JP2009274512A - Controller for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller for a hybrid vehicle having an engine and a motor, preventing deterioration of driving efficiency of the hybrid vehicle even while providing a scavenging means such that heat of an exhaust pipe heated to a high temperature does not remain around the motor. <P>SOLUTION: In S4, it is decided whether or not a vehicle speed is a prescribed vehicle speed Vo or below. Thus, by deciding whether or not the vehicle speed is the prescribed vehicle speed Vo or below, control is changed over by whether the vehicle speed is low or not. When deciding that the vehicle speed is the prescribed vehicle speed Vo or below (YES decision), it transfers to S5, S6, and S7, and an air fan is operated at a calculated target rotation speed Nf in S8. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a hybrid vehicle control device, and more particularly to a hybrid vehicle control device that drives a vehicle with an engine and a motor.

  Conventionally, a hybrid vehicle that drives a vehicle using an engine and a motor is known. In such a hybrid vehicle, since the motor is controlled to generate the driving force, it is necessary to accurately control the motor.

  However, in order for the motor to exhibit stable performance, it is essential to cool the motor and maintain it at a predetermined temperature.

Therefore, Patent Document 1 below discloses a hybrid vehicle that introduces cooling water into a motor and suppresses heat generation of the motor. In this hybrid vehicle, since the exhaust pipe and the motor are disposed close to each other, the cooling pipe for introducing the cooling water is connected to the opposite side of the exhaust pipe, and the cooling water is influenced by the influence of the exhaust pipe. Is configured not to increase in temperature.
JP 2005-104404 A

  By the way, when the motor and the exhaust pipe are arranged close to each other, the motor is easily affected by the heat of the exhaust pipe. For this reason, it is conceivable to cool the motor using cooling water as in Patent Document 1 described above.

  However, even if the motor is cooled with cooling water in this way, for example, when the engine is operated at a high load and then the vehicle is stopped and the engine is operated at the idling speed, the exhaust pipe that has become hot Since the heat of the motor stays around the motor, there is a problem that the temperature rise of the motor cannot be sufficiently suppressed only by cooling with cooling water.

  In this regard, it is conceivable to cool the motor by scavenging hot air around the motor by providing scavenging means such as a blower fan.

  However, when this blower fan is always driven, electric power and the like are consumed, resulting in a problem that the energy efficiency of the hybrid vehicle is deteriorated.

  Therefore, the present invention provides a hybrid vehicle control apparatus including an engine and a motor, wherein the scavenging means is provided so that the heat of the exhaust pipe that has become hot does not stay around the motor, but the energy efficiency of the hybrid vehicle is improved. An object of the present invention is to provide a control device for a hybrid vehicle that can prevent deterioration.

  A control device for a hybrid vehicle according to the present invention is a control device for a hybrid vehicle comprising an engine and a motor, and an exhaust pipe for discharging exhaust from the engine is disposed in the vicinity of the motor, wherein the exhaust pipe, the motor, A scavenging means for scavenging a heated air layer in a predetermined space between the vehicle, a vehicle operating state detecting means for detecting a predetermined driving state of the vehicle, and a scavenging means when detecting a predetermined driving state of the vehicle. Control means to be operated.

According to the above configuration, when a predetermined driving state of the vehicle is detected, the heated air in the predetermined space between the exhaust pipe and the motor is scavenged to the outside by the scavenging means.
For this reason, only when scavenging is required, the scavenging means can scavenge and prevent the heated hot air from staying around the motor.

In one embodiment of the present invention, the vehicle driving state detecting means is a vehicle speed detecting means for detecting a vehicle speed, and the predetermined driving state is not more than a predetermined vehicle speed including a stop.
According to the above configuration, the scavenging means is operated to scavenge the air remaining around the motor when the vehicle speed is equal to or lower than the predetermined vehicle speed including the stop.
For this reason, it is possible to scavenge hot air that tends to stay when traveling at a speed below a predetermined vehicle speed, and it is possible to efficiently scavenge hot air around the motor.
Therefore, only when hot air is likely to stay, the scavenging means is operated to perform scavenging, so that the scavenging means can be operated efficiently.

In one embodiment of the present invention, the vehicle operating state detecting means is driving state detecting means for detecting operating states of the engine and the motor, and the predetermined operating state is when the engine and the motor are operating. is there.
According to the above configuration, when the engine and the motor are operated, the scavenging means is operated to scavenge the hot air remaining around the motor.
For this reason, the air which became easy to be heated by the operation of the engine and the motor can be scavenged, and the hot air around the motor can be scavenged efficiently.
Therefore, only when the air is likely to be heated, scavenging is performed by operating the scavenging means, so that the scavenging means can be operated efficiently.

