JP2010138868A - Control device and control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device capable of maintaining a good starting condition of an engine while improving energy efficiency by preheating cooling water of the engine only when required by a simple structure of a flow passage. <P>SOLUTION: This control device for controlling the engine and motor generators connected via a power division mechanism based on request power of a vehicle includes a memory for storing a control condition, and a control part CU for estimating an engine starting period based on the control condition stored in the memory, controlling a valve mechanism 66 for making cooling water of a first cooling device 60 for cooling an engine 100 or cooling water of a second cooling device 70 for cooling the motor generators 110, 120 to flow in an afterheat flow passage before the estimated engine starting period, and preheating the cooling water of the first cooling device 60 by the cooling water of the second cooling device 70 via the afterheat flow passage 67. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control device and a control method for driving a vehicle using an engine and a motor as drive sources.

  In recent years, in consideration of environmental problems, a hybrid vehicle equipped with an engine and a motor generator connected via a power split mechanism has attracted attention.

  A hybrid vehicle stores power generated by a generator driven by an engine via a power split mechanism in a secondary battery, and drives the motor with power supplied from the secondary battery, thereby driving the vehicle with power other than the engine. Is configured to be possible.

  The control device for the hybrid vehicle determines whether the engine travels or the motor travels based on the amount of operation of the accelerator pedal by the driver and the state of charge (hereinafter referred to as “SOC”) of the secondary battery. Switch control.

  In such a hybrid vehicle, the appropriate temperature of the cooling water for cooling the engine and the appropriate temperature of the cooling water for cooling the motor generator and the motor generator drive circuit are different, and the heat value of the engine and the heat value of the motor generator, etc. Therefore, a cooling device that cools the engine and a cooling device that cools the motor control unit are provided independently.

  Each cooling device is cooled by a cooling water passage that circulates cooling water to cool the engine or motor generator to be cooled, a radiator that dissipates cooling water heated in the cooling water passage, and a radiator A water pump for circulating the cooling water through the cooling water channel is provided.

  However, during normal travel that does not require a large travel torque, travel control by the motor is executed exclusively by the control device, and the engine start opportunity decreases, so the engine cannot be preheated.

  When the engine is started when the engine temperature is low, there is a problem that the friction loss of the engine increases because the oil film temperature of each sliding portion in the engine is low and the viscosity of the oil is high.

Therefore, Patent Document 1 discloses a first cooling circuit that cools the engine, a second cooling circuit that cools the controller of the drive motor, a bypass passage that connects the first cooling circuit and the second cooling circuit, and the bypass Switching means for switching the flow path of each cooling circuit to the passage, operating state detecting means for detecting the operating state of the engine, a first water temperature sensor for detecting the water temperature in the first cooling circuit, and a water temperature in the second cooling circuit There has been proposed a cooling device for a hybrid electric vehicle, characterized in that it comprises a second water temperature sensor for detecting the temperature and a control means for controlling the switching means in accordance with these detected values.
Japanese Patent Laid-Open No. 11-22466

  However, since the cooling device described in Patent Document 1 is configured to connect the first cooling circuit and the second cooling circuit, each having a different cooling temperature, by a bypass passage, a plurality of thermostats (temperature control valves) are provided in the flow path. ) Must be incorporated to switch the flow path, which causes a problem of complicated control. For example, it is necessary to keep the cooling water temperature of the control unit of the drive motor from 50 ° C. to 70 ° C. or lower, and the engine cooling water temperature needs to be kept at 100 ° C., as exemplified.

  In addition, there is also a problem that it is impossible to cope with the case where the composition of the cooling water needs to be varied due to the difference in the temperature of each cooling water.

  Further, when the cooling water temperature of the engine is low, if the cooling water of the second cooling circuit is arbitrarily circulated to the first cooling water, there is a problem that energy such as the power of the water pump of the first cooling circuit is wasted. .

  In view of the above-described problems, the object of the present invention is to preheat engine cooling water only when necessary with a simple flow path configuration, thereby maintaining good engine starting conditions while improving energy efficiency. It is the point which provides the control apparatus and control method which can be performed.

