JP2004257266A - Temperature control device of vehicle drive line - Google Patents

Temperature control device of vehicle drive line Download PDF

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Publication number
JP2004257266A
JP2004257266A JP2003046130A JP2003046130A JP2004257266A JP 2004257266 A JP2004257266 A JP 2004257266A JP 2003046130 A JP2003046130 A JP 2003046130A JP 2003046130 A JP2003046130 A JP 2003046130A JP 2004257266 A JP2004257266 A JP 2004257266A
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Prior art keywords
temperature
heat
heat exchange
heat medium
internal combustion
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JP2003046130A
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Japanese (ja)
Inventor
Kunihiko Hayashi
邦彦 林
Makoto Suzuki
鈴木　　誠
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Toyota Motor Corp
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Toyota Motor Corp
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Priority to JP2003046130A priority Critical patent/JP2004257266A/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0412—Cooling or heating; Control of temperature
    • F16H57/0413—Controlled cooling or heating of lubricant; Temperature control therefor

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Details Of Gearings (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide a temperature control device of a simple constitution for a vehicle drive line for controlling temperature of a drive line for a vehicle by efficiently utilizing quantity of heat obtainable in a vehicle. <P>SOLUTION: The temperature control device is provided with a heating medium path 4 for conducting a heating medium, a 1st heat exchanging means 7 for exchanging heat between the heating medium in the path 4 and exhaust gas discharged from the internal combustion engine, and a 2nd heat-exchanging means 11 for exchanging heat so as to transmit the heat of the heating medium after flowing out of the 1st heat exchanging means 7 to the oil to be used for the vehicle. Thus, by utilizing the heat of exhaust gas, temperature of the heating medium and the oil for the vehicle can be raised. Further, temperature of the whole drive line for a vehicle can be controlled by controlling whether or not the exhaust gas is allowed to flow in the 1st heat exchanging means 7 on the basis of temperature, etc. of the heating medium of the internal combustion engine. <P>COPYRIGHT: (C)2004,JPO&NCIPI

Description

【０００１】
【発明の属する技術分野】
本発明は、車両用駆動装置の温度を制御する温度制御装置に関するものであり、特に車両において取得可能な熱量を有効に利用する技術に関するものである。
【０００２】
【従来の技術】
特に冷間始動時等、燃焼室や内燃機関内の潤滑油の温度が低いために内燃機関内始動が困難であったり、自動変速機等の変速機内の潤滑油の温度が低いために摩擦損失が増加し車両全体のエネルギ効率が悪くなったりする。
【０００３】
これに対して、内燃機関の排気通路に、排気ガス熱による加熱で水素を放出する吸熱反応及び水素吸蔵により発熱反応をする第１の水素吸蔵合金が接続され、内燃機関内の潤滑油を貯蔵する容器及び変速機内の潤滑油を貯蔵する容器各々に第２の水素吸蔵合金を備え、この第２の水素吸蔵合金が、第１の水素吸蔵合金の吸熱反応により放出された水素を吸蔵することによる発熱で内燃機関内の潤滑油及び変速機内の潤滑油を早期に暖めるという技術が提案されている（例えば、特許文献１参照）。
【０００４】
【特許文献１】
実開平４−５９３１４号公報
【０００５】
【発明が解決しようとする課題】
しかし、上述した特許文献１に記載の技術においては、内燃機関内あるいは変速機内で直接オイルを暖めているためコーキングが生じ、コンロッド，ピストン等をスティックさせてしまうおそれがある。また、内燃機関内あるいは変速機内に水素吸蔵合金を収納するための容器が必要となり、また、そのためのスペースが必要となる等、構造が複雑化しているため、軽量化の妨げとなり、また製造コストの上昇をも招いている。
【０００６】
本発明は、上記した問題点に鑑みてなされたものであり、その目的とするところは、簡易な構成で車両において取得可能な熱量を有効に利用して車両用駆動装置の温度を制御することができる車両用駆動装置の温度制御装置を提供することにある。
【０００７】
【課題を解決するための手段】
本発明に係る車両用駆動装置の温度制御装置にあっては、熱媒体が流通する熱媒体通路と、当該熱媒体通路内の熱媒体と内燃機関から排出される排気ガスとの間で熱交換を行わせる第１熱交換手段と、当該第１熱交換手段を流出した後の熱媒体の熱を車両に用いられる油へ伝達するように熱交換を行わせる第２熱交換手段と、を備えることを特徴とする。
【０００８】
前記熱媒体としては、水や油などの流体、空気などの気体を例示することができる。そして、第１熱交換手段において熱媒体と内燃機関から排出される排気ガスとの間で熱交換が行われるので、排気ガスの熱が熱媒体に伝達され、熱媒体の温度が上昇する。そして、その後第２熱交換手段において、排気ガスの熱が伝達された熱媒体の熱が車両に用いられる油へ伝達されるように熱交換が行われるので、もし、車両に用いられる油の温度が熱媒体の温度よりも低い場合、当該油が熱媒体から熱を伝達されて温度が上昇する。このように、複数の熱交換手段を備え、これらの熱交換手段内を流通する熱媒体を介して車両に用いられる油にも排気ガスの熱が伝達されるという構成とすることにより、簡易な構成で車両において取得可能な熱量を有効に利用して熱媒体及び車両に用いられる油の温度を上昇させることができる。
【０００９】
前記車両に用いられる油は、内燃機関用潤滑油あるいは変速機用油の少なくともいずれかであることが好適である。前記変速機用油としては、潤滑油や作動油等が考えられるが、これらの油あるいは内燃機関用潤滑油を直接加熱するとコーキングが生じる可能性がある。しかし、かかる構成とすることにより、内燃機関用潤滑油あるいは変速機用油に熱媒体を介して間接的に排気ガスの熱を伝達し、これらの温度を上昇させることができるので、コーキングを生じさせることなく、簡易に潤滑油等の早期昇温を図ることができる。なお、第２熱交換手段として、内燃機関用潤滑油用の熱交換手段あるいは変速機用油用の熱交換手段のいずれか一方を備えていても良いし、またはこれらの熱交換手段の両方を直列的あるいは並列的に備えていても良い。
【００１０】
また、前記熱媒体は、内燃機関内外を循環するものであり、前記第２熱交換手段を流出した後に前記内燃機関内へと流入することが好適である。かかる構成とすることにより、排気ガスの熱が伝達された熱媒体が、第２熱交換手段を流出した後に内燃機関内へ流入することにより、車両に用いられる油のみならず内燃機関自体の温度をも上昇させることができる。
【００１１】
また、前記第２熱交換手段にて熱交換が行われる車両に用いられる油は内燃機関用潤滑油であり、前記第２熱交換手段を流出した後の熱媒体の熱を変速機用油へ伝達するように熱交換を行わせる第３熱交換手段をさらに備えることが好適である。かかる構成とすることにより、内燃機関用潤滑油及び変速機用油に熱媒体を介して排気ガスの熱を間接的に伝達することができる。ただ、第３熱交換手段において変速機用油と熱交換されるのは第２熱交換手段にて内燃機関用潤滑油へ熱を伝達した後の熱媒体であるため、第３熱交換手段へ熱媒体が流入する際に排気ガスから伝達された熱を全て失っているおそれもある。一方、通常は内燃機関の暖機がある程度完了した後に、変速機へその出力を伝えるのが一般的である。そこで、先に暖めるべき内燃機関用潤滑油と熱交換を行わせる第２熱交換手段の方を変速機用油と熱交換を行わせる第３熱交換手段よりも熱媒体の流れに対して上流側に備えるのが好適である。
【００１２】
また、前記熱媒体は、内燃機関内外を循環するものであり、前記第３熱交換手段を流出した後に前記内燃機関内へと流入することが好適である。かかる構成とすることにより、排気ガスの熱が伝達された熱媒体が、第２熱交換手段及び第３熱交換手段を流出した後に内燃機関内へ流入することにより、内燃機関用潤滑油及び変速機用油のみならず内燃機関自体の温度をも上昇させることができる。
【００１３】
また、熱媒体が内燃機関内外を循環する車両用駆動装置の温度制御装置において以下のようにするのが好適である。すなわち、前記第１熱交換手段の上流又は下流の少なくともいずれかにおいて、当該第１熱交換手段内に流入する排気ガスの量を調節する調節手段と、前記内燃機関内の熱媒体の温度を検出する機関内熱媒体温度検出手段と、当該機関内熱媒体温度検出手段の検出温度に基づいて前記調節手段を制御する制御手段と、をさらに備える。
【００１４】
内燃機関内の熱媒体の温度を検出することにより、その内燃機関の暖機が完了しているのかどうか等の運転状態を把握することができる。ゆえに、その検出温度がある所定の温度以下である場合は、内燃機関が十分に暖まっていないことから、制御手段が第１熱交換手段内へ排気ガスが流入するように調節手段を制御して、再度内燃機関内へ流入してくる熱媒体へ排気ガスの熱が伝達されるようにする。他方、その検出温度がある所定の温度より高い場合は、それ以上内燃機関内を暖める必要がないことから、制御手段が第１熱交換手段内へ排気ガスが流入しないように調節手段を制御し、再度内燃機関内へ流入してくる熱媒体へ排気ガスの熱が伝達されないようにする。
【００１５】
また、前記第１熱交換手段の上流又は下流の少なくともいずれかにおいて、当該第１熱交換手段内に流入する排気ガスの量を調節する調節手段と、前記第２熱交換手段から流出した後であって前記内燃機関内へ流入する前の熱媒体の温度を検出する第２熱交換手段下流熱媒体温度検出手段と、当該第２熱交換手段下流熱媒体温度検出手段の検出温度に基づいて前記調節手段を制御する制御手段と、をさらに備える。
【００１６】
そして、第２熱交換手段から流出した後の熱媒体の温度を検出し、その検出温度がある所定の温度以下である場合は、第２熱交換手段内で熱交換される車両に用いられる油の温度が十分に暖まっていないことから、制御手段が第１熱交換手段内へ排気ガスが流入するように調節手段を制御して、第２熱交換手段内へ流入してくる熱媒体へ排気ガスの熱が伝達されるようにする。他方、その検出温度がある所定の温度より高い場合は、それ以上第２熱交換手段内で熱交換される車両に用いられる油を暖める必要がないことから、制御手段が第１熱交換手段内へ排気ガスが流入しないように調節手段を制御し、第２熱交換手段内へ流入してくる熱媒体へ排気ガスの熱が伝達されないようにする。その結果、第２熱交換手段内で熱交換される車両に用いられる油の温度を早期かつ正確に暖めることができる。
【００１７】
また、前記第１熱交換手段の上流又は下流の少なくともいずれかにおいて、当該第１熱交換手段内に流入する排気ガスの量を調節する調節手段と、前記内燃機関内の熱媒体の温度を検出する機関内熱媒体温度検出手段と、前記第２熱交換手段から流出した後であって前記内燃機関内へ流入する前の熱媒体の温度を検出する第２熱交換手段下流熱媒体温度検出手段と、前記機関内熱媒体温度検出手段の検出温度及び前記第２熱交換手段下流熱媒体温度検出手段の検出温度に基づいて前記調節手段を制御する制御手段と、をさらに備えることが好適である。
【００１８】
上述のように、内燃機関内の熱媒体の温度を検出し、その検出温度に基づいて調節手段を制御するのは好適であるが、内燃機関内の熱媒体の温度が所定温度より高い場合であっても、内燃機関用潤滑油あるいは変速機用油の温度が十分に高くなっているとは限らない。また、第２熱交換手段から流出した後であって前記内燃機関内へ流入する前の熱媒体の温度を検出し、その検出温度に基づいて調節手段を制御するのは好適であるが、内燃機関用潤滑油あるいは変速機用油の温度が所定温度より高い場合であっても、内燃機関内の熱媒体の温度が十分に高くなっているとは限らない。そこで、機関内熱媒体温度検出手段及び第２熱交換手段下流熱媒体温度検出手段を備え、かかる箇所の熱媒体の温度を検出し、例えば、内燃機関内の熱媒体の温度が所定温度より高い場合であって、第２熱交換手段から流出した後の熱媒体の温度が内燃機関内の熱媒体の温度より高い場合は、それ以上に、熱媒体及び内燃機関用潤滑油あるいは変速機用油の温度を上昇させる必要がないことから、制御手段が第１熱交換手段内へ排気ガスが流入しないように調節手段を制御する。他方、熱媒体又は内燃機関用潤滑油あるいは変速機用油の温度のいずれかが十分に高くない場合は、制御手段が第１熱交換手段内へ排気ガスが流入するように調節手段を制御して、熱媒体又は内燃機関用潤滑油あるいは変速機用油へ排気ガスの熱が伝達されるようにする。その結果、車両用駆動装置全体の温度を精度よく制御することができる。
【００１９】
また、前記第１熱交換手段の上流又は下流の少なくともいずれかにおいて、当該第１熱交換手段内に流入する排気ガスの量を調節する調節手段と、前記内燃機関内の熱媒体の温度を検出する機関内熱媒体温度検出手段と、前記第２熱交換手段から流出した後であって前記第３熱交換手段内へ流入する前の熱媒体の温度を検出する第２熱交換手段下流熱媒体温度検出手段と、前記第３熱交換手段から流出した後であって前記内燃機関内へ流入する前の熱媒体の温度を検出する第３熱交換手段下流熱媒体温度検出手段と、前記機関内熱媒体温度検出手段の検出温度，前記第２熱交換手段下流熱媒体温度検出手段の検出温度及び前記第３熱交換手段下流熱媒体温度検出手段の検出温度に基づいて前記調節手段を制御する制御手段と、をさらに備えることが好適である。
【００２０】
第１熱交換手段において、内燃機関内外を循環する熱媒体と排気ガスとの間で熱交換を行わせ、第２熱交換手段において、第１熱交換手段を流出した後の熱媒体の熱を内燃機関用潤滑油へ伝達するように熱交換を行わせ、第３熱交換手段において、第２熱交換手段を流出した後の熱媒体の熱を変速機用油へ伝達するように熱交換を行わせる構成において、上述のように、内燃機関内の熱媒体の温度及び第２熱交換手段を流出した後の熱媒体の温度を検出し、それらの検出温度に基づいて調節手段を制御するのは好適である。しかし、例えば、内燃機関内の熱媒体の温度が所定温度より高く、内燃機関用潤滑油の温度が内燃機関内の熱媒体の温度より高い場合であっても、変速機用油の温度が十分に高くなっているとは限らない。そこで、第３熱交換手段から流出した後であって内燃機関内へ流入する前の熱媒体の温度を検出する第３熱交換手段下流熱媒体温度検出手段をさらに備え、かかる箇所の熱媒体の温度を検出し、例えば、内燃機関内の熱媒体の温度、つまり機関内熱媒体温度検出手段の検出温度が所定温度より高い場合であって、さらに第２熱交換手段下流熱媒体温度検出手段の検出温度及び第３熱交換手段下流熱媒体温度検出手段の検出温度が前記機関内熱媒体温度検出手段の検出温度より高い場合は、それ以上に熱媒体，内燃機関用潤滑油及び変速機用油の温度を上昇させる必要がないことから、制御手段が第１熱交換手段内に排気ガスが流入しないように調節手段を制御する。他方、熱媒体，内燃機関用潤滑油あるいは変速機用油の温度のいずれかが十分に高くない場合は、制御手段が第１熱交換手段内へ排気ガスが流入するように調節手段を制御して、熱媒体，内燃機関用潤滑油あるいは変速機用油へ排気ガスの熱が伝達されるようにする。このようにすることで、車両用駆動装置全体の温度を精度よく制御することができる。
【００２１】
また、内燃機関内外を循環する熱媒体が流通する熱媒体通路と、当該熱媒体通路内の熱媒体と内燃機関から排出される排気ガスとの間で熱交換を行わせる第１熱交換手段と、当該第１熱交換手段を流出した後の熱媒体の熱を車両に用いられる油へ伝達するように熱交換を行わせる第２熱交換手段と、を備え、熱媒体が前記第２熱交換手段を流出した後に前記内燃機関内へと流入する車両用駆動装置の温度制御装置において以下のようにするのが好適である。前記第１熱交換手段の上流又は下流の少なくともいずれかにおいて、当該第１熱交換手段内に流入する排気ガスの量を調節する調節手段と、前記内燃機関内の熱媒体の温度を検出する機関内熱媒体温度検出手段と、前記第１熱交換手段から流出した後であって前記第２熱交換手段内へ流入する前の熱媒体の温度を検出する第２熱交換手段上流熱媒体温度検出手段と、前記機関内熱媒体温度検出手段の検出温度及び前記第２熱交換手段上流熱媒体温度検出手段の検出温度に基づいて前記調節手段を制御する制御手段と、をさらに備える。
【００２２】
第２熱交換手段を流出する熱媒体の温度が所定温度あるいは内燃機関内の熱媒体の温度より高い場合に、制御手段が前記第１熱交換手段内に排気ガスが流入しないように調節手段を制御することは好適であるが、第２熱交換手段を流出した後の熱媒体の温度はすでに車両に用いられる油と熱交換を行った後の温度であり、この熱媒体の熱の伝達により車両に用いられる油の温度はある程度上昇している。また、その後新たに第２熱交換手段に流入する熱媒体と熱交換を行うことによりさらにその温度が上昇する。そのため、再度第２熱交換手段下流の熱媒体の温度に基づいて調節手段を制御するのでは、車両に用いられる油の温度が過剰に上昇するおそれがある。そこで、第２熱交換手段上流熱媒体温度検出手段の検出温度に基づいて、新たに第２熱交換手段へ流入する熱媒体の熱が伝達された後の車両に用いられる油の温度を推定し、当該推定した温度が前記機関内熱媒体温度検出手段の検出温度より高い場合に、制御手段が前記第１熱交換手段内に排気ガスが流入しないように調節手段を制御する。その結果、車両に用いられる油の温度を過剰に上昇させることなく、内燃機関から排出される熱量を有効に利用して、精度よく車両駆動装置の温度を制御することができる。
【００２３】