In one embodiment of the present invention, motor temperature detecting means for detecting the temperature of the motor is provided, and stop control means for stopping the operation of the scavenging means when the motor temperature is equal to or lower than a predetermined temperature is provided. .
According to the above configuration, when the motor temperature is equal to or lower than the predetermined temperature, the operation of the scavenging means is stopped.
For this reason, when the temperature of the motor needs to be warmed up to a predetermined temperature or less, the air around the motor is not scavenged, so that the motor can be heated with hot air such as an exhaust pipe.
Therefore, warm-up of the motor can be promoted using hot air such as an exhaust pipe.

In one embodiment of the present invention, the scavenging means is provided with an air flow rate variable mechanism, and controls so that the air flow rate increases as the motor temperature increases.
According to the said structure, it controls so that the ventilation volume of a scavenging means becomes large according to motor temperature becoming high.
For this reason, scavenging of the scavenging means can be performed efficiently without increasing the amount of air blown by the scavenging means more than necessary.
Therefore, the scavenging means can be operated more efficiently, and both the suppression of the motor temperature rise and the power saving of the scavenging means can be achieved.

In one embodiment of the present invention, an outside air temperature detecting means for detecting the outside air temperature is provided, and the air flow rate is controlled to increase as the outside air temperature increases.
According to the said structure, it controls so that the ventilation volume of a scavenging means becomes large according to external temperature becoming high.
For this reason, when the outside air temperature (fresh air temperature) becomes high, the amount of air blown by the scavenging means is increased in consideration of the decrease in cooling efficiency, so that the increase in motor temperature can be suppressed.
Therefore, the air flow rate of the scavenging means can be appropriately set in consideration of the outside air temperature.

In one embodiment of the present invention, an external air volume detecting means for detecting the air volume outside the vehicle is provided, and the air flow is controlled to decrease as the air volume outside the vehicle increases.
According to the said structure, it controls so that the ventilation volume of a scavenging means becomes small according to the air volume outside a vehicle increasing.
For this reason, in consideration of the fact that hot air hardly stays around the motor when the air volume outside the vehicle increases, the amount of air blown by the scavenging means is reduced, so that power saving of the scavenging means can be achieved. .
Therefore, the air flow rate of the scavenging means can be appropriately set in consideration of the air volume outside the vehicle.

According to the present invention, it is possible to prevent the heated hot air from staying around the motor by the scavenging means scavenging only when scavenging is necessary.
Therefore, in a hybrid vehicle control device including an engine and a motor, the scavenging means is provided so that the heat of the exhaust pipe that has become hot does not stay around the motor, but the energy efficiency of the hybrid vehicle is not deteriorated. it can.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
The overall structure of the hybrid vehicle V, which is a premise, will be described with reference to FIGS. FIG. 1 is an overall plan view of a hybrid vehicle employing the present invention, and FIG. 2 is an overall side view of the hybrid vehicle.

  As shown in FIG. 1, the power train P of the hybrid vehicle V has an engine 1 as an internal combustion engine installed at the front, a generator 2 as a generator behind it, and a transmission behind it. A certain transmission 3 is installed, and a motor 4 that is a driving machine is arranged behind the transmission 3. A propeller shaft 5 extending in the front-rear direction is disposed behind the rear, a differential device 6 that distributes the driving force to the left and right is disposed behind the propeller shaft 5, and drive shafts 7, 7 extending in the left-right direction are disposed laterally. It is installed. By arranging the power train P in this way, the left and right rear wheels 8, 8 are configured to be driven.

  Although a specific control method of the power train P will not be described in detail, the rear wheels 8 and 8 are driven only by the driving force of the engine 1 and the rear driving force by both the driving force of the engine 1 and the motor 4 is used. Switching between the case where the wheels 8 and 8 are driven and the case where the rear wheels 8 and 8 are driven only by the driving force of the motor 4 is controlled according to the traveling state of the vehicle.

  Further, in the power train P, the transmission 3, the motor 4, and the propeller shaft 5 are arranged in a substantially straight line in the interior TS of the floor tunnel T (see FIG. 4) extending in the longitudinal direction of the vehicle body at the lower part of the vehicle body floor. is doing. In FIG. 1, the floor tunnel side wall Ta extends in the front-rear direction on both sides of the power train P, and the floor tunnel upper wall Tb extends in the front-rear direction above the power train P in FIG.

  On the other hand, in the exhaust system E of the engine 1, an exhaust manifold 11 that collects exhaust gas discharged from the engine is disposed on the side of the engine 1, and the exhaust gas 11 is purified behind the exhaust manifold 11. A catalyst 12 is installed, a central exhaust pipe 13 extending in the front-rear direction behind the catalyst 12 and a second catalyst 14 for further purifying the exhaust gas are installed, and a substantially cylindrical drum extending further in the vehicle width direction behind the catalyst. A muffler 15 having a shape is installed and configured.

