by using the heat of the heat storage tank. First, a basic mode of switching the heat storage tank and the flow path in response to a warm-up request for the internal combustion engine 12 and the automatic transmission 18 will be described.

The controller 56 determines whether the internal combustion engine 12 needs to be warmed up (S300). This determination is made by estimating the current state of the internal combustion engine 12 from information from the coolant temperature sensor 70 and the like, and determining whether or not the internal combustion engine 12 is at a normal temperature. If the internal combustion engine 12 needs to be warmed up, the control unit 56 determines whether the automatic transmission 18 needs to be warmed up (S301). Automatic transmission 18
The necessity of warm-up is also determined based on information from the transmission temperature sensor 66 and the like.

If the internal combustion engine 12 and the automatic transmission 18 need to be warmed up, the controller 56 further determines whether or not the current vehicle speed is equal to or higher than the predetermined speed V2 (S302).
It is important that the warming-up of the automatic transmission 18 be more efficient after the transmission itself starts to drive, and that the gear shifting be performed up to the high gear. Therefore, the warming-up of the automatic transmission 18 should be performed immediately after the start of the running, since the warming-up may be performed before the running state in which the high gear is required. Therefore, the warm-up timing of the automatic transmission 18 is adjusted based on the determination in (S302). By making this determination, even when the temperature of the ATF is low, it is possible to avoid a mistake that heat is radiated from the heat storage tank when the automatic transmission 18 does not actually need to be warmed up.

The control unit 56 needs to warm up the internal combustion engine 12 and the automatic transmission 18 and if the current vehicle speed ≥ V2,
In order to warm up the internal combustion engine 12, heat is released from the first heat storage tank 44A (S303), and the automatic transmission 18 is released.
The heat is released from the second heat storage tank 44B in order to warm up (S304). In this case, the internal combustion engine 12
In addition, in order to efficiently warm up the automatic transmission 18, it is necessary to prevent the cooling liquid from being cooled by the radiator 32. Therefore, the control unit 56 selects the radiator bypass flow path 54 to bypass the radiator circuit (S305). Similarly, in order to prevent the ATF from contacting with the low-temperature coolant in the heat exchanger 40 and being cooled, the flow path to the heat exchanger is cut off, that is, the heat exchanger bypass flow path 48. Is selected (S306). afterwards,
Returning to (S300), monitoring regarding the necessity of warm-up is continued, and if warm-up is required, the above control is repeated.

On the other hand, in (S301), for example, when it is determined that the temperature of the ATF is the normal temperature and it is not necessary to warm up the automatic transmission 18, or in (S302), the vehicle still needs the high speed gear. If it is determined that the state is not the state, the control unit 5
6 warms up only the internal combustion engine 12 by releasing heat from only the first heat storage tank 44A (S307), and holds the heat releasing operation of the second heat storage tank 44B (S308).
Also in this case, in order to prevent the cooling liquid from being cooled by the radiator 32, the control unit 56 selects the radiator bypass flow path 54 that bypasses the radiator circuit (S30).
9). Similarly, heat is exchanged between the coolant and the ATF via the heat exchanger 40 to prevent the temperature of the coolant from decreasing and the warm-up efficiency of the internal combustion engine 12 from decreasing. The flow path to the exchanger is shut off, that is, the heat exchanger bypass flow path 48 is selected (S310). Then, (S3
Returning to 00), the monitoring regarding the necessity of warm-up is continued, and if warm-up is required, the above-described control is repeated.

Further, if it is determined in step S300 that the internal combustion engine 12 does not need to be warmed up, that is, if the control unit 56 determines that the temperature of the coolant is the normal temperature, the automatic transmission 18 needs to be warmed up. Is determined (S311). Internal combustion engine 12
If it is determined that no warm-up of the automatic transmission 18 is necessary, the process returns to (S300), and the monitoring regarding the necessity of warm-up is continued.

