JP2010089718A - Device and method for controlling hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce the amount of fuel to be consumed for warming up an internal combustion engine in a hybrid car which is driven at least either an internal combustion engine or a rotary electric machine. <P>SOLUTION: An ECU calculates a predicted engine stop prediction time (S102), and sets a target engine water temperature value TWtag based on the predicted engine stop time and an outside temperature Tout (S104). In this case, the ECU preliminarily sets the target engine water temperature value TWtag as the predicted engine stop time is long, or as the outside temperature Tout is low. When the engine water temperature TW is higher than the target engine water temperature value TWtag (S106: YES), the ECU operates a cooling fan which cools a radiator for radiating the heat of the engine cooling water to the outside (S108), and otherwise (S106: NO), stops the cooling fan (S110). <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to control of a hybrid vehicle having at least an internal combustion engine as one power source, and more particularly to temperature control of cooling water of the internal combustion engine.

  A hybrid vehicle using at least one of an engine and a motor as a power source has been put into practical use. Such hybrid vehicle control technology is disclosed in, for example, Japanese Patent Laid-Open No. 2008-109840 (Patent Document 1) and Japanese Patent No. 3915689 (Patent Document 2).

  Japanese Patent Application Laid-Open No. 2008-109840 discloses a power supply system that can bring out the system performance to the maximum in a hybrid vehicle including a plurality of power storage devices even when the charge / discharge characteristics of the plurality of power storage devices are different. To do. A power supply system disclosed in Japanese Patent Application Laid-Open No. 2008-109840 is a power supply system capable of transferring power to and from a load device, and transfers power between a plurality of chargeable power storage devices and the power supply system and the load device. Power lines, a plurality of converters that are provided corresponding to the plurality of power storage devices, each performing voltage conversion between the corresponding power storage devices and the power lines, and a control device that controls the plurality of converters. The control device executes at least one of a first calculation for calculating a distribution rate of discharge power from the plurality of power storage devices and a second calculation for calculating a distribution rate of charge power to the plurality of power storage devices. A rate calculation unit; And a converter control unit that executes at least one of the second controls to be controlled. In the first calculation, the remaining power amount until the charging state in which the allowable discharge power is limited is calculated for each of the plurality of power storage devices, and the discharge power distribution ratio is set according to the ratio of the remaining power amount among the plurality of power storage devices. Calculated. In the second calculation, a charge allowable amount up to a charge state in which the allowable charge power is limited is calculated for each of the plurality of power storage devices, and the charge power distribution ratio is set according to a ratio of the charge allowable amount between the plurality of power storage devices. Calculated.

  According to the power supply system disclosed in Japanese Patent Application Laid-Open No. 2008-109840, the remaining power amount up to the state of charge (SOC) where the allowable discharge power is limited is calculated for each power storage device, and according to the ratio of the remaining power amount A distribution ratio of discharge power from the plurality of power storage devices is calculated. In addition, since a plurality of converters are controlled in accordance with the discharge power distribution ratio when power is supplied from the power supply system to the load device, the case where any one of the power storage devices reaches the discharge limit earlier than the other power storage devices is suppressed. . In addition, a charge allowable amount up to a state of charge (SOC) in which the allowable charge power is limited is calculated for each power storage device, and a distribution ratio of the charge power to the plurality of power storage devices is calculated according to a ratio of the charge allowable amount. The In addition, since a plurality of converters are controlled according to the charge power distribution ratio when power is supplied from the load device to the power supply system, the case where any of the power storage devices reaches the charge limit earlier than the other power storage devices is suppressed. . Therefore, the opportunity to obtain the maximum charge / discharge characteristics of the entire power supply system is maximized. As a result, even when the charge / discharge characteristics of the plurality of power storage devices are different, the performance of the power supply system can be maximized.

  Japanese Patent No. 3915689 discloses a control device for improving the energy efficiency of a hybrid vehicle including an engine that operates by combustion of fuel and a motor that operates by receiving electric power supplied from a capacitor as power sources. The control device disclosed in Japanese Patent No. 3915689 includes a stop control unit that executes a process of stopping the operation of the engine when a required output to the engine falls below a stop threshold, and cooling water that cools the engine in a low load region. A water temperature control unit that executes high-temperature control that raises the temperature of the water and performs low-temperature control that lowers the temperature of the cooling water in the high-load region, and a stop that sets the stop threshold higher during low-temperature control than during high-temperature control A threshold control unit.