  In the exhaust system E, the first catalyst 12, the central exhaust pipe 13, and the second catalyst 14 are arranged in a substantially straight line inside the floor tunnel T. Specifically, the power train P is arranged in parallel with the power train P below the right side of the power train P (see FIG. 4).

  For this reason, when the engine 1 is operating, the air in the interior TS of the floor tunnel T is heated by the exhaust heat radiated from the first catalyst 12, the central exhaust pipe 13, and the like. In particular, the floor tunnel TS is in a high temperature state because heated air is difficult to be discharged to the outside due to its shape.

  However, when the motor 4 that is the driving source of the power train P becomes high temperature, the control efficiency is lowered and the desired driving force cannot be exhibited.

  Therefore, in the present embodiment, in order to keep the temperature of the motor 4 at a predetermined temperature as much as possible, the following cooling means is provided.

  First, a general water cooling means C1 for cooling with cooling water is provided. The water cooling means C1 includes a radiator device 21 installed in front of the engine 1, an introduction pipe 22 that connects the radiator device 21 and the motor 4 extending in the front-rear direction, and similarly extends in the front-rear direction to extend the radiator device 21 and the motor. 4, a discharge pipe 23 that connects to the motor 4, a cooling water passage 47 (see FIG. 4) provided on the motor 4 side, and the like.

  The water cooling means C1 is provided with an introduction pipe 22 on the left side of the engine 1 opposite to the exhaust system E so as not to be affected by the exhaust system E as much as possible. The introduction pipe 22 guides the cooling water cooled by the radiator device 21 to the motor 4 to cool the motor 4.

  And in this water cooling means C1, the cooling water which cooled the motor 4 is returned from the motor 4 to the radiator device 21 by the discharge pipe 23 arranged on the right side of the engine 1 on the same side as the exhaust system E. The radiator device 21 is configured to cool the cooling water.

  Thus, by cooling the motor 4 with the water cooling means C1, the motor temperature is maintained at a predetermined temperature by the cooling water, so that the control efficiency of the motor 4 can be stably secured.

However, immediately after the engine 1 is operated at a high load, when the hybrid vehicle V is stopped or traveled at a low speed and the engine 1 is operated at the idle speed, the temperature of the exhaust system E rapidly increases. Since the air inside the floor tunnel TS is difficult to be discharged to the outside, the temperature inside the floor tunnel TS rises rapidly.
Thus, when a rapid temperature rise occurs, there is a possibility that sufficient cooling performance cannot be obtained only with the water cooling means C1 using cooling water.

  Therefore, in the present embodiment, air cooling means C2 that performs cooling by blowing air is provided. This air cooling means C2 is comprised by scavenging mechanisms, such as the ventilation unit 31 as shown below.

The specific structure of the air cooling means C2 will be described in detail with reference to FIGS. 3 is a detailed plan view of the vicinity of the motor, and FIG. 4 is a cross-sectional view taken along line AA in FIG.
As shown in FIG. 3, on the outer surface 4Aa of the motor unit 4A that accommodates the motor 4, three-shaped fin-shaped rib portions 41 are formed that extend in a spiral manner in the front-rear direction.

  The fin-shaped rib portions 41 are set so that the left end 41a in plan view is positioned on the front side of the vehicle, and the right end 41b in plan view is set on the rear side of the vehicle. By setting in this way, it is possible to guide the air flowing from the front to the rear of the vehicle when traveling on the vehicle from the left side, which is the opposite side of the exhaust system E, to the right side, which is the exhaust system E side.

  A blower unit 31 is provided on the left side surface, which is the side surface opposite to the exhaust system E of the motor unit 4A. As shown in FIG. 4, the air blowing unit 31 is disposed behind the motor unit 4 </ b> A when viewed from the central exhaust pipe 13. An oil tank 42 for hydraulically controlling a clutch device (not shown) provided upstream of the motor 4 is installed on the lower surface of the motor unit 4A. It is arranged to be.

  As shown in FIG. 4, the blower unit 31 includes a wing-like blower fan 32 having a rotation shaft extending substantially in the vertical direction, an electric motor 33 that generates the rotational force of the blower fan 32, the blower fan 32, and the like. And a rectangular casing member 34 to be accommodated.

  This blower unit 31 sucks cold outside air W (hereinafter referred to as cold air) from the outside separated from the central exhaust pipe 13 into the inside TS of the floor tunnel T and blows it toward the central exhaust pipe 13 in accordance with a control flow described later. I have to.

A metal motor cover 35 is provided above the blower unit 31 so as to cover the upper surface of the motor unit 4A.
As shown in FIG. 3, the motor cover 35 is spirally installed along the fin-shaped rib portions 41, and is fastened and fixed to the fin-shaped rib portions 41 with fastening bolts 36. (In FIG. 3, only the left half of the motor cover 35 is disclosed).