On the other hand, in (S311), the control unit 56
Determines that the automatic transmission 18 needs to be warmed up,
The heat from the second heat storage tank 44B that can be used most effectively for warming up the automatic transmission 18 is released. That is, the control unit 5
6 is a first heat storage tank 44A effective for warming up the internal combustion engine 12
Is held (S312), and the heat of the second heat storage tank 44B is released (S313). At this time, since the temperature of the cooling liquid is maintained at the ordinary temperature as described above, it is desirable to raise the temperature of the ATF using this cooling liquid. Therefore, in order to avoid the cooling liquid being cooled by the radiator 32, the control unit 56 selects the radiator bypass flow path 54 to bypass the radiator circuit (S314). In addition, in order to supply the heat of the coolant to the ATF via the heat exchanger 40, a flow path in which the coolant and the ATF exchange heat in the heat exchanger 40 is selected (S315). Thereafter, as in the other cases (S
Returning to step 300), monitoring regarding whether warm-up is necessary is continued, and if warm-up is necessary, the above-described control is repeated.

As described above, in response to the warm-up request for the internal combustion engine 12 and the automatic transmission 18, the first heat storage tank 44A and the second
By appropriately selecting the heat storage tank 44B and each flow path, efficient warm-up control can be performed.

Next, an example of controlling the warm-up of the internal combustion engine 12 in accordance with the state of the first heat storage tank 44A and the second heat storage tank 44B in the same manner as in the example of FIG. 4 will be described with reference to the flowchart of FIG.

First, the controller 56 determines whether or not the internal combustion engine 12 needs to be warmed up (S400). This determination is made based on information from the coolant temperature sensor 70 and the like, for example. If it is not necessary, monitoring of the warm-up request of the internal combustion engine 12 is continued. On the other hand, when it is determined that the internal combustion engine 12 needs to be warmed up, first, the first heat storage tank 4
It is determined whether or not 4A has heat, for example, by the first tank temperature sensor 68A or the like (S401). First
When the heat storage tank 44A has heat, the internal combustion engine 12 is warmed up only by the heat of the first heat storage tank 44A. That is, the control unit 56 releases the heat from the first heat storage tank 44A (S402), and
The heat release operation of 4B is held (S403). By holding the second heat storage tank 44 </ b> B, the second heat storage tank 4 </ b> B can be used when heat is needed for some reason later.
Prepare to use 4B of heat. Further, in order to prevent the coolant from being cooled by the radiator 32, the control unit 56 selects the radiator bypass flow path 54 to bypass the radiator circuit (S404). Similarly, in order to avoid heat exchange between the coolant and the ATF via the heat exchanger 40 and to reduce the temperature of the coolant and reduce the warm-up efficiency of the internal combustion engine 12, The flow path to the heat exchanger is cut off, that is, the heat exchanger bypass flow path 48 is selected (S405). Thereafter, the flow returns to (S400), and the monitoring regarding the necessity of warm-up is continued. When the warm-up is required, the above-described control is repeated.

On the other hand, if it is determined in (S401) that the first heat storage tank 44A is not storing heat, the control unit 5
6 determines whether or not the second heat storage tank 44B has heat, for example, by the second tank temperature sensor 68B or the like (S406). When the second heat storage tank 44B stores sufficient heat, the internal combustion engine 12 is warmed up using the heat of the second heat storage tank 44B. That is, the control unit 56
Holds the heat release operation of the first heat storage tank 44A (the heat can not be released because the heat is not stored) (S40).
7), heat is released from the second heat storage tank 44B (S4).
08). At this time, the control unit 56 controls the radiator 3
In order to avoid cooling in step 2, the radiator bypass flow path 54 that bypasses the radiator circuit is selected (S409). In addition, in order to raise the temperature of the coolant with the heat released from the second heat storage tank 44B via the heat exchanger 40, the ATF flow path 38 is set so that the coolant and the ATF come into contact with the heat exchanger 40. Connect to heat exchanger 40 (S41
0). As a result, even when the heat is not stored in the first heat storage tank 44A that mainly performs the warm-up of the internal combustion engine 12, the AT
Using the heat of the second heat storage tank 44B prepared for heating F, the temperature of the coolant can be raised, and the internal combustion engine 12 can be warmed up satisfactorily and quickly.

