JP2004112855A

JP2004112855A - Controller for vehicle

Info

Publication number: JP2004112855A
Application number: JP2002267897A
Authority: JP
Inventors: Takashi Tsuneyoshi; 恒吉　孝; Shinichiro Kitada; 北田　真一郎; Toshio Kikuchi; 菊池　俊雄; Yutaro Kaneko; 金子　雄太郎
Original assignee: Nissan Motor Co Ltd
Current assignee: Nissan Motor Co Ltd
Priority date: 2002-09-13
Filing date: 2002-09-13
Publication date: 2004-04-08
Anticipated expiration: 2022-09-13
Also published as: JP4059044B2

Abstract

<P>PROBLEM TO BE SOLVED: To reduce the cost and prevent the increase of vehicle weight by doing away with a motor for drive of a pump for pressure feeding of a refrigerant. <P>SOLUTION: A controller for a vehicle is equipped with a generator (2) coupled with the output shaft of an engine (1); and a motor (3) electrically connected via an inverter (7) to this generator (2) and a battery (8), and coupled with the drive shaft (4) of a vehicle. Further, the controller is equipped with refrigerant pressure-feeding pumps (11 and 14) which are coupled with the rotating shaft of the generator (2) so as to pressure-feed refrigerants, refrigerant passages (12 and 15) which circulate refrigerants pressure-fed by these refrigerant pressure-feeding pumps (11 and 14) aiming at cooling the motor (3) and the inverter (7), respectively, and heat exchangers (13 and 16) which are interposed in these refrigerant passages (12 and 15), respectively, so as to cool the refrigerants warmed with the objects of cooling. <P>COPYRIGHT: (C)2004,JPO