  By providing this motor cover 35, as shown in FIG. 4, an air duct passage 37 is formed between the motor cover 35 and the motor unit 4A, and air is blown from the blower unit 31 through this air duct passage 37. The cool air W is guided to the central exhaust pipe 13 side.

  Thus, by guiding the cold air W toward the central exhaust pipe 13 through the air duct passage 37, the cold air W is guided while being in contact with the outer surface 4Aa and the fin-shaped rib portion 41 of the motor unit 4A. For this reason, the cooling air W can be reliably guided to the central exhaust pipe 13 side while cooling the motor unit 4A itself.

  On the downstream side of the air duct passage 37 (on the side of the central exhaust pipe 13), a motor-side insulator 38 as a heat shielding member fixed on the motor unit 4A side and an exhaust-side insulator 39 fixed on the side of the central exhaust pipe 13 are arranged in parallel. It is installed in.

  The two insulators 38 and 39 installed in parallel as described above are configured so that the space between the motor unit 4A and the central exhaust pipe 13 is divided into three spaces R1, R2, and R3.

  Of the three spaces R1, R2, and R3, the cold air W blown through the air duct passage 37 is between the space R1 between the motor unit 4A and the motor-side insulator 38, and between the motor-side insulator 38 and the exhaust-side insulator 39. It is set to be introduced into the space R2, and the hot air staying in the two spaces R1 and R2 is scavenged to the outside.

  That is, by using the cold air W guided in the air duct passage 37 as air for scavenging the heated hot air, hot air staying between the motor unit 4A and the central exhaust pipe 13 is discharged to the outside. .

  In this way, even if the temperature of the exhaust system E is rapidly increased by discharging the staying hot air to the outside, the heated air does not stay in the internal TS of the floor tunnel T. Temperature rise can be prevented.

  As described above, by configuring the air cooling means C2, the motor unit 4A is less likely to be affected by the radiant heat from the exhaust system E, and the temperature rise of the motor unit 4A can be prevented.

  In addition, about the exhaust side insulator 39, as shown in FIG. 3, it installs so that the left side of the center exhaust pipe 13 and the 2nd catalyst 14 may extend in the front-back direction so that all may be covered. Thus, by installing the exhaust-side insulator 39, the heat damage of the motor unit 4 from the exhaust system E can be prevented.

Next, the specific structure of the motor unit 4A will be described in detail with reference to FIG.
A shaft member 43 that rotates integrally with the propeller shaft is provided at the center of the motor unit 4 </ b> A, and the rotor 44 and the stator 45 that constitute the motor 4 are disposed on the outer periphery of the shaft member 43. Among these, the driving force generated by the motor 4 is controlled by controlling the amount of current flowing through the stator 45.

  A cylindrical case body 46 of the motor unit 4A is installed on the outer periphery of the stator 45, and the case body 46 is provided with a plurality of cooling water passages 47 at substantially equal intervals. The cooling water passage 47 is introduced with the above-described cooling water, and is configured to cool the motor 4, particularly the stator 45.

  As described above, by providing the cooling water passages 47 in the case body 46, the air duct passage 37 described above is set adjacent to the outer periphery, so that the cooling effect can be enhanced and the motor unit can be further improved. The cooling performance of 4A can be improved.

  Next, a method for controlling the blower unit 31 will be described. FIG. 5 is a system block diagram of the blower unit, and FIG. 6 is a control flowchart of the blower unit. Moreover, FIGS. 7-10 is the figure which showed the map for calculating the ventilation volume of a ventilation unit.

As shown in FIG. 5, the system block of the blower unit 31 includes a vehicle speed sensor 61 that detects the speed of the vehicle, a motor temperature sensor 62 that detects the temperature of the motor unit 4 </ b> A, and a position away from the central exhaust pipe 13. An outside air temperature sensor 63 that detects the air temperature, an external air volume sensor 64 that detects the air volume outside the vehicle, and an O ₂ sensor 65 that detects the oxygen concentration in the exhaust gas of the exhaust system are configured as input means. These detection signals are configured to be input to a CPU (Central Processing Unit) 66 that is a calculation means. The CPU 66 is connected to a blower fan motor 67 (electric motor 33) serving as output means, and is configured to control the blower fan motor 67 by a control signal output from the CPU 66.

  The system of the blower unit 31 configured as described above is controlled by the control flow shown in FIG.

First, in S1, various signals are read. Specifically, the current vehicle speed is read from the vehicle speed sensor 61, the current temperature of the motor unit 4A is read from the motor temperature sensor 62, the current outside air temperature is read from the outside air temperature sensor 63, and the external air volume sensor 64 is further read. Then, the current external air volume is read, and in addition, the oxygen concentration is read by the O ₂ sensor 65.