  In order to achieve the above-described object, a characteristic configuration of the control device according to the present invention is a control device that causes a vehicle to travel using an engine and a motor as drive sources, the storage unit storing parameters received from the outside, and the storage unit The engine start time is predicted based on the stored parameters, and before the predicted engine start time, the cooling water of the first cooling device that cools the engine or the second cooling device that cools the motor generator is passed through the remaining heat flow path. And a controller that preheats the cooling water of the first cooling device with the cooling water of the second cooling device through the residual heat flow path by controlling the valve mechanism to be flowed.

  According to the above-described configuration, the time when the engine is started is predicted based on the parameters stored in the storage unit, and the engine coolant is appropriately preheated corresponding to the predicted time.

  Moreover, since either the cooling water of the second cooling device that cools the motor generator or the cooling water of the first cooling device that cools the engine is passed through the residual heat flow path and does not communicate with each other, each cooling water Even if the composition of the cooling water is different due to the difference in temperature, a simple flow path configuration can be realized.

  As described above, according to the present invention, the engine cooling condition can be kept good while improving the energy efficiency by preheating the engine cooling water only when necessary with a simple flow path configuration. A control device can be provided.

  Hereinafter, a control device according to the present invention will be described.

  As shown in FIG. 1, the hybrid vehicle 1 includes an engine 100, a first MG (Motor Generator) 110, and a second MG (Motor Generator) 120 as power sources.

  The hybrid vehicle 1 has the engine 100, the first MG 110, and the second MG 120 coupled to the power split mechanism 130 so that the hybrid vehicle 1 can travel with the driving force from at least one of the engine 100 and the second MG 120.

  1st MG110 and 2nd MG120 are comprised with an alternating current rotating electrical machine, for example, the three-phase alternating current synchronous rotating machine (refer FIG. 3) provided with a U-phase coil, a V-phase coil, and a W-phase coil is used.

  Power split device 130 includes a sun gear, a pinion gear, a carrier, and a ring gear, and is constituted by a planetary gear mechanism in which the pinion gear engages with the sun gear and the ring gear.

  A carrier that supports the pinion gear so as to rotate is connected to the crankshaft of the engine 100, a sun gear is connected to the rotating shaft of the first MG 110, and a ring gear is connected to the rotating shaft of the second MG 120 and the speed reducer 140, as shown in FIG. The rotational speeds of engine 100, first MG 110, and second MG 120 are related to each other so as to be connected by a straight line on the alignment chart.

  The hybrid vehicle 1 is mounted with a battery unit 10 that is a high-voltage battery of about 280 V DC that is charged by the power generated by the first MG 110 by the driving force of the engine 100 and supplies the charged power to the second MG 120.

  The battery unit 10 is composed of a nickel metal hydride battery or a lithium ion battery.

  As shown in FIGS. 1 and 3, the hybrid vehicle 1 includes a hybrid vehicle ECU (hereinafter referred to as “HV-ECU”) 170, a first MG 110, and a second MG 120 as a system control unit that performs overall control of vehicle power. A motor generator ECU (hereinafter referred to as “MG-ECU”) 171 for controlling the engine, an engine ECU 1 (hereinafter referred to as “ENG-ECU”) 172 for controlling the engine, and a battery ECU (hereinafter referred to as “ENG-ECU”) provided in the battery unit. In addition to a navigation device 173 that guides the route of the vehicle to the destination, a plurality of electronic control devices (Electric, such as a brake ECU that controls the braking mechanism, an anti-theft ECU that implements an anti-theft function) Control Unit; hereinafter referred to as “ECU”).

  Each ECU includes a single CPU or a plurality of CPUs, a ROM storing a control program executed by the CPU, a RAM used as a working area of the CPU, an input / output circuit, and a CAN (Controller An area network interface circuit (hereinafter referred to as “CAN-I / F”) and the like are provided, and are driven by electric power supplied from a low-voltage battery of about DC 12V.

  Each ECU is connected via a CAN communication line via a CAN-I / F, and various control information required between the ECUs is exchanged via the CAN.

