JP2009185700A - Cooling control device of vehicle drive system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent excessive cooling or insufficient cooling by properly controlling cooling water temperature for every selected mode even in an engine having a plurality of control modes different in output characteristics. <P>SOLUTION: When, for instance, a power-conscious mode M3 is selected by a mode selection switch 8 among the plurality of engine control modes M different in output characteristics, a target cooling water temperature Tt is set at a power mode target cooling water temperature Tp corresponding to the power mode M3 (S34), when a difference between the cooling water temperature Tw and the target cooling water temperature Tt deviates to a high temperature side from a dead zone temperature range &plusmn;To, the opening degree (Duty) of a flow rate control valve 21 which controls a ratio of cooling water to be circulated to a radiator 18 side is increased (S38), an electric water pump 20 for circulating the cooling water is fully driven and a grill shutter 24 is fully opened so that the cooling water temperature Tw is immediately lowered. <P>COPYRIGHT: (C)2009,JPO&amp;INPIT

Description

  The present invention relates to a cooling control device for a vehicle drive system that controls the temperature of a refrigerant body in accordance with an operation mode.

  Generally, a cooling system such as a water cooling type using a radiator (heat exchange means) is used for the engine. This cooling system includes a pump that circulates cooling water that is a refrigerant body, and a flow rate adjusting means such as a flow rate control valve that adjusts the flow rate of the cooling water flowing through the heat exchange means. The flow rate control valve, which is representative of the flow rate adjusting means, promotes warm-up by closing the cooling water passage leading to the heat exchanging means and allowing the cooling water to flow into the engine from the bypass passage during the warm-up operation. After the warm-up is completed, the bypass passage is closed, the passage leading to the heat exchange means is opened, and the cooling water after cooling the engine is allowed to flow into the heat exchange means to be cooled.

  Conventionally, many pumps that circulate cooling water are engine-driven pumps, and many types of flow rate control valves that are sensitive to the temperature of the cooling water are employed. Therefore, there is a limit to more positively controlling the cooling water temperature by these operations.

As a countermeasure for this, for example, in JP-A-7-166863, an actuator is connected to a thermo element, and this actuator is operated in accordance with the engine operating state (engine speed, engine load). A technique for variably controlling the opening is disclosed.
JP-A-7-166863 Japanese Patent No. 3930529

  Recently, for example, as disclosed in Patent Document 2 (Japanese Patent No. 3930529), engine control modes are provided as a plurality of operation modes having different output characteristics, and the engine control modes are made to the driver's preference. There is known a technique that can arbitrarily set driving with excellent economy and driving with power by selecting one according to the vehicle.

  In such an engine having a plurality of engine control modes having different output characteristics, the amount of heat generated is different for each engine control mode. Therefore, as described in Patent Document 1 described above, the engine is simply based on the engine operating state. Thus, when the flow rate of the cooling water is varied, for example, when an engine control mode having economic efficiency is selected, the amount of heat generated is suppressed, so that excessive cooling occurs and heat loss increases. On the other hand, when an engine control mode having power is selected, there is a problem that cooling is insufficient and the cooling water temperature rises.

  In view of the above circumstances, the present invention can appropriately control the temperature of the refrigerant body in accordance with each operation mode even if the engine has a plurality of operation modes having different output characteristics, and is overcooled or insufficiently cooled. It is an object of the present invention to provide a cooling control device for a vehicle drive system that can prevent fuel consumption and improve fuel efficiency.

  To achieve the above object, the first invention has a plurality of operation modes having different output characteristics, mode selection means for selecting one operation mode from each operation mode, and a drive system for detecting a load state of the drive system A load state detecting means; a cooling device for cooling the drive system, wherein the cooling device is interposed in a refrigerant passage for circulating the refrigerant body; and a circulation pump for circulating the refrigerant body; A flow rate adjusting means for controlling the flow rate of the refrigerant through which the heat exchanging means is circulated, and a cooling air volume adjusting means for controlling the flow rate of the cooling air disposed in front of the heat exchanging means and passing through the heat exchanging means. A cooling control device for a vehicle drive system comprising: the cooling device according to an operation mode selected by the mode selection means and a load state of the drive system detected by the drive system load state detection means And a cooling control means for controlling at least one of the flow rate adjusting means, the circulation pump, and the cooling air volume adjusting means.

  The second invention has a plurality of operation modes having different output characteristics, and mode selection means for selecting one operation mode from the respective operation modes, drive system load state detection means for detecting the load state of the drive system, In a cooling control apparatus for a vehicle drive system including a circulation pump for circulating a refrigerant body, an operation mode in which power is emphasized is selected as the operation mode, and the load state of the drive system detected by the drive system load state detection unit It is characterized by having a cooling control means for increasing the discharge amount of the circulation pump as the value increases.

  The third invention has a plurality of operation modes with different output characteristics, a mode selection means for selecting one operation mode from each operation mode, a drive system load state detection means for detecting the load state of the drive system, In a cooling control device for a vehicle drive system comprising a heat exchanging means interposed in a refrigerant passage and a flow rate adjusting means for adjusting and controlling the flow rate of the refrigerant flowing through the heat exchanging means, power is emphasized as the operation mode. As the operation mode is selected and the load state of the drive system detected by the drive system load state detection means increases, the flow rate adjusting means is configured to increase the flow rate of the refrigerant that is circulated to the heat exchange means. It has the cooling control means to control, It is characterized by the above-mentioned.

  The fourth invention has a plurality of operation modes with different output characteristics, mode selection means for selecting one operation mode from each operation mode, drive system load state detection means for detecting the load state of the drive system, Cooling control for a vehicle drive system comprising: heat exchange means interposed in the refrigerant passage; and cooling air volume adjusting means arranged in front of the heat exchange means for adjusting the flow rate of cooling air passing through the heat exchange means In the apparatus, an operation mode that emphasizes power is selected as the operation mode, and as the load state of the drive system detected by the drive system load state detection unit increases, the amount of air passing through the heat exchange unit increases. And a cooling control means for controlling the cooling air volume adjusting means.