According to the control device disclosed in Japanese Patent No. 3915689, when the required output to the engine decreases during low temperature control and shifts to a low load region, high temperature control is executed, but due to a response delay in cooling water temperature control. In fact, since it takes a certain amount of time for the temperature of the cooling water to reach the high temperature region, a state of low load and low water temperature in which engine efficiency is low temporarily occurs. Therefore, during low temperature control, the stop threshold is set higher than during high temperature control. This makes it easier for the engine to stop when the required output of the engine decreases during low temperature control. Therefore, it is possible to reduce the frequency of operating the engine in a low load and low water temperature state where the engine efficiency is poor.
JP 2008-109840 A Japanese Patent No. 3915689

  By the way, when the engine is operated in a hybrid vehicle, normally, when the engine coolant temperature is lower than the threshold value, the warm-up control that increases the amount of fuel supplied to the engine more than usual to prevent engine stall, etc. Is done. In hybrid vehicles, the engine may be stopped to drive the vehicle with the power of the motor in order to improve fuel efficiency. However, when the engine stop time becomes longer and the engine coolant temperature falls below the above threshold value. Then, it is necessary to perform warm-up control again when the engine is restarted thereafter. Since the warm-up control consumes a large amount of fuel for warming up the engine, the execution of the warm-up control is one factor in deteriorating fuel consumption.

  However, neither of Japanese Patent Application Laid-Open No. 2008-109840 and Japanese Patent No. 3915689 considers such a problem at all.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to consume a warm-up of an internal combustion engine in a hybrid vehicle that runs with the power of at least one of an internal combustion engine and a rotating electrical machine. It is to provide a control device and a control method capable of reducing the amount of fuel to be produced.

  A control device according to a first aspect of the present invention is a control device for a hybrid vehicle that travels with the power of at least one of an internal combustion engine and a rotating electrical machine. During travel of the hybrid vehicle, either hybrid travel control for traveling the hybrid vehicle with the power of both the internal combustion engine and the rotating electrical machine, or electric travel control for traveling the hybrid vehicle with the power of the rotating electrical machine with the internal combustion engine stopped. When the internal combustion engine is operated in the hybrid travel control, the amount of fuel supplied to the internal combustion engine is increased when the temperature of the cooling water of the internal combustion engine is lower than a predetermined threshold value. Warm-up control is performed. The control device includes a water temperature adjusting device that adjusts the temperature of the cooling water of the internal combustion engine, and a control unit that is connected to the water temperature adjusting device. The control unit predicts a stop time during which the internal combustion engine is stopped by execution of electric travel control, and when the predicted stop time is the first time, the predicted stop time is shorter than the first time. A water temperature control unit that controls the water temperature adjusting device is included so as to maintain the temperature of the cooling water higher than in the case of the short second time.

  In the control device according to the second invention, the water temperature adjusting device is a cooling device for cooling the cooling water. The water temperature control unit operates the cooling device when the temperature of the cooling water exceeds a predetermined target temperature, and when the predicted stop time is the first time, the predicted stop time is the second time. The target temperature is set to a higher value than in the case of.

  In the control device according to the third aspect of the present invention, the control device further includes a sensor for detecting the outside air temperature. The water temperature control unit sets the target temperature to a higher value as the outside air temperature is lower in addition to the predicted stop time.

  In the control device according to the fourth aspect of the invention, the hybrid vehicle includes a power storage device that supplies electric power to the rotating electrical machine. The prediction unit calculates a value indicating the state of charge of the power storage device, and predicts that the stop time is longer as the calculated value indicating the state of charge is higher.

  In the control device according to the fifth aspect of the invention, the hybrid vehicle is provided with a navigation device that detects gradient information of the travel route. The prediction unit predicts that the stop time is longer as the ratio of the information indicating the downhill road is larger in the gradient information of the travel route.

  In the control device according to the sixth aspect of the invention, the hybrid vehicle is provided with an input unit through which a driver inputs an electric travel request indicating that electric travel control is requested. The prediction unit predicts that the stop time is longer when there is an electric travel request than when there is no electric travel request.