  The battery unit 10 is connected to the buck-boost converter 30 via the system main relay Ry1, and after the output voltage of the buck-boost converter 30 is converted into an AC voltage by the first inverter 40 and the second inverter 50, the first MG 110 and the second MG 120. It is comprised so that it may be applied to.

  Buck-boost converter 30 includes a reactor, two npn transistors that are power switching elements, and two diodes. One end of the reactor is connected to the positive electrode side of the battery unit 10, and the other end is connected to a connection node of two npn transistors. Two npn transistors are connected in series, and a diode is connected in antiparallel to each npn transistor.

  As the npn-type transistor, for example, an IGBT (Insulated Gate Bipolar Transistor) can be suitably used. In place of the npn transistor, a power switching element such as a power MOSFET (Metal Oxide Semiconductor Field-Effect Transistor) can be used.

  First inverter 40 includes a U-phase arm, a V-phase arm, and a W-phase arm connected in parallel to each other. Each phase arm includes two npn-type transistors connected in series, and a diode is connected in antiparallel to each npn-type transistor. A connection node of two npn transistors constituting each phase arm is connected to a corresponding coil end of first MG 110.

  First inverter 40 converts DC power supplied from buck-boost converter 30 into AC power and supplies it to first MG 110, or converts AC power generated by first MG 110 into DC power and converts it into converter 30. Supply.

  The second inverter 50 is also configured in the same manner as the first inverter 40, and the connection nodes of the two npn-type transistors constituting each phase arm are connected to the corresponding coil ends of the second MG 120.

  The second inverter 50 converts the DC power supplied from the step-up / down converter 30 into AC power and supplies the AC power to the second MG 120, or powers the AC power generated by the second MG 120 into DC current to generate the step-up / down converter. 30.

  When the ignition switch, which is a system start switch, is turned on, the HV-ECU 170 closes the system main relay Ry1 after closing the power relay for supplying power to each ECU from the low voltage battery and starting each ECU. The MG-ECU 171 and, if necessary, the EGN-ECU 172 are controlled based on the accelerator operation of the person and the vehicle is travel controlled.

  The HV-ECU 170 monitors the state of charge of the battery unit 10 (hereinafter referred to as “SOC (State Of Charge)”) via the BAT-ECU 174. When the SOC is within a predetermined range, the HV-ECU 170 passes through the MG-ECU 171. Thus, the second MG 120 is driven using at least one of the electric power stored in the battery unit 10 or the electric power generated by the first MG 110 to assist the power of the engine 100. The driving force of second MG 120 is transmitted to driving wheel 160 via reduction gear 140.

  When the SOC of battery unit 10 becomes lower than a predetermined value, HV-ECU 170 starts engine 100 through engine ECU 172 and uses the generated power of first MG 110 driven through power split mechanism 130 as the battery unit. Control to store in 10.

  Further, when the SOC of battery unit 10 becomes higher than a predetermined value, HV-ECU 170 stops engine 100 through engine ECU 172 and uses the electric power stored in battery unit 10 through MG-ECU 171. The second MG 120 is driven.

  Based on the control command from HV-ECU 170, MG-ECU 171 controls the power switching element of step-up / step-down converter 30 when the motor is running, and boosts the output voltage of battery unit 10 to a predetermined level. The second MG 120 is driven by controlling each phase arm, and each phase arm of the first inverter 40 is controlled at the time of charging to convert the generated power from the first MG 110 into DC power, and the voltage is stepped down by the step-up / down converter 30. Charge the unit 10.

  On the other hand, at the time of braking of the vehicle, the MG-ECU 171 controls the second MG 120 driven by the drive wheels 160 via the speed reducer 140 as a generator based on a control command from the HV-ECU 170, and the second MG 120 The generated power is stored in the battery unit 10. That is, the second MG 120 is used as a regenerative brake that converts braking energy into electric power.

  As shown in FIG. 4, the hybrid vehicle 1 is provided with a first cooling device 60 that cools the engine, and a second cooling device 70 that cools the first MG 110, the second MG 120, and the inverters 40 and 50.