また、内燃機関内外を循環する熱媒体が流通する熱媒体通路と、当該熱媒体通路内の熱媒体と内燃機関から排出される排気ガスとの間で熱交換を行わせる第１熱交換手段と、当該第１熱交換手段を流出した後の熱媒体の熱を内燃機関用潤滑油へ伝達するように熱交換を行わせる第２熱交換手段と、当該第２熱交換手段を流出した後の熱媒体の熱を変速機用油へ伝達するように熱交換を行わせる第３熱交換手段を備え、熱媒体が前記第３熱交換手段を流出した後に前記内燃機関内へと流入する車両用駆動装置の温度制御装置において以下のようにするのが好適である。前記第１熱交換手段の上流又は下流の少なくともいずれかにおいて、当該第１熱交換手段内に流入する排気ガスの量を調節する調節手段と、前記内燃機関内の熱媒体の温度を検出する機関内熱媒体温度検出手段と、前記第２熱交換手段から流出した後であって前記第３熱交換手段内へ流入する前の熱媒体の温度を検出する第３熱交換手段上流熱媒体温度検出手段と、前記機関内熱媒体温度検出手段の検出温度及び前記第３熱交換手段上流熱媒体温度検出手段の検出温度に基づいて前記調節手段を制御する制御手段と、をさらに備える。
【００２４】
第２熱交換手段を流出する熱媒体の温度及び第３熱交換手段を流出する熱媒体の温度が内燃機関内の熱媒体の温度より高い場合に、制御手段が前記第１熱交換手段内に排気ガスが流入しないように調節手段を制御することは好適であるが、第３熱交換手段を流出した後の熱媒体の温度はすでに変速機用油と熱交換を行った後の温度であり、この熱媒体の熱の伝達により変速機用油の温度はある程度上昇している。また、その後新たに第３熱交換手段に流入する熱媒体と熱交換を行うことによりさらにその温度が上昇する。そのため、再度第３熱交換手段下流の熱媒体の温度に基づいて調節手段を制御するのでは、変速機用油の温度が過剰に上昇するおそれがある。そこで、第３熱交換手段上流熱媒体温度検出手段の検出温度に基づいて、該熱媒体の熱が伝達された後の変速機用油の温度を推定し、当該推定した温度が前記機関内熱媒体温度検出手段の検出温度より高い場合に、制御手段が前記第１熱交換手段内に排気ガスが流入しないように調節手段を制御する。その結果、変速機用油の温度を過剰に上昇させることなく、内燃機関から排出される熱量を有効に利用して、精度よく車両駆動装置の温度を制御することができる。
【００２５】
【発明の実施の形態】
以下に図面を参照して、この発明の好適な実施の形態を例示的に詳しく説明する。ただし、この実施の形態に記載されている構成部品の寸法、材質、形状、その相対配置などは、特に記載がない限りは、この発明の範囲をそれらのみに限定する趣旨のものではない。
【００２６】
（第１の実施の形態）
図１には、本実施の形態に係る車両用駆動装置１の概略構成が示されている。車両用駆動装置１は、原動機として内燃機関２を有している。
【００２７】
内燃機関２には、シリンダヘッド、シリンダヘッドの下部に連結されたシリンダブロック、シリンダブロックの更に下部に連結されたオイルパンを備えて構成される。そして、シリンダヘッド及びシリンダブロックには熱媒体としての冷却水が循環するための通路であるウォータジャケットが設けられている。また、このウォータジャケットの入口には、冷却水を外部から吸い込み、内燃機関内部に循環させる機能を有するウォータポンプ３が設けられている。このウォータポンプ３は、内燃機関２の出力軸の回転トルクを駆動源として作動するポンプであり、内燃機関２が運転されているときに限り作動する。そして、内燃機関２内を循環した冷却水は内燃機関２に接続された熱媒体通路としての冷却水通路４を通り内燃機関外を流通した後、再度内燃機関２内へ流入する。
【００２８】
このように構成された冷却水の循環通路においては、内燃機関２が運転中には、出力軸の回転トルクがウォータポンプ３の入力軸へ伝達されると、ウォータポンプ３は、伝達された回転トルクに応じた圧力で冷却水を吐出する。一方、内燃機関２が停止中にはウォータポンプ３が停止するので、冷却水が冷却水通路４を循環することはない。そして、ウォータポンプ３から吐出された冷却水は、ウォータジャケット内を流通し、このときに、シリンダヘッド及びシリンダブロックと冷却水との間で熱の移動が行われる。具体的には、シリンダ内部で燃焼により発生した熱の一部は、シリンダ壁面へ伝わり、更にシリンダヘッド及びシリンダブロックの内部を伝わってシリンダヘッド及びシリンダブロック全体の温度が上昇する。そして、シリンダヘッド及びシリンダブロックに伝わった熱の一部は、ウォータジャケット内部の冷却水に伝わり、当該冷却水の温度を上昇させる。また、その分熱を失ったシリンダヘッド及びシリンダブロックの温度は低下する。そして、その後冷却水は内燃機関外を流通することとなる。
【００２９】
内燃機関２には内燃機関から排出される排気ガスが通る排気通路５が接続されており、この排気通路５は下流にて図示しないマフラーと接続され、排気ガスはこのマフラーから大気中へ放出される。そして、この排気通路５の途中には排気通路５を迂回するバイパス通路６が設けられており、また、このバイパス通路６には外部（特に外気）との間で熱交換を積極的に行わない第１熱交換器７が設けられている。この第１熱交換器７内には冷却水通路５が形成されており、この第１熱交換器７においてバイパス通路６内を流れる排気ガスと内燃機関内外を循環する冷却水との間で熱交換が行われ、排気ガスの熱が冷却水へ伝達される。そして、排気通路５とバイパス通路６との分岐点には切替え弁８が備えられており、後述するＥＣＵ１５の指令信号により、排気ガスがバイパス通路６内を通過するようにするか排気通路５内のみを通過するようにするかが制御される。
【００３０】
また、内燃機関２内には、内燃機関２により駆動されるオイルポンプ９が備えられており、内燃機関２内に潤滑油を循環させている。そして、この潤滑油は、潤滑油通路１０を通り外部（特に外気）との間で熱交換を積極的に行わない第２熱交換器１１内を流れた後、内燃機関２内を循環するようになっている。この第２熱交換器１１内には冷却水通路４も形成されており、第２熱交換器１１内において内燃機関２用潤滑油と内燃機関２内外を循環する冷却水との間で熱交換を行うようになっている。そのため、第２熱交換器１１内に流入する冷却水の温度が内燃機関用潤滑油の温度よりも高い場合、第２熱交換器１１内で冷却水の熱が潤滑油へ伝達される。ゆえに、この第２熱交換器１１において、冷却水を介して排気ガスの熱が内燃機関用潤滑油にも伝達されることとなる。
【００３１】
第２熱交換器１１の下流の冷却水通路４にはラジエータ１２が接続されている。また、第２熱交換器１１の下流であってラジエータ１２の上流にはラジエータ１２を迂回するためのラジエータバイパス通路１３が形成されている。また、冷却水通路のラジエータバイパス通路１３への分岐点にはサーモスタット１４が設けられている。そして、第２熱交換器１１を通過しサーモスタット１４へ到達した冷却水の温度が所定温度に達していない場合は、サーモスタット１４が閉じられラジエータ１２側の冷却水通路４は遮断されているので、冷却水はラジエータバイパス通路１３を通過しウォータポンプ３へ流入する。一方、第２熱交換器１１を通過しサーモスタット１４へ到達した冷却水の温度が所定温度に達している場合は、サーモスタット１４が開かれているので、冷却水はラジエータ１２側の冷却水通路４を通過しラジエータ１２に流入する。
【００３２】
ラジエータ１２では、外気と冷却水との間で熱の移動が行われる。温度が高くなっている冷却水の熱の一部は、ラジエータ１２の壁面へ伝わり、更にラジエータ１２の内部を伝わってラジエータ１２全体の温度が上昇する。そして、ラジエータ１２に伝わった熱の一部は、外気に伝わり、当該外気の温度を上昇させる。また、その分熱を失った冷却水の温度は低下する。温度が低下した冷却水は、ラジエータ１２から流出してウォータポンプ３へ流入する。
【００３３】
以上述べたように構成された車両用駆動装置１には、内燃機関２等を制御するため、ＣＰＵ、ＲＯＭ、ＲＡＭ、バックアップＲＡＭ等からなる算術論理演算回路である電子制御ユニット（ＥＣＵ：Ｅｌｅｃｔｒｏｎｉｃ Ｃｏｎｔｒｏｌ Ｕｎｉｔ）１５が併設されている。そして、このＥＣＵ１５には、内燃機関２のシリンダヘッドのウォータジャケットに備えられた機関内水温センサ１６、第１熱交換器７の下流であって第２熱交換器１１の上流側の冷却水通路４に備えられた第２熱交換器上流水温センサ１７、第２熱交換器の下流であってサーモスタット１４の上流側の冷却水通路４に備えられた第２熱交換器下流水温センサ１８、排気通路５に備えられた図示しない空燃比センサ等の各種センサが電気配線を介して接続され、水温センサ１６，１７，１８等の出力信号がＥＣＵ１５に入力されるようになっている。一方、ＥＣＵ１５には、上述した切替え弁８、図示しない燃料噴射弁等が電気配線を介して接続され、ＥＣＵ１５が切替え弁８、燃料噴射弁等を制御することが可能になっている。なお、機関内水温センサはシリンダヘッド内のウォータジャケットの最下流に備えられている。つまり、シリンダヘッド内へ流入した冷却水が燃焼室近傍を通過した後の温度を検出している。
【００３４】
［温度制御の第１の実施例］
次に、本実施の形態に係る車両用駆動装置の温度制御の第１の実施例について、図２のフローチャートを用いて具体的に説明する。
【００３５】
この温度制御は、内燃機関内始動後定期的に行われるものであり、まず、ステップ１００にて、暖機完了フラグがＯＮになっているか否かが判定される。そして、暖機完了フラグがＯＮになっていないと判定された場合、即ち暖機が完了していないと判定された場合はステップ１０１へ進み、ＯＮになっている場合、即ち暖機が完了していると判定された場合はステップ１０４へ進む。なお、内燃機関内の冷却水の温度あるいは潤滑油の温度が所定温度より高い場合に暖機完了フラグがＯＮされるものであるが、潤滑油が所定の温度以上になっているか否かを判定するにあたっては、内燃機関２内のオイルパンあるいは潤滑油通路１０に潤滑油温度センサを設けて、その検出値から判定してもよいし、機関内水温センサ１６の検出値から潤滑油の温度を推定することにより判定してもよい。
【００３６】
ステップ１０１においては排気ガスが第１熱交換器７側に流れるように切替え弁８を制御しステップ１０２へ進む。これは上述したようにＥＣＵ１５の指令信号により切替え弁８が制御され排気ガスが第１熱交換器７側に流れるようにするものである。すると、内燃機関２から排出された排気ガスがバイパス通路６内を通過し、第１熱交換器７において、冷却水通路４を流通する冷却水との間で熱交換が行われることとなる。その結果、冷却水の温度が排気ガスの温度より低い場合は、排気ガスの熱が冷却水へ伝達され、冷却水の温度が上昇する。その後、排気ガスから熱が伝達された冷却水は下流へ流れ第２熱交換器１１内を通過する。そして、第２熱交換器１１において、この冷却水と内燃機関用潤滑油との間で熱交換が行われ、冷却水の温度が潤滑油の温度より高い場合は、冷却水の熱が潤滑油へと伝達され、潤滑油の温度が上昇することとなる。一方、冷却水の温度が潤滑油の温度より低い場合は、潤滑油の熱が冷却水へと伝達され、冷却水の温度が上昇することとなる。そして、さらに第２熱交換器１１を流出した冷却水はその後内燃機関２内へ流入し、内燃機関自体を暖めることとなる。
【００３７】
ステップ１０２においては、内燃機関内水温、つまり機関内水温センサ１６の検出値が予め定められた所定温度Ｔｆ（例えば、８０℃）より高いか否かが判定される。そして、機関内水温センサ１６の検出値がＴｆより高い場合、即ち内燃機関２内の冷却水の温度がＴｆより高い場合はステップ１０３へ進み、Ｔｆ以下である場合は、排気ガスが第１熱交換器７側に流れるように切替え弁８を制御したまま本ルーチンを終了する。
【００３８】
ステップ１０３において暖機完了フラグをＯＮにした後ステップ１０４へ進む。ステップ１０４においては、排気ガスが第１熱交換器７側に流れないように切替え弁８を制御し本ルーチンを終了する。これは上述したようにＥＣＵ１５の指令信号により切替え弁８が制御され排気ガスが第１熱交換器７側に流れないようにするものである。この状態、つまり、ステップ１００で暖機が完了していると判定された場合、あるいはすでに内燃機関２内の冷却水の温度がＴｆより高い場合は、さらに冷却水の温度を高める必要がないので、排気ガスがバイパス通路６を通過しないようにして、第１熱交換器７にて排気ガスと冷却水との間で熱交換をしないようにする。
【００３９】
このように、本実施例においては、内燃機関内外を循環する冷却水の温度や内燃機関内を循環する潤滑油の温度が十分に高くなく暖機が完了していない場合、ＥＣＵ１５により排気ガスが第１熱交換器７側に流れるように切替え弁８が制御されるので、第１熱交換器７において、冷却水に排気ガスの熱が伝達されることとなり、冷却水の温度が上昇する。そして、さらに第１熱交換器７を流出した冷却水が排気ガスから伝達された熱を第２熱交換器において内燃機関用潤滑油に伝達するので、当該潤滑油も間接的に排気ガスの熱を受け、早期に昇温する。一方、暖機が完了している場合、ＥＣＵ１５により排気ガスが第１熱交換器７側に流れないように切替え弁８が制御されるので、冷却水は排気ガスから熱が伝達されることがなく、却って所定温度より高い場合は、ラジエータ１２において冷却された後内燃機関内へ戻されることとなる。また、暖機がすでに完了し、排気ガスが第１熱交換器７側に流れないように切替え弁８が制御されている場合においては、内燃機関用潤滑油の温度が高い場合であっても、第２熱交換器１１において冷却水との間で熱交換が行われることより、内燃機関用潤滑油の熱が冷却水へ伝達され潤滑油の温度が低下する。
【００４０】
また、本実施例に係る温度制御においては、暖機が完了していない場合等、内燃機関から排出される熱量を有効に利用して、内燃機関内外を循環する冷却水及び潤滑油の温度を早期に上昇させるように制御することができる。その結果、冷却水の温度が早期に上昇することにより燃焼室の温度も早期に上昇することから、冷間始動時等の燃焼状態を向上させることができ、また内燃機関内の潤滑油の温度も早期に上昇することから摩擦損失も低減させることができる。したがって、車両全体のエネルギ効率も向上し、燃費も向上させることができる。
【００４１】
また、従来の技術の項で説明したように水素吸蔵合金を用いて内燃機関内の潤滑油を直接暖めるのではなく、冷却水との間で熱交換を行わせることにより暖めるので、コーキングを防止することができるとともに、内燃機関内に水素吸蔵合金を収納するための容器やスペースが不要であるため、軽量化，低コスト化を図ることができる。
【００４２】
［温度制御の第２の実施例］
次に、本実施の形態に係る車両用駆動装置の温度制御の第２の実施例について、図３のフローチャートを用いて説明する。第１の実施例においては、図２のフローチャートのステップ１０２で、「内燃機関内水温＞Ｔｆ」であるかどうかを判定していたが、本実施例の温度制御においては、「内燃機関内水温＞Ｔｆ」であるかどうかを判定する代わりにステップ２０２で「第２熱交換器下流水温＞Ｔｏ」であるかどうかを判定する。その他は図２のフローチャートと同一であるのでその説明は省略する。
【００４３】
つまり、ステップ２０１においては排気ガスが第１熱交換器７側に流れるように切替え弁８を制御してステップ２０２へ進むものであるが、ステップ２０２においては、第２熱交換器下流水温、つまり第２熱交換器下流水温を測定する第２熱交換器下流水温センサ１８の検出値が予め定められた所定温度Ｔｏ（例えば、８０℃）より高いか否かが判定される。そして、第２熱交換器下流水温センサ１８の検出値がＴｏより高い場合、即ち第２熱交換器から流出した冷却水の温度がＴｏより高い場合はステップ２０３へ進む。第２熱交換器１１から流出した冷却水の温度がＴｏより高い場合は、すでに内燃機関用潤滑油の温度がＴｏに達していることがわかる。そのため、さらに内燃機関用潤滑油の温度を高める必要がないので、その後のステップ２０４にて、排気ガスが第１熱交換器７側に流れないように切替え弁８を制御して本ルーチンを終了する。
【００４４】
一方、第２熱交換器下流水温センサ１８の検出値がＴｏ以下である場合は、まだ、内燃機関用潤滑油の温度が十分に高くなっていないため、排気ガスが第１熱交換器７側に流れるように切替え弁８を制御したまま本ルーチンを終了する。そして、その後のルーチンで第２熱交換器下流水温がＴｏより高くなるまで、排気ガスが第１熱交換器７側に流れるように切替え弁８が制御されることとなる。その結果、排気ガスの熱を利用して内燃機関用潤滑油の温度が所定温度になるまで早期かつ確実に暖めることができる。
【００４５】
［温度制御の第３の実施例］
次に、本実施の形態に係る車両用駆動装置の温度制御の第３の実施例について、図４のフローチャートを用いて具体的に説明する。
【００４６】
この温度制御も、内燃機関始動後定期的に行われるものであり、まず、ステップ３００にて、暖機完了フラグがＯＮになっているか否かが判定される。そして、暖機完了フラグがＯＮになっていないと判定された場合はステップ３０１へ進み、ＯＮになっている場合は、ステップ３０５へ進む。ステップ３０１においては排気ガスが第１熱交換器７側に流れるように切替え弁８を制御しステップ３０２へ進む。これは上述したようにＥＣＵ１５の指令信号により切替え弁８が制御され排気ガスが第１熱交換器７側に流れるようにするものである。ステップ３０２においては、内燃機関内水温、つまり機関内水温センサ１６の検出値がＴｆより高いか否かが判定される。そして、機関内水温センサ１６の検出値がＴｆより高い場合はステップ３０３へ進み、Ｔｆ以下である場合は、排気ガスが第１熱交換器７側に流れるように切替え弁８を制御したまま本ルーチンを終了する。
【００４７】
以上のステップ３００からステップ３０２までは、図２のフローチャートのステップ１００からステップ１０２までと同様であるが、本実施例では、ステップ３０３にて、第２熱交換器下流水温が機関内水温より高いか否かを判定する。これは、第２熱交換器下流水温を測定する第２熱交換器下流水温センサ１８の検出値と機関内水温センサ１６の検出値との比較で判定されるものである。そして、第２熱交換器下流水温が機関内水温より高い場合はステップ３０４へ進み、第２熱交換器下流水温が機関内水温以下の場合は、排気ガスが第１熱交換器７側に流れるように切替え弁８を制御したまま本ルーチンを終了する。
【００４８】
ステップ３０４において暖機完了フラグをＯＮにした後ステップ３０５へ進む。これは、図２のフローチャートにおけるステップ１０３と同様である。そして、ステップ３０５においては、排気ガスが第１熱交換器７側に流れないように切替え弁８を制御し本ルーチンを終了する。これは上述したようにＥＣＵ１５の指令信号により切替え弁８を制御し、排気ガスが第１熱交換器７側に流れないようにするものである。
【００４９】
上述の第１の実施例に係る温度制御においては、機関内水温がＴｆより高い場合は、排気ガスがバイパス通路６を通過しないようにして、第１熱交換器７にて排気ガスと冷却水との間で熱交換を行わせないようにしていたが、本実施例においては、機関内水温センサ１６で検出した機関内水温がＴｆより高い場合であっても第２熱交換器下流水温が機関内水温以下である場合は、排気ガスが第１熱交換器７側に流れるように切替え弁８を制御したままにしておく。これは、機関内水温センサ１６で検出した機関内水温はシリンダヘッド出口での温度であるため、燃焼室近傍を通過した後の温度であり、必ずしも内燃機関２内のウォータジャケットに存在する冷却水全てにおいてＴｆより高いとは限らない。一方、第２熱交換器下流水温が機関内水温以下である場合は、第１熱交換器７において排気ガスの熱が伝達され、第２熱交換器１１内に流入する冷却水の温度が内燃機関用潤滑油の温度よりも高く、第２熱交換器１１において冷却水の熱が潤滑油へ伝達され、冷却水の温度が低下したためであると考えられる。それゆえ、潤滑油の温度は所定温度（例えば、８０℃）にまだ達していないことがわかる。
【００５０】
また、第２の実施例に係る温度制御においては、機関内水温の如何に関わらず、第２熱交換器下流水温が所定温度Ｔｏより高い場合は、排気ガスがバイパス通路６を通過しないようにして、第１熱交換器７にて排気ガスと冷却水との間で熱交換を行わせないようにしているが、第２熱交換器下流水温が所定温度Ｔｏより高い、つまり内燃機関用潤滑油の温度が所定温度Ｔｏより高い場合であっても、内燃機関２内のウォータジャケットに存在する冷却水全てにおいてＴｆより高いとは限らない。
【００５１】
そこで、本実施例においては、機関内水温及び内燃機関用潤滑油が所定温度に達して暖機が完了するまで、排気ガスが第１熱交換器７側に流れるように切替え弁８を制御したままにしておく。このようにすることで、内燃機関から排出される熱量を有効に利用して、冷却水及び潤滑油の温度を精度よく早期に上昇させることができる。
【００５２】
［温度制御の第４の実施例］
次に、本実施の形態に係る車両用駆動装置の温度制御の第４の実施例について、図５のフローチャートを用いて具体的に説明する。
【００５３】
この温度制御も、内燃機関始動後定期的に行われるものであり、ステップ４００からステップ４０３までは、図４のフローチャートのステップ３００からステップ３０３までと同様であるのでその説明は省略する。ただ、本実施例では、ステップ４０３にて第２熱交換器下流水温が機関内水温より高いと判定された場合はステップ４０５へ進み、第２熱交換器下流水温が機関内水温以下であると判定された場合はステップ４０４へ進む。そして、ステップ４０４にて、第２熱交換器１１に新たに流入する冷却水から熱を伝達された後の内燃機関用潤滑油の温度を推定し、該推定油温度が機関内水温より高いか否かが判定される。この内燃機関用潤滑油の温度を推定する手法としては、第２熱交換器上流水温センサ１７にて第２熱交換器１１内に流入する冷却水の温度を検出し、該温度に基づいて内燃機関用潤滑油に与える熱量を計算して推定するものである。そして、本ステップにて、推定油温度が機関内水温より高いと判定された場合は、ステップ４０５へ進み、推定油温度が機関内水温以下であると判定された場合は、排気ガスが第１熱交換器７側に流れるように切替え弁８を制御したまま本ルーチンを終了する。