Description

【０００１】
【発明の属する技術分野】
本発明はエンジンと回転電機を組合せて搭載したハイブリッド車両（ＨＥＶ）の冷却装置に関するものである。
【０００２】
【従来の技術】
車両駆動用の電動機が駆動されると、車両駆動用電動機のステータコイルが発熱するため、オイルポンプ駆動用の電動機を車両駆動用電動機とは別に設け、この別に設けたオイルポンプ駆動用の電動機によりオイルポンプを駆動し、上記ステータコイルに設けた冷却オイル流路にオイル（冷媒）を圧送し、ステータコイルを冷却して温度上昇したオイルを熱交換器により冷却し、冷却の終わった冷媒を再びオイルポンプによりステータコイルの冷却オイル流路へと循環させ、これによってステータコイル（車両駆動用電動機）を冷却するようにしたものがある（特開平６−３８３０３号公報参照）。
【０００３】
【発明が解決しようとする課題】
ところで、車両駆動用電動機において消費されるエネルギを、過不足なく発電機から直接に供給することができれば、バッテリにおける充放電の際の損失を大幅に低減することができることから、シリーズ式のＨＥＶであっても効率の向上が望める。特開平１１−１４６５０３号公報や本出願人が開示している特願平１１−１７２４２６号に記載のものでは、上記を狙いとして車両走行状態に基づいて、車両駆動用電動機に必要となる電力を発電機により発電させている。すなわち車両走行状態の変化に伴い電動機の出力は時々刻々変化するのであるが、その電動機出力に対して過不足なく電力をリアルタイムで発電機から供給することによりバッテリにおける電力損失を最小限にとどめることができ、エンジンの出力は効率良く電動機へと伝達される。
【０００４】
さて、こうしたシリーズ式のＨＥＶにおいても、回転電機（車両駆動用電動機や発電機）が駆動されると、回転電機のステータコイルのほか、発電機で発電された直流やバッテリからの直流を交流に変換するインバータが発熱するため、こうした回転電機のステータコイルやインバータを冷却してやる必要がある。
【０００５】
しかしながら、従来装置のように、冷媒を圧送するポンプを駆動するのため専用の電動機を設けるのでは、その分のコストが高くなるほか、車両重量が増大して燃費も悪くなる。
【０００６】
そこで本発明は、冷媒圧送用ポンプの入力軸を、発電機や車両駆動用電動機の回転軸に連結し、冷媒圧送用ポンプをエンジンまたは車両駆動用電動機により駆動することにより、ポンプ駆動用の電動機を廃してコストを削減すると共に、車両重量が増大しないようにすることを目的とする。
【０００７】
【課題を解決するための手段】
請求項１に記載の発明は、エンジンの出力軸に連結される発電機と、この発電機及びバッテリにインバータを介して電気的に接続されると共に車両の駆動軸に連結される電動機とを備える車両の制御装置において、発電機の回転軸に連結され、冷媒を圧送する冷媒圧送用ポンプと、この冷媒圧送用ポンプにより圧送される冷媒を、電動機とインバータのいずれか一つを冷却対象として循環させる冷媒流路と、この冷媒流路に介装され冷却対象により暖まった冷媒を冷却する熱交換器とを備える。
【０００８】
請求項４に記載の発明は、エンジンの出力軸に連結される発電機と、この発電機及びバッテリにインバータを介して電気的に接続されると共に車両の駆動軸に連結される電動機とを備える車両の制御装置において、発電機の回転軸に連結され、冷媒を圧送する冷媒圧送用ポンプと、この冷媒圧送用ポンプにより圧送される冷媒を、電動機とインバータの両方を冷却対象として循環させる冷媒流路と、この冷媒流路に介装され冷却対象により暖まった冷媒を冷却する熱交換器とを備える。
【０００９】
請求項５に記載の発明は、エンジンの出力軸に連結される発電機と、この発電機及びバッテリにインバータを介して電気的に接続されると共に車両の駆動軸に連結される電動機とを備える車両の制御装置において、発電機の回転軸に連結され、冷媒を圧送する冷媒圧送用ポンプと、この冷媒圧送用ポンプにより圧送される冷媒を、発電機とインバータのいずれか一つを冷却対象として循環させる冷媒流路と、この冷媒流路に介装され冷却対象により暖まった冷媒を冷却する熱交換器とを備える。
【００１０】
請求項６に記載の発明は、エンジンの出力軸に連結される発電機と、この発電機及びバッテリにインバータを介して電気的に接続されると共に車両の駆動軸に連結される電動機とを備える車両の制御装置において、発電機の回転軸に連結され、冷媒を圧送する冷媒圧送用ポンプと、この冷媒圧送用ポンプにより圧送される冷媒を、発電機と電動機のいずれか一つを冷却対象として循環させる冷媒流路と、この冷媒流路に介装され冷却対象により暖まった冷媒を冷却する熱交換器とを備える。
【００１１】
請求項７に記載の発明は、エンジンの出力軸に連結される発電機と、この発電機及びバッテリにインバータを介して電気的に接続されると共に車両の駆動軸に連結される電動機とを備える車両の制御装置において、電動機の軸に連結され、冷媒を圧送する冷媒圧送用ポンプと、この冷媒圧送用ポンプにより圧送される冷媒を、発電機とインバータのいずれか一つを冷却対象として循環させる冷媒流路と、この冷媒流路に介装され冷却対象により暖まった冷媒を冷却する熱交換器とを備える。
【００１２】
請求項１０に記載の発明は、エンジンの出力軸に連結される発電機と、この発電機及びバッテリにインバータを介して電気的に接続されると共に車両の駆動軸に連結される電動機とを備える車両の制御装置において、電動機の回転軸に連結され、冷媒を圧送する冷媒圧送用ポンプと、この冷媒圧送用ポンプにより圧送される冷媒を、発電機とインバータの両方を冷却対象として循環させる冷媒流路と、この冷媒流路に介装され冷却対象により暖まった冷媒を冷却する熱交換器とを備える。
【００１３】
請求項１１に記載の発明は、エンジンの出力軸に連結される発電機と、この発電機及びバッテリにインバータを介して電気的に接続されると共に車両の駆動軸に連結される電動機とを備える車両の制御装置において、電動機の軸に連結され、冷媒を圧送する冷媒圧送用ポンプと、この冷媒圧送用ポンプにより圧送される冷媒を、電動機とインバータのいずれか一つを冷却対象として循環させる冷媒流路と、この冷媒流路に介装され冷却対象により暖まった冷媒を冷却する熱交換器とを備える。
【００１４】
請求項１２に記載の発明は、エンジンの出力軸に連結される発電機と、この発電機及びバッテリにインバータを介して電気的に接続されると共に車両の駆動軸に連結される電動機とを備える車両の制御装置において、電動機の軸に連結され、冷媒を圧送する冷媒圧送用ポンプと、この冷媒圧送用ポンプにより圧送される冷媒を、電動機と発電機のいずれか一つを冷却対象として循環させる冷媒流路と、この冷媒流路に介装され冷却対象により暖まった冷媒を冷却する熱交換器とを備える。
【００１５】
請求項１３に記載の発明は、エンジンの出力軸に連結される発電機と、この発電機及びバッテリにインバータを介して電気的に接続されると共に車両の駆動軸に連結される電動機とを備える車両の制御装置において、発電機の軸に連結され、冷媒を圧送する第１冷媒圧送用ポンプと、この第１冷媒圧送用ポンプにより圧送される冷媒を、電動機を第１冷却対象として循環させる第１冷媒流路と、この第１冷媒流路に介装され第１冷却対象により暖まった冷媒を冷却する第１熱交換器と、発電機の軸に連結され、冷媒を圧送する第２冷媒圧送用ポンプと、この第２冷媒圧送用ポンプにより圧送される冷媒を、インバータを第２冷却対象として循環させる第２冷媒流路と、この第２冷媒流路に介装され第２冷却対象により暖まった冷媒を冷却する第２熱交換器とを備える。
【００１６】
第１５に記載の発明は、エンジンの出力軸に連結される発電機と、この発電機及びバッテリにインバータを介して電気的に接続されると共に車両の駆動軸に連結される電動機とを備える車両の制御装置において、発電機の軸に連結され、冷媒を圧送する第１冷媒圧送用ポンプと、この第１冷媒圧送用ポンプにより圧送される冷媒を、発電機を第１冷却対象として循環させる第１冷媒流路と、この第１冷媒流路に介装され第１冷却対象により暖まった冷媒を冷却する第１熱交換器と、発電機の軸に連結され、冷媒を圧送する第２冷媒圧送用ポンプと、この第２冷媒圧送用ポンプにより圧送される冷媒を、インバータを第２冷却対象として循環させる第２冷媒流路と、この第２冷媒流路に介装され第２冷却対象により暖まった冷媒を冷却する第２熱交換器とを備える。
【００１７】
第１７に記載の発明は、エンジンの出力軸に連結される発電機と、この発電機及びバッテリにインバータを介して電気的に接続されると共に車両の駆動軸に連結される電動機とを備える車両の制御装置において、発電機の軸に連結され、冷媒を圧送する第１冷媒圧送用ポンプと、この第１冷媒圧送用ポンプにより圧送される冷媒を、発電機を第１冷却対象として循環させる第１冷媒流路と、この第１冷媒流路に介装され第１冷却対象により暖まった冷媒を冷却する第１熱交換器と、発電機の軸に連結され、冷媒を圧送する第２冷媒圧送用ポンプと、この第２冷媒圧送用ポンプにより圧送される冷媒を、電動機を第２冷却対象として循環させる第２冷媒流路と、この第２冷媒流路に介装され第２冷却対象により暖まった冷媒を冷却する第２熱交換器とを備える。
【００１８】
請求項１９に記載の発明は、エンジンの出力軸に連結される発電機と、この発電機及びバッテリにインバータを介して電気的に接続されると共に車両の駆動軸に連結される電動機とを備える車両の制御装置において、電動機の軸に連結され、冷媒を圧送する第１冷媒圧送用ポンプと、この第１冷媒圧送用ポンプにより圧送される冷媒を、発電機を第１冷却対象として循環させる第１冷媒流路と、この第１冷媒流路に介装され第１冷却対象により暖まった冷媒を冷却する第１熱交換器と、電動機の軸に連結され、冷媒を圧送する第２冷媒圧送用ポンプと、この第２冷媒圧送用ポンプにより圧送される冷媒を、インバータを第２冷却対象として循環させる第２冷媒流路と、この第２冷媒流路に介装され第２冷却対象により暖まった冷媒を冷却する第２熱交換器とを備える。
【００１９】
請求項２１に記載の発明は、エンジンの出力軸に連結される発電機と、この発電機及びバッテリにインバータを介して電気的に接続されると共に車両の駆動軸に連結される電動機とを備える車両の制御装置において、電動機の軸に連結され、冷媒を圧送する第１冷媒圧送用ポンプと、この第１冷媒圧送用ポンプにより圧送される冷媒を、電動機を第１冷却対象として循環させる第１冷媒流路と、この第１冷媒流路に介装され第１冷却対象により暖まった冷媒を冷却する第１熱交換器と、電動機の軸に連結され、冷媒を圧送する第２冷媒圧送用ポンプと、この第２冷媒圧送用ポンプにより圧送される冷媒を、インバータを第２冷却対象として循環させる第２冷媒流路と、この第２冷媒流路に介装され第２冷却対象により暖まった冷媒を冷却する第２熱交換器とを備える。
【００２０】
請求項２３に記載の発明は、エンジンの出力軸に連結される発電機と、この発電機及びバッテリにインバータを介して電気的に接続されると共に車両の駆動軸に連結される電動機とを備える車両の制御装置において、電動機の軸に連結され、冷媒を圧送する第１冷媒圧送用ポンプと、この第１冷媒圧送用ポンプにより圧送される冷媒を、電動機を第１冷却対象として循環させる第１冷媒流路と、この第１冷媒流路に介装され第１冷却対象により暖まった冷媒を冷却する第１熱交換器と、電動機の軸に連結され、冷媒を圧送する第２冷媒圧送用ポンプと、この第２冷媒圧送用ポンプにより圧送される冷媒を、発電機を第２冷却対象として循環させる第２冷媒流路と、この第２冷媒流路に介装され第２冷却対象により暖まった冷媒を冷却する第２熱交換器とを備える。
【００２１】
【発明の効果】
請求項１、４、５、６に記載の発明によれば、冷媒圧送用ポンプの駆動にエンジンの動力を使用するので、冷媒圧送用ポンプとして、従来装置のように電動ポンプを設置する必要がなくなり、コストの削減及び車両重量の増大防止が図れる。
【００２２】
請求項７、１０、１１、１２の発明によれば、冷媒圧送用ポンプの駆動に車両駆動用電動機の動力を使用するので、冷媒圧送用ポンプとして、従来装置のように電動ポンプを設ける必要がなくなり、コストの削減及び車両重量の増大防止が図れる。
【００２３】
請求項１３、１５、１７、１９、２１、２３の発明によれば、冷却対象により別々の冷媒を使用する場合においても、２つの冷媒圧送用ポンプの駆動にエンジンの動力を使用するので、冷媒圧送用ポンプとして、従来装置のように電動ポンプを設置する必要がなくなり、コストの削減及び車両重量の増大防止が図れる。
【００２４】
【発明の実施の形態】
以下、本発明の一実施形態を添付図面に基づいて説明する。
【００２５】
図１に本発明を適用したハイブリッド車両の全体構成を示す。
【００２６】
本実施形態のハイブリッド車両は、電動機（車両駆動用電動機）３において消費されるエネルギを過不足なく発電機２から直接に供給するようにした、いわゆるシリーズ型のハイブリッド車両であり、エンジン１の出力を機械的に車両駆動輪６へ伝達する機構を備えていない。すなわち、エンジン１の出力軸１ａには発電機２のロータ軸（回転軸）２ａが直接連結され、エンジン１と発電機２のロータ２ａとが同じ速度で回転するようになっている。なお、増減速機構を介して両者を連結するようにしてもかまわない。
【００２７】
電動機３のロータ軸（回転軸）３ａには車両駆動軸４の一端が直接連結され、他端はデファレンシャルギヤ５を介して車両駆動輪６に連結されている。発電機２の側と同様、車両駆動軸４と電動機３のロータ軸３ａとの連結を増減速機構を介して行ってもかまわない。
【００２８】
なお、発電機ロータ軸２ａと電動機ロータ軸３ａとの間にクラッチ機構を設け、クラッチ締結時にエンジン１の出力が機械的に車両駆動輪６へ伝わるようにすることもできる。
【００２９】
発電機２と電動機３は、何れも永久磁石型同期回転電機であり、各ステータコイルに流れる交流電流の周期や振幅、各ロータ回転位相（ロータの回転位置の位相のこと）に対する電流位相の進遅を制御することで各回転電機２、３の回転速度とトルクを任意に制御することができる。
【００３０】
一対の回転電機２、３は、１つのインバータ７を介してバッテリ８に接続されており、インバータ７を構成する半導体素子（スイッチング素子）のＯＮ／ＯＦＦを制御することで、各回転電機２、３のステータコイルに流れる交流電流を任意に制御することができる。通常は、車両運転者の要求に見合う車両駆動力が得られるように電動機３を力行させると共に、電動機３で消費される電力に見合う発電が行われるよう発電機２でエンジン出力の回生を行うのであるが、車両の走行エネルギを電動機３で回生したり発電機２を力行させてエンジン１をモータリングしたりすることもできる。電動機３（あるいは発電機２）の消費電力が発電機２（あるいは電動機３）での発電電力より大きい場合は不足分の電力がバッテリ８から出力され、反対に発電電力が消費電力より大きい場合は過剰な電力がバッテリ８に入力（充電）される。
【００３１】
次に、このように構成されるシリーズ式のハイブリッド車両に適用される本実施形態の冷却システムについて説明する。
【００３２】
発電機２のロータ軸２ａにオイルポンプ１１（第１冷媒圧送用ポンプ）の入力軸が連結され、オイルポンプ１１は、発電機２のロータ軸２ａによって駆動され、冷却オイル（冷媒）を圧送する。
【００３３】
オイルポンプ１１により圧送される冷却オイルを、発電機２及び電動機３を第１冷却対象として循環させる冷却オイル流路１２（第１冷媒流路）が設けられ、この冷却オイル流路１２に第１冷却対象により暖まった冷却オイルを冷却するオイルクーラ１３（第１熱交換器）が介装されている。すなわち、オイルポンプ１１から吐出された冷却オイルは電動機３と発電機２の冷却オイル流路１２を流れて電動機３と発電機２（特に各ステータコイル）を冷却する。電動機３と発電機２を冷却した後の冷却オイルはオイルクーラ１３で冷やされ、オイルポンプ１１の入口に戻される。
【００３４】
また、オイルポンプ１１の入力軸にさらにウォータポンプ１４（第２冷媒圧送用ポンプ）の入力軸が連結され、このウォータポンプ１４も、発電機２のロータ軸２ａによって駆動され、冷却水（冷媒）を圧送する。
【００３５】
ウォータポンプ１４により圧送される冷却水を、インバータ７を第２冷却対象として循環させる冷却水流路１５（第２冷媒流路）が設けられ、この冷却水流路１５に第２冷却対象により暖まった冷却水を冷却するウォータクーラ１６（第２熱交換器）が介装されている。すなわち、ウォータポンプ１４から吐出された冷却水はインバータ７の冷却水流路１５を流れてインバータ７（特にスイッチング素子）を冷却する。インバータ７を冷却した後の冷却水はウォータクーラ１６で冷やされ、ウォータポンプ１４の入口に戻される。
【００３６】
なお、本実施形態ではオイルポンプ１１とウォータポンプ１４の２つの冷媒圧送用ポンプの入力軸を発電機２のロータ軸２ａに直結かつ同軸上に配置しているが、増減速機構を介して２つの冷媒圧送用ポンプ１１、１４を駆動するようにしてもよい。
【００３７】
次に、本実施形態における制御システムについて説明すると、車両のコントローラは総合コントローラ２０と発電機・電動機コントローラ２１とエンジンコントローラ２２とバッテリコントローラ２３とから構成されている。
【００３８】
総合コントローラ２０には、アクセルセンサ３１からのアクセル開度、車速センサ３２からの車速、温度センサ３３からの電動機３のステータコイルの温度、温度センサ３４からのインバータ７のスイッチング素子温度の各信号が入力されると共に、総合コントローラ２０と他の３つのコントローラ２１、２２、２３との間では相互に信号のやり取りが行えるようになっている。
【００３９】
車両駆動制御の概略を説明すると、総合コントローラ２０では、アクセルセンサ３１からのアクセル開度と車速センサ３２からの車速とに基づいて車両の目標駆動出力を算出し、これを電動機３の回転速度（車速に比例して定まる）で除して目標電動機トルクを算出し、これを発電機・電動機コントローラ２１へ送る。発電機・電動機コントローラ２１では、電動機３の回転速度と目標電動機トルクと電動機３のロータ回転位相（図示しない電動機位相センサで検出する）とに基づいて、電動機３のステータコイルに与える電圧指令値を決定し、この電圧指令値から生成したＰＷＭ信号をインバータ７のスイッチング素子へ送る。
【００４０】
また、総合コントローラ２０では、車両の目標駆動出力に基づいて目標エンジン出力ｔＰｅを算出し、これを実現する第１目標エンジントルクｔＴｅ１と目標エンジン回転速度基本値ｔＮｅ０とを算出し、第１目標エンジントルクｔＴｅ１をエンジンコントローラ２２へ、目標エンジン回転速度基本値ｔＮｅ０を発電機・電動機コントローラ２１へ送る。エンジンコントローラ２２では、エンジン１の実際の回転速度Ｎｅ（エンジン回転速度センサ３６で検出する）と第１目標エンジントルクｔＴｅ１とに基づいてエンジン１の第１目標吸入空気量を決定し、これを実現するようにエンジン１のスロットル弁開度を制御する。発電機・電動機コントローラ２１では、発電機２の実際の回転速度（直結されているエンジン１の回転速度Ｎｅと等しい）を目標エンジン回転速度基本値ｔＮｅ０に一致させるための第１目標発電機トルク（回生トルク）ｔＴｇ１を算出し、発電機２の回転速度と第１目標発電機トルクｔＴｇ１と発電機２のロータ回転位相（図示しない発電機位相センサで検出する）とに基づいて、発電機２のステータコイルに与える電圧指令値を決定し、この電圧指令値から生成したＰＷＭ信号をインバータ７のスイッチング素子へ送る。
【００４１】
車両の目標駆動出力に基づいて目標エンジン出力ｔＰｅを算出する際、基本的には目標エンジン出力ｔＰｅを目標駆動出力に一致させる（発電機２の発電電力を電動機３の消費電力に一致させる）のであるが、バッテリ８の充電状態（あるいは残容量）を表すＳＯＣ（Ｓｔａｔｅ　ｏｆ　Ｃｈａｒｇｅ）によっては目標エンジン出力ｔＰｅを目標駆動出力よりも小さくしてバッテリ８を放電させたり、逆に目標エンジン出力ｔＰｅを目標駆動出力よりも大きくしてバッテリ８を充電したりする。また、目標駆動出力が小さい場合には目標エンジン出力ｔＰｅをゼロとし、エンジン１の運転を停止することもある。
【００４２】
次に、本実施形態の冷却システムを効果的に機能させるため、総合コントローラ２０において行われる制御を図２、図３のフローチャートを参照して説明すると、図２、図３はエンジン制御目標値（目標エンジン回転速度と目標エンジントルク）を演算するためのもので、所定時間毎（例えば１０ｍｓｅｃ毎）に実行する。
【００４３】
図２においてステップ１では、総合コントローラ２０内部のメモリから目標エンジン出力ｔＰｅ、目標エンジン回転速度の基本値ｔＮｅ０を読み込むと共に、エンジンコントローラ２２を介してエンジン回転速度センサ３６からの実エンジン回転速度Ｎｅを読み込む。目標エンジン出力ｔＰｅと目標エンジン回転速度基本値ｔＮｅ０は、基本的な車両駆動制御のために総合コントローラ２０が逐次算出しており、最新の値がメモリにストアされている。なお、目標エンジン回転速度基本値ｔＮｅ０は負の値を採ることはない。
【００４４】
ステップ２では、温度センサ３４からの電動機３のステータコイル温度Ｔｍと温度センサ３４からのインバータ７のスイッチング素子温度Ｔｉを読み込むと共に、バッテリコントローラ２３からのＳＯＣを読み込む。ＳＯＣは、バッテリ８の端子電圧と入出力電流とを監視するバッテリ監視センサ３５からの信号に基づいてバッテリコントローラ２３が逐次算出している。
【００４５】
ステップ３では、電動機３のステータコイル温度Ｔｍとステータコイル温度に対するしきい値Ｔｍｔｈを比較する。ここで、しきい値Ｔｍｔｈとしては、冷却オイルを循環させて積極的に電動機３のステータコイルを冷却すべき温度を設定する。
【００４６】
電動機３のステータコイル温度Ｔｍがしきい値Ｔｍｔｈより大きい場合にはステップ４へ進み、ステータコイル温度Ｔｍのしきい値Ｔｍｔｈからの偏差であるＴｍ−Ｔｍｔｈに基づいてオイルポンプ１１の目標回転速度ｔＮｐｍを算出する。オイルポンプ１１の目標回転速度ｔＮｐｍは、図４に示したようにステータコイル温度Ｔｍのしきい値Ｔｍｔｈからの偏差であるＴｍ−Ｔｍｔｈが大きいほど高くし、これによってステータコイル温度Ｔｍが高いほど冷却オイルの流量を大きくする。
【００４７】
なお、電動機３のステータコイル温度Ｔｍそのものに基づいてオイルポンプ１１の目標回転速度ｔＮｐｍを算出させてもかまわない。
【００４８】
ステータコイル温度Ｔｍがしきい値Ｔｍｔｈ以下の場合には、冷却オイルを循環させて積極的に電動機３のステータコイルを冷却する必要がないと判断し、ステップ５へ進んでオイルポンプ１１の目標回転速度ｔＮｐｍ＝０とする。
【００４９】
ステップ６では、インバータ７のスイッチング素子温度Ｔｉとスイッチング素子温度に対するしきい値Ｔｉｔｈを比較する。ここで、しきい値Ｔｉｔｈとしては、冷却水を循環させて積極的にインバータ７のスイッチング素子を冷却すべき温度を設定する。
【００５０】
スイッチング素子温度Ｔｉがしきい値Ｔｉｔｈより大きい場合にはステップ７へ進み、スイッチング素子温度Ｔｉのしきい値Ｔｉｔｈからの偏差であるＴｉ−Ｔｉｔｈに基づいてウォータポンプ６の目標回転速度ｔＮｐｉを算出する。ウォータポンプ６の目標回転速度ｔＮｐｉは、図５に示したようにスイッチング素子温度Ｔｉのしきい値Ｔｉｔｈからの偏差であるＴｉ−Ｔｉｔｈが大きいほど高くし、これによってスイッチング素子温度Ｔｉが高いほど冷却水の流量を大きくする。
【００５１】
なお、スイッチング素子温度Ｔｉそのものに基づいてウォータポンプ１４の目標回転速度ｔＮｐｉを算出させてもかまわない。
【００５２】
スイッチング素子温度Ｔｉがしきい値Ｔｉｔｈ以下の場合には冷却水を循環させて積極的にインバータ７のスイッチング素子を冷却する必要がないと判断し、ステップ８へ進んでウォータポンプ６の目標回転速度ｔＮｐｉ＝０とする。
【００５３】
ステップ９では、オイルポンプ１１の目標回転速度ｔＮｐｍとウォータポンプ１４の目標回転速度ｔＮｐｉのうち大きい方を冷媒圧送用ポンプ１１、１４の目標回転速度ｔＮｐとする。
【００５４】
図３に進みステップ１０では、目標エンジン回転速度基本値ｔＮｅ０とゼロを比較する。
【００５５】
目標エンジン回転速度基本値ｔＮｅ０がゼロより大きい場合にはエンジン１の運転中であると判断し、ステップ１１へ進んで目標エンジン回転速度基本値ｔＮｅ０と冷媒圧送用ポンプ１１、１４の目標回転速度ｔＮｐを比較する。
【００５６】
目標エンジン回転速度基本値ｔＮｅ０が冷媒圧送用ポンプの目標回転速度ｔＮｐより大きい場合には現状のままで冷媒圧送用ポンプ１１、１４の要求を満たすことができるので、ステップ１２へと進んで目標エンジン回転速度基本値ｔＮｅ０をそのまま目標エンジン回転速度ｔＮｅとして設定する。
【００５７】
ステップ１３では、目標エンジン出力ｔＰｅを、目標エンジン回転速度基本値ｔＮｅ０で除した値を、第１目標エンジントルクｔＴｅ１として算出し、これをステップ１４において目標エンジントルクｔＴｅに入れる。
【００５８】
このように、ステップ１２、１３、１４へと処理が進んだ場合には基本的な車両駆動制御で決定される運転条件通りにエンジン１と発電機２を制御する。本実施形態では、基本的に発電機２の発電電力を電動機３の消費電力に一致させており、この場合、発電機２のステータコイルにおける発熱量と電動機３のステータコイルにおける発熱量とは常に一定の関係を保って変化する。このため、発電機２の冷却と電動機３の冷却との両方が最適となるようにオイルポンプ１１の流量特性を設定することが可能であり、基本的な車両駆動制御に伴ってエンジン１が駆動され、このエンジン１の出力軸（発電機２のロータ軸）により駆動されるオイルポンプ１１の回転だけで発電機２及び電動機３が適切に冷却され、発電機２及び電動機３の各ステータコイル温度がしきい値を超えることがない。
【００５９】
インバータ７の冷却に関しても同様であり、基本的な車両駆動制御に伴ってウォータポンプ１４が回転するだけでインバータ７が適切に冷却され、インバータ７のスイッチング素子温度Ｔｉがしきい値Ｔｉｔｈを超えることがない。
【００６０】
目標エンジン回転速度基本値ｔＮｅ０が冷媒圧送用ポンプ１１、１４の目標回転速度ｔＮｐ以下である場合には現状のままでは冷媒圧送用ポンプ１１、１４の要求を満たすことができないので、ステップ１１よりステップ１５へと進んで冷媒圧送用ポンプ１１、１４の目標回転速度ｔＮｐを目標エンジン回転速度ｔＮｅとして設定すると共に、ステップ１６において目標エンジン出力ｔＰｅを冷媒圧送用ポンプ１１、１４の目標回転速度ｔＮｐで除して第２目標エンジントルクｔＴｅ２を算出し、これをステップ１７で目標エンジントルクｔＴｅに入れる。
【００６１】
これは、目標エンジン出力ｔＰｅが目標駆動出力よりも小さい運転状態が継続した場合に、電動機３やインバータ７の冷却が不十分となる場合があり、このとき目標エンジン回転速度基本値ｔＮｅ０が冷媒圧送用ポンプ１１、１４の目標回転速度ｔＮｐ以下となるので、現状ではｔＮｐより低い冷媒圧送用ポンプの回転速度（＝ｔＮｅ０）を、ｔＮｐへと上昇させて冷媒圧送用ポンプの吐出する冷媒流量を増やし、これによって電動機３あるいはインバータ７の冷却を確保するようにしたものである。
【００６２】
このように、ステップ１５、１６、１７へと処理が進んだ場合には基本的な車両駆動制御で決定される運転条件を変更してエンジン１と発電機２を制御する。なお、基本的な車両駆動制御では、目標エンジン出力ｔＰｅを最良燃費で実現するように目標エンジン回転速度基本値ｔＮｅ０を決定しており、冷却性能を引き出すためとはいえこれを変更することは車両の燃費が悪化することを意味している。しかしながら、電動機３やインバータ７の耐久性を確保するために必要な変更であるので、多少の燃費悪化となるのはやむを得ない。
【００６３】
一方、ｔＮｅ０＝０かつｔＮｐ＞０の場合、つまりエンジン停止中に冷媒圧送用ポンプ１１、１４を回転させたい要求がある場合には、発電機２は空転させたままエンジン１を始動してエンジン１を運転するか、あるいはエンジン１は空転させたまま発電機２を運転させるかする必要がある。このため、ステップ１０で目標エンジン回転速度基本値ｔＮｅ０がゼロ（エンジン停止中）である場合には、ステップ１８、１９へと進む。
【００６４】
ステップ１８、１９は冷媒圧送用ポンプ１１、１４の目標回転速度ｔＮｐとバッテリ８のＳＯＣとに基づいて、発電機２は空転させたままエンジン１を運転させる条件であるのか否か、それともエンジン１は空転させたまま発電機２を運転させる条件であるのか否かを判定する部分である。すなわち、ステップ１８では、冷媒圧送用ポンプ１１、１４の目標回転速度ｔＮｐとこの回転速度に対するしきい値Ｎｐｔｈを、また、ステップ１９ではバッテリ８のＳＯＣとこのＳＯＣに対するしきい値ＳＯＣｔｈをそれぞれ比較する。
【００６５】
ここで、一方のしきい値Ｎｐｔｈは、エンジン１を安定して運転（ファイアリング）することができる最低の回転速度以上の値とする。また、他方のしきい値ＳＯＣｔｈは、バッテリ８が十分に充電された状態であることを示す値（例えば７０％）とする。
【００６６】
これらしきい値との比較の結果、冷媒圧送用ポンプ１１、１４の目標回転速度ｔＮｐがしきい値Ｎｐｔｈより大きくかつバッテリ８のＳＯＣがしきい値ＳＯＣｔｈ未満である場合に、エンジン１を始動させても安定して運転でき、かつ運転させたエンジン１により冷媒圧送用ポンプ１１、１４を回転可能であると判断し、ステップ２０へと進んで実エンジン回転速度Ｎｅを目標エンジン回転速度ｔＮｅとして設定する。これにより、発電機・電動機コントローラ２１で算出される目標発電機トルクがゼロとなり、発電機２は回生も力行も行わない空回りの状態となる。
【００６７】
ステップ２１では、冷媒圧送用ポンプ１１、１４の目標回転速度ｔＮｐと実エンジン回転速度Ｎｅとに基づいて第２目標エンジントルクｔＴｅ２を算出する。具体的には、実エンジン回転速度Ｎｅを冷媒圧送用ポンプ１１、１４の目標回転速度ｔＮｐに一致させるための第２目標エンジントルクｔＴｅ２を算出し、これをステップ１７で目標エンジントルクｔＴｅに入れる。
【００６８】
このように、ステップ２０、２１、１７へと処理が進んだ場合には冷媒圧送用ポンプ１１、１４を回転（駆動）させるためにエンジン１を運転し、発電機２を空回りさせる。
【００６９】
冷媒圧送用ポンプ１１、１４の目標回転速度ｔＮｐがしきい値Ｎｐｔｈ以下である場合にはエンジン１を始動させても安定して運転できないので、発電機２を運転し、その運転される発電機２により冷媒圧送用ポンプ１１、１４を駆動しなければならないので、ステップ２２へと進んで冷媒圧送用ポンプ１１、１４の目標回転速度ｔＮｐを目標エンジン回転速度ｔＮｅとして設定する。また、冷媒圧送用ポンプ１１、１４の目標回転速度ｔＮｐがしきい値Ｎｐｔｈを超えているもののＳＯＣがしきい値ＳＯＣｔｈ以上である場合には、エンジン１、発電機２のいずれの運転も可能であるが、エンジン１よりも発電機２を運転したほうが応答性がよいので、この場合にもステップ２２へと進んで冷媒圧送用ポンプ１１、１４の目標回転速度ｔＮｐを目標エンジン回転速度ｔＮｅとして設定する。これにより、発電機・電動機コントローラ２１で算出される目標発電機トルクが力行トルクを示す値となり、発電機２がバッテリ８の電力を消費してエンジン１を駆動する（モータリング）状態となる。
【００７０】
ステップ２３では、ゼロを第２目標エンジントルクｔＴｅ２として設定し、これをステップ１７で目標エンジントルクｔＴｅに入れる。これにより、エンジンコントローラ２２ではエンジン１への燃料供給を停止する。このとき、エンジン１のスロットル弁を全開にしてポンピングロスを最小にすることが望ましい。
【００７１】
このように、ステップ２２、２３、１７へと処理が進んだ場合には、冷媒圧送用ポンプ１１、１４を回転（駆動）させるために発電機２を運転し、エンジン１を空回りさせる。
【００７２】
このようにして演算した目標エンジン回転速度ｔＮｅと目標エンジントルクｔＴｅとは、総合コントローラ２０よりエンジンコントローラ２２へと送られる。また、目標エンジン回転速度ｔＮｅは発電機・電動機コントローラ２１へと送られる。
【００７３】
このように本実施形態（請求項１７に記載の発明）では、エンジン１の出力軸１ａに連結される発電機２と、この発電機２及びバッテリ８にインバータ７を介して電気的に接続されると共に車両の駆動軸４に連結される電動機３とを備える車両の制御装置において、発電機２のロータ軸２ａに連結され、冷却オイルを圧送するオイルポンプ１１（第１冷媒圧送用ポンプ）と、このオイルポンプ１１により圧送される冷却オイルを、電動機３及び発電機２を第１冷却対象として循環させる冷却オイル流路１２（第１冷媒流路）と、この冷却オイル流路１２に介装され第１冷却対象により暖まった冷却オイルを冷却するオイルクーラ１３（第１熱交換器）と、発電機２のロータ軸２ａに連結され、冷却水を圧送するウォータポンプ１４（第２冷媒圧送用ポンプ）と、このウォータポンプ１４により圧送される冷却水を、インバータ７を第２冷却対象として循環させる冷却水流路１５（第２冷媒流路）と、この冷却水流路１５に介装され第２冷却対象により暖まった冷却水を冷却するウォータクーラ１６（第２熱交換器）とを備えるので、冷却対象により別々の冷媒である冷却オイルと冷却水を使用する場合においても、２つの冷媒圧送用ポンプ１１、１４の回転にエンジン１または発電機２の動力を使用するので、冷媒圧送用ポンプとして、従来装置のように電動ポンプを設置する必要がなくなり、コストの削減及び車両重量の増大防止が図れる。
【００７４】
本実施形態（請求項４２に記載の発明）によれば、エンジン非回転中かつ冷媒圧送用ポンプの目標回転速度ｔＮｐがしきい値Ｎｐｔｈ以下である場合に、冷媒圧送用ポンプの目標回転速度ｔＮｐが得られるように発電機２を制御すると共に、エンジン１を空回りさせている。すなわち、エンジン１を運転してもその回転速度が安定しないような低回転速度領域（ｔＮｐ≦Ｎｐｔｈ）においてエンジン１を空転させ、その代わりに発電機２を運転して冷媒圧送用ポンプを駆動するようにしたので、エンジン１を運転してもそのその回転速度が安定しないような低回転速度領域においても冷媒圧送用ポンプの回転が安定し、必要な冷却性能が得られる。
【００７５】
本実施形態（請求項４３に記載の発明）によれば、エンジン非回転中かつ冷媒圧送用ポンプの目標回転速度ｔＮｐがしきい値Ｎｐｔｈを超えている場合においてバッテリ残容量ＳＯＣがしきい値ＳＯＣｔｈ未満であるときに、
▲１▼エンジン１を始動し、このエンジン１の始動後に冷媒圧送用ポンプの目標回転速度ｔＮｐが得られるようにエンジン１を制御すると共に、
▲２▼発電機２を空回りさせ、
その一方で、エンジン非回転中かつ冷媒圧送用ポンプの目標回転速度ｔＮｐがしきい値Ｎｐｔｈを超えている場合においてバッテリの残容量ＳＯＣがしきい値ＳＯＣｔｈ以上であるときに、
▲３▼冷媒圧送用ポンプの目標回転速度ｔＮｐが得られるように発電機２を制御すると共に、
▲４▼エンジン１を空回りさせている。これによって、冷却要求により長時間、冷媒圧送用ポンプを回す必要がある場合においても、バッテリ８の充電状態を管理し得るので、必要以上に燃料が消費されるのを防止できる。
【００７６】
なお、ＳＯＣがしきい値ＳＯＣｔｈ未満である場合に、エンジン１を始動してエンジン１を運転したとき、そのエンジン運転によりバッテリ８が充電されてバッテリ８の残容量ＳＯＣがしきい値ＳＯＣｔｈ以上となり、すぐにエンジン１を空回りさせるのでは、エンジン１の始動とエンジン１の運転停止とが頻繁に繰り返され、運転性に影響しかねない。そこでこのときには、バッテリ８の残容量ＳＯＣがしきい値ＳＯＣｔｈ未満である場合に、エンジン１を始動するに際して、所定時間はエンジン１の運転を継続するようにすればよく（請求項４４に記載の発明）、これによって一度エンジン１を始動したときにはその直後にバッテリ８の残容量ＳＯＣがしきい値ＳＯＣｔｈ以上となることがあっても所定時間はエンジン１の運転を継続するので、エンジン１の始動とエンジン１の運転停止とが頻繁に繰り返されるのを防止できる。
【００７７】
図６、図７、図８、図９、図１０、図１１、図１２、図１３、図１４、図１５、図１６、図１７、図１８、図１９、図２０、図２１、図２２、図２３はそれぞれ第２、第３、第４、第５、第６、第７、第８、第９、第１０、第１１、第１２、第１３、第１４、第１５、第１６、第１７、第１８、第１９の各実施形態の制御システム図で、図１と置き換わるものである。ただし、バッテリ８、コントローラ２０〜２３、センサ類、駆動軸４は省略している。
【００７８】
まず、図６〜図９に示す第２、第３、第４、第５の４つの実施形態は、いずれも発電機２のロータ軸２ａに連結され、冷媒を圧送する第１冷媒圧送用ポンプ４１と、この第１冷媒圧送用ポンプ４１により圧送される冷媒を第１冷却対象に循環させる第１冷媒流路４２と、この第１冷媒流路４２に介装され第１冷却対象により暖まった冷媒を冷却する第１熱交換器４３と、発電機２のロータ軸２ａに連結され、冷媒を圧送する第２冷媒圧送用ポンプ４４と、この第２冷媒圧送用ポンプ４４により圧送される冷媒を第２冷却対象に循環させる第２冷媒流路４５と、この第２冷媒流路４５に介装され第２冷却対象により暖まった冷媒を冷却する第２熱交換器４６とを備えるものであるが、各実施形態により第１冷却対象と第２冷却対象が次のように相違している。
【００７９】
図６上段：第１冷却対象は発電機２、第２冷却対象はインバータ７。
【００８０】
図６下段：第１冷却対象は電動機３、第２冷却対象はインバータ７。
【００８１】
図７　　：第１冷却対象は発電機２、第２冷却対象は電動機３。
【００８２】
図８上段：第１冷却対象は発電機２、第２冷却対象は電動機３及びインバータ７。
【００８３】
図８下段：第１冷却対象はインバータ７、第２冷却対象は発電機２及び電動機３。
【００８４】
図９　　：第１冷却対象は電動機３、第２冷却対象はインバータ７及び発電機２。
【００８５】
なお、図８下段の制御システム図は、図１の上位概念に相当するものである。
【００８６】
また、図１０〜図１３に示す第６、第７、第８、第９の４つの実施形態は、いずれも電動機３の回転軸３ａに連結され、冷媒を圧送する第１冷媒圧送用ポンプ４１と、この第１冷媒圧送用ポンプ４１により圧送される冷媒を第１冷却対象に循環させる第１冷媒流路４２と、この第１冷媒流路４２に介装され第１冷却対象により暖まった冷媒を冷却する第１熱交換器４３と、電動機３の回転軸３ａに連結され、冷媒を圧送する第２冷媒圧送用ポンプ４４と、この第２冷媒圧送用ポンプ４４により圧送される冷媒を第２冷却対象に循環させる第２冷媒流路４５と、この第２冷媒流路４５に介装され第２冷却対象により暖まった冷媒を冷却する第２熱交換器４６とを備えるものであるが、各実施形態により第１冷却対象と第２冷却対象が次のように相違している。
【００８７】
図１０上段：第１冷却対象は電動機３、第２冷却対象はインバータ７。
【００８８】
図１０下段：第１冷却対象は発電機２、第２冷却対象はインバータ７。
【００８９】
図１１　　：第１冷却対象は発電機２、第２冷却対象は電動機３。
【００９０】
図１２上段：第１冷却対象は電動機３、第２冷却対象は発電機２及びインバータ７。
【００９１】
図１２下段：第１冷却対象はインバータ７、第２冷却対象は電動機３及び発電機２。
【００９２】
図１３　　：第１冷却対象は発電機２、第２冷却対象はインバータ７及び電動機３。
【００９３】
また、図１４〜図１８に示す第１０、第１１、第１２、第１３、第１４の５つの実施形態は、いずれも発電機２の回転軸２ａに連結され、冷媒を圧送する冷媒圧送用ポンプ５１と、この冷媒圧送用ポンプ５１により圧送される冷媒を冷却対象に循環させる冷媒流路５２と、この冷媒流路５２に介装され冷却対象により暖まった冷媒を冷却する熱交換器５３とを備えるものであるが、各実施形態により冷却対象が次のように相違している。
【００９４】
図１４上段　　　：冷却対象は発動機２。
【００９５】
図１４下段　　　：冷却対象はインバータ７。
【００９６】
図１５　　　　　：冷却対象は電動機３。
【００９７】
図１６上段、下段：冷却対象は電動機３及び発電機２。
【００９８】
図１７上段、下段：冷却対象はインバータ７及び発電機２。
【００９９】
図１８上段、下段：冷却対象は電動機３及びインバータ７。
【０１００】
また、図１９〜図２３に示す第１５、第１６、第１７、第１８、第１９の５つの実施形態は、いずれも電動機３の回転軸３ａに連結され、冷媒を圧送する冷媒圧送用ポンプ５１と、この冷媒圧送用ポンプ５１により圧送される冷媒を冷却対象に循環させる冷媒流路５２と、この冷媒流路５２に介装され冷却対象により暖まった冷媒を冷却する熱交換器５３とを備えるものであるが、各実施形態により冷却対象が次のように相違している。
【０１０１】
図１９上段　　　：冷却対象は発電機２。
【０１０２】
図１９下段　　　：冷却対象はインバータ７。
【０１０３】
図２０　　　　　：冷却対象は電動機３。
【０１０４】
図２１上段、下段：冷却対象は発電機２及び電動機３。
【０１０５】
図２２上段、下段：冷却対象はインバータ７及び発電機２。
【０１０６】
図２３上段、下段：冷却対象はインバータ７及び電動機３。
【０１０７】
なお、図１６〜図１８、図２１〜図２３において、上段は２つの冷却対象に対して冷媒を直列に循環させるようにしたもの、下段は２つの冷却対象に対して冷媒を並列に循環させるようにしたものである。