  The first cooling device 60 circulates cooling water to cool the cooling water passage 61 that cools the engine 100 to be cooled, the heater 64 that uses the cooling water heated by the engine 100 as a heat source, and the high-temperature cooling water to dissipate heat. A radiator 62 provided with a cooling fan 63 and a water pump 65 for circulating the cooling water cooled by the radiator 62 to the cooling water passage 61 are provided.

  Further, a temperature sensor 68 for detecting the temperature of the cooling water is provided in the vicinity of the outlet of the engine 100 in the cooling water channel 61. When the engine 100 is driven, the temperature detected by the temperature sensor 68 is maintained at about 100 ° C. to 110 ° C. in a normal operation state.

  The second cooling device 70 is heated by the cooling water passage 71 that circulates the cooling water to cool the first MG 110 and the second MG 120 to be cooled and the drive circuit such as the inverter, the first MG 110, the second MG 120, and the like. A radiator 72 including a cooling fan 73 that radiates the cooling water and a water pump 75 that circulates the cooling water cooled by the radiator 72 to the cooling water passage 71 are provided.

  Further, a temperature sensor 78 that detects the temperature of the cooling water is provided in the vicinity of the outlets of the first MG 110 and the second MG 120 in the cooling water channel 71. When the first MG 110 or the second MG 120 is driven, the temperature detected by the temperature sensor 78 is maintained at about 70 ° C. to 80 ° C. in a normal operation state.

  Of the cooling water channel 61 constituting the first cooling device, a residual heat flow channel 67 is connected between the water pump 65 and the engine 100 via a three-way valve 66 which is a valve mechanism of the present invention.

  A heat exchanging portion 67a is provided in a part of the remaining heat passage 67 so as to be along the cooling portion of the cooling water passage 71 of the second cooling device 70 such as the first MG 110 and the second MG 120.

  The cooling water of the first cooling device 60 flowing through the residual heat flow path 67 is configured to be able to exchange heat with the cooling water of the second cooling device 70 via the heat exchange part 67a.

  For example, if the coolant temperature of the first cooling device 60 is lower than the coolant temperature of the second cooling device 70, the coolant temperature of the first cooling device 60 is heated and the cooling of the first cooling device 60 is performed. If the water temperature is higher than the cooling water temperature of the second cooling device 70, the cooling water temperature of the first cooling device 60 is cooled.

  The cooling water of the first cooling device 60 subjected to heat exchange in the residual heat flow path 67 joins the cooling water passage 61 between the engine 100 and the three-way valve 66 and flows to the cooling unit of the engine 100.

  In the hybrid vehicle 1, since the battery unit is sufficiently charged and the driving demand is not so high, such as in urban driving, the motor is driven exclusively by the second MG 120, so the engine 100 has few opportunities to start and the engine Can not be preheated.

  When the engine is started in such a state and travels, the oil film temperature of each sliding portion in the engine is low, and the viscosity of the oil is large, so the friction loss of the engine increases.

  Therefore, the start timing of the engine 100 is predicted based on the parameter received from the outside as the control condition stored in the storage unit as a memory, and the cooling water of the first cooling device 60 is supplied before the predicted engine start timing. A control unit CU that controls the three-way valve 66, which is a valve mechanism that passes through the remaining heat passage 67, and preheats the cooling water of the first cooling device 60 with the cooling water of the second cooling device 70 through the remaining heat passage 67. It has.

  Here, the outside refers to, for example, a BAT-ECU 174, an ENG-ECU 172, an MG-ECU 171, a navigation device 173, and the like that transmit parameters to the control unit CU as described below.

  Hereinafter, the operation of the control unit CU will be described.

  The BAT-ECU 174 calculates the SOC of the battery unit 10 with a predetermined arithmetic expression based on the outputs of the current sensor, the voltage sensor, and the temperature sensor provided in the battery unit 10, and transmits the calculated SOC to the HV-ECU 170 with a predetermined interval. Is configured to do.

  The SOC may be transmitted via CAN, or may be transmitted via a local communication line connecting BAT-ECU 174 and HV-ECU 170. The HV-ECU 170 stores the SOC transmitted from the BAT-ECU 174 in a memory (RAM) as control information, that is, a parameter (hereinafter referred to as control information).