  A control device according to a seventh aspect of the present invention is a control device for a hybrid vehicle that travels with the power of at least one of an internal combustion engine and a rotating electrical machine. During travel of the hybrid vehicle, either hybrid travel control for traveling the hybrid vehicle with the power of both the internal combustion engine and the rotating electrical machine, or electric travel control for traveling the hybrid vehicle with the power of the rotating electrical machine with the internal combustion engine stopped. When the internal combustion engine is operated in the hybrid travel control, the amount of fuel supplied to the internal combustion engine is increased when the temperature of the cooling water of the internal combustion engine is lower than a predetermined threshold value. Warm-up control is performed. The control device includes a cooling device for cooling the cooling water of the internal combustion engine, and a control unit connected to the cooling device. The control unit acquires parameter information for predicting a stop time when the internal combustion engine is stopped by executing the electric travel control, predicts the stop time based on the acquired parameter information, and the predicted stop time is long As the outside air temperature and the outside air temperature are lower, the target temperature of the cooling water is set to a higher value, the cooling device is operated when the temperature of the cooling water exceeds the target temperature, and the cooling water is cooled when the temperature does not exceed the target temperature. Stop the device.

  A control device according to an eighth aspect of the present invention is a control method performed by a control device for a hybrid vehicle that travels with the power of at least one of an internal combustion engine and a rotating electrical machine. During travel of the hybrid vehicle, either hybrid travel control for traveling the hybrid vehicle with the power of both the internal combustion engine and the rotating electrical machine, or electric travel control for traveling the hybrid vehicle with the power of the rotating electrical machine with the internal combustion engine stopped. When the internal combustion engine is operated in the hybrid travel control, the amount of fuel supplied to the internal combustion engine is increased when the temperature of the cooling water of the internal combustion engine is lower than a predetermined threshold value. Warm-up control is performed. A water temperature adjusting device that adjusts the temperature of the cooling water of the internal combustion engine is connected to the control device. The control method includes a step of predicting a stop time during which the internal combustion engine is stopped by execution of electric travel control, and when the predicted stop time is the first time, the predicted stop time is shorter than the first time. And a step of controlling the water temperature adjusting device so as to maintain the temperature of the cooling water higher than that in the second time.

  According to the present invention, when the stop time during which the internal combustion engine is stopped is predicted by executing the electric travel control and the predicted stop time is the first time, the predicted stop time is shorter than the first time. The water temperature control device is controlled so as to maintain the temperature of the cooling water higher than in the case of the second time. As a result, even when electric travel control is positively performed, warm-up control is less likely to be performed when the internal combustion engine is restarted thereafter. Therefore, the amount of fuel consumed for warming up the engine can be reduced.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  With reference to FIG. 1, the control block diagram of the whole hybrid vehicle provided with the control apparatus which concerns on this Embodiment is demonstrated. A vehicle to which the control device according to the present invention can be applied is not limited to the hybrid vehicle shown in FIG. 1 as long as the vehicle can travel at least with the engine temporarily stopped.

  Hybrid vehicle includes an engine 120, a motor generator 140A (MG (2) 140A), and a motor generator 140B (MG (1) 140B). Hereinafter, MG (2) 140A and MG (1) 140B are also referred to as “motor generator 140” without distinction.

  Further, the hybrid vehicle transmits a power generated by the engine 120 and the motor generator 140 to the drive wheels 180, and transmits a drive of the drive wheels 180 to the engine 120 and the motor generator 140, and an input shaft 210. Is connected to the crankshaft of the engine 120, and the power split mechanism 200 distributes the power generated by the engine 120 to a path transmitted to the drive wheels 180 via the output shaft 220 and a path transmitted to the MG (1) 140B. Battery 150 for storing electric power for driving motor generator 140, and inverter 154 that performs current control while mutually converting DC power of battery 150 and AC power of MG (2) 140A and MG (1) 140B, Hive so that hybrid vehicles can operate most efficiently Including ECU8000 for controlling the entire Ddoshisutemu.

  The hybrid vehicle is an electric vehicle traveling (hereinafter also referred to as “EV traveling”) that travels using the power of the motor generator 140 with the engine 120 stopped, and a hybrid that travels using the power of both the engine 120 and the motor generator 140. It is possible to travel (hereinafter also referred to as “HV traveling”).

  Engine 120 is an internal combustion engine that burns a mixture of fuel and air injected from an injector (not shown) in a combustion chamber of a cylinder. A water jacket through which cooling water flows is formed inside the engine 120. This cooling water circulates between the engine 120 and the radiator 130 when the electric pump 132 controlled by the ECU 8000 is operated. The engine coolant that has absorbed the heat of the engine 120 enters the radiator 130, is cooled by the radiator 130, and is then returned to the engine 120 again. The electric pump 132 is always operated at least during the operation of the engine 120.

  Further, the hybrid vehicle is provided with a switching valve 133 and a cooling fan 131 as another device for adjusting the temperature of the cooling water of the engine 120.