On the other hand, if the heat is not stored in the second heat storage tank 44B in (S406), the first heat storage tank 4B
4A and the second heat storage tank 44B do not contribute to the warm-up of the internal combustion engine 12, and therefore, for example, notify the user of the vehicle that the heat storage tank cannot be warmed up by the display, sound, alarm, or the like. Then, the process returns to (S400).

As described above, the possibility of heat radiation of the first heat storage tank 44A and / or the second heat storage tank 44B is recognized, and the internal combustion engine 12 can be quickly warmed up by an appropriate heat radiation path.

Subsequently, the automatic transmission 18 is warmed up by the first heat storage tank 44A and the second heat storage tank 44 similarly to the example of FIG.
An example of controlling according to the state of B will be described with reference to the flowchart shown in FIG.

First, the control unit 56 determines whether the automatic transmission 18 needs to be warmed up (S500). This determination is made based on information from the transmission temperature sensor 66 and the like, for example. If it is not necessary, the monitoring regarding the warm-up request of the automatic transmission 18 is continued. On the other hand, the automatic transmission 18
If it is determined that the warm-up is necessary, first, it is determined whether or not the current vehicle speed is equal to or higher than the predetermined speed V2 (S50).
1). As described above, it is important that the warming-up of the automatic transmission 18 be more efficient after the transmission itself starts driving, and that the gears be shifted up to the high gear. That is, it is preferable not to perform the warming-up process using the heat storage tank during low-speed running when the warm-up using the heat of the heat storage tank is not effectively used. When it is necessary to use the automatic transmission 18 at a high speed, it is desirable to secure heat in the heat storage tank so that sufficient heat can be released from the heat storage tank. Therefore, even if it is determined based on the temperature of the ATF or the like that the automatic transmission 18 needs to be warmed up, if the vehicle has not reached the predetermined speed V2, the warming-up control using the heat of the heat storage tank is performed. Suppress.

On the other hand, if the control unit 56 determines in step S501 that the vehicle is traveling at a speed equal to or higher than V2, it is predicted that the automatic transmission 18 will shift to the high speed stage in the near future, and the warm-up due to heat radiation of the heat storage tank will occur. Start preparing for machine control. That is,
The control unit 56 determines whether or not the second heat storage tank 44B has heat (S502). If sufficient heat is stored in the second heat storage tank 44B, the control unit 56
The heat of the second heat storage tank 44B is released (S
504), the heat radiation operation of the first heat storage tank 44A is held (S504). This is because the heat of the first heat storage tank 44A is stored so that it can be used later when heat release is required.

Since the vehicle is currently traveling using the high speed stage of the automatic transmission 18, the coolant of the internal combustion engine 12 has reached the normal temperature. In order to maintain the temperature, the coolant passage 34 is connected to the radiator 32 (S505), and in order to prevent the ATF heated by the heat radiation of the second heat storage tank 44B from being cooled by contact with the coolant. , ATF
In the flow path 38, the flow path to the heat exchanger 40, which is the contact point between the coolant and the ATF, is shut off (S506). As a result, AT
F is quickly heated by the heat of the second heat storage tank 44B, so that the automatic transmission 18 can be warmed up satisfactorily. Thereafter, the process returns to (S500), and continues monitoring whether warm-up is necessary. If warm-up is necessary, the above-described control is repeated.

Further, in (S502), the second heat storage tank 44
When B is not sufficiently stored, the control unit 56
It is confirmed whether or not the heat storage tank 44A is storing heat (S
507). When the first heat storage tank 44A is storing heat,
The automatic transmission 18 is warmed up by the heat of the first heat storage tank 44A. That is, the heat release of the first heat storage tank 44A is controlled (S508). In addition, the second that is not stored
The heat storage tank 44B holds the heat radiation operation (S50).
9). Further, the control unit 56 controls the cooling liquid heated by the heat released from the first heat storage tank 44A to radiator 3
The radiator bypass flow path 54 that bypasses the radiator circuit is selected in order to avoid the cooling in Step 2 (S510). In order to raise the temperature of the ATF with the cooling liquid heated by the heat released from the first heat storage tank 44A via the heat exchanger 40, the cooling liquid and the ATF are brought into contact with each other in the heat exchanger 40. The ATF channel 38 is connected to the heat exchanger 40
(S511). As a result, even when the heat is not stored in the second heat storage tank 44B that mainly performs warming-up of the automatic transmission 18, the heat of the first heat storage tank 44A that is mainly prepared for heating the coolant is used, By raising the temperature of the ATF, it is possible to warm up the automatic transmission 18 satisfactorily and quickly.