  The HV-ECU 170 receives various control information related to the engine 100 from the ENG-ECU 172 via the CAN, and also receives various control information related to the motor generators 110 and 120 from the MG-ECU 171 and stores the control information in the memory. (RAM). These control information may be transmitted via CAN, or transmitted via a local communication line connecting ENG-ECU 172 and HV-ECU 170, and MG-ECU 171 and HV-ECU 170. It may be.

  The control information related to the engine 100 includes the coolant temperature information of the first cooling device 60 in addition to the control information indicating the engine driving state such as the rotational speed.

  The control information related to the motor generators 110 and 120 includes the control information indicating the driving state such as the input voltage and current of the converter 30 and the rotational speed of the motor generators 110 and 120, and the coolant temperature information of the second cooling device 70. Is included.

  The HV-ECU 170 collects control information with the navigation device 173 via the CAN and stores the control information in a memory. Vehicle information such as speed information is transmitted from the HV-ECU 170 to the navigation device 173, and the navigation device 173 calculates arrival time information to the destination based on the speed information and the like, and an estimated arrival time and the like are displayed on the display screen. Is displayed.

  The navigation device 173 calculates a predicted arrival time to an expressway or automobile road that can be driven at high speed based on the speed information and the set route information, and predicts arrival at the calculated expressway or automobile road. The time is transmitted to the HV-ECU 170.

  When the HV-ECU 170 calculates the required torque from the amount of depression of the accelerator pedal and determines that the motor should run, the SOC stored in the memory (RAM) is within a predetermined range, for example, between 30% and 60%. If maintained, a control command is output to MG-ECU 171 and second MG 120 performs motor travel.

  As shown in FIG. 5, the HV-ECU 170 sets the predetermined margin α (in this embodiment, α = 10%) from 30%, which is the lower limit allowable value, while the motor generator 120 is being driven (SA1). However, it is not limited to this value, it is determined whether it is below a high value (which is appropriately set according to the characteristics of the battery unit, etc.) (SA2). The water temperature of the cooling water of the first cooling device 60, that is, the engine water temperature is equal to or less than a predetermined value that is necessary for the residual heat (in this embodiment, it is set to 65 ° C., but is not limited to this value) (SA3). The water temperature of the cooling water of the second cooling device 70, that is, the motor water temperature, is equal to or higher than a pre-heat start predetermined value (which is set to 75 ° C. in this embodiment, but is not limited to this value) (SA4). ), Start residual heat control As described above, to set the remaining heat control flag (SA5).

  If the SOC is higher than 30 + α% in step SA2, the engine start is predicted based on the control information stored in the memory, and if it is predicted that the engine needs to be started after a predetermined time has elapsed, step SA3 described above is performed. The subsequent processing is executed.

  For example, when the HV-ECU 170 calculates the amount of decrease in SOC after a predetermined time from the power consumption by the second MG 120 as control information, and determines that the SOC is lower than the lower limit of 30% after the predetermined time has elapsed, It is predicted that it is necessary to start engine 100 and control power generation by first MG 110 after a lapse of time.

  In addition, when the HV-ECU 170 receives the predicted arrival time from the currently running general road until reaching the expressway or automobile road from the navigation device 173, the predicted arrival time coincides with a predetermined time set in advance. Then, it is predicted that engine 100 needs to be started for high-speed running after a predetermined time has elapsed.

  The predetermined time is an average time necessary for preheating the cooling water of the first cooling device 60 to a predetermined temperature, and is a value set in advance based on experiments or the like.

  That is, in step SA6, it is predicted whether or not engine 100 needs to be started after a predetermined time has elapsed based on the control information stored in the memory.

  That is, the parameter received from the outside stored in the storage unit is related to the state of charge of the battery unit 10 as a secondary battery that is charged and discharged with the motor generators 110 and 120, and the HV-ECU 170 is based on the parameter. The parameter received from the outside that predicts the engine start time or is stored in the storage unit relates to the travel route information received from the navigation device 173, and the HV-ECU 170 predicts the engine start time based on the parameter. To do.