  The switching valve 133 is a valve (so-called thermostat) that is mechanically operated according to the temperature of the cooling water flowing inside, and is provided in a part of the cooling water circulation path between the engine 120 and the radiator 130. The switching valve 133 operates to circulate the cooling water via the radiator 130 when the temperature of the cooling water flowing inside is higher than a predetermined temperature. Thereby, the cooling water is cooled by the radiator 130. On the other hand, when the temperature of the cooling water flowing inside is lower than a predetermined temperature, the switching valve 133 operates so as to circulate the cooling water via the bypass path 134 (without passing through the radiator 130). Thereby, since the cooling water is not cooled by the radiator 130, the temperature of the cooling water quickly rises and the engine 120 is quickly warmed up.

  The cooling fan 131 is provided in the vicinity of the radiator 130. The cooling fan 131 is controlled by the ECU 8000. Due to the operation of the cooling fan 131, the radiator 130 is cooled, and the heat dissipation efficiency of the radiator 130 (efficiency for releasing the heat of the cooling water flowing through the radiator 130 to the outside air) is improved.

  The motor generator 140 functions as a generator or a motor depending on the traveling state of the hybrid vehicle. The rotating shaft of the motor generator 140 transmits a driving force to the driving wheels 180 via the drive shaft 170. The vehicle travels with the driving force from motor generator 140. Regenerative braking is performed when motor generator 140 functions as a generator. When motor generator 140 functions as a generator, the kinetic energy of the vehicle is converted into electric energy, and the vehicle is decelerated.

  Inverter 154 converts DC power of battery 150 into AC power and supplies it to motor generator 140 when motor generator 140 functions as a motor. The inverter 154 controls the electric power supplied to the motor generator 140 so that the motor generator 140 has a rotation speed and a rotation direction required by a control signal from the ECU 8000.

  Further, a boost converter 152 is provided between the battery 150 and the inverter 154. This is because the rated voltage of the battery 150 is lower than the rated voltage of the MG (2) 140A or MG (1) 140B, so when power is supplied from the battery 150 to the MG (2) 140A or MG (1) 140B, The boost converter 152 boosts the power. Note that when the battery 150 is charged with the power generated by the MG (2) 140A or the MG (1) 140B, the power is stepped down by the boost converter.

  The ECU 8000 includes resolver circuits 142A and 142B, a shift position sensor 504, an accelerator opening sensor 508, an engine speed sensor 510, a vehicle speed sensor 512, a brake pedal force sensor 516, an engine water temperature sensor 524, and an outside air temperature. The sensor 522 and the monitoring unit 156 are connected via a harness or the like.

  The resolver circuit 142A detects the rotational position θ2 of the rotor of the MG (2) 140A. The resolver circuit 142B detects the rotational position θ1 of the rotor of the MG (1) 140B. The shift position sensor 504 detects the position of the shift lever 502 (shift position SP) provided so as to be movable along the shift path formed in the shift gate 100. The accelerator opening sensor 508 detects the opening of the accelerator pedal 506 (accelerator opening ACC). Engine rotation speed sensor 510 detects the rotation speed (engine speed NE) of a crankshaft that is the output shaft of engine 120. The vehicle speed sensor 512 detects the rotational speed of the drive shaft 170 as the vehicle speed V. The brake depression force sensor 516 detects the depression force (brake depression force Fb) of the brake pedal 514 by the driver. The engine water temperature sensor 524 detects the temperature of the engine cooling water (engine water temperature) TW. The outside air temperature sensor 522 detects the outside air temperature Tout. The monitoring unit 156 detects the state of the battery 150 (battery voltage value VB, battery current value IB, battery temperature TB, etc.). Each sensor transmits a signal representing the detection result to ECU 8000.

  Furthermore, an EV switch 518 and a navigation device 520 are connected to ECU 8000.

  The EV switch 518 is a switch operated by the driver when the driver requests the above-described EV traveling. When the EV switch 518 is turned on by the driver, the EV switch 518 transmits to the ECU 8000 an EV request signal indicating that the driver requests EV traveling.

  The navigation device 520 detects the travel position of the hybrid vehicle using a GPS (Global Positioning System), and based on the detected travel position and previously stored map information, the travel route and travel to the destination of the hybrid vehicle. The gradient information of the route is detected, and the detection result is transmitted to the ECU 8000.