【００５４】
ステップ４０５において暖機完了フラグをＯＮにした後ステップ４０６へ進む。これは、図４のフローチャートにおけるステップ３０４と同様である。そして、ステップ４０６においては、排気ガスが第１熱交換器７側に流れないように切替え弁８を制御し本ルーチンを終了する。これは上述したようにＥＣＵ１５の指令信号により切替え弁８を制御し、排気ガスが第１熱交換器７側に流れないようにするものである。
【００５５】
図４のフローチャートに示す第３の実施例に係る温度制御においては、機関内水温がＴｆより高い場合であって第２熱交換器下流水温が機関内水温以下である場合には、排気ガスが第１熱交換器７側に流れるように切替え弁８を制御しているが、本制御においては、機関内水温がＴｆより高い場合であってかつ第２熱交換器下流水温が機関内水温以下である場合であっても、第２熱交換器上流水温センサ１７の検出値である第２熱交換器１１に流入する冷却水の温度に基づいてその冷却水の熱が伝達された後の内燃機関用潤滑油の温度を推定し、該推定油温度が機関内水温より高い場合は、暖機完了フラグをＯＮにして、排気ガスが第１熱交換器７側に流れないように切替え弁８を制御する。
【００５６】
これは、第２熱交換器下流水温はすでに内燃機関用潤滑油と熱交換を行った後の温度であり、この冷却水の熱の伝達により内燃機関用潤滑油はある程度その温度が上昇している。また、その後第２熱交換器１１に流入する冷却水と熱交換を行うことによりさらにその温度が上昇する。そのため、再度第２熱交換器下流水温の温度に基づいて切替え弁８を制御するのでは、内燃機関用潤滑油の温度が過剰に上昇するおそれがある。そこで、本実施例では、上述のように第２熱交換器上流水温センサ１７で検出した第２熱交換器１１に流入する冷却水の温度に基づいて、該冷却水の熱が伝達された後の内燃機関用潤滑油の温度を推定し、その推定油温度が機関内水温より高くなる場合は、排気ガスが第１熱交換器７側に流れないように切替え弁８を制御する。その結果、内燃機関用潤滑油の温度が過剰に上昇することを防止することができる等、冷却水及び潤滑油の温度を必要以上に上昇させることなく、内燃機関から排出される熱量を有効に利用して、精度よく車両駆動装置の温度を制御することができる。
【００５７】
なお、温度制御の第２の実施例で説明した図３のフローチャートのステップ２０２において、「第２熱交換器下流水温＞Ｔｏ」であるかどうかを判定する代わりに、「上記推定油温度＞Ｔｏ」であるかどうかを判定してもよい。このようにすることで、内燃機関用潤滑油の温度を必要以上に上昇させることなく、内燃機関から排出される熱量を有効に利用して、早期に内燃機関用潤滑油の温度を所定温度まで上昇させることができる。
【００５８】
（第２の実施の形態）
図６には、本実施の形態に係る車両用駆動装置１の概略構成が示されている。本実施の形態において第１の実施の形態と同一の構成部品については、図１と同一の符号を付し、その説明は省略する。
【００５９】
本実施の形態の車両用駆動装置１は、原動機として内燃機関２を有しており、該内燃機関２の出力は、第１の実施の形態で図示も説明も省略していた自動変速機１９に伝えられ、車両の車輪が駆動するようになっている。
【００６０】
自動変速機１９は、油伝動機構、変速機構、制御機構を含むものである。本実施の形態において、油伝動機構はトルクコンバータ２０であり、また、変速機構は、複数の遊星歯車機構を含む歯車変速機部２１であり、この歯車変速機部２１は、また各遊星歯車機構の各要素の動きを拘束するクラッチ、ブレーキを含む。これらのクラッチおよびブレーキは、油圧制御部２２からの作動油の選択的供給によって制御される。そして、歯車変速機部２１の出力は、図示しない推進軸により駆動輪に向けて伝達される。
【００６１】
一方、前記自動変速機１９においては、この自動変速機１９全体の潤滑油、トルクコンバータ２０の動力伝達を媒介する作動油および歯車変速機部２１内のクラッチ、ブレーキを動作させる作動油は、共通の油が用いられている。以下、この油をＡ／Ｔ油と記す。Ａ／Ｔ油は、歯車変速機部２１に内蔵された図示しない油圧ポンプにより、油圧制御部２２の制御に基づいて自動変速機１９の各部に供給される。
【００６２】
そして、第１の実施の形態においては、第２熱交換器１１において、内燃機関２用の潤滑油と内燃機関２内外を循環する冷却水との間で熱交換を行わせていたが、本実施の形態においては、前記Ａ／Ｔ油と冷却水との間で熱交換を行わせるようにしている。つまり、Ａ／Ｔ油の一部は、Ａ／Ｔ油通路２３により、内燃機関２とラジエータ１２を結ぶ冷却水通路４上で第１熱交換器７の下流側かつサーモスタット１４の上流側に配置される第２熱交換器１１に送られる。そして、自動変速機１９のＡ／Ｔ油の温度が第２熱交換器１１内へ流入する冷却水の温度より高い場合は、第２熱交換器において冷却水との間で熱交換を行うことによりＡ／Ｔ油の熱が冷却水へ伝えられ、冷却された後、再び自動変速機１９のオイルパン内に戻ってくる。一方、Ａ／Ｔ油の温度が冷却水の温度より低い場合は、冷却水の熱がＡ／Ｔ油へ伝えられ、Ａ／Ｔ油が暖められる。
【００６３】
自動変速機１９内の油圧ポンプは、トルクコンバータ２０のポンプ側、すなわち内燃機関２により駆動され、自動変速機１９内外へＡ／Ｔ油を循環させている。なお、油圧ポンプを備えるだけだと、車両用駆動装置１が停止しているとき等、油圧ポンプの吐出量が十分確保できない場合がある。このような場合のために、電動式の補助ポンプを備えていてもよい。そして、補助ポンプの動作は、ＥＣＵ１５が車両の走行（駆動）状態に応じて制御し、油圧ポンプのみを使用する制御や補助ポンプのみを使用する制御、両者を使用する制御等必要に応じて周知の油通路切り換え機構等により達成することが好適である。
【００６４】
そして、本実施の形態に係る車両用駆動装置の温度制御についても第１の実施の形態で説明した第１から第４の実施例、つまり図２，図３，図４及び図５のフローチャートに基づいて行われる。ただし、図５のフローチャートのステップ４０４において推定されるのはＡ／Ｔ油温度である。
【００６５】
そして、温度制御の結果、暖機が完了していない場合、ＥＣＵ１５により排気ガスが第１熱交換器７側に流れるように切替え弁８が制御されるので、冷却水に排気ガスの熱が伝達されることとなり、冷却水の温度が上昇する。そして、さらに排気ガスの熱が伝達された冷却水がその熱を第２熱交換器１１においてＡ／Ｔ油に伝達するので、Ａ／Ｔ油も間接的に排気ガスの熱を受け、早期に昇温することとなる。一方、暖機が完了している場合、ＥＣＵ１５により排気ガスが第１熱交換器７側に流れないように切替え弁８を制御するので、冷却水は排気ガスから熱が伝達されず下流へと流れていき、却って所定温度より高い場合は、ラジエータ１２において冷却された後内燃機関内へ戻されることとなる。また、暖機がすでに完了し、排気ガスが第１熱交換器７側に流れないように切替え弁８が制御されている場合においては、Ａ／Ｔ油の温度が高い場合であっても、第２熱交換器１１において冷却水との間で熱交換が行われることより、Ａ／Ｔ油の熱が冷却水へ伝達されＡ／Ｔ油の温度が低下する。
【００６６】
このように本実施の形態においては、暖機が完了していない場合等、内燃機関から排出される熱量を有効に利用して、内燃機関内外を循環する冷却水及び自動変速機１９内を循環するＡ／Ｔ油の温度を早期に上昇させるように制御することができる。その結果、冷却水の温度が早期に上昇することにより燃焼室の温度も早期に上昇することから、冷間始動時等の燃焼状態を向上させることができ、またＡ／Ｔ油の温度も早期に上昇することから摩擦損失も低減させることができる。それゆえ、車両全体のエネルギ効率も向上し、燃費も向上させることができる。
【００６７】
また、従来の技術の項で説明したように水素吸蔵合金を用いてＡ／Ｔ油を直接暖めるのではなく、冷却水との間で熱交換を行わせることにより暖めるので、コーキングを防止することができるとともに、自動変速機１９内に水素吸蔵合金を収納するための容器やスペースが不要であるため、軽量化，低コスト化を図ることができる。
【００６８】
また、図５に示すフローチャートに基づいて温度制御する場合においては、Ａ／Ｔ油の温度が過剰に上昇することを防止することができる等、冷却水及びＡ／Ｔ油の温度を必要以上に上昇させることなく、内燃機関から排出される熱量を有効に利用して、精度よく車両駆動装置の温度を制御することができる。
【００６９】
（第３の実施の形態）
図７には、本実施の形態に係る車両用駆動装置１の概略構成が示されている。図７では、第１の実施の形態を示す図１に対して、さらに第２の実施の形態において説明した自動変速機１９を示している。そして、上述したＡ／Ｔ油と冷却水との間でのみ熱交換を行わせ、外部（特に外気）との間で熱交換を積極的に行わない第３熱交換器２４を、本実施の形態においては第２熱交換器１１の下流側であってサーモスタット１４の上流側に備えたものである。また、第３熱交換器２４の下流側であってサーモスタット１４の上流側には、第３熱交換器２４から流出した冷却水の温度を検出する第３熱交換器下流水温センサ２５を備えている。なお、第１の実施の形態あるいは第２の実施の形態と同一の構成部品については、図１あるいは図６と同一の符号を付し、その説明は省略する。
【００７０】
そして、本実施の形態に係る車両用駆動装置の温度制御についても第１の実施の形態で説明した第１から第４の実施例、つまり図２，図３，図４及び図５のフローチャートに基づいて行われる。
【００７１】
その結果、暖機が完了していない場合、ＥＣＵ１５が、排気ガスが第１熱交換器７側に流れるように切替え弁８を制御するので、冷却水に排気ガスの熱が伝達されることとなり、冷却水の温度が上昇する。そして、さらに冷却水が排気ガスから伝達された熱を第２熱交換器１１において内燃機関２用の潤滑油及び第３熱交換器２４において自動変速機１９用のＡ／Ｔ油に伝達するので、内燃機関用潤滑油及びＡ／Ｔ油も間接的に排気ガスの熱を受け、早期に昇温する。一方、暖機が完了している場合、ＥＣＵ１５により排気ガスが第１熱交換器７側に流れないように切替え弁８が制御されるので、冷却水は排気ガスから熱が伝達されることなく下流へ流れていき、却って所定温度より高い場合は、ラジエータ１２において冷却された後内燃機関２内へ戻されることとなる。また、暖機がすでに完了し、排気ガスが第１熱交換器７側に流れないように切替え弁８が制御されている場合においては、内燃機関用潤滑油あるいはＡ／Ｔ油の温度が高い場合であっても、第２熱交換器１１あるいは第３熱交換器２４において冷却水との間で熱交換が行われることより、内燃機関用潤滑油あるいはＡ／Ｔ油の熱が冷却水へ伝達されそれらの温度が低下する。
【００７２】
このように本実施の形態においては、暖機が完了していない場合等、内燃機関２から排出される熱量を有効に利用して、冷却水，内燃機関用潤滑油及びＡ／Ｔ油の温度を早期に上昇させるように制御することができる。その結果、冷却水の温度が早期に上昇することにより燃焼室の温度も早期に上昇することから、冷間始動時等の燃焼状態を向上させることができ、また内燃機関用潤滑油及びＡ／Ｔ油の温度も早期に上昇することから摩擦損失も低減させることができる。それゆえ、車両全体のエネルギ効率も向上し、燃費も向上させることができる。
【００７３】
また、従来の技術の項で説明したように水素吸蔵合金を用いて内燃機関用潤滑油及びＡ／Ｔ油を直接暖めるのではなく、冷却水との間で熱交換を行わせることにより暖めるので、コーキングを防止することができるとともに、内燃機関内及び自動変速機内に水素吸蔵合金を収納するための容器やスペースが不要であるため、軽量化，低コスト化を図ることができる。
【００７４】
［温度制御の第５の実施例］
次に、本実施の形態に係る車両用駆動装置の温度制御の第５の実施例について、図８のフローチャートを用いて具体的に説明する。
【００７５】
ステップ５００からステップ５０３までは、図４のフローチャートのステップ３００からステップ３０３までと同様であるのでその説明は省略する。本実施例では、さらにステップ５０４にて、第３熱交換器下流水温が機関内水温より高いか否かを判定する。これは、第３熱交換器下流水温を検出する第３熱交換器下流水温センサ２５の検出値と機関内水温センサ１６の検出値との比較で判定されるものである。そして、第３熱交換器下流水温が機関内水温より高い場合はステップ５０５へ進み、第３熱交換器下流水温が機関内水温以下の場合は、排気ガスが第１熱交換器７側に流れるように切替え弁８を制御したまま本ルーチンを終了する。
【００７６】
ステップ５０５において暖機完了フラグをＯＮにした後ステップ５０６へ進む。これは、図４のフローチャートにおけるステップ３０４と同様である。そして、ステップ５０６においては、排気ガスが第１熱交換器７側に流れないように切替え弁８を制御し本ルーチンを終了する。これは上述したようにＥＣＵ１５の指令信号により切替え弁８を制御し、排気ガスが第１熱交換器７側に流れないようにするものである。
【００７７】
図４のフローチャートに示す温度制御においては、機関内水温がＴｆより高い場合であって第２熱交換器下流水温が機関内水温より高い場合は、排気ガスが第１熱交換器７側に流れないように切替え弁８を制御しているが、本実施例の温度制御においては、機関内水温がＴｆより高い場合であってかつ第２熱交換器下流水温が機関内水温より高い場合であっても第３熱交換器下流水温が機関内水温以下である場合は、排気ガスが第１熱交換器７側に流れるように切替え弁８を制御したままにしておく。これは、機関内水温センサ１６で検出した機関内水温はシリンダヘッド出口での温度であるため、燃焼室近傍を通過した後の温度であり、必ずしも内燃機関内のウォータジャケットに存在する冷却水全てにおいてＴｆより高いとは限らない。一方、第３熱交換器下流水温が機関内水温以下である場合は、第３熱交換器２４に流入する冷却水の温度がＡ／Ｔ油の温度よりも高く、第３熱交換器２４において冷却水の熱がＡ／Ｔ油へ伝達され、冷却水の温度が低下したためであると考えられる。それゆえ、Ａ／Ｔ油の温度は所定温度（例えば、８０℃）にまだ達しておらず、自動変速機１９内のＡ／Ｔ油の粘性はまだ高いと考えられる。そこで、本実施例においては、Ａ／Ｔ油の温度が所定温度に達して粘性が十分に低くなるまで、排気ガスが第１熱交換器７側に流れるように切替え弁８を制御したままにしておく。
【００７８】
このようにすることで、内燃機関から排出される熱量を有効に利用して、冷却水，内燃機関用潤滑油及びＡ／Ｔ油の温度を精度よく早期に上昇させることができる。
【００７９】
［温度制御の第６の実施例］
次に、本実施の形態に係る車両用駆動装置の温度制御の第６の実施例について、図９のフローチャートを用いて具体的に説明する。
【００８０】
この温度制御も、内燃機関始動後定期的に行われるものであり、ステップ６００からステップ６０４までは、図８のフローチャートのステップ５００からステップ５０４までと同様であるのでその説明は省略する。ただ、本実施例では、ステップ６０４にて第３熱交換器下流水温が機関内水温より高いと判定された場合はステップ６０６へ進み、第３熱交換器下流水温が機関内水温以下であると判定された場合はステップ６０５へ進む。そして、ステップ６０５にて、第３熱交換器２４に新たに流入する冷却水から熱を伝達された後のＡ／Ｔ油の温度を推定し、該推定油温度が機関内水温より高いか否かが判定される。このＡ／Ｔ油の温度を推定する手法としては、第２熱交換器下流水温センサ１８にて第３熱交換器２４内に流入する冷却水の温度を検出し、該温度に基づいてＡ／Ｔ油に与える熱量を計算して推定するものである。そして、本ステップにて、推定油温度が機関内水温より高いと判定された場合は、ステップ６０６へ進み、推定油温度が機関内水温以下であると判定された場合は、排気ガスが第１熱交換器７側に流れるように切替え弁８を制御したまま本ルーチンを終了する。
【００８１】
ステップ６０６において暖機完了フラグをＯＮにした後ステップ６０７へ進む。これは、図８のフローチャートにおけるステップ５０５と同様である。そして、ステップ６０７においては、排気ガスが第１熱交換器７側に流れないように切替え弁８を制御し本制御を終了する。これは上述したようにＥＣＵ１５の指令信号により切替え弁８を制御し、排気ガスが第１熱交換器７側に流れないようにするものである。
【００８２】
図８のフローチャートに示す温度制御においては、機関内水温がＴｆより高く、第２熱交換器下流水温が機関内水温より高い場合であっても第３熱交換器下流水温が機関内水温以下である場合には、排気ガスが第１熱交換器７側に流れるように切替え弁８を制御しているが、本実施例の温度制御においては、機関内水温がＴｆより高い場合であってかつ第２熱交換器下流水温が機関内水温より高い場合であってかつ第３熱交換器下流水温が機関内水温以下である場合であっても、第２熱交換器下流水温センサ１８の検出値である第３熱交換器２４に流入する冷却水の温度に基づいてその冷却水の熱が伝達された後のＡ／Ｔ油の温度を推定し、該推定油温度が機関内水温より高い場合は、暖機完了フラグをＯＮにして、排気ガスが第１熱交換器７側に流れないように切替え弁８を制御する。
【００８３】
これは、第３熱交換器下流水温はすでに冷却水がＡ／Ｔ油と熱交換を行った後の温度であり、この冷却水の熱の伝達によりある程度Ａ／Ｔ油の温度が上昇している。また、その後第３熱交換器２４に流入する冷却水と熱交換を行うことによりさらにその温度が上昇する。そのため、再度第３熱交換器下流水温の温度に基づいて切替え弁８を制御するのでは、Ａ／Ｔ油の温度が過剰に上昇するおそれがある。そこで、本実施例では、上述のように第２熱交換器下流水温センサ１８で検出した第３熱交換器２４に流入する冷却水の温度に基づいて、該冷却水の熱が伝達された後のＡ／Ｔ油の温度を推定し、その推定油温度が機関内水温より高くなる場合は、排気ガスが第１熱交換器７側に流れないように切替え弁８を制御する。その結果、Ａ／Ｔ油の温度が過剰に上昇することを防止することができる等、冷却水及び内燃機関用潤滑油あるいはＡ／Ｔ油等の車両に用いられる油の温度を必要以上に上昇させることなく、内燃機関から排出される熱量を有効に利用して、精度よく車両駆動装置の温度を制御することができる。
【００８４】
なお、温度制御の第２の実施例で説明した図３のフローチャートのステップ２０２において、「第２熱交換器下流水温＞Ｔｏ」であるかどうかを判定する代わりに、「上記推定油温度＞Ｔｏ」であるかどうかを判定してもよい。このようにすることで、Ａ／Ｔ油の温度を必要以上に上昇させることなく、内燃機関から排出される熱量を有効に利用して、早期にＡ／Ｔ油の温度を所定温度まで上昇させることができる。
【００８５】
【発明の効果】
以上説明したように、本発明によれば、簡易な構成で車両において取得可能な熱量を有効に利用して内燃機関内の熱媒体若しくは潤滑油又は変速機内のＡ／Ｔ油の温度を制御し、車両用駆動装置全体の温度を制御することができる。
【図面の簡単な説明】
【図１】第１の実施の形態に係る車両用駆動装置の概略構成を示す図である。
【図２】第１の実施の形態に係る車両用駆動装置の温度制御の第１の実施例のフローチャート図である。
【図３】第１の実施の形態に係る車両用駆動装置の温度制御の第２の実施例のフローチャート図である。
【図４】第１の実施の形態に係る車両用駆動装置の温度制御の第３の実施例のフローチャート図である。
【図５】第１の実施の形態に係る車両用駆動装置の温度制御の第４の実施例のフローチャート図である。
【図６】第２の実施の形態に係る車両用駆動装置の概略構成を示す図である。
【図７】第３の実施の形態に係る車両用駆動装置の概略構成を示す図である。
【図８】第３の実施の形態に係る車両用駆動装置の温度制御の第５の実施例のフローチャート図である。
【図９】第３の実施の形態に係る車両用駆動装置の温度制御の第６の実施例のフローチャート図である。
【符号の説明】
１ 車両用駆動装置
２ 内燃機関
３ ウォータポンプ
４ 冷却水通路
５ 排気通路
６ バイパス通路
７ 第１熱交換器
８ 切替え弁
９ オイルポンプ
１０ 潤滑油通路
１１ 第２熱交換器
１２ ラジエータ
１３ ラジエータバイパス通路
１４ サーモスタット
１５ ＥＣＵ
１６ 機関内水温センサ
１７ 第２熱交換器上流水温センサ
１８ 第２熱交換器下流水温センサ
１９ 自動変速機
２０ トルクコンバータ
２１ 歯車変速機部
２２ 油圧制御部
２３ Ａ／Ｔ油通路
２４ 第３熱交換器
２５ 第３熱交換器下流水温センサ[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a temperature control device for controlling the temperature of a vehicle drive device, and more particularly to a technique for effectively utilizing the amount of heat obtainable in a vehicle.