Next, in S2, it is determined whether the engine has misfired. When the oxygen concentration of the O ₂ sensor 65 is higher than a predetermined value, it can be determined that engine combustion is incomplete, and therefore engine misfire is determined. If it is determined that the engine is misfired (YES determination), the process proceeds to S3. If it is not determined that the engine is misfired (NO determination), the process proceeds to S4.

  In S3, the blower fan motor 67 is operated at the maximum rotational speed. In the case of engine misfire, the unburned gas burns in the central exhaust pipe 13 and the temperature of the central exhaust pipe 13 becomes extremely high. Thus, the heat damage of the motor unit 4A is prevented.

  After S3, the process proceeds to return. Then, after the next control, the blower fan 32 is operated with the maximum amount of blown air until the engine misfire is resolved.

  On the other hand, in S4, it is determined whether the vehicle speed is equal to or lower than a predetermined vehicle speed Vo. For example, the predetermined vehicle speed Vo can be set to 30 km / h. Thus, by determining whether the vehicle speed is equal to or lower than the predetermined vehicle speed Vo, the control is switched depending on whether the vehicle speed is low.

  If it is determined that the vehicle speed is equal to or lower than the predetermined vehicle speed Vo (YES determination), the process proceeds to S5. On the other hand, if it is determined that the vehicle speed is not lower than the predetermined vehicle speed Vo (NO determination), the process proceeds to return to prepare for the next control.

  In S5, it is determined whether the motor temperature is equal to or higher than a predetermined temperature Tmo. For example, the predetermined temperature Tmo can be set to 70 ° C. Thus, by determining whether the motor temperature is equal to or higher than the predetermined temperature Tmo, the control is switched depending on whether the motor unit 4A is hot.

  If it is determined that the temperature is equal to or higher than the predetermined temperature Tmo (YES determination), the process proceeds to S6. On the other hand, when it is determined that the temperature is not equal to or higher than the predetermined temperature Tmo (NO determination), the process directly returns to prepare for the next control.

In S6, the necessary air volume Qm of the blower fan 32 is calculated from various maps.
The required air volume Qm of the blower fan 32 is calculated by multiplying the basic air volume Q1 of the blower fan 32 by a plurality of gain coefficients (K1, K2, K3) as shown in the equation (1) of FIG. To do.

  First, the basic air volume Q1 of the blower fan 32 is calculated using the basic map shown in FIG. In this basic map, the basic air volume Q1 of the blower fan 32 is set to increase linearly as the motor temperature Tm increases above the predetermined temperature Tmo.

  For this reason, the higher the motor temperature Tm, the greater the amount of air blown by the blower fan 32, and the scavenging performance of the hot air around the motor unit 4A is enhanced.

Next, the temperature change amount gain K1 is calculated using the gain map shown in FIG.
First, the motor temperature change amount ΔTm is calculated from the first map (a). In the first map, the motor temperature Tm is sampled for each time series, and the change amount of the rising timing t1 is calculated as the motor temperature change amount ΔTm.
Then, the temperature change amount gain K1 is calculated from the second map of (b). In this second map, the temperature change amount gain K1 is set to increase linearly as the motor temperature change amount ΔTm increases.

For this reason, as the motor temperature Tm rises more rapidly, the temperature change gain K1 also increases, and the amount of air blown by the blower fan 32 increases.
That is, with respect to a sudden temperature rise, by increasing the amount of blown air, scavenging is performed as fast as possible to reliably prevent the heat damage of the motor unit 4A.

  Further, the outside air temperature gain K2 is calculated by the gain map shown in FIG. In this gain map, the outside air temperature gain K2 is set to increase linearly as the outside air temperature Tout increases.

For this reason, as the outside air temperature Tout increases, the outside air temperature gain K2 also increases, and the amount of air blown by the blower fan 32 increases.
That is, when the outside air temperature Tout is high, the effect of scavenging and cooling the hot air is reduced, so that the decrease in the cooling effect is compensated for by increasing the amount of blown air.

  Finally, the external air volume gain K3 is calculated using the gain map shown in FIG. 9B. In this gain map, the external air volume gain K3 is set so as to decrease linearly as the external air volume Qout increases.

  For this reason, as the external air volume Qout increases, the external air volume gain K3 decreases, and the air volume of the blower fan 32 decreases.

  That is, when the external air volume Qout increases, the hot air is likely to be discharged to the outside without scavenging the hot air with the blower fan 32. Therefore, the consumption of the blower unit 31 is reduced by reducing the blown air volume of the blower fan 32. Electricity is being reduced.