【０１０８】
ここで、図６に示す第２実施形態から図２３に示す第１９実施形態までのの実施形態の作用効果をまとめて説明する。
【０１０９】
図１４上段に示す第１０実施形態（請求項５または請求項６に記載の発明）、図１４下段に示す第１０実施形態（請求項１または請求項５に記載の発明）、図１５に示す第１１実施形態（請求項１または請求項６に記載の発明）によれば、冷媒圧送用ポンプ５１の回転駆動にエンジン１または発電機２の動力を使用し得ることになり、これによって冷媒圧送用ポンプとして、従来装置のように電動ポンプを設置する必要がなくなり、コストの削減及び車両重量の増大防止が図れる。
【０１１０】
同様にして、図１９上段に示す第１５実施形態（請求項７または請求項１２に記載の発明）、図１９下段に示す第１５実施形態（請求項７または請求項１１に記載の発明）、図２０に示す第１６実施形態（請求項１１または請求項１２に記載の発明）によれば、冷媒圧送用ポンプ５１の駆動に車両駆動用電動機３の動力を使用し得ることになり、これにより、冷媒圧送用ポンプとして、従来装置のように電動ポンプを設ける必要がなくなり、コストの削減及び車両重量の増大防止が図れる。
【０１１１】
また、図１６に示す第１２実施形態（請求項２に記載の発明）、図１７に示す第１３実施形態（請求項３に記載の発明）、図１８に示す第１４実施形態（請求項４に記載の発明）によれば、１つの冷媒圧送用ポンプ５１で複数の冷却対象を冷却するので、部品点数の削減が図れる。
【０１１２】
同様にして、図２１に示す第１７実施形態（請求項８に記載の発明）、図２２に示す第１８実施形態（請求項１０に記載の発明）、図２３に示す第１９実施形態（請求項９に記載の発明）によれば、１つの冷媒圧送用ポンプ５１で複数の冷却対象を冷却するので、部品点数の削減が図れる。
【０１１３】
また、図６下段に示す第２実施形態（請求項１３に記載の発明）、図６上段に示す第２実施形態（請求項１５に記載の発明）、図７に示す第３実施形態（請求項１７に記載の発明）によれば、冷却対象により別々の冷媒を使用する場合においても、２つの冷媒圧送用ポンプ４１、４４の駆動にエンジン１または発電機２の動力を使用するので、冷媒圧送用ポンプとして、従来装置のように電動ポンプを設置する必要がなくなり、コストの削減及び車両重量の増大防止が図れる。
【０１１４】
同様にして、図１０下段に示す第６実施形態（請求項１９に記載の発明）、図１０上段に示す第６実施形態（請求項２１に記載の発明）、図１１に示す第７実施形態（請求項２３に記載の発明）によれば、冷却対象により別々の冷媒を使用する場合においても、２つの冷媒圧送用ポンプ４１、４４の駆動に電動機３の動力を使用するので、冷媒圧送用ポンプとして、従来装置のように電動ポンプを設置する必要がなくなり、コストの削減及び車両重量の増大防止が図れる。
【０１１５】
次に、図６下段に示す第２実施形態、図１０上段に示す第６実施形態に対しては、図２、図３のフローチャートをそのまま用いることができるが、図６上段に示す第２実施形態、図１０下段に示す第６実施形態に対しては、図２、図３のフローチャートに代えて図２４、図３のフローチャートを（第２０実施形態）、また図７に示す第３実施形態、図１１に示す第７実施形態に対しては、図２、図３のフローチャートに代えて図２６、図３のフローチャートを（第２１実施形態）用いればよい。すなわち、図２４に示す第２０実施形態では、電動機３の温度Ｔｍに代えて発電機２の温度（特にステータコイルの温度）Ｔｇを用い（図２４ステップ２１〜２５）、また、図２６に示す第２１実施形態では、インバータ７のスイッチング素子温度Ｔｉに代えて発電機２の温度（特にステータコイルの温度）Ｔｇを用いている（図２６ステップ３１〜３５）。
【０１１６】
図２、図３に示す第１実施形態（請求項３２に記載の発明）によれば、電動機３のステータコイル温度Ｔｍに応じて設定した、冷媒圧送用ポンプ１１、１４の目標回転速度ｔＮｐｍと、インバータ７のスイッチング素子温度Ｔｉに応じて設定した、冷媒圧送用ポンプ１１、１４の目標回転速度ｔＮｐｉのうち大きいほうを選択するので、２つの冷媒圧送用ポンプ１１、１４で電動機３、インバータ７両方の冷媒を循環させる場合でも冷却に必要な分だけ冷媒圧送用ポンプを回転させるので、冷却性能の確保と燃費悪化防止との両立を図り得る。
【０１１７】
図２４、図３に示す第２０実施形態（請求項３４に記載の発明）によれば、発電機２のステータコイル温度Ｔｇに応じて設定した、冷媒圧送用ポンプ４１、４４の目標回転速度ｔＮｐｇと、インバータ７のスイッチング素子温度Ｔｉに応じて設定した、冷媒圧送用ポンプ４１、４４の目標回転速度ｔＮｐｉのうち大きいほうを選択するので、２つの冷媒圧送用ポンプ４１、４４で発電機２、インバータ７両方の冷媒を循環させる場合でも冷却に必要な分だけ冷媒圧送用ポンプ４１、４４を回転させるので、冷却性能の確保と燃費悪化防止との両立を図り得る。
【０１１８】
図２６、図３に示す第２１実施形態（請求項３６に記載の発明）によれば、発電機２のステータコイル温度Ｔｇに応じて設定した、冷媒圧送用ポンプ４１、４４の目標回転速度ｔＮｐｇと、電動機３のステータコイル温度Ｔｍに応じて設定した、冷媒圧送用ポンプ４１、４４の目標回転速度ｔＮｐｍのうち大きいほうを選択するので、２つの冷媒圧送用ポンプ４１、４４で電動機３、発電機２両方の冷媒を循環させる場合でも冷却に必要な分だけ冷媒圧送用ポンプ４１、４４を回転させるので、冷却性能の確保と燃費悪化防止との両立を図り得る。
【０１１９】
同様にして、図１５に示す第１１実施形態、図２０に示す第１６実施形態に対しては、図２、図３のフローチャートに代えて図２７、図３のフローチャートを（第２２実施形態）、また図１４下段に示す第１０実施形態、図１９下段に示す第１５実施形態に対しては、図２、図３のフローチャートに代えて図２８、図３のフローチャートを（第２３実施形態）、また図１４上段に示す第１０実施形態、図１９上段に示す第１５実施形態に対しては、図２、図３のフローチャートに代えて図２９、図３のフローチャートを（第２４実施形態）用いればよい。
【０１２０】
図２７、図３に示す第２２実施形態（請求項２５に記載の発明）によれば、電動機３を冷却対象として、電動機３の温度、特にステータコイル温度Ｔｍがしきい値Ｔｍｔｈを超えた場合に冷媒圧送用ポンプ５１の目標回転速度ｔＮｐｍを正の値で算出し、ステータコイル温度Ｔｍがしきい値Ｔｍｔｈ以下の場合には冷媒圧送用ポンプ５１の目標回転速度ｔＮｐｍをゼロで算出している（図２７のステップ３〜５）。すなわち、必要な場合（Ｔｍ＞Ｔｍｔｈの場合）にのみ冷媒圧送用ポンプ５１を駆動して電動機３の冷却を行い、不必要な場合（Ｔｍ≦Ｔｍｔｈの場合）に冷媒圧送用ポンプ５１が駆動されず電動機３の冷却が行われることがないので、電動機３の冷却を効率よく行うことができる。
【０１２１】
また、冷媒圧送用ポンプ５１を駆動する際の冷媒圧送用ポンプ５１の目標回転速度の特性は図４と同じ（または同様）であり、図４のように冷媒圧送用ポンプ５１の目標回転速度が電動機３のステータコイル温度Ｔｍに応じた値であるので（請求項２６に記載の発明）、電動機３のステータコイルの冷却に必要な分だけ冷媒圧送用ポンプ５１が回転し、これにより必要以上に燃料が消費されるのを防止できる。
【０１２２】
また、図２８、図３に示す第２３実施形態（請求項２７に記載の発明）によれば、インバータ７のスイッチング素子温度Ｔｉがしきい値Ｔｉｔｈを超えた場合にのみ冷媒圧送用ポンプ５１を駆動するようにしている。すなわち、第２３実施形態によれば、必要な場合にのみ冷媒圧送用ポンプ５１を駆動してインバータ７の冷却を行うので、インバータ７の冷却を効率よく行うことができる。
【０１２３】
また、冷媒圧送用ポンプ５１を駆動する際の冷媒圧送用ポンプ５１の目標回転速度の特性は図５と同じ（または同様）であり、図５のように冷媒圧送用ポンプ５１の目標回転速度がインバータ７のスイッチング素子温度Ｔｉに応じた値であるので（請求項２８に記載の発明）、インバータ７の冷却に必要な分だけ冷媒圧送用ポンプ５１が回転し、これにより必要以上に燃料が消費されるのを防止できる。
【０１２４】
また、図２９、図３に示す第２４実施形態（請求項２９に記載の発明）によれば、発電機２のステータコイル温度Ｔｇがしきい値Ｔｇｔｈを超えた場合にのみ冷媒圧送用ポンプ５１を駆動するするようにしている。すなわち、第２４実施形態によれば、必要な場合にのみ冷媒圧送用ポンプ５１を駆動して発電機２の冷却を行うので、発電機２の冷却を効率よく行うことができる。
【０１２５】
また、冷媒圧送用ポンプ５１を駆動する際の冷媒圧送用ポンプ５１の目標回転速度の特性は図２５に示した通りであり、図２５のように冷媒圧送用ポンプ５１の目標回転速度が発電機２のステータコイル温度Ｔｇに応じた値であるので（請求項３０に記載の発明）、発電機２の冷却に必要な分だけ冷媒圧送用ポンプ５１が回転し、これにより必要以上に燃料が消費されるのを防止できる。
【０１２６】
また、図１８に示す第１４実施形態、図２３に示す第１９実施形態に対して、図２、図３のフローチャートを（第２５実施形態）、また図１７に示す第１３実施形態、図２２に示す第１８実施形態に対して、図２４、図３のフローチャートを（第２６実施形態）、また図１６に示す第１２実施形態、図２１に示す第１７実施形態に対しては、図２６、図３のフローチャートを（第２７実施形態）用いればよい。
【０１２７】
第２５実施形態（請求項３１に記載の発明）によれば、電動機３のステータコイル温度Ｔｍまたはインバータ７のスイッチング素子温度Ｔｉのいずれか一方が、対応するしきい値を超えたとき冷媒圧送用ポンプ５１を駆動するので、１つの冷媒圧送用ポンプ５１で、電動機３、インバータ７両方の冷媒を圧送する場合でも必要に応じて冷媒圧送用ポンプ５１が回転し、これにより電動機３及びインバータ７の冷却を有効に行い得る。
【０１２８】
第２６実施形態（請求項３３に記載の発明）によれば、電動機３のステータコイル温度Ｔｍまたはインバータ７のスイッチング素子温度Ｔｉのいずれか一方が、対応するしきい値を超えたとき冷媒圧送用ポンプ５１を駆動するので、１つの冷媒圧送用ポンプ５１で、発電機２、インバータ７両方の冷媒を圧送する場合でも必要に応じて冷媒圧送用ポンプ５１が回転し、これにより発電機２及びインバータ７の冷却を有効に行い得る。
【０１２９】
第２７実施形態（請求項３５に記載の発明）によれば、発電機機２のステータコイル温度Ｔｇまたは電動機３のステータコイル温度Ｔｍのいずれか一方が、対応するしきい値を超えたとき冷媒圧送用ポンプ５１を駆動するので、１つの冷媒圧送用ポンプ５１で、電動機３、発電機２両方の冷媒を圧送する場合でも必要に応じて冷媒圧送用ポンプ５１が回転し、これにより電動機３及び発電機２の冷却を有効に行い得る。
【０１３０】
なお、１つの冷媒圧送用ポンプで２つの冷却対象に冷媒循環させている場合に（図８、図９、図１２、図１３、図１６上段、図１７上段、図１８上段、図２１上段、図２２上段、図２３上段参照）、冷媒を循環させる順序は図示のもの限らず、逆でもかまわない。
【０１３１】
実施形態では、電動機や発電機の温度としてステータコイル温度で、またインバータの温度としてスイッチング素子温度で代表させて説明したが、必ずしもこれらに限定されるものでない。
【図面の簡単な説明】
【図１】本発明の第１実施形態の制御システム図。
【図２】目標エンジン回転速度及び目標エンジントルクの演算を説明するためのフローチャート。
【図３】目標エンジン回転速度及び目標エンジントルクの演算を説明するためのフローチャート。
【図４】オイルポンプの目標回転速度の特性図。
【図５】ウォータポンプの目標回転速度の特性図。
【図６】第２実施形態の制御システム図。
【図７】第３実施形態の制御システム図。
【図８】第４実施形態の制御システム図。
【図９】第５実施形態の制御システム図。
【図１０】第６実施形態の制御システム図。
【図１１】第７実施形態の制御システム図。
【図１２】第８実施形態の制御システム図。
【図１３】第９実施形態の制御システム図。
【図１４】第１０実施形態の制御システム図。
【図１５】第１１実施形態の制御システム図。
【図１６】第１２実施形態の制御システム図。
【図１７】第１３実施形態の制御システム図。
【図１８】第１４実施形態の制御システム図。
【図１９】第１５実施形態の制御システム図。
【図２０】第１６実施形態の制御システム図。
【図２１】第１７実施形態の制御システム図。
【図２２】第１８実施形態の制御システム図。
【図２３】第１９実施形態の制御システム図。
【図２４】第２０実施形態の目標エンジン回転速度及び目標エンジントルクの演算を説明するためのフローチャート。
【図２５】第２０実施形態の冷媒圧送用ポンプの目標回転速度の特性図。
【図２６】第２１実施形態の目標エンジン回転速度及び目標エンジントルクの演算を説明するためのフローチャート。
【図２７】第２２実施形態の目標エンジン回転速度及び目標エンジントルクの演算を説明するためのフローチャート。
【図２８】第２３実施形態の目標エンジン回転速度及び目標エンジントルクの演算を説明するためのフローチャート。
【図２９】第２４実施形態の目標エンジン回転速度及び目標エンジントルクの演算を説明するためのフローチャート。
【符号の説明】
１　エンジン
２　発電機
３　電動機
７　インバータ
８　バッテリ
１１　オイルポンプ（第２冷媒圧送用ポンプ）
１２　冷却オイル流路（第２冷媒流路）
１３　オイルクーラ（第２熱交換器）
１４　ウォータポンプ（第１冷媒圧送用ポンプ）
１５　冷却水流路（第１冷媒流路）
１６　ウォータクーラ（第１熱交換器）
２０　総合コントローラ
２１　発電機・電動機コントローラ
２２　エンジンコントローラ
２３　バッテリコントローラ
３３　温度センサ
３４　温度センサ
４１　第１冷媒圧送用ポンプ
４２　第１冷媒流路
４３　第１熱交換器
４４　第２冷媒圧送用ポンプ
４５　第２冷媒流路
４６　第２熱交換器
５１　冷媒圧送用ポンプ
５２　冷媒流路
５３　熱交換器[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a cooling device for a hybrid vehicle (HEV) equipped with a combination of an engine and a rotating electric machine.
[0002]
[Prior art]
When the motor for driving the vehicle is driven, the stator coil of the motor for driving the vehicle generates heat. Therefore, the motor for driving the oil pump is provided separately from the motor for driving the vehicle, and the motor for driving the oil pump is provided separately. An oil pump is driven to pump oil (refrigerant) through a cooling oil passage provided in the stator coil, cool the stator coil, cool the oil whose temperature has increased by a heat exchanger, and recycle the cooled refrigerant again. There is one in which an oil pump circulates through a cooling oil flow path of a stator coil to cool a stator coil (motor for driving a vehicle) (see JP-A-6-38303).
[0003]
[Problems to be solved by the invention]
By the way, if the energy consumed by the motor for driving the vehicle can be supplied directly from the generator without excess or deficiency, the loss during charging and discharging of the battery can be greatly reduced. Even so, an improvement in efficiency can be expected. According to Japanese Patent Application Laid-Open No. 11-146503 and Japanese Patent Application No. 11-172426 disclosed by the present applicant, the electric power required for the vehicle drive motor is determined based on the vehicle running state with the aim of the above. Power is generated by a generator. In other words, the output of the motor changes momentarily with the change in the running state of the vehicle, but it is necessary to minimize the power loss in the battery by supplying electric power from the generator in real time with no excess or deficiency for the motor output. And the output of the engine is efficiently transmitted to the electric motor.
[0004]
By the way, even in such a series HEV, when a rotating electric machine (motor for driving a vehicle or a generator) is driven, in addition to the stator coil of the rotating electric machine, the DC generated by the generator and the DC from the battery are converted to AC. Since the inverter to be converted generates heat, it is necessary to cool the stator coil and the inverter of such a rotating electric machine.
[0005]
However, if a dedicated motor is provided to drive a pump for pumping the refrigerant as in the conventional apparatus, the cost is increased by that amount, and the weight of the vehicle is increased and fuel consumption is deteriorated.
[0006]
Therefore, the present invention relates to an electric motor for driving a pump by connecting an input shaft of a pump for pumping refrigerant to a rotating shaft of a generator or a motor for driving a vehicle and driving the pump for pumping refrigerant by an engine or a motor for driving a vehicle. It is an object of the present invention to reduce the cost by eliminating the vehicle and prevent the vehicle weight from increasing.
[0007]
[Means for Solving the Problems]
The invention according to claim 1 includes a generator connected to an output shaft of an engine, and an electric motor electrically connected to the generator and a battery via an inverter and connected to a drive shaft of the vehicle. In the vehicle control device, a refrigerant pump for pumping the refrigerant, which is connected to the rotating shaft of the generator, and circulates the refrigerant pumped by the refrigerant pump for cooling one of the electric motor and the inverter. And a heat exchanger interposed in the refrigerant flow path and cooling the refrigerant heated by the object to be cooled.
[0008]
The invention according to claim 4 includes a generator connected to the output shaft of the engine, and an electric motor electrically connected to the generator and the battery via an inverter and connected to the drive shaft of the vehicle. In a vehicle control device, a refrigerant pump for pumping refrigerant, which is connected to a rotating shaft of a generator, and a refrigerant flow for circulating the refrigerant pumped by the refrigerant pump for cooling both an electric motor and an inverter as a cooling target. And a heat exchanger interposed in the refrigerant passage and cooling the refrigerant heated by the object to be cooled.
[0009]
The invention according to claim 5 includes a generator connected to the output shaft of the engine, and an electric motor electrically connected to the generator and the battery via an inverter and connected to the drive shaft of the vehicle. In the control device of the vehicle, a refrigerant pump for pumping the refrigerant, which is connected to the rotating shaft of the generator, and the refrigerant pumped by the refrigerant pump, for cooling any one of the generator and the inverter. A refrigerant flow path to be circulated and a heat exchanger interposed in the refrigerant flow path to cool the refrigerant heated by the object to be cooled are provided.
[0010]
The invention according to claim 6 includes a generator connected to the output shaft of the engine, and an electric motor electrically connected to the generator and the battery via an inverter and connected to the drive shaft of the vehicle. In the control device of the vehicle, a refrigerant pump for pumping the refrigerant, which is connected to the rotating shaft of the generator, and the refrigerant pumped by the refrigerant pump, for cooling any one of the generator and the electric motor A refrigerant flow path to be circulated and a heat exchanger interposed in the refrigerant flow path to cool the refrigerant heated by the object to be cooled are provided.
[0011]
The invention according to claim 7 includes a generator connected to the output shaft of the engine, and an electric motor electrically connected to the generator and the battery via an inverter and connected to the drive shaft of the vehicle. In the vehicle control device, a refrigerant pump for pumping the refrigerant, which is connected to the shaft of the electric motor, and circulates the refrigerant pumped by the refrigerant pump for cooling any one of the generator and the inverter. A refrigerant flow path and a heat exchanger interposed in the refrigerant flow path and cooling the refrigerant heated by the object to be cooled are provided.
[0012]
The invention according to claim 10 includes a generator connected to the output shaft of the engine, and an electric motor electrically connected to the generator and the battery via an inverter and connected to the drive shaft of the vehicle. In the vehicle control device, a refrigerant pump for pumping the refrigerant, which is connected to the rotating shaft of the electric motor, and a refrigerant flow for circulating the refrigerant pumped by the refrigerant pump for cooling both the generator and the inverter as cooling targets And a heat exchanger interposed in the refrigerant passage and cooling the refrigerant heated by the object to be cooled.
[0013]
An eleventh aspect of the present invention includes a generator connected to an output shaft of an engine, and an electric motor electrically connected to the generator and a battery via an inverter and connected to a drive shaft of the vehicle. In a vehicle control device, a refrigerant pumping pump connected to a shaft of an electric motor for pumping refrigerant, and a refrigerant for pumping the refrigerant pumped by the refrigerant pumping pump with one of the electric motor and the inverter as a cooling target. A flow path; and a heat exchanger interposed in the refrigerant flow path and cooling the refrigerant heated by the object to be cooled.
[0014]
A twelfth aspect of the present invention includes a generator connected to an output shaft of an engine, and an electric motor electrically connected to the generator and a battery via an inverter and connected to a drive shaft of the vehicle. In the vehicle control device, a refrigerant pump for pumping the refrigerant, which is connected to a shaft of the electric motor, and circulates the refrigerant pumped by the refrigerant pump for cooling any one of the electric motor and the generator. A refrigerant flow path and a heat exchanger interposed in the refrigerant flow path and cooling the refrigerant heated by the object to be cooled are provided.
[0015]
The invention according to claim 13 includes a generator connected to the output shaft of the engine, and an electric motor electrically connected to the generator and the battery via an inverter and connected to the drive shaft of the vehicle. In the control device for a vehicle, a first refrigerant pump for pumping the refrigerant, which is connected to a shaft of the generator, and circulating the refrigerant pumped by the first refrigerant pump for circulating the electric motor as a first cooling target. A first refrigerant flow path, a first heat exchanger interposed in the first refrigerant flow path for cooling the refrigerant heated by the first cooling target, and a second refrigerant pressure feeder connected to the shaft of the generator for pumping the refrigerant Pump, a second refrigerant flow path for circulating the refrigerant pumped by the second refrigerant pressure-feeding pump with the inverter as the second cooling target, and a second cooling target interposed in the second refrigerant flow path for warming by the second cooling target. Cools the refrigerant And a second heat exchanger.
[0016]
According to a fifteenth aspect, a vehicle includes a generator connected to an output shaft of an engine, and an electric motor electrically connected to the generator and a battery via an inverter and connected to a drive shaft of the vehicle. In the control device, the first refrigerant pumping pump connected to the shaft of the generator for pumping the refrigerant, and the refrigerant pumped by the first refrigerant pumping pump are circulated with the generator as the first cooling target. A first refrigerant flow path, a first heat exchanger interposed in the first refrigerant flow path for cooling the refrigerant heated by the first cooling target, and a second refrigerant pressure feeder connected to the shaft of the generator for pumping the refrigerant Pump, a second refrigerant flow path for circulating the refrigerant pumped by the second refrigerant pressure-feeding pump with the inverter as the second cooling target, and a second cooling target interposed in the second refrigerant flow path for warming by the second cooling target. Second cooling the cooled refrigerant And an exchanger.
[0017]
According to a seventeenth aspect, a vehicle includes: a generator connected to an output shaft of an engine; and an electric motor electrically connected to the generator and a battery via an inverter and connected to a drive shaft of the vehicle. In the control device, the first refrigerant pumping pump connected to the shaft of the generator for pumping the refrigerant, and the refrigerant pumped by the first refrigerant pumping pump are circulated with the generator as the first cooling target. A first refrigerant flow path, a first heat exchanger interposed in the first refrigerant flow path for cooling the refrigerant heated by the first cooling target, and a second refrigerant pressure feeder connected to the shaft of the generator for pumping the refrigerant Pump, a second refrigerant flow path for circulating the refrigerant pumped by the second refrigerant pressure-feeding pump with the electric motor as a second cooling target, and a second cooling target interposed in the second refrigerant flow path for warming by the second cooling target. Heat exchange to cool the cooled refrigerant And a vessel.
[0018]