[0002]
[Prior art]
Especially during a cold start, it is difficult to start the internal combustion engine due to the low temperature of the lubricating oil in the combustion chamber and the internal combustion engine, and friction loss is low because the temperature of the lubricating oil in the transmission such as an automatic transmission is low. And the energy efficiency of the entire vehicle becomes poor.
[0003]
On the other hand, an endothermic reaction that releases hydrogen by heating with exhaust gas heat and a first hydrogen storage alloy that performs an exothermic reaction by storing hydrogen are connected to the exhaust passage of the internal combustion engine, and the lubricating oil in the internal combustion engine is stored. The second hydrogen storage alloy is provided in each of the container for storing the lubricating oil in the transmission and the container for storing the lubricating oil in the transmission, and the second hydrogen storage alloy stores the hydrogen released by the endothermic reaction of the first hydrogen storage alloy. A technology has been proposed in which the lubricating oil in the internal combustion engine and the lubricating oil in the transmission are quickly heated by the heat generated by the heat generation (for example, see Patent Document 1).
[0004]
[Patent Document 1]
JP-A-4-59314
[0005]
[Problems to be solved by the invention]
However, in the technology described in Patent Document 1 described above, since the oil is directly heated in the internal combustion engine or the transmission, caulking may occur, and the connecting rod, the piston, and the like may stick. In addition, a container for accommodating the hydrogen storage alloy is required in the internal combustion engine or the transmission, and a space for the hydrogen storage alloy is required. Has also been rising.
[0006]
The present invention has been made in view of the above-described problems, and an object of the present invention is to control the temperature of a vehicle drive device by effectively utilizing the amount of heat obtainable in a vehicle with a simple configuration. It is an object of the present invention to provide a temperature control device for a vehicle drive device that can be used.
[0007]
[Means for Solving the Problems]
In the temperature control device for a vehicle drive device according to the present invention, the heat exchange between the heat medium passage through which the heat medium flows and the exhaust gas discharged from the internal combustion engine and the heat medium in the heat medium passage. First heat exchange means for performing heat exchange, and second heat exchange means for performing heat exchange so as to transfer heat of the heat medium after flowing out of the first heat exchange means to oil used in the vehicle. It is characterized by the following.
[0008]
Examples of the heat medium include fluids such as water and oil, and gases such as air. Then, since heat is exchanged between the heat medium and the exhaust gas discharged from the internal combustion engine in the first heat exchange means, the heat of the exhaust gas is transmitted to the heat medium, and the temperature of the heat medium rises. Then, after that, in the second heat exchange means, heat exchange is performed so that the heat of the heat medium to which the heat of the exhaust gas has been transmitted is transmitted to the oil used for the vehicle. Is lower than the temperature of the heat medium, the oil is transferred from the heat medium and the temperature rises. As described above, a simple structure is provided by providing a plurality of heat exchange means, and by transferring heat of the exhaust gas to oil used in the vehicle via a heat medium flowing through the heat exchange means. With this configuration, the temperature of the heat medium and the oil used in the vehicle can be increased by effectively utilizing the amount of heat that can be obtained in the vehicle.
[0009]
Preferably, the oil used in the vehicle is at least one of a lubricating oil for an internal combustion engine and an oil for a transmission. As the transmission oil, lubricating oil, hydraulic oil, and the like can be considered. However, if these oils or the lubricating oil for an internal combustion engine are directly heated, caulking may occur. However, with this configuration, the heat of the exhaust gas can be indirectly transmitted to the lubricating oil for the internal combustion engine or the oil for the transmission via the heat medium, and the temperature of the exhaust gas can be increased. Without raising the temperature, it is possible to easily raise the temperature of the lubricating oil or the like at an early stage. As the second heat exchange means, either one of a heat exchange means for lubricating oil for an internal combustion engine and a heat exchange means for oil for a transmission may be provided, or both of these heat exchange means may be provided. They may be provided in series or in parallel.
[0010]
Preferably, the heat medium circulates inside and outside the internal combustion engine, and flows into the internal combustion engine after flowing out of the second heat exchange means. With this configuration, the heat medium to which the heat of the exhaust gas has been transmitted flows into the internal combustion engine after flowing out of the second heat exchange means, so that not only the oil used in the vehicle but also the temperature of the internal combustion engine itself is reduced. Can also be raised.
[0011]
The oil used for the vehicle in which heat is exchanged by the second heat exchange means is lubricating oil for an internal combustion engine, and transfers heat of the heat medium after flowing out of the second heat exchange means to transmission oil. It is preferable to further include third heat exchange means for performing heat exchange so as to transfer the heat. With this configuration, the heat of the exhaust gas can be indirectly transmitted to the lubricating oil for the internal combustion engine and the oil for the transmission via the heat medium. However, since the heat exchange with the transmission oil in the third heat exchange means is the heat medium after the heat is transmitted to the lubricating oil for the internal combustion engine by the second heat exchange means, the heat medium is transferred to the third heat exchange means. There is a possibility that all the heat transferred from the exhaust gas when the heat medium flows in may be lost. On the other hand, it is common to transmit the output to the transmission after the internal combustion engine has been warmed up to some extent. Therefore, the second heat exchange means for performing heat exchange with the lubricating oil for the internal combustion engine to be heated first is more upstream than the third heat exchange means for performing heat exchange with the transmission oil. Preferably it is provided on the side.
[0012]
Preferably, the heat medium circulates inside and outside the internal combustion engine, and flows into the internal combustion engine after flowing out of the third heat exchange means. With this configuration, the heat medium to which the heat of the exhaust gas has been transmitted flows into the internal combustion engine after flowing out of the second heat exchange means and the third heat exchange means. The temperature of the internal combustion engine itself as well as the machine oil can be increased.
[0013]
Further, in the temperature control device of the vehicle drive device in which the heat medium circulates inside and outside the internal combustion engine, the following is preferable. That is, at least either upstream or downstream of the first heat exchange means, an adjustment means for adjusting an amount of exhaust gas flowing into the first heat exchange means, and a temperature of a heat medium in the internal combustion engine is detected. And a control means for controlling the adjusting means based on the temperature detected by the heat medium temperature detecting means in the engine.
[0014]
By detecting the temperature of the heat medium in the internal combustion engine, it is possible to ascertain an operating state such as whether or not the internal combustion engine has been completely warmed up. Therefore, when the detected temperature is lower than a predetermined temperature, the internal combustion engine is not sufficiently warmed, and the control means controls the adjusting means so that the exhaust gas flows into the first heat exchange means. The heat of the exhaust gas is transmitted to the heat medium flowing again into the internal combustion engine. On the other hand, when the detected temperature is higher than the predetermined temperature, it is not necessary to further heat the internal combustion engine. Therefore, the control means controls the adjusting means so that the exhaust gas does not flow into the first heat exchange means. In addition, the heat of the exhaust gas is prevented from being transmitted to the heat medium flowing into the internal combustion engine again.