  The ECU 8000 is configured so that the vehicle is in a desired running state based on a signal sent from each sensor, the EV switch 518, the navigation device 520, etc., a map and a program stored in a ROM (Read Only Memory). Control.

  FIG. 2 shows a control structure of a program executed when ECU 8000 selects EV traveling or HV traveling. As shown in FIG. 2, ECU 8000 determines whether EV traveling is possible (step (hereinafter, step is abbreviated as S) 1). In this determination, for example, when the SOC (State Of Charge) indicating the state of charge of the battery 150 is sufficiently high, when the EV request signal is detected, when the gradient information of the travel route indicates a downhill road, etc. The frequency at which it is determined that traveling is possible increases. In order to improve fuel efficiency, ECU 8000 stops engine 120 and performs EV traveling (S2) when EV traveling is possible (YES in S1), and otherwise (NO in S1). The engine 120 is operated to perform HV traveling (S3). The intermittent operation of the engine 120 (operation that temporarily stops the engine 120) is performed by switching between the EV traveling and the HV traveling.

  FIG. 3 shows a control structure of a program executed when ECU 8000 selects between warm-up operation and normal operation. As shown in FIG. 3, when engine 120 is in operation (YES in S10), ECU 8000 determines whether engine water temperature TW is lower than threshold value TWlow (for example, 80 degrees) (S20). If TW <TWlow (YES in S20), warm-up control is performed to increase the amount of fuel supplied to the engine 120 from that during normal control for reasons such as preventing engine stall (S30), otherwise (NO in S20), normal control is performed (S40).

  By executing these controls, for example, when the SOC of the battery 150 is sufficiently high, when an EV request signal is detected, or when the slope information of the travel route to the destination indicates that the downhill road continues. Therefore, it is expected that the EV traveling (S2) is frequently performed in the subsequent traveling. If the frequency of EV traveling increases, the engine 120 stop time becomes longer, and the engine water temperature TW may be lower than the threshold value TWlow (YES in S20). In this case, there is a concern that the above-described warm-up control (S30) is performed when the engine 120 is in operation (restarted), and the fuel consumption deteriorates.

  Therefore, the control device according to the present embodiment determines the frequency of EV travel in the subsequent travel or the duration of EV travel based on the SOC of battery 150, the presence / absence of an EV request signal, the gradient information of the travel route, and the like. If it is predicted that the EV traveling frequency is high or the EV traveling duration is expected to be long, the engine water temperature TW is cooled to keep the engine water temperature TW high in advance in consideration of the decrease in the engine water temperature TW in the subsequent traveling. The fan 131 is controlled.

  FIG. 4 shows a functional block diagram of the vehicle control apparatus according to the present embodiment. In the following description, a case where the ECU 8000 realizes the function of the vehicle control device according to the present embodiment will be described. Note that the function of the control device may be realized by a device other than ECU 8000.

  The ECU 8000 stores an input interface 8100 that receives information from each sensor and the like, and various information, programs, threshold values, maps, and the like, and data is read or stored from the arithmetic processing unit 8200 as necessary. Storage unit 8300, an arithmetic processing unit 8200 that performs arithmetic processing based on information from input interface 8100 and storage unit 8300, and an output interface 8400 that outputs a processing result of arithmetic processing unit 8200 to each device.

  Arithmetic processing unit 8200 includes a prediction unit 8210, a setting unit 8220, and a control unit 8230.

  The prediction unit 8210 predicts the frequency of EV travel or the duration of EV travel in subsequent travels using parameters such as the SOC of the battery 150, the presence or absence of an EV request signal, and gradient information of the travel route to the destination. Prediction unit 8210 calculates the SOC of battery 150 based on battery voltage value VB and battery current value IB, and predicts that the higher the SOC, the higher the frequency of EV travel or the longer the duration of EV travel. Further, the prediction unit 8210 predicts that the EV traveling frequency is higher or the duration of the EV traveling is longer when the EV request signal is detected than when the EV request signal is not detected. Further, the prediction unit 8210 predicts that the EV traveling frequency is higher as the descending slope ratio is higher in the gradient information of the traveling route, or the EV traveling duration is longer as the distance that the descending slope continues is longer. Predict.