  According to the present invention, even in an engine having a plurality of operation modes having different output characteristics, the temperature of the refrigerant body can be appropriately controlled according to each operation mode, and overcooling or insufficient cooling is prevented. Thus, fuel efficiency can be improved.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a perspective view of the instrument panel and the center console as viewed from the driver's seat side.

  Reference numeral 1 in FIG. 1 is an instrument panel (hereinafter abbreviated as “instrument panel”) disposed in the front part of the vehicle interior of the vehicle, and extends to the left and right in the vehicle width direction. A combination meter (hereinafter abbreviated as “combinometer”) 3 is disposed at a portion of the instrument panel 1 positioned in front of the driver seat 2.

  A select lever 7 for selecting the range of the automatic transmission is disposed on the center console 6 disposed between the driver's seat 2 and the passenger seat 5 and extending from the instrument panel 1 toward the rear of the vehicle body. On the other hand, a mode selection switch 8 (detailed configuration will be described later) is provided as mode selection means for selecting an engine control mode as an operation mode. Further, a steering wheel 9 is disposed in front of the driver seat 2.

  The steering wheel 9 has a center pad portion 9a for accommodating an airbag or the like, and the left and right and lower portions of the center pad portion 9a and the outer grip portion 9b are connected via three spokes 9c. . The combination meter 3 is provided with a predetermined display unit such as an information display for displaying a tachometer, a speedometer, a water temperature gauge, a fuel gauge, a warning lamp, a trip meter, and an odometer.

  As shown in FIG. 2, the mode selection switch 8 is a composite switch, and in the present embodiment, a midpoint automatic return type shuttle switch provided with a push switch is employed. The mode selection switch 8 has a ring-shaped operation knob 8a, and an external operator (generally a driver, and will be described below as "driver"). By operating 8a, the engine control mode M as the operation mode (normal mode M1 as the first engine control mode, as the second engine control mode) having a plurality of (three types in this embodiment) different engine output characteristics One engine control mode can be selected from the save mode M2 and the power mode M3) as the third engine control mode. The details of each engine control mode will be described later.

  In the present embodiment, the left switch and the right switch are each turned ON by rotating the operation knob 8a in the left and right directions around the pressing direction of the push switch, which is a direction different from the push direction described later. The normal mode M1 is selected by the ON operation, and the power mode M3 is selected by the ON operation of the right switch. Further, the save mode M2 is selected by pushing the operation knob 8a downward to turn on the push switch.

  Here, the engine output characteristics of each of the modes M1 to M3 will be briefly described. The normal mode M1 is a mode suitable for normal operation in which the output torque is set to change almost linearly with respect to the depression amount (accelerator opening) of the accelerator pedal 10 (see FIG. 10 (a)). . In the save mode M2, even if the accelerator pedal 10 is fully depressed, the throttle valve (not shown) is not fully opened, and the engine torque is prevented from increasing. The mode is set so that the output characteristics can be obtained and the accelerator work such as depressing the accelerator pedal can be enjoyed (see FIG. 10B). Furthermore, since the save mode M2 suppresses the output torque, both easy drive performance and low fuel consumption (economic efficiency) can be achieved in a balanced manner.

  In addition, the power mode M3 has an engine output characteristic with excellent response from a low engine speed range to a high engine speed range. Further, in the case of a vehicle equipped with an automatic transmission, the shift up point is changed in synchronization with the engine torque. Thus, it is set to a power-oriented mode so that it can actively respond to a sporty driving situation on a winding road or the like and can perform a crisp driving (see FIG. 10 (c)).

  The target torque in each engine control mode (normal mode M1, save mode M2, power mode M3) is set based on two parameters, engine speed and accelerator opening, as will be described later.

  Next, the configuration of the engine cooling system will be described with reference to FIG. A water chamber 12 is provided at the outlet of a water jacket 11a formed in the engine body 11 that outputs a driving force in accordance with the engine control mode M selected by the mode selection switch 8, and the flow between the water chamber 12 and the water jacket 11a is provided. A main circulation passage 17a is circulated and connected to the inlet.

  Further, a radiator (heat exchanger) 18 is interposed in the middle of the main circulation passage 17a. The radiator 18 is disposed in front of the engine body 11 and behind a front grill 19 provided in the vehicle. Further, an electric water pump 20 as a circulation pump is interposed on the inlet side of the water jacket 11a of the main circulation passage 17a. The electric water pump 20 circulates cooling water as a refrigerant, and the driving of the electric water pump 20 is controlled by an engine control device 22 described later. In the engine control device 22, the voltage (pump drive voltage) Vp for driving the electric water pump 20 can be switched and controlled in three stages: a high voltage Vph, a mild voltage Vpm, and a low voltage Vpl (see FIG. 11B). . The electric water pump 20 increases the discharge amount of cooling water as the pump drive voltage Vp increases. The mild voltage Vpm is set to a voltage between the high voltage Vph and the low voltage Vpl in this embodiment.

  A flow rate control valve 21 as a flow rate adjusting means is interposed between the electric water pump 20 and the radiator 18. Further, an outlet of the auxiliary circulation passage 17b is connected to the flow control valve 21. Reference numeral 18 a denotes a radiator fan that forcibly cools the radiator 18 with cooling air, and is disposed on the back side of the radiator 18.