[0015]
Further, at least either upstream or downstream of the first heat exchange means, an adjustment means for adjusting the amount of exhaust gas flowing into the first heat exchange means, and after flowing out of the second heat exchange means. A second heat exchange means downstream heat medium temperature detection means for detecting the temperature of the heat medium before flowing into the internal combustion engine, and the second heat exchange means downstream heat medium temperature detection means. And control means for controlling the adjusting means.
[0016]
Then, the temperature of the heat medium after flowing out of the second heat exchanging means is detected, and when the detected temperature is equal to or lower than a predetermined temperature, the oil used for the vehicle to be heat-exchanged in the second heat exchanging means. Is not sufficiently heated, the control means controls the adjustment means so that the exhaust gas flows into the first heat exchange means, and the control means controls the exhaust medium to flow into the heat medium flowing into the second heat exchange means. Allow the heat of the gas to be transferred. On the other hand, if the detected temperature is higher than the predetermined temperature, it is not necessary to warm oil used for the vehicle which is further heat-exchanged in the second heat exchange means. The adjusting means is controlled so that the exhaust gas does not flow into the second heat exchange means so that the heat of the exhaust gas is not transmitted to the heat medium flowing into the second heat exchange means. As a result, it is possible to quickly and accurately warm the temperature of the oil used for the vehicle that is heat-exchanged in the second heat exchange means.
[0017]
An adjusting means for adjusting an amount of exhaust gas flowing into the first heat exchange means at least upstream or downstream of the first heat exchange means; and detecting a temperature of a heat medium in the internal combustion engine. Internal heat medium temperature detecting means for detecting the temperature of the heat medium after flowing out of the second heat exchanging means and before flowing into the internal combustion engine. And a control unit for controlling the adjusting unit based on a temperature detected by the internal heat medium temperature detecting unit and a temperature detected by the second heat exchanging unit downstream heat medium temperature detecting unit. .
[0018]
As described above, it is preferable to detect the temperature of the heat medium in the internal combustion engine and control the adjusting means based on the detected temperature, but when the temperature of the heat medium in the internal combustion engine is higher than a predetermined temperature. Even so, the temperature of the lubricating oil for the internal combustion engine or the oil for the transmission is not always sufficiently high. It is preferable to detect the temperature of the heat medium after flowing out of the second heat exchange means and before flowing into the internal combustion engine, and control the adjusting means based on the detected temperature. Even when the temperature of the engine lubricating oil or the transmission oil is higher than a predetermined temperature, the temperature of the heat medium in the internal combustion engine is not necessarily sufficiently high. Therefore, the engine is provided with a heat medium temperature detecting means in the engine and a second heat exchange means downstream heat medium temperature detecting means for detecting the temperature of the heat medium in such a place, for example, when the temperature of the heat medium in the internal combustion engine is higher than a predetermined temperature. In the case where the temperature of the heat medium after flowing out of the second heat exchange means is higher than the temperature of the heat medium in the internal combustion engine, the heat medium and the lubricating oil for the internal combustion engine or the transmission oil Since it is not necessary to raise the temperature of the first heat exchange means, the control means controls the adjustment means so that the exhaust gas does not flow into the first heat exchange means. On the other hand, if the temperature of the heat medium or the lubricating oil for the internal combustion engine or the oil for the transmission is not sufficiently high, the control means controls the adjusting means so that the exhaust gas flows into the first heat exchange means. Thus, the heat of the exhaust gas is transmitted to the heat medium, the lubricating oil for the internal combustion engine, or the oil for the transmission. As a result, the temperature of the entire vehicle drive device can be accurately controlled.
[0019]
An adjusting means for adjusting an amount of exhaust gas flowing into the first heat exchange means at least upstream or downstream of the first heat exchange means; and detecting a temperature of a heat medium in the internal combustion engine. And a second heat exchange means downstream heat medium for detecting the temperature of the heat medium after flowing out of the second heat exchange means and before flowing into the third heat exchange means. Temperature detection means, third heat exchange means downstream heat medium temperature detection means for detecting the temperature of the heat medium after flowing out of the third heat exchange means and before flowing into the internal combustion engine; Control for controlling the adjusting means based on the temperature detected by the heat medium temperature detecting means, the temperature detected by the second heat exchanging means downstream heat medium temperature detecting means, and the temperature detected by the third heat exchanging means downstream heat medium temperature detecting means Means are further provided. Door is preferred.
[0020]
In the first heat exchange means, heat is exchanged between the heat medium circulating inside and outside the internal combustion engine and the exhaust gas, and in the second heat exchange means, the heat of the heat medium after flowing out of the first heat exchange means is transferred. Heat exchange is performed so as to be transmitted to the lubricating oil for the internal combustion engine, and heat exchange is performed in the third heat exchange means so as to transmit the heat of the heat medium after flowing out of the second heat exchange means to the transmission oil. In the above configuration, as described above, the temperature of the heat medium in the internal combustion engine and the temperature of the heat medium after flowing out of the second heat exchange means are detected, and the adjusting means is controlled based on the detected temperatures. Is preferred. However, for example, even when the temperature of the heat medium in the internal combustion engine is higher than the predetermined temperature and the temperature of the lubricating oil for the internal combustion engine is higher than the temperature of the heat medium in the internal combustion engine, the temperature of the transmission oil is not sufficient. Is not necessarily high. Therefore, the apparatus further comprises a third heat exchange means downstream heat medium temperature detection means for detecting the temperature of the heat medium after flowing out of the third heat exchange means and before flowing into the internal combustion engine, and The temperature is detected, for example, when the temperature of the heat medium in the internal combustion engine, that is, the temperature detected by the heat medium temperature detection means in the engine is higher than a predetermined temperature, and the temperature of the heat medium temperature detection means downstream of the second heat exchange means is further detected. When the detected temperature and the temperature detected by the third heat exchange means downstream heat medium temperature detecting means are higher than the detected temperature of the engine heat medium temperature detecting means, the heat medium, the lubricating oil for the internal combustion engine and the transmission oil Since there is no need to raise the temperature of the first heat exchange means, the control means controls the adjustment means so that the exhaust gas does not flow into the first heat exchange means. On the other hand, if the temperature of the heat medium, the lubricating oil for the internal combustion engine or the oil for the transmission is not sufficiently high, the control means controls the adjusting means so that the exhaust gas flows into the first heat exchange means. Thus, the heat of the exhaust gas is transmitted to the heat medium, the lubricating oil for the internal combustion engine or the oil for the transmission. By doing so, the temperature of the entire vehicle drive device can be accurately controlled.
[0021]
A heat medium passage through which a heat medium circulating inside and outside the internal combustion engine flows; and first heat exchange means for performing heat exchange between the heat medium in the heat medium passage and exhaust gas discharged from the internal combustion engine. Second heat exchange means for performing heat exchange so as to transfer heat of the heat medium after flowing out of the first heat exchange means to oil used in the vehicle, wherein the heat medium is the second heat exchange means. It is preferable that the temperature control device of the vehicle drive device that flows into the internal combustion engine after flowing out of the means is as follows. Adjusting means for adjusting the amount of exhaust gas flowing into the first heat exchange means at least upstream or downstream of the first heat exchange means, and an engine for detecting a temperature of a heat medium in the internal combustion engine Internal heat medium temperature detection means, and second heat exchange means upstream heat medium temperature detection for detecting the temperature of the heat medium after flowing out of the first heat exchange means and before flowing into the second heat exchange means Means, and control means for controlling the adjusting means based on the temperature detected by the internal heat medium temperature detecting means and the temperature detected by the second heat exchange means upstream heat medium temperature detecting means.
[0022]
When the temperature of the heat medium flowing out of the second heat exchange means is higher than a predetermined temperature or the temperature of the heat medium in the internal combustion engine, the control means controls the adjustment means so that exhaust gas does not flow into the first heat exchange means. Although it is preferable to control, the temperature of the heat medium after flowing out of the second heat exchange means is the temperature after the heat exchange with the oil used for the vehicle has already been performed. The temperature of oil used in vehicles has increased to some extent. Further, the temperature is further increased by performing heat exchange with the heat medium that newly flows into the second heat exchange means thereafter. Therefore, if the adjusting means is controlled again based on the temperature of the heat medium downstream of the second heat exchanging means, the temperature of the oil used in the vehicle may increase excessively. Therefore, based on the temperature detected by the second heat exchange means upstream heat medium temperature detection means, the temperature of the oil used in the vehicle after the heat of the heat medium newly flowing into the second heat exchange means is transmitted is estimated. When the estimated temperature is higher than the temperature detected by the heat medium temperature detecting means in the engine, the control means controls the adjusting means so that the exhaust gas does not flow into the first heat exchanging means. As a result, the temperature of the vehicle drive device can be accurately controlled by effectively utilizing the amount of heat discharged from the internal combustion engine without excessively increasing the temperature of the oil used in the vehicle.
[0023]
A heat medium passage through which a heat medium circulating inside and outside the internal combustion engine flows; and first heat exchange means for performing heat exchange between the heat medium in the heat medium passage and exhaust gas discharged from the internal combustion engine. A second heat exchange means for performing heat exchange so as to transfer heat of the heat medium after flowing out of the first heat exchange means to the lubricating oil for an internal combustion engine; and a second heat exchange means for performing heat exchange after flowing out of the second heat exchange means. A third heat exchange means for performing heat exchange so as to transfer heat of the heat medium to the transmission oil, wherein the heat medium flows into the internal combustion engine after flowing out of the third heat exchange means. In the temperature control device of the driving device, the following is preferable. Adjusting means for adjusting the amount of exhaust gas flowing into the first heat exchange means at least upstream or downstream of the first heat exchange means, and an engine for detecting a temperature of a heat medium in the internal combustion engine Internal heat medium temperature detection means, and third heat exchange means upstream heat medium temperature detection for detecting the temperature of the heat medium after flowing out of the second heat exchange means and before flowing into the third heat exchange means Means, and control means for controlling the adjusting means based on the temperature detected by the engine heat medium temperature detecting means and the temperature detected by the third heat exchange means upstream heat medium temperature detecting means.
[0024]
When the temperature of the heat medium flowing out of the second heat exchange means and the temperature of the heat medium flowing out of the third heat exchange means are higher than the temperature of the heat medium in the internal combustion engine, the control means sets the temperature in the first heat exchange means. It is preferable to control the adjusting means so that the exhaust gas does not flow in. However, the temperature of the heat medium after flowing out of the third heat exchanging means is the temperature after the heat exchange with the transmission oil has already been performed. The temperature of the transmission oil has increased to some extent due to the transfer of heat from the heat medium. After that, the temperature is further increased by performing heat exchange with the heat medium newly flowing into the third heat exchange means. Therefore, if the adjusting means is controlled again based on the temperature of the heat medium downstream of the third heat exchange means, the temperature of the transmission oil may increase excessively. Therefore, based on the temperature detected by the third heat exchange means upstream heat medium temperature detection means, the temperature of the transmission oil after the heat of the heat medium is transmitted is estimated, and the estimated temperature is used as the engine internal heat. When the temperature is higher than the temperature detected by the medium temperature detecting means, the control means controls the adjusting means so that the exhaust gas does not flow into the first heat exchange means. As a result, the temperature of the vehicle drive device can be accurately controlled by effectively utilizing the amount of heat discharged from the internal combustion engine without excessively increasing the temperature of the transmission oil.
[0025]
BEST MODE FOR CARRYING OUT THE INVENTION
Preferred embodiments of the present invention will be illustratively described in detail below with reference to the drawings. However, the dimensions, materials, shapes, relative arrangements, and the like of the components described in this embodiment are not intended to limit the scope of the present invention only to them unless otherwise specified.
[0026]
(First Embodiment)
FIG. 1 shows a schematic configuration of a vehicle drive device 1 according to the present embodiment. The vehicle drive device 1 has an internal combustion engine 2 as a prime mover.
[0027]
The internal combustion engine 2 includes a cylinder head, a cylinder block connected to a lower portion of the cylinder head, and an oil pan connected to a lower portion of the cylinder block. The cylinder head and the cylinder block are provided with a water jacket as a passage for circulating cooling water as a heat medium. A water pump 3 having a function of sucking cooling water from the outside and circulating the cooling water inside the internal combustion engine is provided at an inlet of the water jacket. The water pump 3 is a pump that operates using the rotational torque of the output shaft of the internal combustion engine 2 as a drive source, and operates only when the internal combustion engine 2 is operating. The cooling water circulated in the internal combustion engine 2 flows outside the internal combustion engine through a cooling water passage 4 as a heat medium passage connected to the internal combustion engine 2, and then flows into the internal combustion engine 2 again.
[0028]
In the cooling water circulation passage configured as above, when the rotation torque of the output shaft is transmitted to the input shaft of the water pump 3 while the internal combustion engine 2 is operating, the water pump 3 The cooling water is discharged at a pressure corresponding to the torque. On the other hand, since the water pump 3 stops while the internal combustion engine 2 is stopped, the cooling water does not circulate in the cooling water passage 4. The cooling water discharged from the water pump 3 flows through the water jacket, and at this time, heat is transferred between the cooling water and the cylinder head and the cylinder block. Specifically, a part of the heat generated by the combustion inside the cylinder is transmitted to the cylinder wall surface, further transmitted inside the cylinder head and the cylinder block, and the temperature of the entire cylinder head and the cylinder block is increased. Then, part of the heat transmitted to the cylinder head and the cylinder block is transmitted to the cooling water inside the water jacket, and raises the temperature of the cooling water. In addition, the temperatures of the cylinder head and the cylinder block that have lost the heat decrease. After that, the cooling water flows outside the internal combustion engine.
[0029]
The internal combustion engine 2 is connected to an exhaust passage 5 through which exhaust gas discharged from the internal combustion engine passes. The exhaust passage 5 is connected downstream to a muffler (not shown), and the exhaust gas is discharged from the muffler to the atmosphere. You. A bypass passage 6 that bypasses the exhaust passage 5 is provided in the exhaust passage 5, and the bypass passage 6 does not actively exchange heat with the outside (particularly outside air). A first heat exchanger 7 is provided. A cooling water passage 5 is formed in the first heat exchanger 7, and heat is generated between the exhaust gas flowing in the bypass passage 6 and the cooling water circulating inside and outside the internal combustion engine in the first heat exchanger 7. Exchange is performed and the heat of the exhaust gas is transferred to the cooling water. A switching valve 8 is provided at a branch point between the exhaust passage 5 and the bypass passage 6 so that the exhaust gas passes through the bypass passage 6 or the exhaust passage 5 according to a command signal from the ECU 15 described later. Only passing through is controlled.
[0030]
An oil pump 9 driven by the internal combustion engine 2 is provided in the internal combustion engine 2 to circulate lubricating oil in the internal combustion engine 2. The lubricating oil flows through the lubricating oil passage 10, flows through the second heat exchanger 11 that does not actively exchange heat with the outside (particularly, outside air), and then circulates through the internal combustion engine 2. It has become. A cooling water passage 4 is also formed in the second heat exchanger 11, and heat exchange between the lubricating oil for the internal combustion engine 2 and the cooling water circulating inside and outside the internal combustion engine 2 is performed in the second heat exchanger 11. It is supposed to do. Therefore, when the temperature of the cooling water flowing into the second heat exchanger 11 is higher than the temperature of the lubricating oil for an internal combustion engine, the heat of the cooling water is transmitted to the lubricating oil in the second heat exchanger 11. Therefore, in the second heat exchanger 11, the heat of the exhaust gas is also transmitted to the lubricating oil for the internal combustion engine via the cooling water.
[0031]
A radiator 12 is connected to the cooling water passage 4 downstream of the second heat exchanger 11. A radiator bypass passage 13 for bypassing the radiator 12 is formed downstream of the second heat exchanger 11 and upstream of the radiator 12. Further, a thermostat 14 is provided at a branch point of the cooling water passage to the radiator bypass passage 13. When the temperature of the cooling water that has passed through the second heat exchanger 11 and reached the thermostat 14 has not reached the predetermined temperature, the thermostat 14 is closed and the cooling water passage 4 on the radiator 12 side is shut off. The cooling water passes through the radiator bypass passage 13 and flows into the water pump 3. On the other hand, when the temperature of the cooling water that has passed through the second heat exchanger 11 and reached the thermostat 14 has reached a predetermined temperature, the thermostat 14 is open, so that the cooling water flows through the cooling water passage 4 on the radiator 12 side. And flows into the radiator 12.
[0032]
In the radiator 12, heat is transferred between the outside air and the cooling water. Part of the heat of the cooling water having a higher temperature is transmitted to the wall surface of the radiator 12, and further transmitted inside the radiator 12, so that the temperature of the entire radiator 12 is increased. Then, part of the heat transmitted to the radiator 12 is transmitted to the outside air and raises the temperature of the outside air. In addition, the temperature of the cooling water that has lost the heat decreases accordingly. The cooling water whose temperature has dropped flows out of the radiator 12 and flows into the water pump 3.