  As described above, after calculating the basic air volume Q1, the temperature change gain K1, the outside air temperature gain K2, and the external air volume gain K3, respectively, using the above-described equation (1) in FIG. The necessary air volume Qm of the blower fan 32 is calculated.

Next, in S7, the blower fan target rotational speed Nf is calculated from the blower fan rotational speed map. As shown in FIG. 10, this blower fan rotation map is a map in which the vertical axis is defined by the required blower air flow rate Qm and the horizontal axis is defined by the blower fan target rotation speed Nf. It is set with a quadratic curve.
The reason why the blower fan rotation map is set as an upwardly convex quadratic curve is that the increase rate of the blown air amount of the blower fan 32 decreases in the high rotation range.

  Using this blower fan rotation map, the blower fan target rotational speed Nf is calculated from the necessary blown air amount Qm of the blower fan 32 calculated in S6. For example, as indicated by the alternate long and short dash line in FIG. 10, the target rotational speed Nf1 is calculated from the required air flow rate Qm1.

  In S8, the blower fan 32 is operated at the calculated target rotational speed Nf. By operating the blower fan 32 at the target rotational speed Nf in this way, the blower fan 32 is rotated only by a necessary amount while satisfying the scavenging performance around the motor unit 4A, so that the power consumption of the blower unit 31 is suppressed. be able to.

  Thereafter, in S9, it is determined whether or not the motor temperature is lower than a predetermined temperature Tmo. That is, it is determined whether or not the temperature of the motor unit 4A has decreased below the predetermined temperature Tmo due to the operation of the blower fan 32 or the like.

  If it is determined that the temperature is lower than the predetermined temperature Tmo (YES determination), the process proceeds to S10. On the other hand, when it is determined that the temperature is not lower than the predetermined temperature Tmo (NO determination), the process returns to S6 again, and the required air flow rate Qm is calculated from various maps.

  Finally, in S10, the operation of the blower fan 32 is stopped, and the blowing of the cold air W is stopped. Accordingly, when the temperature of the motor unit 4A is lower than the predetermined temperature Tmo, the cooling is stopped.

  This is because if the motor unit 4A is cooled more than necessary, the control performance of the motor 4 may be deteriorated. Moreover, it is because the motor unit 4A can be warmed up by using the hot air in the central exhaust pipe 13 in reverse.

  As described above, the system of the blower unit 31 performs scavenging by rotating the blower fan 32 at the necessary rotation speed Nf when the motor temperature increases at low vehicle speeds.

Next, the effect of this embodiment comprised in this way is demonstrated.
The control device for a hybrid vehicle of this embodiment is configured to operate the blower fan motor 67 when the vehicle speed sensor 61 detects a vehicle speed Vo or less including a stop.

  Thereby, when the vehicle speed is equal to or lower than the predetermined vehicle speed Vo including the stop, the air (R1, R2) heated between the central exhaust pipe 13 and the motor unit 4A is scavenged to the outside by the blower unit 31.

  For this reason, only when the scavenging is necessary, it is possible to prevent the blower unit 31 from scavenging and prevent the heated hot air from staying around the motor unit 4A.

  Therefore, in the control device for the hybrid vehicle V including the engine 1 and the motor 3, the heat of the central exhaust pipe 13 that has become high temperature is prevented from staying around the motor unit 4A, but is blown only when necessary. Since the unit 31 performs scavenging, power consumption can be reduced and the driving efficiency of the hybrid vehicle V can be prevented from deteriorating.

  In particular, hot air that tends to stay can be efficiently scavenged by the air blowing unit 31 scavenging when the vehicle speed is less than or equal to a predetermined vehicle speed Vo at which traveling wind is less likely to occur.

Further, in this embodiment, when the motor temperature is equal to or lower than the predetermined temperature Tmo, the operation of the blower unit 31 is stopped.
As a result, when the motor temperature needs to be warmed below the predetermined temperature Tmo, the air around the motor unit 4A is not scavenged, and therefore the motor unit 4A is heated using hot air from the central exhaust pipe 13 or the like. Can do.
Therefore, warm-up of the motor unit 4A can be promoted using hot air from the central exhaust pipe 13 or the like.

Moreover, in this embodiment, it controls so that the ventilation volume of the ventilation unit 31 increases as motor temperature becomes high.
Thereby, scavenging can be efficiently performed according to the motor temperature without increasing the amount of air blown by the blower unit 31 more than necessary.
Therefore, the blower unit 31 can be operated more efficiently, and it is possible to achieve both suppression of the increase in motor temperature and power saving of the blower unit 31.

Moreover, in this embodiment, it controls so that the ventilation volume of the ventilation unit 31 increases as external temperature becomes high.
Thereby, when the outside air temperature becomes high, the amount of air blown from the blower unit 31 is increased in consideration of a decrease in cooling efficiency, so that it is possible to suppress an increase in motor temperature.
Therefore, it is possible to appropriately set the blowing amount of the blower unit 31 in consideration of the outside air temperature.