  The flow rate control valve 21 is controlled by an engine control device 22 (to be described later) at a ratio of cooling water flowing through the main circulation passage 17a and the sub circulation passage 17b. When the engine control device 22 fully closes the flow control valve 21, the main circulation passage 17 a communicating with the radiator 18 is shut off, and the sub circulation passage 17 b is communicated with the electric water pump 20. Conversely, when the flow control valve 21 is fully opened, the side of the auxiliary circulation passage 17b is shut off, and the side of the main circulation passage 17a is communicated with the electric water pump 20.

  The valve opening degree of the flow rate control valve 21 is variably controlled continuously from fully open to fully closed by a duty signal from the engine control device 22. That is, the flow control valve 21 is a normally open type, and as shown in FIG. 11A, the control valve opening is fully opened when the duty ratio is Duty = 0 [%], and is fully opened when the duty ratio is Duty = 100 [%]. The valve opening degree of the flow rate control valve 21 can be arbitrarily set between 0 to 100 [%] with the duty ratio Duty being set.

  The front grill 19 is provided with a grill shutter 24 as a cooling air volume adjusting means. The grill shutter 24 is composed of a plurality of fins arranged at regular intervals, and a grill actuator 25 is connected to the grill shutter 24 via a link mechanism (not shown). The grill shutter 24 is opened and closed by the operation of the grill actuator 25.

  The grill actuator 25, such as a rotary solenoid, can hold a preset position in accordance with the energized voltage, and is driven by an engine control device 22 described later. The engine control device 22 controls the voltage (actuator drive voltage) Vac for driving the grill actuator 25 in three stages of a high voltage Vach, a mild voltage Vacm, and a low voltage Vacl (see FIG. 11C). When the high voltage Vach is supplied from the engine control device 22 to the grill actuator 25, the grill shutter 24 is fully opened as shown in FIG. 3, and the low voltage Vacl is applied to the grill actuator 25. When power is supplied, the grille shutter 24 is in a fully closed state in which it is held in a vertical state. Further, when the mild voltage Vacm is supplied to the grill actuator 25, the grille shutter 24 is in an intermediate opening state inclined at a predetermined angle.

  When the grill actuator 25 is not energized, the grill actuator 25 is in a free state. When the low voltage Vacl is supplied to the grill actuator 25, the grill shutter 24 is held in the fully closed position. To work. Further, even when the grill shutter 24 is fully closed, a gap is secured between the fins, and cooling air is sent from the gap to the radiator 18 side.

  By the way, as shown in FIG. 4, the vehicle is connected to a meter control device (meter_ECU) 21, an engine control device (E / G_ECU) 22, and transmission control via an in-vehicle communication line 16 such as CAN (Controller Area Network) communication. A control device for controlling the vehicle such as a device (T / M_ECU) 23 is connected so as to be able to communicate with each other. Each of the ECUs 21 to 23 is configured mainly by a computer such as a microcomputer, and has a known CPU, ROM, RAM, nonvolatile storage means such as an EEPROM, and the like, and a drive circuit that outputs predetermined drive power. .

  The meter_ECU 21 controls the entire display of the combination meter 3, and a mode selection switch 8 is connected to the input side. Further, on the output side, a tachometer, a speedometer, a water temperature gauge, a fuel gauge, and other instruments arranged in the combimeter 3, and a combiometer drive unit 26 for driving a warning lamp and a buzzer are connected.

  The E / G_ECU 22 controls the operating state of the engine. On the input side, the E / G_ECU 22 detects the engine speed from the rotation of the crankshaft and the like, and downstream of the throttle valve provided in the electronically controlled throttle device. A suction pipe pressure sensor 30 for detecting the suction pipe pressure on the side of the engine, an accelerator opening sensor 31 for detecting the accelerator opening from the depression amount of the accelerator pedal 10, and an intake passage for supplying to each cylinder of the engine A throttle opening sensor 32 that detects the opening of a throttle valve (not shown) that adjusts the intake air amount, and a driving system load that detects a cooling water temperature Tw that represents an engine temperature indicating an engine load state as an example of a driving system. A water temperature sensor 33 as a state detection means, and an engine (E / G) oil temperature sensor 34 for detecting the temperature of the engine oil (E / G oil temperature TE / G). , Sensors for detecting the vehicle and the engine operating state is connected. Further, on the output side of the E / G_ECU 22, an injector 36 for injecting a predetermined amount of fuel to the combustion chamber as actuators for controlling engine drive, an electronic control throttle device (not shown), and a throttle A throttle actuator 37 and the like for opening and closing the valve are connected. Further, the above-described electric water pump 20, the flow control valve 21, the grill actuator 25, etc. are connected as actuators for controlling the engine cooling system.

  Further, the E / G_ECU 22 sets the fuel injection timing and the fuel injection pulse width (pulse time) for the injector 36 based on the detection signals from the input sensors, and sets the fuel injection timing to the throttle actuator 37 that drives the throttle valve. On the other hand, a throttle opening signal is output to control the opening of the throttle valve. Furthermore, the electric water pump 20, the flow control valve 21, and the grill actuator 25 are operated according to the cooling water temperature Tw detected by the water temperature sensor 33 and the engine control mode M selected by the mode selection switch 8, and the cooling water temperature Tw is set. Control to the optimum state.

  The non-volatile storage means provided in the E / G_ECU 22 stores a plurality of different engine output characteristics that are read when controlling the engine drive system in a map format. As the engine output characteristics, the present embodiment includes three types of mode maps Mp1, Mp2, and Mp3. As shown in FIGS. 10A to 10C, the mode maps Mp1, Mp2, and Mp3 are engine It is composed of a three-dimensional map that stores the target torque at each grid point with the accelerator opening and the engine speed, which are examples of parameters for specifying the operating state when setting the output characteristics, as grid axes.

  Each mode map Mp1, Mp2, Mp3 is basically selected by operating the mode selection switch 8. That is, when the normal mode M1 is selected with the mode selection switch 8, the normal mode map Mp1 is selected as the mode map, when the save mode M2 is selected, the save mode map Mp2 is selected, and the power mode M3 is selected. In this case, the power mode map Mp3 is selected.