[0033]
In order to control the internal combustion engine 2 and the like, the vehicle drive device 1 configured as described above has an electronic control unit (ECU: Electronic Control Unit) that is an arithmetic and logic operation circuit including a CPU, a ROM, a RAM, a backup RAM, and the like. (Unit) 15 is also provided. The ECU 15 includes an engine water temperature sensor 16 provided in a water jacket of a cylinder head of the internal combustion engine 2, a cooling water passage downstream of the first heat exchanger 7 and upstream of the second heat exchanger 11. 4, a second heat exchanger upstream water temperature sensor 17 provided in the second heat exchanger, a second heat exchanger downstream water temperature sensor 18 provided in the cooling water passage 4 downstream of the second heat exchanger and upstream of the thermostat 14, and exhaust gas. Various sensors such as an air-fuel ratio sensor (not shown) provided in the passage 5 are connected via electric wiring, and output signals from the water temperature sensors 16, 17, and 18 are input to the ECU 15. On the other hand, the above-described switching valve 8, a fuel injection valve (not shown), and the like are connected to the ECU 15 via electric wiring, so that the ECU 15 can control the switching valve 8, the fuel injection valve, and the like. The engine water temperature sensor is provided at the most downstream of the water jacket in the cylinder head. That is, the temperature after the cooling water flowing into the cylinder head passes near the combustion chamber is detected.
[0034]
[First Embodiment of Temperature Control]
Next, a first example of the temperature control of the vehicle drive device according to the present embodiment will be specifically described with reference to the flowchart of FIG.
[0035]
This temperature control is periodically performed after the internal combustion engine is started. First, at step 100, it is determined whether or not the warm-up completion flag is ON. When it is determined that the warm-up completion flag is not ON, that is, when it is determined that the warm-up is not completed, the process proceeds to step 101, and when it is ON, that is, when the warm-up is completed. If it is determined that there is, the process proceeds to step 104. The warm-up completion flag is turned on when the temperature of the cooling water or the temperature of the lubricating oil in the internal combustion engine is higher than a predetermined temperature. However, it is determined whether the lubricating oil has reached a predetermined temperature or higher. In doing so, a lubricating oil temperature sensor may be provided in the oil pan or the lubricating oil passage 10 in the internal combustion engine 2 and determination may be made from the detected value, or the lubricating oil temperature may be determined from the detected value of the engine water temperature sensor 16. The determination may be made by estimating.
[0036]
In step 101, the switching valve 8 is controlled so that the exhaust gas flows toward the first heat exchanger 7, and the process proceeds to step 102. As described above, the switching valve 8 is controlled by the command signal of the ECU 15 so that the exhaust gas flows to the first heat exchanger 7 side. Then, the exhaust gas discharged from the internal combustion engine 2 passes through the bypass passage 6, and heat exchange is performed in the first heat exchanger 7 with the cooling water flowing through the cooling water passage 4. As a result, when the temperature of the cooling water is lower than the temperature of the exhaust gas, the heat of the exhaust gas is transferred to the cooling water, and the temperature of the cooling water increases. Thereafter, the cooling water to which heat has been transferred from the exhaust gas flows downstream and passes through the second heat exchanger 11. Then, in the second heat exchanger 11, heat is exchanged between the cooling water and the lubricating oil for the internal combustion engine. When the temperature of the cooling water is higher than the temperature of the lubricating oil, the heat of the cooling water is And the temperature of the lubricating oil rises. On the other hand, when the temperature of the cooling water is lower than the temperature of the lubricating oil, the heat of the lubricating oil is transmitted to the cooling water, and the temperature of the cooling water rises. The cooling water that has flowed out of the second heat exchanger 11 then flows into the internal combustion engine 2 to warm the internal combustion engine itself.
[0037]
In step 102, it is determined whether the internal water temperature of the internal combustion engine, that is, the detection value of the internal water temperature sensor 16 is higher than a predetermined temperature Tf (for example, 80 ° C.). When the detected value of the engine water temperature sensor 16 is higher than Tf, that is, when the temperature of the cooling water in the internal combustion engine 2 is higher than Tf, the process proceeds to step 103. When the temperature is equal to or lower than Tf, the exhaust gas generates the first heat. This routine ends while the switching valve 8 is controlled so as to flow to the exchanger 7 side.
[0038]
After turning on the warm-up completion flag in step 103, the process proceeds to step 104. In step 104, the switching valve 8 is controlled so that the exhaust gas does not flow to the first heat exchanger 7, and the routine ends. As described above, the switching valve 8 is controlled by the command signal of the ECU 15 to prevent the exhaust gas from flowing to the first heat exchanger 7 side. In this state, that is, when it is determined in step 100 that the warm-up is completed, or when the temperature of the cooling water in the internal combustion engine 2 is already higher than Tf, it is not necessary to further increase the temperature of the cooling water. The first heat exchanger 7 does not exchange heat between the exhaust gas and the cooling water so that the exhaust gas does not pass through the bypass passage 6.
[0039]
As described above, in this embodiment, when the temperature of the cooling water circulating inside and outside the internal combustion engine and the temperature of the lubricating oil circulating in the internal combustion engine are not sufficiently high and the warm-up is not completed, the ECU 15 reduces the exhaust gas. Since the switching valve 8 is controlled so as to flow toward the first heat exchanger 7, the heat of the exhaust gas is transmitted to the cooling water in the first heat exchanger 7, and the temperature of the cooling water rises. Further, since the cooling water flowing out of the first heat exchanger 7 transfers the heat transmitted from the exhaust gas to the lubricating oil for the internal combustion engine in the second heat exchanger, the lubricating oil also indirectly heats the exhaust gas. And the temperature rises early. On the other hand, when the warm-up is completed, the switching valve 8 is controlled by the ECU 15 so that the exhaust gas does not flow to the first heat exchanger 7 side. On the contrary, if the temperature is higher than the predetermined temperature, it is cooled in the radiator 12 and then returned to the internal combustion engine. Further, when the switching valve 8 is controlled so that the warm-up is already completed and the exhaust gas does not flow to the first heat exchanger 7 side, even when the temperature of the internal combustion engine lubricating oil is high. Since heat is exchanged with the cooling water in the second heat exchanger 11, the heat of the lubricating oil for the internal combustion engine is transmitted to the cooling water, and the temperature of the lubricating oil decreases.
[0040]
Further, in the temperature control according to the present embodiment, for example, when warm-up is not completed, the amount of heat discharged from the internal combustion engine is effectively used to control the temperature of the cooling water and the lubricating oil circulating inside and outside the internal combustion engine. It can be controlled to rise early. As a result, the temperature of the cooling water rises early, so that the temperature of the combustion chamber also rises early, so that it is possible to improve the combustion state at the time of cold start and the like, and also to improve the temperature of the lubricating oil in the internal combustion engine. Is increased early, so that the friction loss can be reduced. Therefore, the energy efficiency of the entire vehicle can be improved, and the fuel efficiency can be improved.
[0041]
Also, as described in the section of the related art, the lubricating oil in the internal combustion engine is not directly heated by using a hydrogen storage alloy, but is heated by performing heat exchange with cooling water, thereby preventing coking. In addition, since no container or space is required for storing the hydrogen storage alloy in the internal combustion engine, the weight and cost can be reduced.
[0042]
[Second embodiment of temperature control]
Next, a second example of the temperature control of the vehicle drive device according to the present embodiment will be described with reference to the flowchart in FIG. In the first embodiment, whether or not “water temperature in the internal combustion engine> Tf” is determined in step 102 of the flowchart of FIG. 2. However, in the temperature control of the present embodiment, “water temperature in the internal combustion engine” is determined. > Tf ”, it is determined at step 202 whether or not“ the second heat exchanger downstream water temperature> To ”. Other details are the same as those in the flowchart of FIG.
[0043]
That is, in step 201, the switching valve 8 is controlled so that the exhaust gas flows toward the first heat exchanger 7, and the process proceeds to step 202. In step 202, the water temperature downstream of the second heat exchanger, that is, the second It is determined whether the detection value of the second heat exchanger downstream water temperature sensor 18 for measuring the heat exchanger downstream water temperature is higher than a predetermined temperature To (for example, 80 ° C.). When the value detected by the second heat exchanger downstream water temperature sensor 18 is higher than To, that is, when the temperature of the cooling water flowing out of the second heat exchanger is higher than To, the process proceeds to step 203. When the temperature of the cooling water flowing out of the second heat exchanger 11 is higher than To, it is understood that the temperature of the internal combustion engine lubricating oil has already reached To. Therefore, since it is not necessary to further raise the temperature of the lubricating oil for the internal combustion engine, in the subsequent step 204, the switching valve 8 is controlled so that the exhaust gas does not flow to the first heat exchanger 7 side, and this routine ends. I do.
[0044]
On the other hand, when the detection value of the second heat exchanger downstream water temperature sensor 18 is equal to or lower than To, the temperature of the lubricating oil for the internal combustion engine is not yet sufficiently high, so that the exhaust gas is not supplied to the first heat exchanger 7 side. This routine is terminated while the switching valve 8 is controlled so that the flow proceeds. Then, in a subsequent routine, the switching valve 8 is controlled so that the exhaust gas flows toward the first heat exchanger 7 until the downstream water temperature of the second heat exchanger becomes higher than To. As a result, the lubricating oil for an internal combustion engine can be quickly and reliably heated to a predetermined temperature by using the heat of the exhaust gas.
[0045]
[Third embodiment of temperature control]
Next, a third example of the temperature control of the vehicle drive device according to the present embodiment will be specifically described with reference to the flowchart in FIG.
[0046]
This temperature control is also performed periodically after the start of the internal combustion engine. First, at step 300, it is determined whether or not the warm-up completion flag is ON. When it is determined that the warm-up completion flag is not ON, the process proceeds to step 301, and when it is ON, the process proceeds to step 305. In step 301, the switching valve 8 is controlled so that the exhaust gas flows toward the first heat exchanger 7, and the process proceeds to step 302. As described above, the switching valve 8 is controlled by the command signal of the ECU 15 so that the exhaust gas flows to the first heat exchanger 7 side. In step 302, it is determined whether the internal water temperature of the internal combustion engine, that is, the detection value of the internal water temperature sensor 16 is higher than Tf. When the detected value of the engine water temperature sensor 16 is higher than Tf, the process proceeds to step 303. When the detected value is equal to or lower than Tf, the switching valve 8 is controlled so that the exhaust gas flows to the first heat exchanger 7 side. End the routine.
[0047]
Steps 300 to 302 described above are the same as steps 100 to 102 in the flowchart of FIG. 2, but in this embodiment, in step 303, the downstream water temperature of the second heat exchanger is higher than the engine internal water temperature. It is determined whether or not. This is determined by comparing the detection value of the second heat exchanger downstream water temperature sensor 18 that measures the second heat exchanger downstream water temperature with the detection value of the engine internal water temperature sensor 16. When the downstream water temperature of the second heat exchanger is higher than the engine water temperature, the process proceeds to step 304. When the downstream water temperature of the second heat exchanger is lower than the engine water temperature, the exhaust gas flows to the first heat exchanger 7 side. This routine is terminated while the switching valve 8 is controlled as described above.
[0048]
After turning on the warm-up completion flag in step 304, the process proceeds to step 305. This is the same as step 103 in the flowchart of FIG. Then, in step 305, the switching valve 8 is controlled so that the exhaust gas does not flow to the first heat exchanger 7, and the routine ends. As described above, the switching valve 8 is controlled by the command signal of the ECU 15 to prevent the exhaust gas from flowing to the first heat exchanger 7 side.
[0049]
In the above-described temperature control according to the first embodiment, when the engine water temperature is higher than Tf, the exhaust gas is prevented from passing through the bypass passage 6, and the exhaust gas and the cooling water are set in the first heat exchanger 7. However, in this embodiment, even when the engine water temperature detected by the engine water temperature sensor 16 is higher than Tf, the water temperature downstream of the second heat exchanger is not changed. When the temperature is equal to or lower than the engine water temperature, the switching valve 8 is kept controlled so that the exhaust gas flows to the first heat exchanger 7 side. This is the temperature after passing through the vicinity of the combustion chamber because the engine water temperature detected by the engine water temperature sensor 16 is the temperature at the cylinder head outlet, and is not necessarily the cooling water existing in the water jacket in the internal combustion engine 2. Not all are higher than Tf. On the other hand, when the downstream water temperature of the second heat exchanger is equal to or lower than the engine water temperature, the heat of the exhaust gas is transmitted in the first heat exchanger 7, and the temperature of the cooling water flowing into the second heat exchanger 11 is changed to the internal combustion engine. This is considered to be because the temperature of the cooling water was higher than the temperature of the engine lubricating oil, and the heat of the cooling water was transmitted to the lubricating oil in the second heat exchanger 11, and the temperature of the cooling water decreased. Therefore, it can be seen that the temperature of the lubricating oil has not yet reached the predetermined temperature (for example, 80 ° C.).
[0050]
Further, in the temperature control according to the second embodiment, regardless of the water temperature in the engine, when the downstream water temperature of the second heat exchanger is higher than the predetermined temperature To, the exhaust gas is prevented from passing through the bypass passage 6. Therefore, the first heat exchanger 7 does not perform heat exchange between the exhaust gas and the cooling water. However, the downstream water temperature of the second heat exchanger is higher than the predetermined temperature To, that is, the lubrication for the internal combustion engine. Even when the temperature of the oil is higher than the predetermined temperature To, it is not necessarily higher than Tf in all the cooling water present in the water jacket in the internal combustion engine 2.
[0051]
Therefore, in the present embodiment, the switching valve 8 is controlled so that the exhaust gas flows to the first heat exchanger 7 until the engine water temperature and the lubricating oil for the internal combustion engine reach the predetermined temperatures and the warm-up is completed. Leave it alone. By doing so, the heat of the internal combustion engine can be effectively used, and the temperatures of the cooling water and the lubricating oil can be quickly and accurately raised.
[0052]
[Fourth embodiment of temperature control]
Next, a fourth example of the temperature control of the vehicle drive device according to the present embodiment will be specifically described with reference to the flowchart in FIG.
[0053]
This temperature control is also performed periodically after the start of the internal combustion engine. Steps 400 to 403 are the same as steps 300 to 303 in the flowchart of FIG. However, in the present embodiment, when it is determined in step 403 that the downstream water temperature of the second heat exchanger is higher than the engine water temperature, the process proceeds to step 405, and if the downstream water temperature of the second heat exchanger is lower than the engine water temperature. If it is determined, the process proceeds to step 404. Then, in step 404, the temperature of the lubricating oil for the internal combustion engine after the heat has been transferred from the cooling water newly flowing into the second heat exchanger 11 is estimated, and it is determined whether the estimated oil temperature is higher than the engine water temperature. It is determined whether or not. As a method of estimating the temperature of the lubricating oil for the internal combustion engine, the temperature of the cooling water flowing into the second heat exchanger 11 is detected by the second heat exchanger upstream water temperature sensor 17, and the internal combustion is performed based on the detected temperature. The amount of heat given to the engine lubricating oil is calculated and estimated. In this step, when it is determined that the estimated oil temperature is higher than the engine water temperature, the process proceeds to step 405, and when it is determined that the estimated oil temperature is equal to or lower than the engine water temperature, the exhaust gas This routine ends while the switching valve 8 is controlled to flow to the heat exchanger 7 side.
[0054]
After turning on the warm-up completion flag in step 405, the process proceeds to step 406. This is the same as step 304 in the flowchart of FIG. Then, in step 406, the switching valve 8 is controlled so that the exhaust gas does not flow to the first heat exchanger 7, and the routine ends. As described above, the switching valve 8 is controlled by the command signal of the ECU 15 to prevent the exhaust gas from flowing to the first heat exchanger 7 side.
[0055]
In the temperature control according to the third embodiment shown in the flowchart of FIG. 4, when the engine water temperature is higher than Tf and the downstream water temperature of the second heat exchanger is equal to or lower than the engine water temperature, the exhaust gas The switching valve 8 is controlled so as to flow to the first heat exchanger 7 side. However, in this control, when the internal water temperature of the engine is higher than Tf and the downstream water temperature of the second heat exchanger is equal to or lower than the internal water temperature of the engine. Even if it is, the internal combustion after the heat of the cooling water is transmitted based on the temperature of the cooling water flowing into the second heat exchanger 11, which is the value detected by the second heat exchanger upstream water temperature sensor 17, The temperature of the engine lubricating oil is estimated, and if the estimated oil temperature is higher than the engine water temperature, the warm-up completion flag is turned on to switch the switching valve 8 so that the exhaust gas does not flow to the first heat exchanger 7 side. Control.
[0056]
This is because the water temperature downstream of the second heat exchanger has already been subjected to heat exchange with the lubricating oil for the internal combustion engine, and the transmission of the heat of the cooling water causes the lubricating oil for the internal combustion engine to rise to some extent. I have. Further, the temperature is further increased by performing heat exchange with the cooling water flowing into the second heat exchanger 11 thereafter. Therefore, if the switching valve 8 is controlled again based on the temperature of the downstream water temperature of the second heat exchanger, the temperature of the lubricating oil for the internal combustion engine may increase excessively. Therefore, in the present embodiment, after the heat of the cooling water is transmitted based on the temperature of the cooling water flowing into the second heat exchanger 11 detected by the second heat exchanger upstream water temperature sensor 17 as described above. Of the internal combustion engine lubricating oil, and when the estimated oil temperature becomes higher than the engine water temperature, the switching valve 8 is controlled so that the exhaust gas does not flow to the first heat exchanger 7 side. As a result, it is possible to prevent the temperature of the lubricating oil for the internal combustion engine from excessively rising, and to effectively reduce the amount of heat discharged from the internal combustion engine without unnecessarily increasing the temperatures of the cooling water and the lubricating oil. By utilizing the temperature, the temperature of the vehicle drive device can be accurately controlled.