  If the engine 100 is not predicted to be started in step SA6, it is determined based on the state of the remaining heat control flag whether or not the remaining heat control is currently in progress (SA7). Preheated to a target preheat temperature that is a predetermined value that does not require preheat (in this embodiment, it is set to 80 ° C., but is not limited to this value) (SA8), or the motor water temperature is a preheat preheat predetermined value If it is determined that the temperature is lower than (which is set to 65 ° C. in this embodiment, but not limited to this value) (SA9), the residual heat control flag is reset to end the residual heat control. (SA10).

  In other words, the residual heat control is executed at the engine water temperature of 65 ° C. or less and finished at 80 ° C., and the motor water temperature is executed at 75 ° C. or more and finished at 65 ° C. or less. Is provided. This is to avoid the occurrence of a hunting phenomenon between the start and end of the residual heat control.

  If the motor generator 120 is stopped in step SA1, the process proceeds to step SA10, and the residual heat control flag is reset to end the residual heat control (SA10).

  When the remaining heat control flag is set, the HV-ECU 170 outputs a control command for preheating the cooling water of the first cooling device 60 to the ENG-ECU 172.

  The ENG-ECU 172 controls the three-way valve 66 to preheat the cooling water of the first cooling device 60 with the cooling water of the second cooling device 70 via the residual heat flow path 67. Details will be described below.

  As shown in FIG. 6, the ENG-ECU 172 calculates the difference between the current cooling water temperature of the first cooling device 60 and the target residual heat temperature (here, set to 80 ° C. as described above) ( SB1), it is determined whether or not the output torque of the motor 120 transmitted from the HV-ECU 170 is greater than or equal to a predetermined value (SB2). If it is greater than or equal to the predetermined value, the water pump 65 is driven and based on the map A Then, the opening degree of the three-way valve 66 is controlled (SB3). If the opening degree is lower than the predetermined value, the opening degree of the three-way valve 66 is controlled based on the map B (SB4).

  Map A and map B are stored in the memory (ROM) of ENG-ECU 172 as control map information.

  FIG. 7A illustrates a map A, and FIG. 7B illustrates a map B. The horizontal axis is the temperature difference between the current cooling water temperature of the first cooling device 60 and the target residual heat temperature, and the vertical axis is the opening of the three-way valve 66. In the map A, the opening degree of the three-way valve 66 is set larger in a region where the temperature difference is smaller than that in the map B.

  When the output torque of the motor 120 is greater than or equal to a predetermined value, a larger amount of heat is generated, so that the engine water temperature can be effectively reheated. When the output torque of the motor 120 is smaller than the predetermined value, the motor This is because it is necessary to limit the water temperature so as not to decrease more than necessary.

  In addition, what is necessary is just to set the specific numerical value of each map suitably according to the system to apply.

  FIG. 8 shows how the engine water temperature is preheated according to the preheat control. Residual heat control is started when the output torque of the motor 120 is less than a predetermined value, the engine water temperature is 65 ° C. or less, and the motor water temperature is 75 ° C. or more (point A in FIG. 8).

  At this time, the opening degree of the three-way valve 66 is controlled based on the map B, and the engine water temperature gradually increases. Initially, since the temperature difference between the current cooling water temperature and the target residual heat temperature is large, the opening degree of the three-way valve 66 is set to be large, and the opening degree of the three-way valve 66 is gradually reduced as the temperature difference becomes small ( (B point to C point in FIG. 8).

  When the torque of the motor 120 becomes larger than the predetermined value (point D in FIG. 8), the map is switched to the map B, and the engine water temperature increases as the heat generation amount of the motor 120 increases (between point D and point E in FIG. 8). ).

  When the engine water temperature reaches the target residual heat temperature, the three-way valve 66 is closed, and the residual heat control for starting the engine is completed.

  That is, the HV-ECU 170 and the ENG-ECU 172 cooperate to predict the engine start time based on the control conditions stored in the memory, and cool the engine before the predicted engine start time. A control unit CU that controls the valve mechanism 66 that causes the cooling water of the first cooling device 60 to flow through the remaining heat passage 67 and preheats the cooling water of the first cooling device 60 with the cooling water of the second cooling device 70 via the remaining heat passage 67. Is configured.