If the heat is not stored in the first heat storage tank 44A in (S507), the first heat storage tank 4A
4A and the second heat storage tank 44B do not contribute to the warm-up of the automatic transmission 18, so that, for example, a display, a sound, an alarm, or the like indicating to the user of the vehicle that the automatic transmission 18 cannot be warmed up by the heat storage tank. And return to (S500),
Continue monitoring whether warm-up is necessary and if warm-up is required,
The above control is repeated.

As described above, the control unit 56 recognizes the possibility of heating the coolant or the ATF by the first heat storage tank 44A and the second heat storage tank 44B, and appropriately controls the heat radiation of the heat storage tank and the switching of each flow path. By performing control,
Heating of the vehicle interior (heating by heating the heater core 58) and warming-up of the internal combustion engine 12 and the automatic transmission 18 can be performed quickly and appropriately, and efficiently and effectively using the heat of the vehicle.

As described above, it is important to warm up the internal combustion engine 12 and the automatic transmission 18 in order to improve the driving efficiency of the vehicle drive device. Therefore, not starting the vehicle until sufficient warm-up is completed is also a means of improving the driving efficiency.

FIG. 10 shows the automatic transmission 18 when the vehicle starts moving.
The processing flowchart in consideration of the necessity of the warm-up control is shown.

First, the control unit 56 checks whether or not the ignition switch (IG) is turned on based on the information from the ignition switch 80 (S600). I
When G is not ON, the automatic transmission 18 and the like are not driven, so that monitoring of whether or not IG is ON is continued. When the IG is turned on, the control unit 56 determines whether or not warm-up control of the vehicle is necessary (S601). AT
If the temperature of F is sufficiently high and the normal temperature, it is determined that the warming-up process using the heat storage tank or the like is not necessary, and the ATF circulation switching is stopped (S602), and the process returns to (S600).
Continue monitoring G.

On the other hand, if it is determined in step (S601) that warm-up control is necessary to drive the vehicle, it is checked whether or not the entire system of the temperature control device 10 shown in FIG. 1 is normal (step S601). S603). In this case, for example, the determination is made based on whether or not various sensors and various switching valves provided in the temperature control device 10 are normal. When it is confirmed that the system is normal, the control unit 56 subsequently determines whether the warm-up control is possible at the present time (S604).
Specifically, the first heat storage tank 44A and the second heat storage tank 4
It is determined whether or not heat can be released from 4B based on information from the first tank temperature sensor 68A, the second tank temperature sensor 68B, and the like.

If the first heat storage tank 44A and the second heat storage tank 44B are sufficiently storing heat, the control unit 5
6 switches the ATF flow path 38 and radiates heat based on the flowchart shown in FIG. 7 and the like (S605).
The temperature of the TF or the like is raised, and the heated ATF is supplied to a portion requiring a warm-up, and the warm-up is performed.

On the other hand, if an abnormality of the system is recognized in (S603), or if the warm-up control is not possible in (S604), that is, if the heat storage tank is not sufficiently storing heat, it is necessary to warm up the automatic transmission 18 or the like. There is a possibility that sufficient warm-up of parts may not be possible, and there is a possibility that drivability may decrease,
If the ATF temperature or the like is extremely low, a large shift shock may occur when the automatic transmission 18 shifts. Therefore, the control unit 56 locks the operation of the shift lever in order to suppress the start of the vehicle until the temperature of the ATF or the like is sufficiently increased (S606). For example, a well-known shift lever lock mechanism (lock using a detent plate or the like)
With this, the shift lever is locked at the P position or the N position. In this lock, for example, the temperature of the coolant is raised by driving the internal combustion engine 12 or the like, and the temperature rise of the ATF is completed until the temperature rise processing for the ATF can be performed or by using an electric heater or the like. Is maintained until. That is, the control unit 56 returns to (S600) and continues the above-described monitoring.