  Hereinafter, engine output characteristics of each mode map Mp1, Mp2, Mp3 will be described. The normal mode map Mp1 shown in FIG. 10 (a) is set to engine output characteristics in which the target torque changes linearly in a region where the accelerator opening is relatively small, and the throttle valve opening is maximum near the fully open position. The target torque is set.

  Further, the save mode map Mp2 shown in FIG. 10 (b) suppresses an increase in the target torque as compared with the engine output characteristics stored in the normal mode map Mp1 described above, and the accelerator pedal 10 is fully depressed. However, the throttle valve is not fully opened, and it is possible to enjoy accelerator work such as depressing the accelerator pedal 10 by suppressing the increase in output torque. Furthermore, since the increase in the target torque is suppressed, both easy drive performance and low fuel consumption can be achieved in a balanced manner.

  Further, in the power mode map Mp3 shown in FIG. 10C, the rate of change of the target torque with respect to the change of the accelerator opening is set to be large in almost the entire operation region. Therefore, for example, in the case of a vehicle equipped with a 3-liter engine, a target torque that can maximize the potential of the 3-liter engine is set. Note that the extremely low rotation speed region including the idle rotation speed of each mode map Mp1, Mp2, Mp3 is set to substantially the same engine output characteristic.

  Thus, according to the present embodiment, when the driver operates the mode selection switch 8 to select one of the modes M1, M2, and M3, the corresponding mode map Mp1, Mp2, or Mp3 Is selected, and the target torque is set based on the mode map Mp1, Mp2, or Mp3. Therefore, three different types of accelerator responses can be enjoyed with one vehicle.

  Further, the T / M_ECU 23 performs shift control of the automatic transmission. On the input side, the vehicle speed sensor 41 that detects the vehicle speed from the number of rotations of the transmission output shaft, and the inhibitor that detects the range in which the select lever 7 is set. A switch 42, a T / M oil temperature sensor 43 for detecting the temperature (T / M oil temperature TT / M) of ATF (Automatic Transmission Fluid) circulating in the automatic transmission, and the like are connected to the output side. A control valve 44 that performs control and a lockup actuator 45 that locks up the lockup clutch are connected.

  The T / M_ECU 23 determines the set range of the select lever 7 based on the signal from the inhibitor switch 42. When the T / M_ECU 23 is set to the D range, the shift signal is output to the control valve 44 according to a predetermined shift pattern. Shift control. This shift pattern is variably set corresponding to the engine modes M1, M2, and M3 set by the E / G_ECU 22. Further, when the lock-up condition is satisfied, a slip lock-up signal or lock-up signal is output to the lock-up actuator 45, and the input / output elements of the torque converter are changed from the converter state to the slip lock-up state or the lock-up state. Switch.

  Next, engine control executed by the above-described E / G_ECU 22 will be described with reference to the flowcharts of FIGS.

  First, the mode map selection routine shown in FIG. 5 will be described. This routine is executed at every set calculation cycle after turning on the ignition switch, and the currently set engine control mode M is read in step S1. When the ignition switch is turned on, the engine control mode M is initialized to the normal mode M1. However, in this case, the save mode M2 may be initialized. Alternatively, the engine control mode M set immediately before turning off the previous ignition may be stored, and the engine control mode M may be initialized.

  Next, the process proceeds to step S2 to check which mode (normal mode M1, save mode M2, or power mode M3) is set with reference to the value of the engine control mode M. When the normal mode M1 is set, the process proceeds to step S3. When the save mode M2 is set, the process branches to step S4. When the power mode M3 is set, the process branches to step S5. .

  When the process proceeds to step S3, the normal mode map Mp1 stored in the nonvolatile storage means of the E / G_ECU 22 is selected as the current mode map, and the process proceeds to step S6. If the process branches to step S4, the save mode map Mp2 is selected as the current mode map, and the process proceeds to step S6. On the other hand, when branching to step S5, the power mode map Mp3 is selected as the current mode map, and the process proceeds to step S6.

  Then, when the process proceeds from any one of steps S3 to S5 to step S6, it is checked whether or not the mode selection switch 8 has been turned ON. If not, the routine is directly exited. When the ON operation is performed, the process proceeds to step S7 to determine which engine control mode M the driver has selected.

  When it is determined that the driver has selected the normal mode (the operation knob 8a has been rotated counterclockwise), the process proceeds to step S8, the engine control mode M is set in the normal mode M1 (M ← mode 1), and the routine is performed. Exit. When it is determined that the driver has selected the save mode M2 (the operation knob 8a has been pushed), the process proceeds to step S9, the engine control mode M is set in the save mode M2 (M ← M2), and the routine is exited. . When it is determined that the driver has selected the power mode M3 (the operation knob 8a is rotated to the right), the process proceeds to step S10, the engine control mode M is set in the power mode M3 (M ← M3), and the routine is performed. Exit.

  Next, the engine control routine shown in FIG. 6 will be described. This routine is also executed every set calculation cycle after turning on the ignition switch. First, a mode map (Mp1, Mp2, or Mp3: see FIG. 10) corresponding to the engine control mode M selected by the driver in step S11 is read, and then the engine speed detected by the engine speed sensor 29 in step S12. Ne and the accelerator opening θacc detected by the accelerator opening sensor 31 are read. Thereafter, in step S13, the target torque τe is determined by referring to the mode map read in step S11 with interpolation calculation based on both parameters Ne and θacc. Next, the process proceeds to step S14, and a final target throttle opening degree θe corresponding to the target torque τe is determined.