  FIG. 5 shows a map used for predicting the frequency of EV travel. The map shown in FIG. 5 is a map in which the estimated engine stop time is stored in advance using the SOC and descending slope ratio as parameters. Here, the predicted engine stop time indicates the total time that the engine 120 is predicted to be stopped before a predetermined time (for example, the time until arrival at the destination) elapses, and corresponds to the frequency of EV travel. The value to be Note that the estimated engine stop time may be set to a value corresponding to the duration of EV travel, indicating the time during which the engine 120 is stopped. As shown in FIG. 5, the predicted engine stop time is set to a longer time as the SOC is higher and the ratio of the downhill road is larger. A plurality of such maps are provided according to the travel pattern such as the presence or absence of the EV request signal and stored in the storage unit 8300 in advance. Prediction unit 8210 selects a map corresponding to the travel pattern based on the presence or absence of an EV request signal, and calculates predicted engine stop time based on the selected map, SOC, and gradient information. The map shown in FIG. 5 is an example, and the present invention is not limited to this.

  Returning to FIG. 4, the setting unit 8220 sets the engine water temperature target value TWtag based on the outside air temperature Tout and the predicted engine stop time calculated by the prediction unit 8210.

  FIG. 6 shows a map used for setting the engine water temperature target value TWtag. The map shown in FIG. 6 is a map in which the engine water temperature target value TWtag is stored in advance using the outside air temperature Tout and the estimated engine stop time as parameters. In FIG. 6, the engine coolant temperature target value TWtag is set to a higher value as the predicted engine stop time is longer (that is, the EV travel frequency is higher or the EV travel duration is longer). Thus, the longer the predicted engine stop time, the higher the engine water temperature target value TWtag is set to a higher value, even when the engine water temperature TW decreases due to engine stop in the subsequent travel. This is to prevent the engine water temperature TW from falling below the threshold value TWlow. Further, considering that the engine water temperature TW decreases earlier as the outside air temperature Tout is lower even if the predicted engine stop time is the same, the engine water temperature target value TWtag is set to a higher value as the outside air temperature Tout is lower. The The map shown in FIG. 6 is stored in the storage unit 8300 in advance. The setting unit 8220 sets the engine water temperature target value TWtag based on the outside air temperature Tout and the predicted engine stop time calculated by the prediction unit 8210. The map shown in FIG. 6 is an example, and the present invention is not limited to this.

  Returning to FIG. 4, control unit 8230 controls cooling fan 131 based on engine water temperature TW and engine water temperature target value TWtag set by setting unit 8220. The control unit 8230 operates the cooling fan 131 when TW> TWtag, and improves the heat dissipation efficiency of the radiator 130. In addition, the control unit 8230 stops the cooling fan 131 when TW <TWtag.

  Each function described above may be realized by software, or may be realized by hardware. In the following description, when the above-described function is realized by software (specifically, when the CPU that is the arithmetic processing unit 8200 executes the program stored in the storage unit 8300, the above-described function is realized). ).

  Hereinafter, a control structure of a program executed by ECU 8000 will be described with reference to FIG. This program is repeatedly executed at a predetermined cycle time.

  In S100, ECU 8000 acquires parameter information necessary for calculating the estimated engine stop time. The parameter information includes the presence / absence of an EV request signal, the SOC of the battery 150, the ratio of the downhill road in the gradient information of the travel route, and the like. That is, ECU 8000 detects the EV request signal, calculates the SOC of battery 150, and calculates the ratio of the downhill road in the travel route gradient information.

  In S102, ECU 8000 calculates the estimated engine stop time based on the acquired parameter information, the map shown in FIG. That is, ECU 8000 calculates the estimated engine stop time longer as the SOC of battery 150 is higher and as the percentage of downhill roads in the gradient information of the travel route increases. ECU 8000 calculates the estimated engine stop time longer when the EV request signal is detected than when it is not detected.

  In S104, ECU 8000 sets engine water temperature target value TWtag based on the predicted engine stop time, outside air temperature Tout, and the map shown in FIG. That is, in the subsequent travel, even when the engine water temperature TW decreases due to the engine stop, the ECU 8000 determines that the engine water temperature TW at the subsequent engine restart is the above-described threshold value TWlow (the warm-up control is performed). In order to prevent lowering than the threshold value), the engine water temperature target value TWtag is set to a higher value in advance as the estimated engine stop time is longer. In consideration of the fact that the engine water temperature TW decreases earlier as the outside air temperature Tout is lower, the ECU 8000 sets the engine water temperature target value TWtag to a higher value in advance as the outside air temperature Tout is lower.

  In S106, ECU 8000 determines whether engine water temperature TW is higher than engine water temperature target value TWtag. If engine water temperature TW is higher than engine water temperature target value TWtag (YES in S106), the process proceeds to S108. Otherwise (NO in S106), the process proceeds to S110.