As described above, by suppressing the start of the vehicle until the warm-up process is performed on the vehicle, the driving efficiency after the start can be improved.

In the above-described example, a description has been given of preventing the drive efficiency of the automatic transmission 18 from being lowered. However, similar shift lock control is also possible for warm-up preparation of the internal combustion engine 12, and after sufficient warm-up is performed. By starting, the driving efficiency can be improved.

In each of the above-described examples, the cooling liquid or A
Although it has been described that it is preferable to display the switching state of the TF circulation flow path on a display device such as an indicator or a monitor provided in the vehicle interior, the temperature of the coolant or the ATF is,
Since it changes depending on the running state of the vehicle, whether or not the coolant or the ATF can be used as a heat source for the heater core 58, the internal combustion engine 12, and the automatic transmission 18 is also displayed. If necessary, the use of the coolant or the ATF is used. Switching may be performed.

Further, in each of the above-described embodiments, the example in which the flow path is changed by the switching valve in order to change the temperature of the cooling liquid or the ATF has been described. The flow rate of each flow path may be changed by using an orifice. In this case, more detailed temperature control can be performed.

Furthermore, the flow path circuit shown in each embodiment is:
This is just an example, and any configuration can be arbitrarily changed as long as the configuration is such that the amount of heat of the coolant or the ATF can be used efficiently and can be used for indoor heating and temperature control of the internal combustion engine 12 and the automatic transmission 18.

Although the present embodiment has been described with respect to a hybrid drive device having a plurality of types of prime movers, the present invention can also be applied to a transmission of a drive device in which only an internal combustion engine serves as a prime mover. Further, the present invention is applied to a transmission other than a transmission combining a gear transmission having a torque converter and a planetary gear mechanism, for example, a transmission capable of continuously changing a gear ratio by combining a pulley and an endless flexible member. It is also possible.

[Brief description of the drawings]

FIG. 1 is an explanatory diagram illustrating a configuration concept of a temperature control device for a vehicle according to an embodiment of the present invention.

FIG. 2 is an explanatory diagram illustrating a configuration concept of a heat storage tank of the temperature control device for a vehicle according to the embodiment of the present invention.

FIG. 3 is an explanatory diagram illustrating an example of a flow path switching pattern of the temperature control device for a vehicle according to the embodiment of the present invention.

FIG. 4 is a flowchart illustrating a procedure for switching a flow path to a heater core of the temperature control device for a vehicle according to the embodiment of the present invention.

FIG. 5 is a flowchart illustrating another procedure for switching the flow path to the heater core of the temperature control device for a vehicle according to the embodiment of the present invention.

FIG. 6 is an example of a temperature map showing a determination temperature according to a coolant temperature or an ATF temperature in the vehicle temperature control device according to the embodiment of the present invention.

FIG. 7 is a flowchart illustrating a basic mode of switching between a heat storage tank and a flow path in response to a warm-up request for an internal combustion engine and an automatic transmission in the vehicle temperature control device according to the embodiment of the present invention.

FIG. 8 is a flowchart illustrating a basic mode of switching a heat storage tank or a flow path in response to a warm-up request for an internal combustion engine in the vehicle temperature control device according to the embodiment of the present invention.

FIG. 9 is a flowchart illustrating a basic mode of switching a heat storage tank and a flow path in response to a warm-up request for an automatic transmission in the vehicle temperature control device according to the embodiment of the present invention.

FIG. 10 is a control flowchart in the case where the vehicle temperature control device according to the embodiment of the present invention suppresses starting based on the necessity of warm-up control at the time of starting the vehicle.