[0057]
In step 202 of the flowchart of FIG. 3 described in the second embodiment of the temperature control, instead of determining whether or not “the downstream water temperature of the second heat exchanger> To”, “the estimated oil temperature> To May be determined. By doing so, the amount of heat discharged from the internal combustion engine is effectively used without unnecessarily increasing the temperature of the internal combustion engine lubricating oil, and the temperature of the internal combustion engine lubricating oil is quickly increased to a predetermined temperature. Can be raised.
[0058]
(Second embodiment)
FIG. 6 shows a schematic configuration of a vehicle drive device 1 according to the present embodiment. In this embodiment, the same components as those in the first embodiment are denoted by the same reference numerals as those in FIG. 1, and the description thereof is omitted.
[0059]
The vehicle drive device 1 according to the present embodiment has an internal combustion engine 2 as a prime mover. The output of the internal combustion engine 2 is controlled by an automatic transmission 19, which is not shown or described in the first embodiment. And the wheels of the vehicle are driven.
[0060]
The automatic transmission 19 includes an oil transmission mechanism, a transmission mechanism, and a control mechanism. In the present embodiment, the oil transmission mechanism is a torque converter 20, and the transmission mechanism is a gear transmission unit 21 including a plurality of planetary gear mechanisms. Includes clutches and brakes that restrain the movement of each element. These clutches and brakes are controlled by the selective supply of hydraulic oil from the hydraulic control unit 22. The output of the gear transmission unit 21 is transmitted to drive wheels by a propulsion shaft (not shown).
[0061]
On the other hand, in the automatic transmission 19, the lubricating oil for the entire automatic transmission 19, the hydraulic oil for mediating the power transmission of the torque converter 20, and the hydraulic oil for operating the clutch and the brake in the gear transmission unit 21 are common. Oil is used. Hereinafter, this oil is referred to as A / T oil. The A / T oil is supplied to each unit of the automatic transmission 19 based on the control of the hydraulic control unit 22 by a hydraulic pump (not shown) built in the gear transmission unit 21.
[0062]
In the first embodiment, the second heat exchanger 11 exchanges heat between the lubricating oil for the internal combustion engine 2 and the cooling water circulating inside and outside the internal combustion engine 2. In the embodiment, heat is exchanged between the A / T oil and the cooling water. That is, a part of the A / T oil is disposed on the cooling water passage 4 connecting the internal combustion engine 2 and the radiator 12 downstream of the first heat exchanger 7 and upstream of the thermostat 14 by the A / T oil passage 23. Is sent to the second heat exchanger 11. When the temperature of the A / T oil of the automatic transmission 19 is higher than the temperature of the cooling water flowing into the second heat exchanger 11, heat is exchanged with the cooling water in the second heat exchanger. As a result, the heat of the A / T oil is transmitted to the cooling water, and after being cooled, the oil returns to the oil pan of the automatic transmission 19 again. On the other hand, when the temperature of the A / T oil is lower than the temperature of the cooling water, the heat of the cooling water is transmitted to the A / T oil, and the A / T oil is warmed.
[0063]
The hydraulic pump in the automatic transmission 19 is driven by the pump side of the torque converter 20, that is, by the internal combustion engine 2, and circulates A / T oil inside and outside the automatic transmission 19. If only the hydraulic pump is provided, the discharge amount of the hydraulic pump may not be sufficiently secured, for example, when the vehicle drive device 1 is stopped. For such a case, an electric auxiliary pump may be provided. The operation of the auxiliary pump is controlled by the ECU 15 in accordance with the running (driving) state of the vehicle, and control using only the hydraulic pump, control using only the auxiliary pump, control using both, and the like are known as necessary. This is preferably achieved by an oil passage switching mechanism or the like.
[0064]
The temperature control of the vehicle drive device according to the present embodiment is also described in the first to fourth examples described in the first embodiment, that is, in the flowcharts of FIGS. 2, 3, 4, and 5. It is done based on. However, what is estimated in step 404 of the flowchart in FIG. 5 is the A / T oil temperature.
[0065]
If the warm-up is not completed as a result of the temperature control, the switching valve 8 is controlled by the ECU 15 so that the exhaust gas flows to the first heat exchanger 7, so that the heat of the exhaust gas is transmitted to the cooling water. And the temperature of the cooling water rises. Further, since the cooling water to which the heat of the exhaust gas has been further transmitted transfers the heat to the A / T oil in the second heat exchanger 11, the A / T oil also indirectly receives the heat of the exhaust gas, and early. The temperature will rise. On the other hand, when the warm-up is completed, the switching valve 8 is controlled by the ECU 15 so that the exhaust gas does not flow to the first heat exchanger 7 side. If it flows and is higher than the predetermined temperature, it is cooled in the radiator 12 and returned to the internal combustion engine. Further, when the switching valve 8 is controlled so that the warm-up has already been completed and the exhaust gas does not flow to the first heat exchanger 7 side, even if the temperature of the A / T oil is high, Since heat is exchanged with the cooling water in the second heat exchanger 11, the heat of the A / T oil is transmitted to the cooling water, and the temperature of the A / T oil decreases.
[0066]
As described above, in the present embodiment, when the warming-up is not completed, the amount of heat discharged from the internal combustion engine is effectively used to circulate the cooling water circulating inside and outside the internal combustion engine and the automatic transmission 19. It can be controlled so that the temperature of the A / T oil to be raised is raised early. As a result, since the temperature of the cooling water rises early and the temperature of the combustion chamber also rises early, the combustion state at the time of cold start and the like can be improved, and the temperature of the A / T oil also rises early. , The friction loss can be reduced. Therefore, the energy efficiency of the entire vehicle can be improved, and the fuel efficiency can be improved.
[0067]
Further, instead of directly heating the A / T oil using a hydrogen storage alloy as described in the section of the related art, the A / T oil is heated by performing heat exchange with cooling water to prevent coking. In addition, since no container or space is required for storing the hydrogen storage alloy in the automatic transmission 19, the weight and cost can be reduced.
[0068]
Further, in the case of controlling the temperature based on the flowchart shown in FIG. 5, the temperature of the cooling water and the temperature of the A / T oil may be increased more than necessary, for example, it is possible to prevent the temperature of the A / T oil from rising excessively. Without increasing the temperature, the temperature of the vehicle drive device can be accurately controlled by effectively using the amount of heat discharged from the internal combustion engine.
[0069]
(Third embodiment)
FIG. 7 shows a schematic configuration of a vehicle drive device 1 according to the present embodiment. FIG. 7 shows the automatic transmission 19 described in the second embodiment with respect to FIG. 1 showing the first embodiment. Then, the third heat exchanger 24, which causes only the above-described heat exchange between the A / T oil and the cooling water and does not actively exchange heat with the outside (especially outside air), is provided in the present embodiment. In the embodiment, the heat exchanger is provided downstream of the second heat exchanger 11 and upstream of the thermostat 14. Further, on the downstream side of the third heat exchanger 24 and on the upstream side of the thermostat 14, a third heat exchanger downstream water temperature sensor 25 for detecting the temperature of the cooling water flowing out of the third heat exchanger 24 is provided. I have. Note that the same components as those in the first embodiment or the second embodiment are denoted by the same reference numerals as those in FIG. 1 or FIG. 6, and description thereof will be omitted.
[0070]
The temperature control of the vehicle drive device according to the present embodiment is also described in the first to fourth examples described in the first embodiment, that is, in the flowcharts of FIGS. 2, 3, 4, and 5. It is done based on.
[0071]
As a result, when the warm-up is not completed, the ECU 15 controls the switching valve 8 so that the exhaust gas flows to the first heat exchanger 7, so that the heat of the exhaust gas is transmitted to the cooling water. , The temperature of the cooling water rises. Further, the cooling water further transfers the heat transmitted from the exhaust gas to the lubricating oil for the internal combustion engine 2 in the second heat exchanger 11 and to the A / T oil for the automatic transmission 19 in the third heat exchanger 24. In addition, the lubricating oil for the internal combustion engine and the A / T oil also indirectly receive the heat of the exhaust gas, and quickly rise in temperature. On the other hand, when the warm-up is completed, the switching valve 8 is controlled by the ECU 15 so that the exhaust gas does not flow to the first heat exchanger 7 side. If it flows downstream and is higher than a predetermined temperature, it is cooled in the radiator 12 and then returned to the internal combustion engine 2. When the switching valve 8 is controlled so that the warm-up has already been completed and the exhaust gas does not flow to the first heat exchanger 7 side, the temperature of the internal combustion engine lubricating oil or the A / T oil is high. Even in this case, since heat is exchanged with the cooling water in the second heat exchanger 11 or the third heat exchanger 24, the heat of the lubricating oil for the internal combustion engine or the A / T oil is transferred to the cooling water. Transmitted and their temperature decreases.
[0072]
As described above, in the present embodiment, when the warm-up is not completed or the like, the amount of heat discharged from the internal combustion engine 2 is effectively used to cool the coolant, the lubricating oil for the internal combustion engine, and the temperature of the A / T oil. Can be controlled to rise early. As a result, the temperature of the combustion chamber rises early because the temperature of the cooling water rises early, so that the combustion state at the time of cold start and the like can be improved. Since the temperature of the T oil also rises early, the friction loss can be reduced. Therefore, the energy efficiency of the entire vehicle can be improved, and the fuel efficiency can be improved.
[0073]
Further, as described in the section of the prior art, the lubricating oil for the internal combustion engine and the A / T oil are not directly heated by using the hydrogen storage alloy, but are heated by performing heat exchange with the cooling water. In addition, caulking can be prevented, and since there is no need for a container or space for storing the hydrogen storage alloy in the internal combustion engine and the automatic transmission, it is possible to reduce the weight and cost.
[0074]
[Fifth Embodiment of Temperature Control]
Next, a fifth example of temperature control of the vehicle drive device according to the present embodiment will be specifically described with reference to the flowchart in FIG.
[0075]
Steps 500 to 503 are the same as steps 300 to 303 in the flowchart of FIG. In this embodiment, at step 504, it is determined whether the downstream water temperature of the third heat exchanger is higher than the engine water temperature. This is determined by comparing the detection value of the third heat exchanger downstream water temperature sensor 25 that detects the third heat exchanger downstream water temperature with the detection value of the engine internal water temperature sensor 16. If the downstream water temperature of the third heat exchanger is higher than the engine water temperature, the process proceeds to step 505. If the downstream water temperature of the third heat exchanger is equal to or lower than the engine water temperature, the exhaust gas flows to the first heat exchanger 7 side. This routine is terminated while the switching valve 8 is controlled as described above.
[0076]
After turning on the warm-up completion flag in step 505, the process proceeds to step 506. This is the same as step 304 in the flowchart of FIG. Then, in step 506, the switching valve 8 is controlled so that the exhaust gas does not flow to the first heat exchanger 7, and the routine ends. As described above, the switching valve 8 is controlled by the command signal of the ECU 15 to prevent the exhaust gas from flowing to the first heat exchanger 7 side.
[0077]
In the temperature control shown in the flowchart of FIG. 4, when the water temperature in the engine is higher than Tf and the water temperature downstream of the second heat exchanger is higher than the water temperature in the engine, the exhaust gas flows to the first heat exchanger 7 side. Although the switching valve 8 is controlled so as not to exist, in the temperature control of the present embodiment, the case where the engine water temperature is higher than Tf and the case where the downstream water temperature of the second heat exchanger is higher than the engine water temperature. However, when the downstream water temperature of the third heat exchanger is equal to or lower than the engine water temperature, the switching valve 8 is kept controlled so that the exhaust gas flows to the first heat exchanger 7 side. This is the temperature after passing through the vicinity of the combustion chamber because the engine water temperature detected by the engine water temperature sensor 16 is the temperature at the cylinder head outlet, and is not necessarily the temperature of the cooling water existing in the water jacket in the internal combustion engine. Is not necessarily higher than Tf. On the other hand, when the downstream water temperature of the third heat exchanger is equal to or lower than the engine water temperature, the temperature of the cooling water flowing into the third heat exchanger 24 is higher than the temperature of the A / T oil. This is probably because the heat of the cooling water was transmitted to the A / T oil, and the temperature of the cooling water decreased. Therefore, the temperature of the A / T oil has not yet reached the predetermined temperature (for example, 80 ° C.), and it is considered that the viscosity of the A / T oil in the automatic transmission 19 is still high. Therefore, in this embodiment, the switching valve 8 is kept controlled so that the exhaust gas flows to the first heat exchanger 7 until the temperature of the A / T oil reaches a predetermined temperature and the viscosity becomes sufficiently low. Keep it.
[0078]
By doing so, the amount of heat discharged from the internal combustion engine can be effectively used, and the temperatures of the cooling water, the lubricating oil for the internal combustion engine, and the A / T oil can be quickly and accurately raised.
[0079]
[Sixth Embodiment of Temperature Control]
Next, a sixth example of the temperature control of the vehicle drive device according to the present embodiment will be specifically described with reference to the flowchart in FIG.
[0080]
This temperature control is also performed periodically after the internal combustion engine is started. Steps 600 to 604 are the same as steps 500 to 504 in the flowchart of FIG. However, in the present embodiment, when it is determined in step 604 that the downstream water temperature of the third heat exchanger is higher than the engine water temperature, the process proceeds to step 606, and the downstream water temperature of the third heat exchanger is lower than the engine water temperature. If it is determined, the process proceeds to step 605. Then, in step 605, the temperature of the A / T oil after heat is transferred from the cooling water newly flowing into the third heat exchanger 24 is estimated, and whether or not the estimated oil temperature is higher than the engine water temperature is determined. Is determined. As a method for estimating the temperature of the A / T oil, the temperature of the cooling water flowing into the third heat exchanger 24 is detected by the second heat exchanger downstream water temperature sensor 18 and the A / T oil is detected based on the detected temperature. The amount of heat applied to the T oil is calculated and estimated. Then, in this step, if it is determined that the estimated oil temperature is higher than the engine water temperature, the process proceeds to step 606. If it is determined that the estimated oil temperature is equal to or lower than the engine water temperature, the exhaust gas is discharged to the first temperature. This routine ends while the switching valve 8 is controlled to flow to the heat exchanger 7 side.
[0081]
After turning on the warm-up completion flag in step 606, the process proceeds to step 607. This is the same as step 505 in the flowchart of FIG. Then, in step 607, the switching valve 8 is controlled so that the exhaust gas does not flow to the first heat exchanger 7, and the control ends. As described above, the switching valve 8 is controlled by the command signal of the ECU 15 to prevent the exhaust gas from flowing to the first heat exchanger 7 side.
[0082]
In the temperature control shown in the flowchart of FIG. 8, even if the engine water temperature is higher than Tf and the second heat exchanger downstream water temperature is higher than the engine water temperature, the third heat exchanger downstream water temperature is lower than the engine water temperature. In some cases, the switching valve 8 is controlled so that the exhaust gas flows to the first heat exchanger 7 side. However, in the temperature control according to the present embodiment, the engine water temperature is higher than Tf and Even when the second heat exchanger downstream water temperature is higher than the engine water temperature and the third heat exchanger downstream water temperature is equal to or lower than the engine water temperature, the detection value of the second heat exchanger downstream water temperature sensor 18 The temperature of the A / T oil after the heat of the cooling water is transmitted is estimated based on the temperature of the cooling water flowing into the third heat exchanger 24, and the estimated oil temperature is higher than the engine water temperature. Turns on the warm-up completion flag and sets the exhaust gas to the first heat exchanger. Controlling the switching valve 8 so as not to flow to the side.
[0083]
This is because the water temperature downstream of the third heat exchanger is the temperature after the cooling water has already exchanged heat with the A / T oil. I have. Further, the temperature is further increased by performing heat exchange with the cooling water flowing into the third heat exchanger 24 thereafter. Therefore, if the switching valve 8 is controlled again based on the temperature of the downstream water temperature of the third heat exchanger, the temperature of the A / T oil may increase excessively. Therefore, in this embodiment, after the heat of the cooling water is transmitted based on the temperature of the cooling water flowing into the third heat exchanger 24 detected by the second heat exchanger downstream water temperature sensor 18 as described above. If the estimated oil temperature becomes higher than the engine water temperature, the switching valve 8 is controlled so that the exhaust gas does not flow to the first heat exchanger 7 side. As a result, it is possible to prevent the temperature of the A / T oil from excessively rising. For example, the temperature of the oil used for the vehicle such as the cooling water and the lubricating oil for the internal combustion engine or the A / T oil is increased more than necessary. Without causing the temperature, the temperature of the vehicle drive device can be accurately controlled by effectively utilizing the amount of heat discharged from the internal combustion engine.
[0084]
In step 202 of the flowchart of FIG. 3 described in the second embodiment of the temperature control, instead of determining whether or not “the downstream water temperature of the second heat exchanger> To”, “the estimated oil temperature> To May be determined. By doing so, the temperature of the A / T oil is quickly raised to a predetermined temperature by effectively utilizing the amount of heat discharged from the internal combustion engine without unnecessarily increasing the temperature of the A / T oil. be able to.
[0085]
【The invention's effect】
As described above, according to the present invention, the temperature of the heat medium or the lubricating oil in the internal combustion engine or the temperature of the A / T oil in the transmission is controlled by effectively utilizing the amount of heat obtainable in the vehicle with a simple configuration. Thus, the temperature of the entire vehicle drive device can be controlled.
[Brief description of the drawings]
FIG. 1 is a diagram showing a schematic configuration of a vehicle drive device according to a first embodiment.
FIG. 2 is a flowchart of a first example of temperature control of the vehicle drive device according to the first embodiment.