  In addition, you may comprise the control part CU mentioned above only by HV-ECU170. In this case, the valve mechanism is controlled by HV-ECU 170. Further, the control unit CU may be configured by only the ENG-ECU 172. In this case, what is necessary is just to comprise so that the control information required for residual heat control may be acquired via HV-ECU170.

  In the above-described embodiment, the case where the residual heat control is executed by adjusting the opening degree of the valve mechanism has been described, but instead of adjusting the opening degree of the valve mechanism, or in addition to the adjustment of the opening degree of the valve mechanism. The residual heat control may be performed by adjusting the amount of water supplied by the water pump 65.

  For example, the three-way valve 66 is adjusted so that the entire amount of cooling water is sent to the residual heat flow path 67, and the circulation amount is adjusted by the number of rotations of the water pump 65. In this case, if the rotational speed of the water pump 65 with respect to the temperature difference between the current cooling water temperature of the first cooling device 60 and the target residual heat temperature is defined, and the control maps corresponding to the above-described maps A and B are configured. Good.

  Further, instead of adjusting the opening degree of the valve mechanism, or in addition to adjusting the opening degree of the valve mechanism, the remaining heat control may be performed by adjusting the cooling fan 73.

  For example, the three-way valve 66 is adjusted so that the entire amount of cooling water is sent to the residual heat flow path 67, and the water pump 65 is adjusted to a constant rotation number, and the rotation number of the cooling fan 73 is adjusted. During the remaining heat control, the remaining heat control can be efficiently performed by reducing or stopping the number of rotations of the cooling fan 73 and reducing the amount of heat released from the radiator 72.

  In this case, the number of rotations of the cooling fan 73 with respect to the temperature difference between the current cooling water temperature of the first cooling device 60 and the target residual heat temperature is defined, and control maps corresponding to the above-described maps A and B are provided. What is necessary is just to comprise.

  That is, the control unit CU corresponds to the deviation between the cooling water temperature of the first cooling device 60 and the target residual heat temperature, and includes any of the opening degree of the valve mechanism, the discharge amount of the water pump, and the rotational speed of the cooling fan of the radiator. Or, based on control map information in which a plurality of control amounts thereof are defined, control one or more of the opening degree of the valve mechanism, the discharge amount of the water pump, the rotation speed of the cooling fan of the radiator Can do.

  Further, as shown in FIG. 9, the remaining heat flow between the water pump 76 and the radiator 72 among the cooling water passages 71 constituting the second cooling device 70 via the three-way valve 76 which is the valve mechanism of the present invention. You may comprise so that the path 77 may be connected and the residual heat control similar to each embodiment mentioned above may be performed.

  A heat exchanging portion 77 a disposed along the cooling portion of the engine 100 in the cooling water passage 61 of the first cooling device 60 is provided in a part of the remaining heat passage 77.

  The cooling water of the second cooling device 70 that flows through the residual heat flow path 77 is configured to be able to exchange heat with the cooling water of the first cooling device 60 via the heat exchange unit 77a.

  If the coolant temperature of the first cooling device 60 is lower than the coolant temperature of the second cooling device 70, the coolant temperature of the first cooling device 60 is heated and the coolant of the first cooling device 60 is heated. If the water temperature is higher than the cooling water temperature of the second cooling device 70, the cooling water temperature of the first cooling device 60 is cooled.

  The cooling water of the second cooling device 70 heat-exchanged in the residual heat flow path 77 joins the cooling water path 71 between the radiator 72 and the three-way valve 76 and flows to the cooling parts of the motor generators 110 and 120.

  In this case, the MG-ECU 171 may be configured to control the three-way valve 76 that is a valve mechanism. That is, the HV-ECU 170 and the MG-ECU 171 collaborate to predict the engine start time based on the control conditions stored in the memory, and to cool the engine before the predicted engine start time or Control the valve mechanism for passing the cooling water of the second cooling device that cools the motor generator to the remaining heat flow path, and preheat the cooling water of the first cooling device with the cooling water of the second cooling device through the remaining heat flow path. What is necessary is just to comprise the control part CU to perform.