  In S108, ECU 8000 operates cooling fan 131. In S110, ECU 8000 stops cooling fan 131.

  The operation of ECU 8000 serving as the vehicle control apparatus according to the present embodiment based on the above-described structure and flowchart will be described.

  When the SOC of battery 150 is sufficiently high, when an EV request signal is detected, or when gradient information of the travel route indicates a downhill road, it is easy to determine that EV travel is possible (YES in S1). Become. As a result, the frequency at which the engine 120 is stopped and the EV traveling (S2) is performed is increased, and the time during which the EV traveling (S2) is continuously performed is also increased. Due to this influence, the stop time of the engine 120 becomes longer, and the engine water temperature TW decreases. If engine water temperature TW at the time of subsequent engine start is lower than threshold value TWlow (YES in S20), the above-described warm-up control (S30) is performed and fuel consumption is deteriorated.

  Therefore, ECU 8000 calculates the estimated engine stop time as a value indicating the frequency or duration of EV travel in the subsequent travel (S100, S104). Then, as shown in the map of FIG. 6, the ECU 8000 sets the engine water temperature target value TWtag to a higher value in advance as the estimated engine stop time becomes longer (S104), and the engine water temperature TW exceeds the engine water temperature target value TWtag. The cooling fan 131 is controlled so as not to exist (S106, 108, S110).

  Thus, when EV traveling is possible, EV traveling is performed as much as possible, and even when the engine water temperature TW is decreased due to EV traveling, the engine water temperature TW at the subsequent engine restart is equal to the threshold value TWlow ( It is easy to prevent the threshold value from being lowered below the threshold value at which the warm-up control is performed. Therefore, while actively performing EV traveling, it is possible to suppress warm-up control during subsequent HV traveling (engine restart) or shorten the duration of warm-up control, and improve fuel efficiency. .

  As described above, according to the control device according to the present embodiment, the frequency or duration of EV traveling is predicted in the subsequent traveling, and it is expected that the frequency of EV traveling is high or the duration of EV traveling is large. The cooling fan 131 is controlled so as to keep the engine water temperature TW higher than usual. Therefore, it is possible to suppress warm-up control or shorten the warm-up control time during subsequent HV traveling while actively performing EV traveling, thereby improving fuel efficiency.

  Although the switching valve 133 is described as a mechanically operated thermostat in the present embodiment, the switching valve 133 may be a valve that is electrically operated by a control signal of the ECU 8000 instead of the thermostat. . When the switching valve 133 is electrically operated as described above, the switching valve 133 is set to keep the engine water temperature TW higher than usual in accordance with the estimated engine stop time in the same manner as the cooling fan 131. You may make it control.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a figure which shows the structure of the vehicle by which the control apparatus which concerns on embodiment of this invention is mounted. It is a flowchart (the 1) which shows the control structure of ECU. It is a flowchart (the 2) which shows the control structure of ECU. It is a functional block diagram of ECU which is a control device concerning an embodiment of the invention. It is a figure which shows the map used for prediction of the frequency of EV driving | running | working. It is a figure which shows the map used for the setting of engine water temperature target value TWtag. It is a flowchart (the 3) which shows the control structure of ECU.

Explanation of symbols

  100 shift gate, 120 engine, 130 radiator, 131 cooling fan, 132 electric pump, 133 switching valve, 134 bypass path, 140, 140A, 140B motor generator, 142A, 142B resolver circuit, 150 battery, 152 boost converter, 154 inverter, 156 Monitoring unit, 160 Reducer, 170 Drive shaft, 180 Drive wheel, 200 Power split mechanism, 210 Input shaft, 220 Output shaft, 502 Shift lever, 504 Shift position sensor, 506 Accelerator pedal, 508 Accelerator opening sensor, 510 Engine Rotational speed sensor, 512 Vehicle speed sensor, 514 Brake pedal, 516 Brake pedal force sensor, 518 EV switch, 520 Navigation device, 522 Outside air temperature Capacitors, 524 engine water temperature sensor, 8000 ECU, 8100 input interface, 8200 operation processing section, 8210 the prediction unit, 8220 setting unit, 8230 a control unit, 8300 a storage section, 8400 an output interface.