  Thereafter, the process proceeds to step S15, where the throttle opening θth detected by the throttle opening sensor 32 is read. In step S16, the electronic control throttle device is provided so that the throttle opening θth converges to the target throttle opening θe. The throttle actuator 37 that opens and closes the throttle valve is feedback controlled to exit the routine.

  As a result, when the driver operates the accelerator pedal 10, the engine control mode M (M: normal mode M1, save mode M2, power mode M3) selected by the driver using the accelerator opening θacc and the engine speed Ne as parameters. ) In accordance with the mode map Mp1, Mp2, Mp3 corresponding to), and when the engine control mode M is set to the normal mode M1, the depression amount of the accelerator pedal 10 (accelerator opening θacc) Since the output torque changes almost linearly, normal operation can be performed.

  When the save mode M2 is set, the throttle valve is not fully opened even when the accelerator pedal 10 is fully depressed, and the increase in the target torque τe is suppressed. You can enjoy the accelerator work. Further, when the power mode M3 is set, a higher response can be obtained, so that a sportier run can be obtained.

  In this embodiment, when the select lever 7 is set to the reverse range (hereinafter referred to as “R range”), the engine control mode M is automatically switched temporarily. This temporary switching control is executed in the meter_ECU 21 according to the temporary switching control routine shown in FIG.

  In this routine, first, in step S21, it is determined based on a signal from the inhibitor switch 42 whether or not the select lever 7 is set to the R range. When the select lever 7 is set to the R range, the process proceeds to step S22. When the select lever 7 is set to a range other than the R range, the process proceeds to step S25.

  In step S22, the current engine control mode M is referred to, and when it is other than the power mode M3, the routine is directly exited. If the power mode M3 is selected as the engine control mode M, the process proceeds to step S23, the reverse flag FR is set (FR ← 1), and the engine control mode M is forced to the normal mode M1 in step S24. (M ← M1) to exit the routine.

  Thus, in this embodiment, when the select lever 7 is set to the R range while the engine control mode M is set to the power mode M3, the engine control mode M is forcibly switched to the normal mode M1. Therefore, even if the accelerator pedal 10 is slightly depressed during reverse travel, the vehicle is not suddenly moved backward, and good reverse travel performance can be obtained.

  On the other hand, when it is determined in step S21 that the select lever 7 is set to a range other than the R range and the process proceeds to step S25, the value of the reverse flag FR is referred to, FR = 1, that is, the select lever 7 is moved to the R range. In the case of the first routine after switching to another range, the process proceeds to step S26, the engine control mode M is returned to the power mode M3 (M ← M3), and the reverse flag FR is cleared in step S27 (FR ←). 0) Exit the routine. As a result, when the select lever 7 is returned from the R range to, for example, the D range, the engine control mode M is automatically returned to the original power mode M3, so that the driver can start the vehicle without a sense of incongruity. .

  The engine control mode M described above is read by the cooling water control routine shown in FIGS. This routine corresponds to the processing in the cooling control means of the present invention.

  In this routine, the target cooling water temperature Tt corresponding to the engine control mode M is set, the cooling water discharge amount by the electric water pump 20, the ratio of the cooling water flowing through the radiator 18 by the flow control valve 21, and the grill actuator 25. The amount of cooling air passing through the radiator 18 is controlled to control the cooling water temperature Tw so as to maintain the target cooling water temperature Tt.

  That is, this routine is executed every predetermined calculation cycle after turning on the ignition switch. First, in step S31, the engine control mode M set in the above-described mode map selection routine is read. In the first routine after turning on the ignition switch, the engine control mode M that is initially set is read.

  In step S32, the cooling water temperature Tw detected by the water temperature sensor 33 is read. The cooling water temperature Tw after completion of warming rises when the engine load increases, and decreases when the engine load decreases. Therefore, an approximate load state of the drive system can be grasped by detecting the cooling water temperature Tw.

  Next, in step S33, the value of the engine control mode M is referred to and it is checked whether or not the power mode M3 is set as the engine control mode M. If the power mode M3 is set, the process proceeds to step S34. If the normal mode M1 or the save mode M2 is selected, the process branches to step S35.

  In step S34, the target cooling water temperature Tt is set as the power mode target cooling water temperature Tp (Tt ← Tp), and the process proceeds to step S36. This power mode target cooling water temperature Tp is a temperature at which the engine temperature does not rise even if the engine power is maximized and the engine is not excessively cooled when the engine control mode M is set to the power mode M3. Yes, and set in advance by experiments. The power mode target cooling water temperature Tp is set lower than a normal / save mode target cooling water temperature Tn, which will be described later. In this embodiment, Tp≈70 to 75 [° C.], Tn≈90 to 95 [° C.]. Is set to about.

  In step S36, the absolute value | ΔT (Tw−Tt) | of the difference temperature ΔT (Tw−Tt) between the cooling water temperature Tw and the target cooling water temperature Tt is compared with the dead zone temperature range To. This dead zone temperature range To is for preventing control hunting when the cooling water temperature Tw fluctuates in the vicinity of the target cooling water temperature Tt, and is set in advance by obtaining an optimum value from an experiment or the like. In the present embodiment, To≈3 [° C.] is set.

  When it is determined that the temperature difference ΔT (Tw−Tt) of | ΔT (Tw−Tt) | ≦ To is within the dead zone, the routine is directly exited. Therefore, the cooling water temperature control is maintained as it is.

  If it is determined that the difference temperature ΔT (Tw−Tt) of | ΔT (Tw−Tt) |> To is out of the dead zone region, the process proceeds to step S37. In step S37, it is determined whether the coolant temperature Tw is higher or lower than the target coolant temperature Tt. When the specific heat of the cooling water is constant, if the engine load during traveling is large, the amount of heat generated by the engine body 11 increases, so the cooling water temperature Tw increases. On the other hand, when the engine load is small, the heat generation amount of the engine main body 11 is reduced, so that the coolant temperature Tw is lowered.