The invention according to claim 19 includes a generator connected to the output shaft of the engine, and an electric motor electrically connected to the generator and the battery via an inverter and connected to the drive shaft of the vehicle. In the control device for a vehicle, a first refrigerant pump for pumping the refrigerant, which is connected to a shaft of the electric motor, and a refrigerant pumped by the first refrigerant pump for circulating the generator as a first cooling target. A first refrigerant flow passage, a first heat exchanger interposed in the first refrigerant flow passage for cooling the refrigerant heated by the first cooling target, and a second refrigerant pressure-feeding pump connected to the shaft of the electric motor for pumping the refrigerant; A pump, a second refrigerant passage for circulating the refrigerant pumped by the second refrigerant pump, and an inverter as a second cooling target, and the second refrigerant passage interposed between the second refrigerant passage and heated by the second cooling target. Cool the refrigerant And a second heat exchanger.
[0019]
The invention according to claim 21 includes a generator connected to the output shaft of the engine, and an electric motor electrically connected to the generator and the battery via an inverter and connected to the drive shaft of the vehicle. In the control device for a vehicle, a first refrigerant pump for pumping the refrigerant, which is connected to a shaft of the electric motor, and a first refrigerant for circulating the refrigerant pumped by the first refrigerant pump for the electric motor as a first cooling target. A refrigerant flow path, a first heat exchanger interposed in the first refrigerant flow path for cooling the refrigerant heated by the first cooling target, and a second refrigerant pumping pump connected to a shaft of the electric motor and for pumping the refrigerant And a second refrigerant flow path that circulates the refrigerant pumped by the second refrigerant pressure pump to the inverter as a second cooling target, and a refrigerant that is interposed in the second refrigerant flow path and warmed by the second cooling target. Cool And a second heat exchanger.
[0020]
The invention according to claim 23 includes a generator connected to the output shaft of the engine, and an electric motor electrically connected to the generator and the battery via an inverter and connected to the drive shaft of the vehicle. In the control device for a vehicle, a first refrigerant pump for pumping the refrigerant, which is connected to a shaft of the electric motor, and a first refrigerant for circulating the refrigerant pumped by the first refrigerant pump for the electric motor as a first cooling target. A refrigerant flow path, a first heat exchanger interposed in the first refrigerant flow path for cooling the refrigerant heated by the first cooling target, and a second refrigerant pumping pump connected to a shaft of the electric motor and for pumping the refrigerant And a second refrigerant passage for circulating the refrigerant pumped by the second refrigerant pump for pumping the generator as a second cooling object, and being warmed by the second cooling object interposed in the second refrigerant passage. The second to cool the refrigerant And an exchanger.
[0021]
【The invention's effect】
According to the first, fourth, fifth, and sixth aspects of the present invention, the power of the engine is used for driving the pump for pumping refrigerant, so that an electric pump needs to be installed as the pump for pumping refrigerant as in the conventional apparatus. As a result, cost can be reduced and vehicle weight can be prevented from increasing.
[0022]
According to the seventh, tenth, eleventh, and twelfth aspects of the present invention, the power of the vehicle drive motor is used to drive the refrigerant pump. Therefore, it is necessary to provide an electric pump as the refrigerant pump as in the conventional apparatus. As a result, cost can be reduced and vehicle weight can be prevented from increasing.
[0023]
According to the invention of claims 13, 15, 17, 19, 21, and 23, even when different refrigerants are used for the objects to be cooled, the power of the engine is used to drive the two refrigerant pumps. It is not necessary to install an electric pump as a pump for pumping as in the conventional apparatus, so that cost reduction and increase in vehicle weight can be prevented.
[0024]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, an embodiment of the present invention will be described with reference to the accompanying drawings.
[0025]
FIG. 1 shows the overall configuration of a hybrid vehicle to which the present invention is applied.
[0026]
The hybrid vehicle according to the present embodiment is a so-called series type hybrid vehicle in which the energy consumed in the electric motor (vehicle driving motor) 3 is directly supplied from the generator 2 with no excess or shortage. Is mechanically transmitted to the vehicle drive wheels 6. That is, the rotor shaft (rotary shaft) 2a of the generator 2 is directly connected to the output shaft 1a of the engine 1, and the engine 1 and the rotor 2a of the generator 2 rotate at the same speed. In addition, both may be connected via an acceleration / deceleration mechanism.
[0027]
One end of a vehicle drive shaft 4 is directly connected to a rotor shaft (rotation shaft) 3 a of the electric motor 3, and the other end is connected to a vehicle drive wheel 6 via a differential gear 5. Similarly to the generator 2 side, the connection between the vehicle drive shaft 4 and the rotor shaft 3a of the electric motor 3 may be performed via an acceleration / deceleration mechanism.
[0028]
A clutch mechanism may be provided between the generator rotor shaft 2a and the motor rotor shaft 3a so that the output of the engine 1 is mechanically transmitted to the vehicle drive wheels 6 when the clutch is engaged.
[0029]
Each of the generator 2 and the motor 3 is a permanent magnet type synchronous rotating electric machine, and the cycle and amplitude of an alternating current flowing through each stator coil, and the advance of the current phase with respect to each rotor rotation phase (rotational position of the rotor). By controlling the delay, it is possible to arbitrarily control the rotational speed and torque of each of the rotating electric machines 2 and 3.
[0030]
The pair of rotating electric machines 2, 3 are connected to the battery 8 via one inverter 7, and control ON / OFF of a semiconductor element (switching element) constituting the inverter 7, whereby each of the rotating electric machines 2, 3 is controlled. The AC current flowing through the third stator coil can be arbitrarily controlled. Normally, the electric motor 3 is operated so as to obtain a vehicle driving force corresponding to the request of the vehicle driver, and the engine output is regenerated by the generator 2 so as to generate electric power corresponding to the electric power consumed by the electric motor 3. However, the driving energy of the vehicle can be regenerated by the electric motor 3 or the generator 2 can be powered to motor the engine 1. If the power consumption of the motor 3 (or the generator 2) is larger than the power generated by the generator 2 (or the motor 3), the insufficient power is output from the battery 8, and if the generated power is larger than the power consumption. Excess power is input (charged) to the battery 8.
[0031]
Next, a cooling system according to the present embodiment applied to the series hybrid vehicle configured as described above will be described.
[0032]
An input shaft of an oil pump 11 (first refrigerant pump) is connected to a rotor shaft 2a of the generator 2, and the oil pump 11 is driven by the rotor shaft 2a of the generator 2 to pump cooling oil (refrigerant). .
[0033]
A cooling oil passage 12 (first refrigerant passage) for circulating the cooling oil pumped by the oil pump 11 with the generator 2 and the electric motor 3 as first cooling targets is provided. An oil cooler 13 (first heat exchanger) for cooling the cooling oil warmed by the object to be cooled is provided. That is, the cooling oil discharged from the oil pump 11 flows through the cooling oil flow path 12 of the motor 3 and the generator 2 to cool the motor 3 and the generator 2 (particularly, each stator coil). The cooling oil after cooling the motor 3 and the generator 2 is cooled by the oil cooler 13 and returned to the inlet of the oil pump 11.
[0034]
An input shaft of the oil pump 11 is further connected to an input shaft of a water pump 14 (second refrigerant pump). The water pump 14 is also driven by the rotor shaft 2a of the generator 2 to generate cooling water (refrigerant). Pump.
[0035]
A cooling water flow path 15 (second refrigerant flow path) for circulating the cooling water pumped by the water pump 14 with the inverter 7 as a second cooling target is provided, and the cooling water flow path 15 is cooled by the second cooling target. A water cooler 16 (second heat exchanger) for cooling water is interposed. That is, the cooling water discharged from the water pump 14 flows through the cooling water passage 15 of the inverter 7 to cool the inverter 7 (particularly, the switching element). The cooling water after cooling the inverter 7 is cooled by the water cooler 16 and returned to the inlet of the water pump 14.
[0036]
In this embodiment, the input shafts of the two pumps for pumping the refrigerant, the oil pump 11 and the water pump 14, are directly connected to the rotor shaft 2a of the generator 2 and are coaxial with each other. The two refrigerant pumps 11 and 14 may be driven.
[0037]
Next, the control system according to the present embodiment will be described. The controller of the vehicle includes a general controller 20, a generator / motor controller 21, an engine controller 22, and a battery controller 23.
[0038]
The integrated controller 20 receives signals of the accelerator opening from the accelerator sensor 31, the vehicle speed from the vehicle speed sensor 32, the temperature of the stator coil of the electric motor 3 from the temperature sensor 33, and the switching element temperature of the inverter 7 from the temperature sensor 34. At the same time, signals are exchanged between the integrated controller 20 and the other three controllers 21, 22, and 23.
[0039]
The general description of the vehicle drive control is as follows. The general controller 20 calculates a target drive output of the vehicle based on the accelerator opening from the accelerator sensor 31 and the vehicle speed from the vehicle speed sensor 32, and calculates the target drive output based on the rotational speed of the electric motor 3 ( (Determined in proportion to the vehicle speed) to calculate the target motor torque and send it to the generator / motor controller 21. The generator / motor controller 21 determines a voltage command value to be given to the stator coil of the motor 3 based on the rotation speed of the motor 3, the target motor torque, and the rotor rotation phase of the motor 3 (detected by a motor phase sensor not shown). After the determination, the PWM signal generated from the voltage command value is sent to the switching element of the inverter 7.
[0040]
Further, the integrated controller 20 calculates a target engine output tPe based on the target drive output of the vehicle, calculates a first target engine torque tTe1 and a target engine rotation speed basic value tNe0 for realizing the target engine output tPe, and calculates the first target engine output tNe. The torque tTe1 is sent to the engine controller 22, and the target engine rotation speed basic value tNe0 is sent to the generator / motor controller 21. The engine controller 22 determines the first target intake air amount of the engine 1 based on the actual rotation speed Ne of the engine 1 (detected by the engine rotation speed sensor 36) and the first target engine torque tTe1, and realizes this. The throttle valve opening of the engine 1 is controlled so that The generator / motor controller 21 sets the first target generator torque (the first target generator torque (equal to the rotation speed Ne of the directly connected engine 1) to the target engine rotation speed basic value tNe0 (equal to the rotation speed Ne of the directly connected engine 1). A regenerative torque) tTg1 is calculated, and based on the rotational speed of the generator 2, the first target generator torque tTg1, and the rotor rotation phase of the generator 2 (detected by a generator phase sensor (not shown)). A voltage command value to be given to the stator coil is determined, and a PWM signal generated from the voltage command value is sent to a switching element of the inverter 7.
[0041]
When calculating the target engine output tPe based on the target drive output of the vehicle, basically, the target engine output tPe is matched with the target drive output (the power generated by the generator 2 is matched with the power consumption of the motor 3). However, depending on the SOC (State of Charge) representing the state of charge (or remaining capacity) of the battery 8, the target engine output tPe is made smaller than the target drive output to discharge the battery 8, or conversely, the target engine output tPe is reduced. For example, the battery 8 is charged at a level higher than the target drive output. When the target drive output is small, the target engine output tPe may be set to zero and the operation of the engine 1 may be stopped.
[0042]
Next, in order to make the cooling system of this embodiment function effectively, the control performed by the integrated controller 20 will be described with reference to the flowcharts of FIGS. 2 and 3. FIG. 2 and FIG. This is for calculating the target engine rotation speed and the target engine torque, and is executed every predetermined time (for example, every 10 msec).
[0043]
In FIG. 2, in step 1, the target engine output tPe and the basic value tNe0 of the target engine rotation speed are read from the memory in the integrated controller 20, and the actual engine rotation speed Ne from the engine rotation speed sensor 36 is read via the engine controller 22. Read. The general controller 20 sequentially calculates the target engine output tPe and the target engine rotation speed basic value tNe0 for basic vehicle drive control, and the latest values are stored in the memory. Note that the target engine rotation speed basic value tNe0 does not take a negative value.
[0044]
In step 2, the stator coil temperature Tm of the electric motor 3 from the temperature sensor 34 and the switching element temperature Ti of the inverter 7 from the temperature sensor 34 are read, and the SOC from the battery controller 23 is read. The SOC is sequentially calculated by the battery controller 23 based on a signal from the battery monitoring sensor 35 that monitors the terminal voltage of the battery 8 and the input / output current.
[0045]
In step 3, the stator coil temperature Tm of the electric motor 3 is compared with a threshold value Tmth for the stator coil temperature. Here, as the threshold value Tmth, a temperature at which the stator oil of the electric motor 3 is to be actively cooled by circulating the cooling oil is set.
[0046]
If the stator coil temperature Tm of the electric motor 3 is higher than the threshold value Tmth, the process proceeds to step 4, where the target rotation speed tNpm of the oil pump 11 is determined based on Tm-Tmth which is a deviation of the stator coil temperature Tm from the threshold value Tmth. Is calculated. As shown in FIG. 4, the target rotation speed tNpm of the oil pump 11 is increased as Tm−Tmth, which is a deviation of the stator coil temperature Tm from the threshold value Tmth, is increased. Increase the oil flow.
[0047]
Note that the target rotation speed tNpm of the oil pump 11 may be calculated based on the stator coil temperature Tm of the electric motor 3 itself.
[0048]
When the stator coil temperature Tm is equal to or lower than the threshold value Tmth, it is determined that it is not necessary to circulate the cooling oil to actively cool the stator coil of the electric motor 3, and the process proceeds to step 5 where the target rotation of the oil pump 11 is performed. Speed tNpm = 0.
[0049]
In step 6, the switching element temperature Ti of the inverter 7 is compared with the threshold value Tith for the switching element temperature. Here, as the threshold value Tith, a temperature at which the cooling element is positively cooled by circulating the cooling water is set.
[0050]
If the switching element temperature Ti is higher than the threshold value Tith, the process proceeds to step 7, where the target rotation speed tNpi of the water pump 6 is calculated based on Ti-Tith which is a deviation of the switching element temperature Ti from the threshold value Tith. . As shown in FIG. 5, the target rotation speed tNpi of the water pump 6 is increased as the deviation Ti-Tith of the switching element temperature Ti from the threshold value Tith is increased. Increase water flow.
[0051]
Note that the target rotation speed tNpi of the water pump 14 may be calculated based on the switching element temperature Ti itself.
[0052]
If the switching element temperature Ti is equal to or lower than the threshold value Tith, it is determined that it is not necessary to circulate the cooling water to actively cool the switching element of the inverter 7, and the routine proceeds to step 8, where the target rotational speed of the water pump 6 is set. It is assumed that tNpi = 0.
[0053]
In step 9, the larger one of the target rotation speed tNpm of the oil pump 11 and the target rotation speed tNpi of the water pump 14 is set as the target rotation speed tNp of the refrigerant pumps 11 and 14.
[0054]
Proceeding to FIG. 3, in step 10, the target engine rotation speed basic value tNe0 is compared with zero.
[0055]