Claims (8)

A control apparatus for a hybrid vehicle that travels with power of at least one of an internal combustion engine and a rotating electrical machine, wherein the hybrid vehicle travels with power of both the internal combustion engine and the rotating electrical machine while the hybrid vehicle is traveling. One of the traveling control of hybrid traveling control and electric traveling control for stopping the internal combustion engine and causing the hybrid vehicle to travel with the power of the rotating electrical machine is executed, and the internal combustion engine is operated in the hybrid traveling control. When the temperature of the cooling water of the internal combustion engine is lower than a predetermined threshold value, warm-up control is performed to increase the amount of fuel supplied to the internal combustion engine,
The control device includes:
A water temperature adjusting device for adjusting the temperature of the cooling water of the internal combustion engine;
A control unit connected to the water temperature adjusting device,
The controller is
A prediction unit that predicts a stop time during which the internal combustion engine is stopped by the execution of the electric travel control;
When the predicted stop time is the first time, as compared with the case where the predicted stop time is the second time shorter than the first time, the temperature of the cooling water is maintained higher. A control device for a hybrid vehicle, comprising: a water temperature control unit that controls the water temperature adjustment device. The water temperature adjusting device is a cooling device that cools the cooling water,
The water temperature control unit operates the cooling device when the temperature of the cooling water exceeds a predetermined target temperature, and when the predicted stop time is the first time, the predicted stop The hybrid vehicle control device according to claim 1, wherein the target temperature is set to a higher value than when the time is the second time. The control device further includes a sensor for detecting an outside air temperature,
The control apparatus for a hybrid vehicle according to claim 2, wherein the water temperature control unit sets the target temperature to a higher value as the outside air temperature is lower in addition to the predicted stop time. The hybrid vehicle includes a power storage device that supplies electric power to the rotating electrical machine,
The said prediction part calculates the value which shows the charge condition of the said electrical storage apparatus, and it predicts that the said stop time is long, so that the calculated value which shows the said charge condition is high. Control device for hybrid vehicle. The hybrid vehicle is provided with a navigation device that detects gradient information of a travel route,
The control unit for a hybrid vehicle according to any one of claims 1 to 4, wherein the prediction unit predicts that the stop time is longer as the ratio of information indicating a downhill road is larger in the gradient information of the travel route. The hybrid vehicle includes an input unit for a driver to input an electric travel request indicating that the electric travel control is requested.
The control unit for a hybrid vehicle according to any one of claims 1 to 5, wherein the prediction unit predicts that the stop time is longer when there is the electric travel request than when there is no electric travel request. A control apparatus for a hybrid vehicle that travels with power of at least one of an internal combustion engine and a rotating electrical machine, wherein the hybrid vehicle travels with power of both the internal combustion engine and the rotating electrical machine while the hybrid vehicle is traveling. One of the traveling control of hybrid traveling control and electric traveling control for stopping the internal combustion engine and causing the hybrid vehicle to travel with the power of the rotating electrical machine is executed, and the internal combustion engine is operated in the hybrid traveling control. When the temperature of the cooling water of the internal combustion engine is lower than a predetermined threshold value, warm-up control is performed to increase the amount of fuel supplied to the internal combustion engine,
The control device includes:
A cooling device for cooling the cooling water of the internal combustion engine;
A control unit connected to the cooling device,
The control unit acquires parameter information for predicting a stop time during which the internal combustion engine is stopped by executing the electric travel control, predicts the stop time based on the acquired parameter information, and the prediction The longer the stopped time and the lower the outside air temperature, the higher the target temperature of the cooling water is set to a higher value, and when the temperature of the cooling water exceeds the target temperature, the cooling device is operated, A control device for a hybrid vehicle, which stops the cooling device when the temperature of the vehicle does not exceed the target temperature. A control method performed by a control device for a hybrid vehicle that travels with the power of at least one of an internal combustion engine and a rotating electrical machine, wherein the hybrid is powered by the power of both the internal combustion engine and the rotating electrical machine while the hybrid vehicle is traveling. One of the traveling control of hybrid traveling control for traveling the vehicle and electric traveling control for stopping the internal combustion engine and traveling the hybrid vehicle with the power of the rotating electrical machine is executed. When operating the engine, warm-up control is performed to increase the amount of fuel supplied to the internal combustion engine when the temperature of the cooling water of the internal combustion engine is lower than a predetermined threshold value. A water temperature adjusting device for adjusting the temperature of the cooling water of the internal combustion engine is connected,
The control method is:
Predicting a stop time during which the internal combustion engine is stopped by executing the electric travel control;
When the predicted stop time is the first time, as compared with the case where the predicted stop time is the second time shorter than the first time, the temperature of the cooling water is maintained higher. Controlling the water temperature adjusting device.

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