Moreover, in this embodiment, it controls so that the ventilation volume of the ventilation unit 31 decreases as the air volume outside the vehicle increases.
As a result, when the air volume outside the vehicle increases, the amount of air blown by the blower unit 31 is reduced in consideration of the fact that hot air is less likely to stay around the motor unit 4A. Can be planned.
Therefore, the air volume of the blower unit 31 can be set appropriately in consideration of the air volume outside the vehicle.

  Next, other embodiments in which the control system of the blower unit 31 is different will be described with reference to FIGS. FIG. 11 is a system block diagram of the blower unit, and FIG. 12 is a control flowchart of the blower unit.

  In this control system, scavenging is performed only when the temperature is easily increased by switching the control state of the blower unit 31 according to the drive state of the powertrain P of the hybrid vehicle V.

  As shown in FIG. 11, the system block of the blower unit includes a hybrid ECU 161 (hybrid electronic control unit) that outputs the drive state of the powertrain P, and a motor temperature sensor 162 that detects the temperature of the motor unit 4A. These detection signals are input to a CPU (Central Processing Unit) 163 that is a calculation means. The CPU 163 is connected to a blower fan motor 67 (electric motor 33) serving as output means, and is controlled by a control signal output from the CPU 163.

  Note that, as indicated by a broken line, the radiator flow rate valve 164 may be configured as output means so as to control the flow rate of the cooling water in the radiator device 21.

  The system of the air blowing unit configured as described above is controlled by the flow shown in FIG.

  First, in S11, various signals are read. Specifically, the current driving state is read from the hybrid ECU 161, and the current temperature of the motor unit 4A is read from the motor temperature sensor 162.

  Next, in S12, it is determined whether the motor 4 is operating. Thus, by determining the operating state of the motor 4, the control is switched depending on whether or not the motor 4 is operating.

  If it is determined that the motor 4 is operating (YES determination), the process proceeds to S13. On the other hand, if it is determined that the motor 4 is not in operation (NO determination), the process proceeds to return to prepare for the next control.

  In S13, it is determined whether the engine 1 is operating. Thus, by determining the operating state of the engine 1, in principle, the control is switched depending on whether or not the engine 1 is operating.

  If it is determined that the engine 1 is operating (YES determination), the process proceeds to S15. On the other hand, when it is determined that the engine 1 is not operating (NO determination), the process proceeds to S14.

  In S14, it is determined whether the motor temperature is equal to or higher than a predetermined temperature Tmo. For example, the predetermined temperature Tmo can be set to 70 ° C. Here, when it is determined that the motor temperature is equal to or higher than the predetermined temperature Tmo (YES determination), the process proceeds to S15, and when it is determined that the motor temperature is not equal to or higher than the predetermined temperature Tmo (NO determination), the process returns to return.

  As described above, in S14, even when the engine 1 is not operating, if the motor temperature becomes a high temperature equal to or higher than the predetermined temperature Tmo, the same control as that during the operation of the engine 1 is exceptionally performed. Become.

  In S15, the blower fan 32 is operated. That is, by operating the blower fan 32 while the motor 4 and the engine 1 are operating, the hot air between the motor unit 4A and the central exhaust pipe 13 is scavenged.

  In this manner, by operating the blower fan 32 while the motor 4 and the engine 1 are operating, the hot air is scavenged quickly and reliably in a situation where the space between the motor unit 4A and the central exhaust pipe 13 is easily heated. The temperature rise of the motor unit 4A can be prevented.

  Thereafter, in S16, it is determined whether or not the motor temperature is lower than a predetermined temperature Tmo. That is, it is determined whether or not the temperature of the motor unit 4A has decreased below the predetermined temperature Tmo due to the operation of the blower fan 32.

  If it is determined that the temperature is lower than the predetermined temperature Tmo (YES determination), the process proceeds to S17. On the other hand, when it is determined that the temperature is not lower than the predetermined temperature Tmo (NO determination), the process returns to S15 again, and the blower fan 32 is operated to blow air.

  Finally, in S17, the operation of the blower fan 32 is stopped, and the blowing of the cold air W is stopped. Accordingly, when the temperature of the motor unit 4A is lower than the predetermined temperature Tmo, the cooling is stopped. This is because if the motor unit 4A is cooled excessively more than necessary, the control performance of the motor 4 may be deteriorated.

  Thus, in this control system, in principle, the motor 4 and the engine 1 are controlled to operate to operate the blower unit 31 to blow air.