  And when it determines with it being high (Tw> Tt), control which cools the cooling water temperature Tw is performed by step S38, S39. When it is determined that the temperature is low (Tw ≦ Tt), the process branches to step S40, and control is performed to raise the cooling water temperature Tw in steps S40 and S41.

  That is, in the control for lowering the cooling water temperature Tw, first, in step S38, the duty ratio Duty for setting the valve opening degree of the flow control valve 21 is increased by the correction value ΔD (Duty ← Duty + ΔD). The correction value ΔD is an addition value for each calculation cycle, and an optimal value is set in advance through experiments or the like. The correction value ΔD may be variably set based on the suction pipe pressure detected by the suction pipe pressure sensor 30. That is, the load is estimated based on the suction pipe pressure detected by the suction pipe pressure sensor 30, and when the estimated load is large, the correction value ΔD is set to a large value, and when the load is small, the correction value ΔD is set to a small value. Set with. By variably setting the correction value ΔD according to the estimated load, the cooling water temperature Tw can be converged with high accuracy by the target cooling water temperature Tt.

  Next, in step S39, the pump drive voltage Vp of the electric water pump 20 is set to the high voltage Vph (Vp ← Vph), and the actuator drive voltage Vac for driving the grill actuator 25 is set to the high voltage Vach (Vac ← Vach). , Exit the routine.

  When the duty ratio Duty for setting the valve opening of the flow control valve 21 is increased by the correction value ΔD, the opening of the flow control valve 21 is correspondingly increased and the amount of cooling water passing through the radiator 18 is increased. Further, since the pump drive voltage Vp of the electric water pump 20 is driven by the high voltage Vph, the amount of cooling water circulating through the engine cooling system is maximized. Further, since the high voltage Vach is supplied to the grill actuator 25, the grill shutter 24 connected to the grill actuator 25 via a link mechanism (not shown) is fully opened (see FIG. 3). As a result, the cooling efficiency of the engine main body 11 by the cooling water is improved, and the cooling efficiency of the cooling water itself is also improved, so that the cooling water temperature Tw is immediately lowered and controlled to maintain the target cooling water temperature Tt. In the next calculation cycle, if it is determined in step S37 that the coolant temperature Tw is higher than the target coolant temperature Tt (Tw> Tt), the valve opening degree of the flow control valve 21 is further increased by the correction value ΔD. Since the amount of the cooling water that is increased and passes through the radiator 18 is increased, the cooling efficiency is further improved.

  On the other hand, in the control for raising the cooling water temperature Tw, first, in step S40, the duty ratio Duty for setting the valve opening degree of the flow control valve 21 is decreased by the correction value ΔD (Duty ← Duty−ΔD). Next, in step S41, the pump drive voltage Vp of the electric water pump 20 is set to the low voltage Vpl (Vp ← Vpl), and the actuator drive voltage Vac for driving the grill actuator 25 is set to the low voltage Vacl (Vac ← Vacl). , Exit the routine.

  When the duty ratio Duty for setting the valve opening of the flow control valve 21 is decreased by the correction value ΔD, the opening of the flow control valve 21 is correspondingly decreased and the amount of cooling water passing through the radiator 18 is decreased. . Moreover, since the pump drive voltage Vp of the electric water pump 20 is driven at the low voltage Vpl, the amount of cooling water circulating in the engine cooling system is minimized. Furthermore, since the low voltage Vacl is supplied to the grill actuator 25, the grill shutter 24 connected to the grill actuator 25 via a link mechanism (not shown) is fully closed. As a result, the cooling efficiency of the engine main body 11 by the cooling water is lowered, and the cooling efficiency of the cooling water itself is also lowered, so that the cooling water temperature Tw is immediately raised and controlled to maintain the target cooling water temperature Tt. .

  Thus, in this embodiment, when the engine control mode M is set to the power mode M3, the target cooling water temperature Tt is set to the power mode target cooling water temperature Tp corresponding to the power mode M3, and this target cooling water temperature is set. Since the cooling water temperature Tw is controlled to fall within the dead zone temperature range ± To centered on Tt, the engine power can be maximized. Further, when the cooling water temperature Tw deviates to the high temperature side from the dead zone temperature range ± To centering on the target cooling water temperature Tt, the amount of cooling water passing through the radiator 18 is increased stepwise and the engine body 11 is circulated. Since both the amount of cooling water and the amount of cooling air flowing through the radiator 18 are set to the maximum, the cooling water temperature Tw can be immediately within the dead zone temperature range ± To centered on the target cooling water temperature Tt.

  On the other hand, when the cooling water temperature Tw deviates from the dead zone temperature range ± To centered on the target cooling water temperature Tt to the low temperature side, the amount of cooling water passing through the radiator 18 is decreased stepwise and the engine body 11 is circulated. Since the amount of cooling water and the amount of cooling air flowing through the radiator 18 are both set to a minimum, the cooling water temperature Tw can be immediately stored in the dead zone temperature range ± To centered on the target cooling water temperature Tt.

  As a result, when the engine control mode M is set to the power mode M3, the cooling water temperature Tw does not increase even when the engine power is maximized, and the cooling water temperature Tw is not increased. The dead zone temperature range ± To centered on the target cooling water temperature Tt can be maintained with high accuracy, and a decrease in engine output can be prevented.

  In step S33 described above, it is determined that the normal mode M1 or the save mode M2 is selected as the engine control mode M, and when the process branches to step S35, the target cooling water temperature Tt is set to the normal / save mode target cooling water temperature Tn. After setting (Tt ← Tn), the process proceeds to step S42. This normal / save mode target cooling water temperature Tn is a temperature at which the engine fuel efficiency can be improved and the exhaust emission can be reduced when the engine control mode M is set to the normal mode M1 or the save mode M2. These are set in advance by experiments. The normal / save mode target cooling water temperature Tn is set higher than the normal / save mode target cooling water temperature Tn as described above.