If the target engine rotation speed basic value tNe0 is greater than zero, it is determined that the engine 1 is operating, and the routine proceeds to step 11, where the target engine rotation speed basic value tNe0 and the target rotation speed tNp of the refrigerant pumps 11 and 14 are determined. To compare.
[0056]
If the target engine rotation speed basic value tNe0 is higher than the target rotation speed tNp of the refrigerant pump, the demands of the refrigerant pumps 11 and 14 can be satisfied as they are, so the process proceeds to step 12 and proceeds to the target engine. The rotation speed basic value tNe0 is set as it is as the target engine rotation speed tNe.
[0057]
In step 13, a value obtained by dividing the target engine output tPe by the target engine rotation speed basic value tNe0 is calculated as a first target engine torque tTe1, and this value is put in the target engine torque tTe in step.
[0058]
As described above, when the process proceeds to steps 12, 13, and 14, the engine 1 and the generator 2 are controlled according to the operating conditions determined by the basic vehicle drive control. In the present embodiment, the power generated by the generator 2 is basically made equal to the power consumption of the motor 3. In this case, the heat generated by the stator coil of the generator 2 and the heat generated by the stator coil of the motor 3 are always constant. It changes while maintaining a certain relationship. For this reason, it is possible to set the flow characteristic of the oil pump 11 so that both the cooling of the generator 2 and the cooling of the electric motor 3 are optimized, and the engine 1 is driven in accordance with the basic vehicle drive control. Then, the generator 2 and the motor 3 are appropriately cooled only by the rotation of the oil pump 11 driven by the output shaft of the engine 1 (the rotor shaft of the generator 2), and the temperature of each stator coil of the generator 2 and the motor 3 is increased. Does not exceed the threshold.
[0059]
The same applies to the cooling of the inverter 7. The inverter 7 is appropriately cooled only by the rotation of the water pump 14 in accordance with the basic vehicle drive control, and the switching element temperature Ti of the inverter 7 exceeds the threshold value Tith. There is no.
[0060]
When the target engine rotation speed basic value tNe0 is equal to or lower than the target rotation speed tNp of the refrigerant pumping pumps 11 and 14, the demand of the refrigerant pumping pumps 11 and 14 cannot be satisfied as it is, and therefore, the steps from step 11 are performed. Proceeding to 15, the target rotational speed tNp of the refrigerant pumps 11, 14 is set as the target engine rotational speed tNe, and in step 16, the target engine output tPe is divided by the target rotational speed tNp of the refrigerant pumps 11, 14. Then, a second target engine torque tTe2 is calculated, and this is set as the target engine torque tTe in step S17.
[0061]
This is because when the operation state in which the target engine output tPe is smaller than the target drive output continues, the electric motor 3 and the inverter 7 may be insufficiently cooled. Rotation speed of the pump for pumping refrigerant (= tNe0), which is lower than tNp at present, is increased to tNp to increase the flow rate of refrigerant discharged from the pump for pumping refrigerant. Thus, the cooling of the electric motor 3 or the inverter 7 is ensured.
[0062]
As described above, when the process proceeds to steps 15, 16, and 17, the engine 1 and the generator 2 are controlled by changing the operating conditions determined by the basic vehicle drive control. In the basic vehicle drive control, the target engine rotation speed basic value tNe0 is determined so as to achieve the target engine output tPe with the best fuel efficiency. It means that the fuel efficiency of the car deteriorates. However, since it is a change necessary to ensure the durability of the electric motor 3 and the inverter 7, it is inevitable that the fuel consumption will slightly deteriorate.
[0063]
On the other hand, when tNe0 = 0 and tNp> 0, that is, when there is a request to rotate the refrigerant pumps 11 and 14 while the engine is stopped, the engine 1 is started while the generator 2 is idling and the engine 1 is started. 1 or the generator 2 must be operated with the engine 1 running idle. Therefore, if the target engine rotation speed basic value tNe0 is zero (during engine stop) in step 10, the process proceeds to steps 18 and 19.
[0064]
Steps 18 and 19 are based on the target rotation speed tNp of the refrigerant pumps 11 and 14 and the SOC of the battery 8 to determine whether or not the condition for operating the engine 1 while the generator 2 is running idle or whether the engine 1 Is a part for determining whether or not the condition is such that the generator 2 is operated with the wheel idling. That is, in step 18, the target rotational speed tNp of the refrigerant pumps 11, 14 is compared with the threshold value Npth for this rotational speed, and in step 19, the SOC of the battery 8 is compared with the threshold value SOCth for this SOC. .
[0065]
Here, the one threshold value Npth is set to a value equal to or higher than the minimum rotation speed at which the engine 1 can be operated (fired) stably. Further, the other threshold value SOCth is set to a value (for example, 70%) indicating that the battery 8 is fully charged.
[0066]
As a result of comparison with these threshold values, when the target rotation speed tNp of the refrigerant pumping pumps 11 and 14 is higher than the threshold value Npth and the SOC of the battery 8 is lower than the threshold value SOCth, the engine 1 is started. It is determined that the pumps 11 and 14 can be rotated stably by the engine 1 that has been operated, and the process proceeds to step 20, where the actual engine speed Ne is set as the target engine speed tNe. I do. As a result, the target generator torque calculated by the generator / motor controller 21 becomes zero, and the generator 2 enters an idle state in which neither regeneration nor powering is performed.
[0067]
In step 21, the second target engine torque tTe2 is calculated based on the target rotation speed tNp of the refrigerant pumps 11, 14 and the actual engine rotation speed Ne. Specifically, a second target engine torque tTe2 for making the actual engine rotation speed Ne coincide with the target rotation speed tNp of the refrigerant pumps 11 and 14 is calculated, and this is entered into the target engine torque tTe in step S17.
[0068]
As described above, when the process proceeds to steps 20, 21, and 17, the engine 1 is operated to rotate (drive) the refrigerant pumps 11 and 14, and the generator 2 is caused to idle.
[0069]
If the target rotation speed tNp of the refrigerant pumps 11 and 14 is equal to or lower than the threshold value Npth, the engine 1 cannot be operated stably even if the engine 1 is started. Since the pumps 11 and 14 for pumping the refrigerant must be driven by the step 2, the routine proceeds to step 22, where the target rotation speed tNp of the pumps 11 and 14 for pumping the refrigerant is set as the target engine rotation speed tNe. If the target rotational speed tNp of the refrigerant pumps 11 and 14 exceeds the threshold value Npth but the SOC is equal to or higher than the threshold value SOCth, both the engine 1 and the generator 2 can be operated. However, since the responsiveness is better when the generator 2 is operated than the engine 1, in this case also, the process proceeds to step 22, and the target rotation speed tNp of the refrigerant pumps 11, 14 is set as the target engine rotation speed tNe. I do. As a result, the target generator torque calculated by the generator / motor controller 21 becomes a value indicating the powering torque, and the generator 2 consumes the power of the battery 8 to drive the engine 1 (motoring).
[0070]
In step 23, zero is set as the second target engine torque tTe2, and this is set in the target engine torque tTe in step 17. As a result, the engine controller 22 stops supplying fuel to the engine 1. At this time, it is desirable to fully open the throttle valve of the engine 1 to minimize the pumping loss.
[0071]
As described above, when the process proceeds to steps 22, 23, and 17, the generator 2 is operated to rotate (drive) the refrigerant pumps 11 and 14, and the engine 1 is caused to idle.
[0072]
The target engine rotation speed tNe and the target engine torque tTe calculated in this manner are sent from the general controller 20 to the engine controller 22. Further, the target engine speed tNe is sent to the generator / motor controller 21.
[0073]
As described above, in the present embodiment (the invention according to claim 17), the generator 2 connected to the output shaft 1 a of the engine 1, and the generator 2 and the battery 8 are electrically connected to each other through the inverter 7. And an electric motor 3 connected to a drive shaft 4 of the vehicle, the oil pump 11 (a first refrigerant pumping pump) connected to a rotor shaft 2a of the generator 2 for pumping cooling oil. A cooling oil passage 12 (first refrigerant passage) for circulating the cooling oil pumped by the oil pump 11 with the electric motor 3 and the generator 2 as a first cooling object, and interposed in the cooling oil passage 12. An oil cooler 13 (first heat exchanger) for cooling the cooling oil warmed by the first cooling object, and a water pump 14 (second refrigerant) connected to the rotor shaft 2a of the generator 2 for pumping the cooling water Pump), a cooling water flow path 15 (second refrigerant flow path) for circulating the cooling water pumped by the water pump 14 with the inverter 7 as a second cooling target, and the cooling water flow path 15. Since the water cooler 16 (second heat exchanger) that cools the cooling water warmed by the second cooling target is provided, even when the cooling oil and the cooling water that are different refrigerants are used depending on the cooling target, the two refrigerants are used. Since the power of the engine 1 or the generator 2 is used for the rotation of the pumps for pumping 11 and 14, it is not necessary to install an electric pump as a pump for pumping refrigerant as in the conventional apparatus, thereby reducing costs and increasing vehicle weight. Prevention can be achieved.
[0074]
According to this embodiment (the invention described in claim 42), when the engine is not rotating and the target rotation speed tNp of the refrigerant pump is less than or equal to the threshold value Npth, the target rotation speed tNp of the refrigerant pump is set. The generator 2 is controlled so that the engine speed is obtained, and the engine 1 is idled. That is, the engine 1 is idled in a low rotation speed region (tNp ≦ Npth) where the rotation speed is not stable even when the engine 1 is operated, and instead, the generator 2 is operated to drive the refrigerant pump. As a result, even in a low rotation speed range where the rotation speed of the engine 1 is not stable even when the engine 1 is operated, the rotation of the pump for pumping the refrigerant is stabilized, and required cooling performance can be obtained.
[0075]
According to the present embodiment (the invention according to claim 43), when the engine is not rotating and the target rotation speed tNp of the refrigerant pumping pump exceeds the threshold value Npth, the remaining battery charge SOC becomes the threshold value SOCth. Is less than
(1) The engine 1 is started, and after the engine 1 is started, the engine 1 is controlled so that the target rotation speed tNp of the refrigerant pump is obtained.
(2) Let generator 2 run idle,
On the other hand, while the engine is not rotating and the target rotation speed tNp of the refrigerant pumping pump exceeds the threshold value Npth, when the remaining capacity SOC of the battery is equal to or greater than the threshold value SOCth,
{Circle around (3)} The generator 2 is controlled so that the target rotation speed tNp of the refrigerant pump is obtained, and
(4) The engine 1 is running idle. Thereby, even when it is necessary to rotate the refrigerant pump for a long time due to a cooling request, the charge state of the battery 8 can be managed, so that unnecessary consumption of fuel can be prevented.
[0076]
When the SOC is less than the threshold value SOCth and the engine 1 is started and the engine 1 is operated, the battery 8 is charged by the engine operation and the remaining capacity SOC of the battery 8 becomes equal to or more than the threshold value SOCth. If the engine 1 is caused to idle immediately, the start of the engine 1 and the stop of the operation of the engine 1 are frequently repeated, which may affect the drivability. Therefore, at this time, when the remaining capacity SOC of the battery 8 is less than the threshold value SOCth, the operation of the engine 1 may be continued for a predetermined time when starting the engine 1 (refer to claim 44). Invention) When the engine 1 is started once, even if the remaining capacity SOC of the battery 8 becomes equal to or higher than the threshold value SOCth immediately after that, the operation of the engine 1 is continued for a predetermined time. And the stop of the operation of the engine 1 can be prevented from being frequently repeated.
[0077]
6, 7, 8, 9, 10, 11, 12, 13, 13, 14, 15, 16, 17, 18, 18, 19, 20, 21, and 22. , FIG. 23 respectively show the second, third, fourth, fifth, sixth, seventh, eighth, ninth, tenth, eleventh, twelfth, thirteenth, fourteenth, fifteenth, It is a control system diagram of each of the seventeenth, eighteenth, and nineteenth embodiments, which replaces FIG. However, the battery 8, the controllers 20 to 23, the sensors, and the drive shaft 4 are omitted.
[0078]
First, the second, third, fourth, and fifth embodiments shown in FIGS. 6 to 9 are all connected to the rotor shaft 2a of the generator 2 and pump the first refrigerant pump for pumping the refrigerant. 41, a first refrigerant channel 42 for circulating the refrigerant pumped by the first refrigerant pump 41 to the first cooling object, and a first refrigerant object interposed in the first refrigerant channel 42 and warmed by the first cooling object A first heat exchanger 43 for cooling the refrigerant, a second refrigerant pump 44 connected to the rotor shaft 2a of the generator 2 for pumping the refrigerant, and a refrigerant pumped by the second refrigerant pump 44. Although it is provided with a second refrigerant flow passage 45 circulated to the second cooling target, and a second heat exchanger 46 interposed in the second refrigerant flow passage 45 and cooling the refrigerant heated by the second cooling target. According to each embodiment, the first cooling target and the second cooling target are as follows. Are differences.
[0079]
Upper part of FIG. 6: The first cooling target is the generator 2, and the second cooling target is the inverter 7.
[0080]
FIG. 6B: The first cooling target is the electric motor 3, and the second cooling target is the inverter 7.
[0081]
FIG. 7: The first cooling target is the generator 2, and the second cooling target is the electric motor 3.
[0082]
8: The first cooling target is the generator 2, and the second cooling target is the electric motor 3 and the inverter 7.
[0083]
In FIG. 8, the first cooling target is the inverter 7, and the second cooling target is the generator 2 and the electric motor 3.
[0084]
FIG. 9: The first cooling target is the electric motor 3, and the second cooling target is the inverter 7 and the generator 2.
[0085]
The control system diagram in the lower part of FIG. 8 corresponds to the general concept of FIG.
[0086]
Further, the sixth, seventh, eighth, and ninth embodiments shown in FIGS. 10 to 13 are all connected to the rotating shaft 3a of the electric motor 3 and are configured to pump the first refrigerant pump 41 for pumping the refrigerant. A first refrigerant flow path 42 for circulating the refrigerant pumped by the first refrigerant pressure pump 41 to the first cooling target, and a refrigerant interposed in the first refrigerant flow path 42 and warmed by the first cooling target A first heat exchanger 43, which is connected to the rotating shaft 3a of the electric motor 3, and a second refrigerant pump 44 for pumping the refrigerant, and a second refrigerant pump 44 for pumping the refrigerant pumped by the second refrigerant pump 44. It comprises a second refrigerant flow path 45 circulated to the object to be cooled and a second heat exchanger 46 interposed in the second refrigerant flow path 45 to cool the refrigerant heated by the second object to be cooled. According to the embodiment, the first cooling target and the second cooling target are as follows. Are differences.
[0087]
10: The first cooling target is the electric motor 3, and the second cooling target is the inverter 7.
[0088]
10 lower stage: the first cooling target is the generator 2, and the second cooling target is the inverter 7.
[0089]
FIG. 11: The first cooling target is the generator 2, and the second cooling target is the electric motor 3.
[0090]
FIG. 12 upper stage: The first cooling target is the electric motor 3, and the second cooling target is the generator 2 and the inverter 7.
[0091]
FIG. 12 lower stage: The first cooling target is the inverter 7, and the second cooling target is the motor 3 and the generator 2.
[0092]
FIG. 13: The first cooling target is the generator 2, and the second cooling target is the inverter 7 and the electric motor 3.
[0093]
Further, the tenth, eleventh, twelfth, thirteenth, and fourteenth embodiments shown in FIGS. 14 to 18 are all connected to the rotating shaft 2a of the generator 2 for pumping refrigerant. A pump 51, a refrigerant channel 52 for circulating the refrigerant pumped by the refrigerant pump 51 for cooling, and a heat exchanger 53 interposed in the refrigerant channel 52 for cooling the refrigerant heated by the cooling target; However, the cooling object differs according to each embodiment as follows.