As described above, in this embodiment, the blower unit 31 is operated when the engine 1 and the motor 4 are operated.
Thereby, when the engine 1 and the motor 4 are operated, the hot air remaining around the motor unit 4A is scavenged.
For this reason, the air which is easy to be heated can be scavenged by the operation of the engine 1 and the motor 4, and the hot air around the motor unit 4A can be scavenged efficiently.
Therefore, only when the air is likely to be heated, scavenging is performed by operating the blower unit 31, so that the blower unit 31 can be operated efficiently and power saving can be achieved.

  Even when only the motor 4 is operated, if the motor temperature rises, the blower unit 31 may be operated as described above.

As described above, in the correspondence between the configuration of the present invention and the above-described embodiment,
The scavenging means of the present invention corresponds to the blower unit 31 of the embodiment,
Similarly,
The vehicle driving state detection means corresponds to the vehicle speed sensor 61 and the hybrid ECU 161,
The control means corresponds to the CPU 66 and CPU 163,
The vehicle speed detection means corresponds to the vehicle speed sensor 61,
The driving state detecting means corresponds to the hybrid ECU 161,
The motor temperature detecting means corresponds to the motor temperature sensor 62 and the motor temperature sensor 162,
The stop control means corresponds to the CPU 66 and the CPU 163,
The ventilation amount variable mechanism corresponds to the ventilation fan motor 67 (33),
The outside air temperature detecting means corresponds to the outside air temperature sensor 63,
The external air volume detection means corresponds to the external air volume sensor 64,
The present invention is not limited to the above-described embodiments, but includes embodiments applied to the control means of any hybrid vehicle.

  In the present embodiment, the front engine / rear drive so-called FR type vehicle has been described, but the front engine / front drive so-called FF type vehicle and a 4WD type vehicle that drives all four wheels are implemented. May be.

  The hybrid system is not limited to the parallel type, and may be a series type, a series / parallel type, or the like. Further, the position of the motor may be arranged so as to be integrated with the differential device.

The whole top view of the hybrid vehicle which employ | adopted this invention. 1 is an overall side view of a hybrid vehicle. The detailed top view of the motor vicinity. AA arrow sectional drawing of FIG. The system block diagram of a ventilation unit. The control flowchart of a ventilation unit. Formula (1) which calculates | requires the required ventilation volume Qm of a ventilation fan, and the basic map which calculates the basic ventilation volume Q1 of a ventilation fan. The gain map for calculating the temperature change gain K1 is (a) the first map and (b) the second map. (A) is a gain map for calculating the outside air temperature gain K2, and (b) is a gain map for calculating the external air volume gain K3. The ventilation fan rotation speed map which calculates the ventilation fan target rotation speed Nf. The system block diagram of the ventilation unit of other embodiment. The control flowchart of the ventilation unit of other embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Engine 4 ... Motor 4A ... Motor unit 13 ... Central exhaust pipe 31 ... Blower unit 32 ... Blower fan 61 ... Vehicle speed sensor 62 ... Motor temperature sensor 63 ... Outside temperature sensor 64 ... External air volume sensor 66 ... CPU
67 ... Blower fan motor 161 ... Hybrid ECU
162 ... motor temperature sensor 163 ... CPU

Claims (7)

A control device for a hybrid vehicle comprising an engine and a motor, wherein an exhaust pipe for discharging the exhaust of the engine is disposed in the vicinity of the motor,
Scavenging means for scavenging a heated air layer in a predetermined space between the exhaust pipe and the motor;
Vehicle driving state detecting means for detecting a predetermined driving state of the vehicle;
A control device for a hybrid vehicle, comprising: control means for operating the scavenging means when a predetermined driving state of the vehicle is detected. The vehicle driving state detecting means is a vehicle speed detecting means for detecting a vehicle speed;
The hybrid vehicle control device according to claim 1, wherein the predetermined driving state is equal to or lower than a predetermined vehicle speed including stopping. The vehicle driving state detecting means is driving state detecting means for detecting operating states of the engine and the motor,
The hybrid vehicle control device according to claim 1, wherein the predetermined operation state is when the engine and the motor are operating. Motor temperature detecting means for detecting the temperature of the motor,
4. The hybrid vehicle control device according to claim 2, further comprising stop control means for stopping the operation of the scavenging means when the temperature of the motor is equal to or lower than a predetermined temperature. The scavenging means includes a variable air flow rate mechanism,
5. The control apparatus for a hybrid vehicle according to claim 4, wherein the control is performed so that the amount of blown air increases as the motor temperature increases. An outside air temperature detecting means for detecting the outside air temperature,
The control apparatus for a hybrid vehicle according to claim 5, wherein control is performed so that the amount of air blow increases as the outside air temperature increases. Provided with external air volume detection means for detecting the air volume outside the vehicle,
The control device for a hybrid vehicle according to claim 6, wherein the control is performed so that the air volume decreases as the air volume outside the vehicle increases.

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