  In step S42, the absolute value | ΔT (Tw−Tt) | of the difference temperature ΔT (Tw−Tt) between the cooling water temperature Tw and the target cooling water temperature Tt is compared with the dead zone temperature range To.

  When it is determined that the temperature difference ΔT (Tw−Tt) of | ΔT (Tw−Tt) | ≦ To is within the dead zone, the routine is directly exited. Therefore, the cooling water temperature control is maintained as it is.

  If it is determined that the difference temperature ΔT (Tw−Tt) of | ΔT (Tw−Tt) |> To is out of the dead zone region, the process proceeds to step S43. In step S43, it is determined whether the coolant temperature Tw is higher or lower than the target coolant temperature Tt. And when it determines with it being low (Tw <Tt), it progresses to step S44 and performs control which raises the cooling water temperature Tw by step S44, S45. If it is determined that the temperature is high (Tw ≧ Tt), the cooling water temperature Tw is controlled to be lowered in steps S46 and S47.

  That is, in the control for raising the cooling water temperature Tw, first, in step S44, the duty ratio Duty for setting the valve opening degree of the flow control valve 21 is decreased by the correction value ΔD (Duty ← Duty−ΔD). Next, in step S45, the pump drive voltage Vp of the electric water pump 20 is set to the low voltage Vpl (Vp ← Vpl), and the actuator drive voltage Vac for driving the grill actuator 25 is set to the low voltage Vacl (Vac ← Vacl). , Exit the routine.

  By reducing the duty ratio Duty for setting the valve opening degree of the flow control valve 21 by the correction value ΔD, the amount of cooling water passing through the radiator 18 is lowered. Further, since the pump drive voltage Vp of the electric water pump 20 is driven at the low voltage Vpl, the amount of cooling water circulating through the engine cooling system is minimized. Furthermore, since the low voltage Vacl is supplied to the grill actuator 25, the grill shutter 24 connected to the grill actuator 25 via a link mechanism (not shown) is fully closed. As a result, the cooling efficiency of the engine main body 11 by the cooling water is lowered, and the cooling efficiency of the cooling water itself is also lowered, so that the cooling water temperature Tw is immediately raised and controlled to maintain the target cooling water temperature Tt. .

  On the other hand, in the control to lower the cooling water temperature Tw, first, in step S46, the duty ratio Duty for setting the valve opening degree of the flow control valve 21 is increased by the correction value ΔD (Duty ← Duty + ΔD). In step S47, the pump drive voltage Vp of the electric water pump 20 is set to the mild voltage Vpm (Vp ← Vpm), and the actuator drive voltage Vac for driving the grill actuator 25 is set to the mild voltage Vacm (Vac ← Vacm). , Exit the routine.

  When the engine control mode M is set to the normal mode M1 or the save mode M2, the amount of heat generated by the engine is lower than that of the power mode M3. Therefore, even if the cooling water temperature Tw deviates to a higher temperature than the target cooling water temperature Tt. The temperature does not increase immediately, and conversely, if the cooling water temperature Tw is rapidly cooled in this state, the engine body 11 may be excessively cooled. In the present embodiment, even when the cooling water temperature Tw exceeds the target cooling water temperature Tt, the electric water pump 20 is driven with the mild voltage Vpm, and the mild voltage Vacm is supplied to the grill actuator 25. Therefore, a rapid decrease in the cooling water temperature Tw can be suppressed.

  On the other hand, when the cooling water temperature Tw is deviated to a lower temperature side than the target cooling water temperature Tt, the engine cooling system is driven by driving the pump drive voltage Vp of the electric water pump 20 at the low voltage Vpl, as in step S41 described above. The amount of cooling water circulating through the cylinder is minimized, the low voltage Vacl is supplied to the grill actuator 25, and the grill shutter 24 is fully closed, so that the cooling water temperature Tw is raised and the reduction in combustion efficiency is suppressed. .

  When the engine control mode M is set to the normal mode M1 or the save mode M2, the grill shutter 24 is either fully closed or opened in the middle, and is not fully opened. The cooling air taken in is limited, and the air drag coefficient (Cd value) in high speed running can be reduced accordingly. Further, since the cooling air passing through the engine chamber is limited, it is possible to prevent an increase in friction due to a decrease in the temperature of the engine oil and the temperature of the ATF, and as a result, the fuel consumption can be improved.

  Thus, in the present embodiment, the amount of cooling water circulating through the engine cooling system and the radiator 18 are set so that the cooling water temperature Tw falls within the dead zone temperature range ± To centered on the target cooling water temperature Tt set for each engine control mode. Since the flow rate of the flowing cooling water and the amount of cooling air passing through the radiator 18 are controlled in a coordinated manner, the responsiveness is good and the cooling water temperature Tw is always high within the dead zone temperature range ± To centered on the target cooling water temperature Tt. The accuracy can be kept, and overcooling and insufficient cooling can be prevented.

  As a result, when the normal mode M1 and the save mode M2 are set as the engine control mode M, the fuel efficiency is improved, and when the power mode M3 is set, the engine power can be maximized. it can.

  The present invention is not limited to the above-described embodiment. For example, in the cooling water control, the cooling water temperature Tw is controlled by controlling at least one of the electric water pump 20, the flow rate control valve 21, and the grille shutter 24. The dead zone temperature range ± To centered on the target cooling water temperature Tt may be included. Further, the target cooling water temperature Tt when the engine control mode M is set to the normal mode M1 and the save mode M2 may be set individually according to the characteristics of each engine mode.