FIG. 3 is a flowchart of a second example of the temperature control of the vehicle drive device according to the first embodiment.
FIG. 4 is a flowchart of a third example of temperature control of the vehicle drive device according to the first embodiment.
FIG. 5 is a flowchart of a fourth example of temperature control of the vehicle drive device according to the first embodiment.
FIG. 6 is a diagram showing a schematic configuration of a vehicle drive device according to a second embodiment.
FIG. 7 is a diagram showing a schematic configuration of a vehicle drive device according to a third embodiment.
FIG. 8 is a flowchart of a fifth example of temperature control of the vehicle drive device according to the third embodiment.
FIG. 9 is a flowchart of a sixth example of temperature control of the vehicle drive device according to the third embodiment.
[Explanation of symbols]
1 Vehicle drive system
2 Internal combustion engine
3 Water pump
4 Cooling water passage
5 Exhaust passage
6 Bypass passage
7 First heat exchanger
8 Switching valve
9 Oil pump
10 Lubricating oil passage
11 Second heat exchanger
12 Radiator
13 Radiator bypass passage
14 Thermostat
15 ECU
16 Engine water temperature sensor
17 Second heat exchanger upstream water temperature sensor
18 Water temperature sensor downstream of the second heat exchanger
19 Automatic transmission
20 Torque converter
21 Gear transmission section
22 Hydraulic control unit
23 A / T oil passage
24 Third heat exchanger
25 3rd heat exchanger downstream water temperature sensor

Claims (17)

熱媒体が流通する熱媒体通路と、
当該熱媒体通路内の熱媒体と内燃機関から排出される排気ガスとの間で熱交換を行わせる第１熱交換手段と、
当該第１熱交換手段を流出した後の熱媒体の熱を車両に用いられる油へ伝達するように熱交換を行わせる第２熱交換手段と、を備えることを特徴とする車両用駆動装置の温度制御装置。A heat medium passage through which the heat medium flows,
First heat exchange means for performing heat exchange between the heat medium in the heat medium passage and exhaust gas discharged from the internal combustion engine;
A second heat exchange means for performing heat exchange so as to transfer heat of the heat medium after flowing out of the first heat exchange means to oil used in the vehicle. Temperature control device. 前記車両に用いられる油は、内燃機関用潤滑油あるいは変速機用油の少なくともいずれかであることを特徴とする請求項１に記載の車両用駆動装置の温度制御装置。The temperature control device for a vehicle drive device according to claim 1, wherein the oil used for the vehicle is at least one of lubricating oil for an internal combustion engine and oil for a transmission. 前記熱媒体は、内燃機関内外を循環するものであり、前記第２熱交換手段を流出した後に前記内燃機関内へと流入することを特徴とする請求項１又は２に記載の車両用駆動装置の温度制御装置。The vehicle drive device according to claim 1, wherein the heat medium circulates inside and outside the internal combustion engine, and flows into the internal combustion engine after flowing out of the second heat exchange unit. Temperature control device. 前記第２熱交換手段にて熱交換が行われる車両に用いられる油は内燃機関用潤滑油であり、
前記第２熱交換手段を流出した後の熱媒体の熱を変速機用油へ伝達するように熱交換を行わせる第３熱交換手段をさらに備えることを特徴とする請求項１に記載の車両用駆動装置の温度制御装置。Oil used for a vehicle in which heat is exchanged by the second heat exchange means is a lubricating oil for an internal combustion engine,
The vehicle according to claim 1, further comprising third heat exchange means for performing heat exchange so as to transfer heat of the heat medium after flowing out of the second heat exchange means to the transmission oil. Temperature control device for the driving device. 前記熱媒体は、内燃機関内外を循環するものであり、前記第３熱交換手段を流出した後に前記内燃機関内へと流入することを特徴とする請求項４に記載の車両用駆動装置の温度制御装置。The temperature of the vehicle drive device according to claim 4, wherein the heat medium circulates inside and outside the internal combustion engine, and flows into the internal combustion engine after flowing out of the third heat exchange means. Control device. 前記第１熱交換手段の上流又は下流の少なくともいずれかにおいて、当該第１熱交換手段内に流入する排気ガスの量を調節する調節手段と、
前記内燃機関内の熱媒体の温度を検出する機関内熱媒体温度検出手段と、
当該機関内熱媒体温度検出手段の検出温度に基づいて前記調節手段を制御する制御手段と、をさらに備えることを特徴とする請求項３又は５に記載の車両用駆動装置の温度制御装置。Adjusting means for adjusting the amount of exhaust gas flowing into the first heat exchange means, at least either upstream or downstream of the first heat exchange means;
Engine heat medium temperature detection means for detecting the temperature of the heat medium in the internal combustion engine,
The temperature control device for a vehicle drive device according to claim 3, further comprising: a control unit that controls the adjustment unit based on a temperature detected by the engine heat medium temperature detection unit. 前記機関内熱媒体温度検出手段の検出温度が所定温度より高い場合に、前記制御手段が前記第１熱交換手段内に排気ガスが流入しないように前記調節手段を制御することを特徴とする請求項６に記載の車両用駆動装置の温度制御装置。When the temperature detected by the heat medium temperature detecting means in the engine is higher than a predetermined temperature, the control means controls the adjusting means so that exhaust gas does not flow into the first heat exchanging means. Item 7. A temperature control device for a vehicle drive device according to item 6. 前記第１熱交換手段の上流又は下流の少なくともいずれかにおいて、当該第１熱交換手段内に流入する排気ガスの量を調節する調節手段と、
前記第２熱交換手段から流出した後であって前記内燃機関内へ流入する前の熱媒体の温度を検出する第２熱交換手段下流熱媒体温度検出手段と、
当該第２熱交換手段下流熱媒体温度検出手段の検出温度に基づいて前記調節手段を制御する制御手段と、をさらに備えることを特徴とする請求項３又は５に記載の車両用駆動装置の温度制御装置。Adjusting means for adjusting the amount of exhaust gas flowing into the first heat exchange means, at least either upstream or downstream of the first heat exchange means;
A second heat exchange means downstream heat medium temperature detection means for detecting the temperature of the heat medium after flowing out of the second heat exchange means and before flowing into the internal combustion engine;
The temperature of the vehicle drive device according to claim 3, further comprising: a control unit that controls the adjustment unit based on a temperature detected by the second heat exchange unit downstream heat medium temperature detection unit. Control device. 前記第２熱交換手段下流熱媒体温度検出手段の検出温度が所定温度より高い場合に、前記制御手段が前記第１熱交換手段内に排気ガスが流入しないように前記調節手段を制御することを特徴とする請求項８に記載の車両用駆動装置の温度制御装置。When the temperature detected by the second heat exchange means downstream heat medium temperature detection means is higher than a predetermined temperature, the control means controls the adjustment means so that exhaust gas does not flow into the first heat exchange means. The temperature control device for a vehicle drive device according to claim 8, wherein 前記第１熱交換手段の上流又は下流の少なくともいずれかにおいて、当該第１熱交換手段内に流入する排気ガスの量を調節する調節手段と、
前記内燃機関内の熱媒体の温度を検出する機関内熱媒体温度検出手段と、
前記第２熱交換手段から流出した後であって前記内燃機関内へ流入する前の熱媒体の温度を検出する第２熱交換手段下流熱媒体温度検出手段と、
前記機関内熱媒体温度検出手段の検出温度及び前記第２熱交換手段下流熱媒体温度検出手段の検出温度に基づいて前記調節手段を制御する制御手段と、をさらに備えることを特徴とする請求項３又は５に記載の車両用駆動装置の温度制御装置。Adjusting means for adjusting the amount of exhaust gas flowing into the first heat exchange means, at least either upstream or downstream of the first heat exchange means;
Engine heat medium temperature detection means for detecting the temperature of the heat medium in the internal combustion engine,
A second heat exchange means downstream heat medium temperature detection means for detecting the temperature of the heat medium after flowing out of the second heat exchange means and before flowing into the internal combustion engine;
A control unit for controlling the adjusting unit based on a temperature detected by the internal heat medium temperature detecting unit and a temperature detected by the second heat exchanging unit downstream heat medium temperature detecting unit. 6. The temperature control device for a vehicle drive device according to 3 or 5. 前記第２熱交換手段下流熱媒体温度検出手段の検出温度が前記機関内熱媒体温度検出手段の検出温度より高い場合に、前記制御手段が前記第１熱交換手段内に排気ガスが流入しないように前記調節手段を制御することを特徴とする請求項１０に記載の車両用駆動装置の温度制御装置。When the temperature detected by the second heat exchange means downstream heat medium temperature detection means is higher than the temperature detected by the engine heat medium temperature detection means, the control means prevents exhaust gas from flowing into the first heat exchange means. The temperature control device for a vehicle drive device according to claim 10, wherein the control unit controls the adjustment unit. 前記第１熱交換手段の上流又は下流の少なくともいずれかにおいて、当該第１熱交換手段内に流入する排気ガスの量を調節する調節手段と、
前記内燃機関内の熱媒体の温度を検出する機関内熱媒体温度検出手段と、
前記第２熱交換手段から流出した後であって前記第３熱交換手段内へ流入する前の熱媒体の温度を検出する第２熱交換手段下流熱媒体温度検出手段と、
前記第３熱交換手段から流出した後であって前記内燃機関内へ流入する前の熱媒体の温度を検出する第３熱交換手段下流熱媒体温度検出手段と、
前記機関内熱媒体温度検出手段の検出温度，前記第２熱交換手段下流熱媒体温度検出手段の検出温度及び前記第３熱交換手段下流熱媒体温度検出手段の検出温度に基づいて前記調節手段を制御する制御手段と、をさらに備えることを特徴とする請求項５に記載の車両用駆動装置の温度制御装置。Adjusting means for adjusting the amount of exhaust gas flowing into the first heat exchange means, at least either upstream or downstream of the first heat exchange means;
Engine heat medium temperature detection means for detecting the temperature of the heat medium in the internal combustion engine,
A second heat exchange means downstream heat medium temperature detection means for detecting the temperature of the heat medium after flowing out of the second heat exchange means and before flowing into the third heat exchange means;
A third heat exchange means downstream heat medium temperature detection means for detecting the temperature of the heat medium after flowing out of the third heat exchange means and before flowing into the internal combustion engine;
The adjusting means is controlled based on the temperature detected by the engine heat medium temperature detecting means, the temperature detected by the second heat exchanging means downstream heat medium temperature detecting means, and the temperature detected by the third heat exchanging means downstream heat medium temperature detecting means. The temperature control device for a vehicle drive device according to claim 5, further comprising: control means for controlling. 前記第２熱交換手段下流熱媒体温度検出手段の検出温度及び前記第３熱交換手段下流熱媒体温度検出手段の検出温度が前記機関内熱媒体温度検出手段の検出温度より高い場合に、前記制御手段が前記第１熱交換手段内に排気ガスが流入しないように前記調節手段を制御することを特徴とする請求項１２に記載の車両用駆動装置の温度制御装置。When the temperature detected by the second heat exchange means downstream heat medium temperature detection means and the temperature detected by the third heat exchange means downstream heat medium temperature detection means are higher than the temperature detected by the engine heat medium temperature detection means, the control is performed. The temperature control device for a vehicle drive device according to claim 12, wherein the means controls the adjusting means so that exhaust gas does not flow into the first heat exchange means. 前記第１熱交換手段の上流又は下流の少なくともいずれかにおいて、当該第１熱交換手段内に流入する排気ガスの量を調節する調節手段と、
前記内燃機関内の熱媒体の温度を検出する機関内熱媒体温度検出手段と、
前記第１熱交換手段から流出した後であって前記第２熱交換手段内へ流入する前の熱媒体の温度を検出する第２熱交換手段上流熱媒体温度検出手段と、
前記機関内熱媒体温度検出手段の検出温度及び前記第２熱交換手段上流熱媒体温度検出手段の検出温度に基づいて前記調節手段を制御する制御手段と、をさらに備えることを特徴とする請求項３に記載の車両用駆動装置の温度制御装置。Adjusting means for adjusting the amount of exhaust gas flowing into the first heat exchange means, at least either upstream or downstream of the first heat exchange means;
Engine heat medium temperature detection means for detecting the temperature of the heat medium in the internal combustion engine,
A second heat exchange means upstream heat medium temperature detection means for detecting the temperature of the heat medium after flowing out of the first heat exchange means and before flowing into the second heat exchange means;
A control unit for controlling the adjusting unit based on a temperature detected by the engine heat medium temperature detecting unit and a temperature detected by the second heat exchanging unit upstream heat medium temperature detecting unit. 4. The temperature control device for a vehicle drive device according to 3. 前記第２熱交換手段上流熱媒体温度検出手段の検出温度に基づいて前記車両に用いられる油の温度を推定し、当該推定した温度が前記機関内熱媒体温度検出手段の検出温度より高い場合に、前記制御手段が前記第１熱交換手段内に排気ガスが流入しないように前記調節手段を制御することを特徴とする請求項１４に記載の車両用駆動装置の温度制御装置。Estimating the temperature of the oil used in the vehicle based on the temperature detected by the second heat exchange means upstream heat medium temperature detecting means, and when the estimated temperature is higher than the temperature detected by the engine heat medium temperature detecting means, 15. The temperature control device for a vehicle drive device according to claim 14, wherein the control unit controls the adjustment unit so that exhaust gas does not flow into the first heat exchange unit. 前記第１熱交換手段の上流又は下流の少なくともいずれかにおいて、当該第１熱交換手段内に流入する排気ガスの量を調節する調節手段と、
前記内燃機関内の熱媒体の温度を検出する機関内熱媒体温度検出手段と、
前記第２熱交換手段から流出した後であって前記第３熱交換手段内へ流入する前の熱媒体の温度を検出する第３熱交換手段上流熱媒体温度検出手段と、
前記機関内熱媒体温度検出手段の検出温度及び前記第３熱交換手段上流熱媒体温度検出手段の検出温度に基づいて前記調節手段を制御する制御手段と、をさらに備えることを特徴とする請求項５に記載の車両用駆動装置の温度制御装置。Adjusting means for adjusting the amount of exhaust gas flowing into the first heat exchange means, at least either upstream or downstream of the first heat exchange means;
Engine heat medium temperature detection means for detecting the temperature of the heat medium in the internal combustion engine,
A third heat exchange means upstream heat medium temperature detection means for detecting the temperature of the heat medium after flowing out of the second heat exchange means and before flowing into the third heat exchange means;
The control means for controlling the adjusting means based on the temperature detected by the heat medium temperature detecting means in the engine and the temperature detected by the upstream heat medium temperature detecting means in the third heat exchanging means. 6. The temperature control device for a vehicle drive device according to claim 5. 前記第３熱交換手段上流熱媒体温度検出手段の検出温度に基づいて前記変速機用油の温度を推定し、当該推定した温度が前記機関内熱媒体温度検出手段の検出温度より高い場合に、前記制御手段が前記第１熱交換手段内に排気ガスが流入しないように前記調節手段を制御することを特徴とする請求項１６に記載の車両用駆動装置の温度制御装置。Estimating the temperature of the transmission oil based on the detected temperature of the third heat exchange means upstream heat medium temperature detection means, if the estimated temperature is higher than the detected temperature of the engine heat medium temperature detection means, 17. The temperature control device for a vehicle drive device according to claim 16, wherein the control unit controls the adjustment unit so that exhaust gas does not flow into the first heat exchange unit.
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GB2429763A (en) * 2005-09-02 2007-03-07 Ford Global Tech Llc Cooling system comprising heat exchangers for motor vehicle cold start operation
CN102808679A (en) * 2011-05-30 2012-12-05 上海汽车集团股份有限公司 Heat management method and system of engine
KR101253653B1 (en) * 2011-04-01 2013-04-11 자동차부품연구원 Apparatus of engine oil warmup using exhaust thermal energy
WO2013180284A1 (en) * 2012-06-01 2013-12-05 いすゞ自動車株式会社 Warming up device for transmission
CN109790915A (en) * 2016-09-29 2019-05-21 奥迪股份公司 Transmission mechanism, motor vehicle with the heating element for indirect heating working media

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2429763A (en) * 2005-09-02 2007-03-07 Ford Global Tech Llc Cooling system comprising heat exchangers for motor vehicle cold start operation
GB2429763B (en) * 2005-09-02 2011-01-19 Ford Global Tech Llc A cooling system for a motor vehicle providing cold start oil heating
KR101253653B1 (en) * 2011-04-01 2013-04-11 자동차부품연구원 Apparatus of engine oil warmup using exhaust thermal energy
CN102808679A (en) * 2011-05-30 2012-12-05 上海汽车集团股份有限公司 Heat management method and system of engine
WO2013180284A1 (en) * 2012-06-01 2013-12-05 いすゞ自動車株式会社 Warming up device for transmission
JP2013249922A (en) * 2012-06-01 2013-12-12 Isuzu Motors Ltd Warm-up device for transmission
CN109790915A (en) * 2016-09-29 2019-05-21 奥迪股份公司 Transmission mechanism, motor vehicle with the heating element for indirect heating working media
US11215273B2 (en) 2016-09-29 2022-01-04 Audi Ag Transmission with a heating element for indirectly heating an operating medium, and motor vehicle
CN109790915B (en) * 2016-09-29 2022-03-01 奥迪股份公司 Transmission mechanism with heating element for indirectly heating working medium and motor vehicle

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