[Explanation of symbols]

Reference Signs List 10 vehicle drive device, 12 internal combustion engine, 14 rotating electric machine, 18 automatic transmission, 20 torque converter, 22
Gear transmission section, 24 fluid pressure control section, 32 radiator, 34, 34a coolant flow path, 36 hydraulic pump, 3
8 ATF channel, 40 internal heat exchanger, 42 auxiliary pump, 44A first heat storage tank, 44B second heat storage tank,
48 heat exchanger bypass flow path, 50, 52, 60, 62
Switching valve, 54 radiator bypass flow path, 56 control unit, 58 heater core, 64 vehicle speed sensor, 66 transmission temperature sensor, 68A first tank temperature sensor, 68B second tank temperature sensor, 70 coolant temperature sensor, 72
Core temperature sensor, 82 Indoor temperature sensor.

Claims (10)

[Claims] 1. A temperature control device for controlling the temperature of a vehicle, comprising: a motor-side circulation flow path through which a temperature management fluid for circulating inside and outside a motor of the vehicle to manage the temperature of the motor flows; and a motor-side circulation. A first heat storage unit that is disposed in the flow path and accumulates the heat of the temperature management fluid and that releases the heat stored in the motor-side circulation flow path; and circulates inside and outside the transmission of the vehicle. A transmission-side circulation flow path through which a transmission fluid for controlling the temperature of the transmission flows; and a transmission-side circulation path disposed in the transmission-side circulation flow path for accumulating heat of the transmission fluid. A second heat storage means for releasing heat accumulated in the circulation flow path; and changing a heat release state of the other heat storage means based on a heat storage state of one of the first heat storage means and the second heat storage means. Supply heat to parts of the vehicle that require warm-up A temperature control means for control, temperature control device, which comprises. 2. The apparatus according to claim 1, wherein the temperature control means changes the heat release state of the first heat storage means or the second heat storage means based on the temperatures of the first heat storage means and the second heat storage means. Temperature control device characterized by performing. 3. The apparatus according to claim 1, wherein the temperature control means changes the heat release state of the first heat storage means or the second heat storage means based on the heat amounts of the first heat storage means and the second heat storage means. Temperature control device characterized by performing. 4. A temperature control device for controlling a temperature of a vehicle, comprising: a prime mover-side circulation flow path through which a temperature management fluid for circulating inside and outside a prime mover of the vehicle and performing temperature control of the prime mover flows; A first heat storage unit that is disposed in the flow path and accumulates the heat of the temperature management fluid and that releases the heat stored in the motor-side circulation flow path; and circulates inside and outside the transmission of the vehicle. A transmission-side circulation flow path through which a transmission fluid for controlling the temperature of the transmission flows; and a transmission-side circulation path disposed in the transmission-side circulation flow path for accumulating heat of the transmission fluid. Second heat storage means for releasing heat accumulated in the circulation flow path, and heat exchange between a temperature management fluid flowing in the prime mover-side circulation flow path and a transmission fluid flowing in the transmission-side circulation flow path. Heat exchanger to perform heat exchange through the heat exchanger Temperature control means for mutually utilizing the heat of the first heat storage tank and the second heat storage tank with the temperature management fluid and the transmission fluid to control heat supply to a warm-up request portion of the vehicle. Characteristic temperature control device. 5. The apparatus according to claim 4, wherein the prime mover-side circulation flow path includes a radiator that cools the temperature control fluid when the temperature of the temperature control fluid is high, and a radiator that does not require cooling of the temperature control fluid. A radiator detour that bypasses the radiator. 6. The heat exchanger bypass circuit according to claim 4, wherein the transmission-side circulation passage bypasses the heat exchanger when heat exchange with the temperature management fluid is unnecessary. A temperature control device comprising: 7. The temperature control device according to claim 4, wherein the prime mover-side circulation passage is connected to a heater core serving as a heat source for indoor heating of the vehicle. apparatus. 8. The apparatus according to claim 4, wherein the transmission-side circulation passage is connected to a heater core serving as a heat source for indoor heating of the vehicle. Control device. 9. The apparatus according to claim 5, wherein said temperature control means changes a flow path of a temperature management fluid and a flow path of a transmission fluid in accordance with a vehicle speed of the vehicle. Characteristic temperature control device. 10. The temperature control device according to claim 1, wherein the warm-up required portion is at least one of a prime mover, a transmission, and a heater core.