[0094]
In FIG. 14, the cooling target is the engine 2.
[0095]
FIG. 14 lower: cooling target is inverter 7.
[0096]
FIG. 15: The electric motor 3 is to be cooled.
[0097]
16 upper and lower: electric motor 3 and generator 2 are cooled.
[0098]
17 upper and lower: cooling target is inverter 7 and generator 2.
[0099]
18 upper and lower: cooling target is electric motor 3 and inverter 7.
[0100]
Further, the fifteenth, sixteenth, seventeenth, eighteenth, and nineteenth embodiments shown in FIGS. 19 to 23 are all connected to the rotating shaft 3a of the electric motor 3 and are pumps for pumping refrigerant. 51, a refrigerant channel 52 for circulating the refrigerant pumped by the refrigerant pump 51 to the object to be cooled, and a heat exchanger 53 interposed in the refrigerant channel 52 for cooling the refrigerant heated by the object to be cooled. Although it is provided, the cooling target differs according to each embodiment as follows.
[0101]
19 upper stage: Generator 2 is cooled.
[0102]
19 lower stage: The inverter 7 is to be cooled.
[0103]
FIG. 20: The electric motor 3 is to be cooled.
[0104]
In FIG. 21, upper and lower: cooling targets are the generator 2 and the electric motor 3.
[0105]
FIG. 22 Upper, lower: cooling targets are inverter 7 and generator 2.
[0106]
In FIG. 23, upper and lower: cooling targets are the inverter 7 and the electric motor 3.
[0107]
In FIGS. 16 to 18 and FIGS. 21 to 23, the upper stage circulates the refrigerant in series for the two cooling targets, and the lower stage circulates the refrigerant in parallel for the two cooling targets. It is like that.
[0108]
Here, the functions and effects of the second embodiment shown in FIG. 6 to the nineteenth embodiment shown in FIG. 23 will be described together.
[0109]
The tenth embodiment shown in the upper part of FIG. 14 (the invention described in claim 5 or claim 6), the tenth embodiment shown in the lower part of FIG. 14 (the invention described in claim 1 or claim 5), and shown in FIG. According to the eleventh embodiment (invention of claim 1 or claim 6), it is possible to use the power of the engine 1 or the generator 2 for the rotational drive of the pump 51 for pumping the refrigerant. It is not necessary to install an electric pump as a conventional pump as in the conventional apparatus, so that cost can be reduced and vehicle weight can be prevented from increasing.
[0110]
Similarly, the fifteenth embodiment shown in the upper part of FIG. 19 (the invention described in claim 7 or claim 12), the fifteenth embodiment shown in the lower part of FIG. 19 (the invention described in claim 7 or claim 11), According to the sixteenth embodiment shown in FIG. 20 (the invention described in claim 11 or claim 12), the power of the vehicle drive motor 3 can be used for driving the refrigerant pump 51. In addition, there is no need to provide an electric pump as a pump for pumping refrigerant as in the conventional apparatus, so that cost can be reduced and vehicle weight can be prevented from increasing.
[0111]
Also, a twelfth embodiment (invention of claim 2) shown in FIG. 16, a thirteenth embodiment (invention of claim 3) shown in FIG. 17, and a fourteenth embodiment (invention 4) shown in FIG. According to the invention described in (1), since a plurality of cooling targets are cooled by one refrigerant pump 51, the number of parts can be reduced.
[0112]
Similarly, the seventeenth embodiment shown in FIG. 21 (the invention described in claim 8), the eighteenth embodiment shown in FIG. 22 (the invention described in claim 10), and the nineteenth embodiment shown in FIG. According to the invention described in (9), since a plurality of cooling objects are cooled by one refrigerant pump 51, the number of components can be reduced.
[0113]
The second embodiment shown in the lower part of FIG. 6 (the invention according to claim 13), the second embodiment shown in the upper part of FIG. 6 (the invention described in claim 15), and the third embodiment shown in FIG. According to the invention described in (17), even when different refrigerants are used depending on the objects to be cooled, the power of the engine 1 or the generator 2 is used to drive the two refrigerant pumps 41 and 44, so that the refrigerant It is not necessary to install an electric pump as a pump for pumping as in the conventional apparatus, so that cost reduction and increase in vehicle weight can be prevented.
[0114]
Similarly, the sixth embodiment shown in the lower part of FIG. 10 (the invention according to claim 19), the sixth embodiment shown in the upper part of FIG. 10 (the invention described in claim 21), and the seventh embodiment shown in FIG. According to the twenty-third aspect of the present invention, the power of the electric motor 3 is used to drive the two refrigerant pumps 41 and 44 even when different refrigerants are used for different cooling objects. It is not necessary to install an electric pump as a conventional pump as in the conventional apparatus, so that cost can be reduced and vehicle weight can be prevented from increasing.
[0115]
Next, for the second embodiment shown in the lower part of FIG. 6 and the sixth embodiment shown in the upper part of FIG. 10, the flowcharts of FIGS. For the sixth embodiment shown in the lower part of FIG. 10, the flowcharts of FIGS. 24 and 3 are replaced with the flowcharts of FIGS. 24 and 3 (the twentieth embodiment), and the third embodiment shown in FIG. For the seventh embodiment shown in FIG. 11, the flowcharts of FIGS. 26 and 3 (the 21st embodiment) may be used instead of the flowcharts of FIGS. That is, in the twentieth embodiment shown in FIG. 24, the temperature Tg of the generator 2 (particularly, the temperature of the stator coil) Tg is used instead of the temperature Tm of the electric motor 3 (steps 21 to 25 in FIG. 24), and shown in FIG. In the twenty-first embodiment, the temperature of the generator 2 (particularly, the temperature of the stator coil) Tg is used instead of the switching element temperature Ti of the inverter 7 (steps 31 to 35 in FIG. 26).
[0116]
According to the first embodiment shown in FIGS. 2 and 3 (the invention according to claim 32), the target rotational speeds tNpm of the refrigerant pumps 11, 14 which are set according to the stator coil temperature Tm of the electric motor 3 are determined. Since the larger one of the target rotation speeds tNpi of the refrigerant pumps 11 and 14 set according to the switching element temperature Ti of the inverter 7 is selected, the motor 3 and the inverter 7 are controlled by the two refrigerant pumps 11 and 14. Even when both the refrigerants are circulated, the pump for pumping the refrigerant is rotated by an amount necessary for cooling, so that it is possible to ensure both cooling performance and prevent deterioration of fuel efficiency.
[0117]
According to the twentieth embodiment shown in FIGS. 24 and 3 (the invention according to claim 34), the target rotation speed tNpg of the refrigerant pumps 41 and 44 set according to the stator coil temperature Tg of the generator 2. And the larger one of the target rotation speeds tNpi of the refrigerant pumps 41 and 44 set in accordance with the switching element temperature Ti of the inverter 7, so that the two refrigerant pumps 41 and 44 use the generator 2, Even when the refrigerant in both the inverters 7 is circulated, the refrigerant pumps 41 and 44 are rotated by an amount necessary for cooling, so that it is possible to ensure both cooling performance and prevent deterioration of fuel efficiency.
[0118]
According to the twenty-first embodiment (the invention according to claim 36) shown in FIGS. 26 and 3, the target rotation speed tNpg of the refrigerant pumps 41 and 44 set according to the stator coil temperature Tg of the generator 2 is set. And the target rotation speed tNpm of the refrigerant pumps 41 and 44 set in accordance with the stator coil temperature Tm of the electric motor 3, whichever is greater, is selected. Even when the refrigerant of both units 2 is circulated, the refrigerant pumps 41 and 44 are rotated by an amount necessary for cooling, so that it is possible to ensure both cooling performance and prevent deterioration of fuel efficiency.
[0119]
Similarly, for the eleventh embodiment shown in FIG. 15 and the sixteenth embodiment shown in FIG. 20, the flowcharts of FIGS. 27 and 3 are replaced with the flowcharts of FIGS. 2 and 3 (the 22nd embodiment). For the tenth embodiment shown in the lower part of FIG. 14 and the fifteenth embodiment shown in the lower part of FIG. 19, the flowcharts of FIGS. 28 and 3 are replaced with the flowcharts of FIGS. 2 and 3 (the 23rd embodiment). For the tenth embodiment shown in the upper part of FIG. 14 and the fifteenth embodiment shown in the upper part of FIG. 19, the flowcharts of FIGS. 29 and 3 are replaced with the flowcharts of FIGS. It may be used.
[0120]
According to the twenty-second embodiment (invention of claim 25) shown in FIGS. 27 and 3, when the temperature of the electric motor 3, in particular, the stator coil temperature Tm exceeds the threshold Tmth, with the electric motor 3 as a cooling target. The target rotation speed tNpm of the refrigerant pump 51 is calculated as a positive value, and when the stator coil temperature Tm is equal to or lower than the threshold value Tmth, the target rotation speed tNpm of the refrigerant pump 51 is calculated as zero. (Steps 3 to 5 in FIG. 27). That is, the coolant pump 51 is driven to cool the electric motor 3 only when necessary (when Tm> Tmth), and the coolant pump 51 is driven when unnecessary (when Tm ≦ Tmth). Since the electric motor 3 is not cooled, the electric motor 3 can be efficiently cooled.
[0121]
Further, the characteristic of the target rotation speed of the refrigerant pump 51 for driving the refrigerant pump 51 is the same as (or similar to) that of FIG. 4, and the target rotation speed of the refrigerant pump 51 as shown in FIG. Since the value is in accordance with the stator coil temperature Tm of the electric motor 3 (the invention according to claim 26), the refrigerant pump 51 is rotated by an amount necessary for cooling the stator coil of the electric motor 3, thereby making it unnecessary. Fuel consumption can be prevented.
[0122]
Further, according to the twenty-third embodiment (the invention according to claim 27) shown in FIGS. 28 and 3, the refrigerant pump 51 is only activated when the switching element temperature Ti of the inverter 7 exceeds the threshold value Tith. I try to drive. That is, according to the twenty-third embodiment, the coolant pump 51 is driven to cool the inverter 7 only when necessary, so that the inverter 7 can be cooled efficiently.
[0123]
The characteristic of the target rotation speed of the refrigerant pump 51 for driving the refrigerant pump 51 is the same as (or similar to) that of FIG. 5, and the target rotation speed of the pump 51 as shown in FIG. Since the value corresponds to the switching element temperature Ti of the inverter 7 (the invention according to claim 28), the refrigerant pump 51 rotates by an amount necessary for cooling the inverter 7, thereby consuming more fuel than necessary. Can be prevented.
[0124]
Further, according to the twenty-fourth embodiment (invention of claim 29) shown in FIGS. 29 and 3, only when the stator coil temperature Tg of the generator 2 exceeds the threshold value Tgth, the pump 51 To drive. That is, according to the twenty-fourth embodiment, the generator 2 is cooled by driving the refrigerant pump 51 only when necessary, so that the generator 2 can be cooled efficiently.
[0125]
The characteristic of the target rotation speed of the refrigerant pump 51 when driving the refrigerant pump 51 is as shown in FIG. 25. As shown in FIG. 2 (the invention according to claim 30), the pump 51 for pumping the refrigerant rotates by an amount necessary for cooling the generator 2, thereby consuming more fuel than necessary. Can be prevented.
[0126]
Also, the flowcharts of FIGS. 2 and 3 are compared with the fourteenth embodiment shown in FIG. 18 and the nineteenth embodiment shown in FIG. 23 (25th embodiment), and the thirteenth embodiment shown in FIG. 24 and 3 (the 26th embodiment) for the eighteenth embodiment shown in FIG. 16, and FIG. 26 for the twelfth embodiment shown in FIG. 16 and the seventeenth embodiment shown in FIG. The flowchart in FIG. 3 may be used (the 27th embodiment).
[0127]
According to the twenty-fifth embodiment (invention of claim 31), when either one of the stator coil temperature Tm of the electric motor 3 or the switching element temperature Ti of the inverter 7 exceeds a corresponding threshold value, the refrigerant pumping is performed. Since the pump 51 is driven, the refrigerant pump 51 is rotated as necessary even when the refrigerant of both the electric motor 3 and the inverter 7 is pumped by one refrigerant pump 51, whereby the electric motor 3 and the inverter 7 are driven. Cooling can be performed effectively.
[0128]
According to the twenty-sixth embodiment (invention of claim 33), when either one of the stator coil temperature Tm of the electric motor 3 or the switching element temperature Ti of the inverter 7 exceeds the corresponding threshold value, the refrigerant pumping is performed. Since the pump 51 is driven, the refrigerant pump 51 is rotated as necessary even when the refrigerant of both the generator 2 and the inverter 7 is pumped by one refrigerant pump 51, whereby the generator 2 and the inverter 7 can be effectively performed.
[0129]
According to the twenty-seventh embodiment (invention of claim 35), when either the stator coil temperature Tg of the generator 2 or the stator coil temperature Tm of the electric motor 3 exceeds the corresponding threshold value, the refrigerant Since the pump 51 for pumping is driven, the pump 51 for pumping refrigerant rotates as needed even when the refrigerant of both the electric motor 3 and the generator 2 is pumped by one pump 51 for pumping refrigerant. The cooling of the generator 2 can be performed effectively.
[0130]
In addition, when the refrigerant is circulated through the two cooling objects by one refrigerant pump (FIG. 8, FIG. 9, FIG. 12, FIG. 13, FIG. 16, upper stage, FIG. 17, upper stage, FIG. 18, upper stage, FIG. The order in which the refrigerant is circulated is not limited to the illustrated one, and may be reversed.
[0131]
In the embodiment, the temperature of the electric motor or the generator is represented by the temperature of the stator coil, and the temperature of the inverter is represented by the temperature of the switching element. However, the temperature is not necessarily limited thereto.
[Brief description of the drawings]
FIG. 1 is a control system diagram according to a first embodiment of the present invention.
FIG. 2 is a flowchart for explaining calculation of a target engine rotation speed and a target engine torque.
FIG. 3 is a flowchart for explaining calculation of a target engine rotation speed and a target engine torque.
FIG. 4 is a characteristic diagram of a target rotation speed of an oil pump.
FIG. 5 is a characteristic diagram of a target rotation speed of a water pump.
FIG. 6 is a control system diagram of a second embodiment.
FIG. 7 is a control system diagram of a third embodiment.
FIG. 8 is a control system diagram of a fourth embodiment.
FIG. 9 is a control system diagram according to a fifth embodiment.
FIG. 10 is a control system diagram according to a sixth embodiment.
FIG. 11 is a control system diagram of a seventh embodiment.
FIG. 12 is a control system diagram of an eighth embodiment.
FIG. 13 is a control system diagram of a ninth embodiment.
FIG. 14 is a control system diagram of a tenth embodiment.
FIG. 15 is a control system diagram of an eleventh embodiment.
FIG. 16 is a control system diagram of a twelfth embodiment.
FIG. 17 is a control system diagram according to a thirteenth embodiment.
FIG. 18 is a control system diagram according to a fourteenth embodiment.
FIG. 19 is a control system diagram according to a fifteenth embodiment.
FIG. 20 is a control system diagram according to a sixteenth embodiment.
FIG. 21 is a control system diagram of a seventeenth embodiment.
FIG. 22 is a control system diagram according to an eighteenth embodiment.
FIG. 23 is a control system diagram according to a nineteenth embodiment.
FIG. 24 is a flowchart for explaining calculation of a target engine speed and a target engine torque according to the twentieth embodiment.
FIG. 25 is a characteristic diagram of a target rotation speed of the refrigerant pumping pump according to the twentieth embodiment.
FIG. 26 is a flowchart for explaining calculation of a target engine speed and a target engine torque according to the twenty-first embodiment.
FIG. 27 is a flowchart for explaining calculation of a target engine rotation speed and a target engine torque according to the twenty-second embodiment.
FIG. 28 is a flowchart for explaining calculation of a target engine speed and a target engine torque according to the twenty-third embodiment.
FIG. 29 is a flowchart illustrating a calculation of a target engine speed and a target engine torque according to the twenty-fourth embodiment;
[Explanation of symbols]
1 engine
2 generator
3 Electric motor
7 Inverter
8 Battery
11 Oil pump (second refrigerant pump)
12 Cooling oil flow path (second refrigerant flow path)
13 Oil cooler (second heat exchanger)
14. Water pump (first refrigerant pump)
15 Cooling water flow path (first refrigerant flow path)
16 Water cooler (first heat exchanger)
20 Comprehensive controller
21 Generator / motor controller
22 Engine controller
23 Battery Controller
33 temperature sensor
34 temperature sensor
41 1st refrigerant pump
42 first refrigerant flow path
43 1st heat exchanger
44 Second refrigerant pump
45 Second refrigerant flow path
46 Second heat exchanger
51 Refrigerant pump
52 refrigerant channel
53 heat exchanger