  The cooling of the refrigerant body is not limited to cooling water cooling, but can also be applied to cooling of oils and fats such as engine oil and automatic transmission oil (ATF). That is, an electric pump that circulates the fats and oils, a flow rate control valve that sets a flow rate of the fats and oils flowing through a cooler provided for cooling the fats and oils, and a flow rate such as air cooling or water cooling that cools the cooler The present invention can be applied when the shutter is controlled in accordance with the engine control mode and the transmission characteristics set according to the engine control mode.

A perspective view of the instrument panel and center console from the driver's seat side Perspective view of mode selection switch Configuration diagram of engine cooling system Configuration diagram of vehicle control system Flow chart showing mode map selection routine Flow chart showing engine control routine Flow chart showing temporary switching control routine Flow chart showing a cooling water control routine (part 1) Flow chart showing a coolant control routine (part 2) (A) is a conceptual diagram of a normal mode map, (b) is a conceptual diagram of a save mode map, and (c) is a conceptual diagram of a power mode map. (A) is a characteristic diagram showing the relationship between the valve opening degree of the flow control valve and the duty ratio, (b) is a characteristic diagram showing the relationship between the cooling water temperature and the pump driving voltage, and (c) is the cooling water temperature and the actuator driving voltage. Chart showing the relationship between

Explanation of symbols

8 ... Mode selection switch,
11 ... Engine body,
17a ... main circulation passage,
17b ... sub-circulation passage,
18 ... Radiator,
19 ... Front grille,
20 ... Electric water pump,
21 ... Flow control valve,
22 ... Engine control device,
24. Grill shutter,
25 ... Grill actuator,
33 ... Water temperature sensor,
ΔD: Correction value,
ΔT ... Differential temperature,
M ... engine control mode,
M1 ... Normal mode,
M2 ... save mode,
M3 ... power mode,
Tn: Normal save mode target cooling water temperature,
To ... Dead band temperature range,
Tp: Power mode target cooling water temperature,
Tt ... Target cooling water temperature,
Tw ... cooling water temperature,
Vac: Actuator drive voltage,
Vach ... high voltage,
Vacl ... low voltage,
Vacm ... mild voltage,
Vp: Pump drive voltage,
Vph ... high voltage,
Vpl ... Low voltage,
Vpm: Mild voltage

Claims (7)

A plurality of operation modes having different output characteristics, a mode selection means for selecting one operation mode from each operation mode, a drive system load state detection means for detecting the load state of the drive system, and cooling the drive system And a cooling device that
The cooling device includes a heat exchanging means interposed in a refrigerant passage for circulating the refrigerant body, a circulation pump for circulating the refrigerant body, and a flow rate adjusting means for controlling the flow rate of the refrigerant body for circulating the heat exchanging means. And a cooling control device for a vehicle drive system, comprising: a cooling air amount adjusting means that is disposed in front of the heat exchanging means and controls a flow rate of cooling air that passes through the heat exchanging means.
In accordance with the operation mode selected by the mode selection unit and the load state of the drive system detected by the drive system load state detection unit, the cooling device adjusts the flow rate adjusting unit, the circulation pump, and the cooling air volume. A cooling control apparatus for a vehicle drive system, comprising cooling control means for controlling at least one of the adjusting means. A plurality of operation modes having different output characteristics, a mode selection means for selecting one operation mode from each operation mode, a drive system load state detection means for detecting a load state of the drive system, and a refrigerant body are circulated. In a vehicle drive system cooling control device comprising a circulation pump,
As the operation mode, an operation mode emphasizing power is selected, and cooling control means for increasing the discharge amount of the circulation pump as the load state of the drive system detected by the drive system load state detection means increases. A cooling control device for a vehicle drive system. There are a plurality of operation modes having different output characteristics, a mode selection means for selecting one operation mode from each of the operation modes, a drive system load state detection means for detecting the load state of the drive system, and a coolant passage. A cooling control device for a vehicle drive system, comprising: a mounted heat exchanging means; and a flow rate adjusting means for adjusting and controlling a flow rate of a refrigerant body through which the heat exchanging means flows
As the operation mode, an operation mode emphasizing power is selected, and as the load state of the drive system detected by the drive system load state detection unit increases, the flow rate of the refrigerant flowing through the heat exchange unit increases. A cooling control device for a vehicle drive system, comprising cooling control means for controlling the flow rate adjusting means so that There are a plurality of operation modes having different output characteristics, a mode selection means for selecting one operation mode from each of the operation modes, a drive system load state detection means for detecting the load state of the drive system, and a coolant passage. A cooling control device for a vehicle drive system comprising: a mounted heat exchanging means; and a cooling air volume adjusting means that is disposed in front of the heat exchanging means and adjusts a flow rate of cooling air that passes through the heat exchanging means.
As the operation mode, an operation mode in which power is emphasized is selected, and as the load state of the drive system detected by the drive system load state detection unit increases, the amount of air passing through the heat exchange unit is increased. A cooling control device for a vehicle drive system, comprising cooling control means for controlling the cooling air volume adjusting means. The cooling control means reduces the discharge amount of the circulation pump as the operation mode with reduced power is selected as the operation mode and the load state of the drive system detected by the drive system load state detection means decreases. The cooling control apparatus for a vehicle drive system according to claim 1 or 2, wherein The cooling control means selects an operation mode in which power is suppressed as the operation mode, and distributes to the heat exchange means as the load state of the drive system detected by the drive system load state detection means decreases. 4. The cooling control apparatus for a vehicle drive system according to claim 1, wherein the flow rate adjusting means is controlled so as to reduce the flow rate of the refrigerant body. In the cooling control means, an operation mode in which power is suppressed is selected as the operation mode, and the cooling air volume adjusting means is configured to reduce the amount of air passing through the heat exchange means as the load state of the drive system becomes smaller. 5. The vehicle drive system cooling control device according to claim 1, wherein:

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