Claims

A generator connected to the output shaft of the engine,
An electric motor connected to the generator and the battery via an inverter and connected to a drive shaft of the vehicle.
A refrigerant pump for pumping the refrigerant, which is connected to a rotating shaft of the generator,
A refrigerant passage that circulates the refrigerant pumped by the refrigerant pump for pumping any one of the electric motor and the inverter as a cooling target,
A control device for a vehicle, comprising: a heat exchanger interposed in the refrigerant flow passage to cool the refrigerant heated by the object to be cooled.

The vehicle control according to claim 1, wherein when the refrigerant pumped by the refrigerant pump is circulated through the refrigerant passage of the electric motor, a refrigerant passage is further provided in the generator to circulate the refrigerant. apparatus.

2. The vehicle control according to claim 1, wherein when the refrigerant pumped by the refrigerant pump is circulated through the refrigerant passage of the inverter, the generator is further provided with a refrigerant passage to circulate the refrigerant. apparatus.

A generator connected to the output shaft of the engine,
An electric motor connected to the generator and the battery via an inverter and connected to a drive shaft of the vehicle.
A refrigerant pump for pumping the refrigerant, which is connected to a rotating shaft of the generator,
A refrigerant flow path that circulates the refrigerant pumped by the refrigerant pump for cooling both the electric motor and the inverter as a cooling target,
A control device for a vehicle, comprising: a heat exchanger interposed in the refrigerant flow passage to cool the refrigerant heated by the object to be cooled.

A generator connected to the output shaft of the engine,
An electric motor connected to the generator and the battery via an inverter and connected to a drive shaft of the vehicle.
A refrigerant pump for pumping the refrigerant, which is connected to a rotating shaft of the generator,
A refrigerant passage that circulates the refrigerant pumped by the refrigerant pump for pumping any one of a generator and an inverter as a cooling target,
A control device for a vehicle, comprising: a heat exchanger interposed in the refrigerant flow passage to cool the refrigerant heated by the object to be cooled.

A generator connected to the output shaft of the engine,
An electric motor connected to the generator and the battery via an inverter and connected to a drive shaft of the vehicle.
A refrigerant pump for pumping the refrigerant, which is connected to a rotating shaft of the generator,
A refrigerant passage that circulates the refrigerant pumped by the refrigerant pump for pumping any one of a generator and an electric motor as a cooling target,
A control device for a vehicle, comprising: a heat exchanger interposed in the refrigerant flow passage to cool the refrigerant heated by the object to be cooled.

A generator connected to the output shaft of the engine,
An electric motor connected to the generator and the battery via an inverter and connected to a drive shaft of the vehicle.
A refrigerant pump for pumping the refrigerant, which is connected to a shaft of the electric motor,
A refrigerant passage that circulates the refrigerant pumped by the refrigerant pump for pumping any one of a generator and an inverter as a cooling target,
A control device for a vehicle, comprising: a heat exchanger interposed in the refrigerant flow passage to cool the refrigerant heated by the object to be cooled.

8. The vehicle according to claim 7, wherein when the refrigerant pumped by the refrigerant pump is circulated through the refrigerant passage of the generator, the electric motor is further provided with a refrigerant passage to circulate the refrigerant. Control device.

The vehicle control device according to claim 7, wherein when the refrigerant pumped by the refrigerant pump is circulated through the refrigerant flow path of the inverter, the electric motor further includes a refrigerant flow path to circulate the refrigerant. .

A generator connected to the output shaft of the engine,
An electric motor connected to the generator and the battery via an inverter and connected to a drive shaft of the vehicle.
A refrigerant pump for pumping the refrigerant, which is connected to a rotating shaft of the electric motor,
A refrigerant passage for circulating the refrigerant pumped by the refrigerant pump for cooling both the generator and the inverter as cooling targets,
A control device for a vehicle, comprising: a heat exchanger interposed in the refrigerant flow passage to cool the refrigerant heated by the object to be cooled.

A generator connected to the output shaft of the engine,
An electric motor connected to the generator and the battery via an inverter and connected to a drive shaft of the vehicle.
A refrigerant pump for pumping the refrigerant, which is connected to a shaft of the electric motor,
A refrigerant passage that circulates the refrigerant pumped by the refrigerant pump for pumping any one of the electric motor and the inverter as a cooling target,
A control device for a vehicle, comprising: a heat exchanger interposed in the refrigerant flow passage to cool the refrigerant heated by the object to be cooled.

A generator connected to the output shaft of the engine,
An electric motor connected to the generator and the battery via an inverter and connected to a drive shaft of the vehicle.
A refrigerant pump for pumping the refrigerant, which is connected to a shaft of the electric motor,
A refrigerant passage for circulating the refrigerant pumped by the refrigerant pump for pumping any one of an electric motor and a generator as a cooling target,
A control device for a vehicle, comprising: a heat exchanger interposed in the refrigerant flow passage to cool the refrigerant heated by the object to be cooled.

A generator connected to the output shaft of the engine,
An electric motor connected to the generator and the battery via an inverter and connected to a drive shaft of the vehicle.
A first refrigerant pumping pump connected to the shaft of the generator and pumping the refrigerant;
A first refrigerant flow path for circulating the refrigerant pumped by the first refrigerant pump for pumping the electric motor as a first cooling target;
A first heat exchanger interposed in the first refrigerant flow path and cooling the refrigerant heated by the first cooling target;
A second refrigerant pumping pump connected to the shaft of the generator and pumping the refrigerant;
A second refrigerant passage for circulating the refrigerant pumped by the second refrigerant pump for pumping the inverter as a second cooling target;
A control device for a vehicle, comprising: a second heat exchanger interposed in the second refrigerant passage to cool the refrigerant heated by the second cooling target.

The vehicle control according to claim 13, wherein the refrigerant pumped by one of the first refrigerant pump and the second refrigerant pump is further circulated by providing a refrigerant passage in the generator. apparatus.

A generator connected to the output shaft of the engine,
An electric motor connected to the generator and the battery via an inverter and connected to a drive shaft of the vehicle.
A first refrigerant pumping pump connected to the shaft of the generator and pumping the refrigerant;
A first refrigerant flow path for circulating the refrigerant pumped by the first refrigerant pump for pumping the generator as a first cooling target;
A first heat exchanger interposed in the first refrigerant flow path and cooling the refrigerant heated by the first cooling target;
A second refrigerant pumping pump connected to the shaft of the generator and pumping the refrigerant;
A second refrigerant passage for circulating the refrigerant pumped by the second refrigerant pump for pumping the inverter as a second cooling target;
A control device for a vehicle, comprising: a second heat exchanger interposed in the second refrigerant passage to cool the refrigerant heated by the second cooling target.

16. The control device for a vehicle according to claim 15, wherein the refrigerant pumped by one of the first refrigerant pump and the second refrigerant pump is further circulated by providing a refrigerant passage in the electric motor. .

A generator connected to the output shaft of the engine,
An electric motor connected to the generator and the battery via an inverter and connected to a drive shaft of the vehicle.
A first refrigerant pumping pump connected to the shaft of the generator and pumping the refrigerant;
A first refrigerant flow path for circulating the refrigerant pumped by the first refrigerant pump for pumping the generator as a first cooling target;
A first heat exchanger interposed in the first refrigerant flow path and cooling the refrigerant heated by the first cooling target;
A second refrigerant pumping pump connected to the shaft of the generator and pumping the refrigerant;
A second refrigerant passage for circulating the refrigerant pumped by the second refrigerant pump for pumping the electric motor as a second cooling target;
A control device for a vehicle, comprising: a second heat exchanger interposed in the second refrigerant passage to cool the refrigerant heated by the second cooling target.

18. The vehicle control device according to claim 17, wherein the refrigerant pumped by one of the first refrigerant pump and the second refrigerant pump is further circulated by providing a refrigerant passage in the inverter. .

A generator connected to the output shaft of the engine,
An electric motor connected to the generator and the battery via an inverter and connected to a drive shaft of the vehicle.
A first refrigerant pump for pumping the refrigerant, the pump being connected to a shaft of the electric motor,
A first refrigerant flow path for circulating the refrigerant pumped by the first refrigerant pump for pumping the generator as a first cooling target;
A first heat exchanger interposed in the first refrigerant flow path and cooling the refrigerant heated by the first cooling target;
A second refrigerant pumping pump connected to the shaft of the electric motor and pumping the refrigerant;
A second refrigerant passage for circulating the refrigerant pumped by the second refrigerant pump for pumping the inverter as a second cooling target;
A control device for a vehicle, comprising: a second heat exchanger interposed in the second refrigerant passage to cool the refrigerant heated by the second cooling target.

20. The vehicle control device according to claim 19, wherein the refrigerant pumped by one of the first refrigerant pump and the second refrigerant pump is circulated by further providing a refrigerant passage in the electric motor. .

A generator connected to the output shaft of the engine,
An electric motor connected to the generator and the battery via an inverter and connected to a drive shaft of the vehicle.
A first refrigerant pump for pumping the refrigerant, the pump being connected to a shaft of the electric motor,
A first refrigerant flow path for circulating the refrigerant pumped by the first refrigerant pump for pumping the electric motor as a first cooling target;
A first heat exchanger interposed in the first refrigerant flow path and cooling the refrigerant heated by the first cooling target;
A second refrigerant pumping pump connected to the shaft of the electric motor and pumping the refrigerant;
A second refrigerant passage for circulating the refrigerant pumped by the second refrigerant pump for pumping the inverter as a second cooling target;
A control device for a vehicle, comprising: a second heat exchanger interposed in the second refrigerant passage to cool the refrigerant heated by the second cooling target.

22. The vehicle control according to claim 21, wherein the refrigerant pumped by one of the first refrigerant pump and the second refrigerant pump is further circulated by providing a refrigerant passage in a generator. apparatus.

A generator connected to the output shaft of the engine,
An electric motor connected to the generator and the battery via an inverter and connected to a drive shaft of the vehicle.
A first refrigerant pump for pumping the refrigerant, the pump being connected to a shaft of the electric motor,
A first refrigerant flow path for circulating the refrigerant pumped by the first refrigerant pump for pumping the electric motor as a first cooling target;
A first heat exchanger interposed in the first refrigerant flow path and cooling the refrigerant heated by the first cooling target;
A second refrigerant pumping pump connected to the shaft of the electric motor and pumping the refrigerant;
A second refrigerant passage for circulating the refrigerant pumped by the second refrigerant pump for pumping the generator as a second cooling target;
A control device for a vehicle, comprising: a second heat exchanger interposed in the second refrigerant passage to cool the refrigerant heated by the second cooling target.

24. The vehicle control device according to claim 23, wherein the refrigerant pumped by one of the first refrigerant pump and the second refrigerant pump is further circulated by providing a refrigerant passage in the inverter. .

Determining means for determining whether or not the temperature of the electric motor has exceeded a threshold value when the electric motor is to be cooled; and driving the refrigerant pump when the temperature of the electric motor has exceeded the threshold value based on the judgment result. The control device for a vehicle according to any one of claims 1, 6, 11, and 12, further comprising: a pump driving means for pumping refrigerant.

26. The vehicle control device according to claim 25, wherein the pump target rotation speed when driving the refrigerant pump is a value corresponding to the temperature of the electric motor.

Determining means for determining whether or not the temperature of the inverter exceeds a threshold value when the inverter is to be cooled; and driving the pump for pumping the refrigerant when the temperature of the inverter exceeds the threshold value based on the determination result. The control device for a vehicle according to any one of claims 1, 5, 7, and 11, further comprising:

28. The vehicle control device according to claim 27, wherein the pump target rotation speed when driving the refrigerant pump is a value corresponding to a temperature of the inverter.

Determining means for determining whether or not the temperature of the generator has exceeded a threshold value when the generator is to be cooled; and determining whether the temperature of the generator has exceeded the threshold value based on the determination result. The control device for a vehicle according to any one of claims 5, 6, 7, and 12, further comprising: a pump driving means for driving a pump for driving a refrigerant.

30. The vehicle control device according to claim 29, wherein the pump target rotation speed when driving the refrigerant pump is a value corresponding to the temperature of the generator.

Determining means for determining whether one of the temperature of the motor and the temperature of the inverter has exceeded a corresponding threshold; and determining whether one of the temperature of the motor and the temperature of the inverter corresponds to the result of the determination. 22. The control device for a vehicle according to claim 13, further comprising: a pump driving means for driving the refrigerant pump when the threshold value is exceeded.

32. The vehicle control device according to claim 31, wherein a larger one of a pump target rotation speed set according to the temperature of the electric motor and a pump target rotation speed set according to the temperature of the inverter is selected.

Determining means for determining whether one of the temperature of the generator and the temperature of the inverter has exceeded a corresponding threshold value, and determining whether one of the temperature of the generator and the temperature of the inverter is 20. The vehicle control device according to claim 15, further comprising: a refrigerant pumping drive unit that drives the refrigerant pump when the threshold value is exceeded.

34. The vehicle control device according to claim 33, wherein a larger one of a pump target rotation speed set according to the temperature of the generator and a pump target rotation speed set according to the temperature of the inverter is selected.

Determining means for determining whether one of the temperature of the generator and the temperature of the motor has exceeded a corresponding threshold value; and one of the temperature of the generator and the temperature of the motor 24. The vehicle control device according to claim 17, further comprising: a refrigerant pumping pump driving unit that drives a refrigerant pumping pump when a threshold value is exceeded.

36. The vehicle control device according to claim 35, wherein a larger one of a pump target rotation speed set according to the temperature of the generator and a pump target rotation speed set according to the temperature of the electric motor is selected.

Target drive output calculation means for calculating a target drive output of the vehicle based on the accelerator opening and the vehicle speed,
Target motor torque calculating means for calculating the target motor torque by dividing the target drive output by the rotation speed of the motor,
Voltage command value determining means for determining a voltage command value to be given to the stator coil of the motor based on the rotation speed of the motor, the target motor torque, and the rotor rotation phase of the motor,
Signal output means for outputting a PWM signal generated from the voltage command value to a switching element of the inverter;
Target engine output calculation means for calculating a target engine output based on a target drive output of the vehicle;
Target engine torque / rotation speed calculation means for calculating a first target engine torque for realizing the target engine output and a target engine rotation speed basic value;
First target intake air amount determining means for determining a first target intake air amount of the engine based on an actual rotation speed of the engine and a first target engine torque;
Throttle valve opening control means for controlling the throttle valve opening of the engine so as to realize the first target intake air amount;
First target generator torque calculating means for calculating a target generator torque for matching the actual rotation speed of the generator to the target engine rotation speed basic value as a first target generator torque;
Voltage command value determining means for determining a voltage command value to be given to a stator coil of the generator based on a rotation speed of the generator, a first target generator torque, and a rotor rotation phase of the generator;
The vehicle control device according to any one of claims 25 to 36, further comprising: signal output means for outputting a PWM signal generated from the voltage command value to a switching element of an inverter.

Determining means for determining whether or not the target rotation speed of the pump for pumping the refrigerant during engine operation is equal to or higher than the target engine rotation speed basic value when the rotation shaft of the generator and the input shaft of the pump rotate at the same speed. Based on the determination result, when the engine is operating and the target rotational speed of the refrigerant pump is higher than the target engine rotational speed basic value, the engine is controlled so that the engine rotational speed increases to the target rotational speed of the refrigerant pump. The control device for a vehicle according to claim 37, further comprising: an engine control unit that performs the control.

The engine control means includes: a second target generator torque calculating means for calculating a target generator torque for matching the actual rotation speed of the generator with the target rotation speed of the refrigerant pump; A second target engine torque calculating means for calculating a second target engine torque by dividing the engine output by a target rotation speed of the refrigerant pump, and an engine output based on the actual engine speed and the second target engine torque. A second target intake air amount determining means for determining a second target intake air amount; and a second target in place of the first target power generation torque when the target rotation speed of the refrigerant pump is equal to or higher than the target engine rotation speed basic value. 39. The vehicle control system according to claim 38, further comprising selection means for selecting a generator torque and a second target intake air amount instead of the first target intake air amount. Apparatus.

Determining means for determining whether or not the target rotation speed of the refrigerant pump is greater than a threshold value while the engine is not rotating when the rotating shaft of the generator and the input shaft of the refrigerant pump are rotated at the same speed; An engine starting means for starting the engine when the engine is not rotating and the target rotational speed of the refrigerant pumping pump exceeds a threshold value based on the determination result; and a target of the refrigerant pumping pump after starting the engine. Engine control means for controlling the engine so as to obtain a rotation speed, and generator idler means for causing the generator to run idle when the target rotation speed of the refrigerant pump is higher than a threshold value while the engine is not rotating. The control device for a vehicle according to claim 37, further comprising:

The engine control means calculates the second target engine torque based on the target rotation speed of the refrigerant pump and the actual rotation speed of the engine, and calculates the second target engine torque based on the actual rotation speed of the engine and the second target engine torque. A second target intake air amount determining means for determining a second target intake air amount of the engine; and a selecting means for selecting a second target intake air amount instead of the first target intake air amount after starting the engine. The vehicle control device according to claim 40, wherein:

Determining means for determining whether or not the target rotation speed of the refrigerant pump is below a threshold while the engine is not rotating, when the rotating shaft of the generator and the input shaft of the refrigerant pump are rotating at the same speed; And a generator control for controlling the generator such that the target rotation speed of the refrigerant pump is obtained when the engine is not rotating and the target rotation speed of the refrigerant pump is equal to or lower than the threshold value based on the determination result. 38. The vehicle according to claim 37, further comprising: means for rotating the engine when the engine is not rotating and the target rotation speed of the pump for pumping the refrigerant is equal to or lower than a threshold value. Control device.

When the rotating shaft of the generator and the input shaft of the refrigerant pump are rotating at the same speed, and the engine is not rotating and the target rotational speed of the refrigerant pump is above the threshold, the remaining capacity of the battery is reduced. Determining means for determining whether the remaining battery charge is less than the threshold value; engine starting means for starting the engine when the remaining battery charge is less than the threshold value based on the determination result; Engine control means for controlling the engine so as to obtain the target rotation speed of the pump; generator idling means for idling the generator when the remaining battery charge is less than a threshold value; and When the remaining capacity is equal to or greater than the threshold, the generator control means controls the generator so that the target rotation speed of the refrigerant pump is obtained. If it had values above, the control apparatus for a vehicle according to claim 37, characterized in that it comprises an engine idling means for idling the engine.

44. The vehicle control device according to claim 43, wherein when the remaining capacity of the battery is less than the threshold value, when starting the engine, the operation of the engine is continued for a predetermined time.