  Similarly, if the valve mechanism is controlled by the HV-ECU 170, the control unit CU can be configured by only the HV-ECU 170, and control information necessary for residual heat control can be obtained via the HV-ECU 170. If comprised, it is also possible to comprise the control part CU only with MG-ECU171.

  That is, the HV-ECU 170 and the ENG-ECU 172 cooperate to predict the engine start time based on the control conditions stored in the memory, and cool the motor generator before the predicted engine start time. The control part which controls the valve mechanism 76 which flows the cooling water of 70 to the preheat flow path 77, and preheats the cooling water of the 1st cooling device 60 with the cooling water of the 2nd cooling device 70 through the preheat flow path 77. A CU is configured.

  As described above, the control device according to the present invention predicts the engine start time based on the control conditions stored in the memory, that is, the parameters stored in the storage unit, and the engine is started before the predicted engine start time. The valve mechanisms 66 and 76 for passing the cooling water of the first cooling device 60 for cooling or the second cooling device 70 for cooling the motor generator to the remaining heat passages 67 and 77 are controlled to pass through the remaining heat passages 67 and 77. The control unit CU that preheats the cooling water of the first cooling device 60 with the cooling water of the second cooling device 70 may be provided.

  Further, as described above, the control method according to the present invention predicts the engine start time based on the parameter stored in the storage unit that stores the parameter received from the outside, and before the predicted engine start time, The first cooling device that cools the first cooling device or the second cooling device that cools the motor generator is controlled by a valve mechanism that passes the cooling water through the remaining heat flow path, and the second cooling device passes through the remaining heat flow path to This is a method of preheating the cooling water of one cooling device.

  Further, a step of determining whether or not the heater 64 is turned on is added to the flowchart shown in FIG. 5. When the heater 64 is turned on, the residual heat control flag is set regardless of the determinations of steps SA2, 3, and 6. It may be configured to start the residual heat control. This is because even if the heater 64 is turned on, if the engine water temperature is lowered, the heater cannot be overheated.

  For the same purpose, when the temperature detected by the temperature sensor 68 is a predetermined temperature, for example, 15 degrees or less, the residual heat control flag is set and the residual heat control is started regardless of the determination of steps SA2, 3, and 6. You may comprise.

  Further, the HV-ECU 170 is provided with a learning unit that learns the driving characteristics of the driver of the vehicle. If the driver has a high tendency for rapid acceleration driving as a result of the learning, the determination in steps SA2, 3, and 6 is performed. Instead, a step of setting the residual heat control flag and starting the residual heat control may be provided.

  In addition, an automatic residual heat control mode in which the residual heat control flag is set based on the determination in steps SA2, 3, 6 and the residual heat control is started, and the residual heat control flag is set regardless of the determination in steps SA2, 3, 6 The driver's seat may be provided with an operation switch capable of switching the forced residual heat mode for starting the operation.

  In the above-described embodiment, the control unit CU explained the control configuration in which the engine water temperature is preheated with the motor water temperature. However, when the motor water temperature rises abnormally and the engine water temperature is low, the temperature of the motor cooling water with the engine cooling water is low. In order to lower the value, the control unit CU may be configured to control the valve mechanism.

  That is, the control unit CU drives the water pump 66 of the first cooling device and controls the valve mechanism when the cooling water temperature of the second cooling device is equal to or higher than the allowable temperature, and passes the residual heat flow path. Then, the cooling water of the second cooling device is cooled by the cooling water of the first cooling device.

  At this time, the motor water temperature can be reduced more effectively by driving the cooling fan 63 of the first cooling device.

  For example, when the water pump 75 or the cooling fan 73 of the second cooling device 70 fails and the motor generator cannot be cooled, and the engine water temperature is low, the cooling control is executed by the control unit CU.

  In the embodiment described above, when the engine 100 and the motor generators 110 and 120 connected via the power split mechanism 130 are controlled based on the required power of the vehicle, that is, the control device and the control method of the present invention are the series / parallel type. However, the control device and the control method of the present invention are not limited to the above-described configuration as long as the vehicle is driven using the engine 100 and the motor as drive sources.

  For example, the control device and the control method of the present invention can be applied to other types of hybrid vehicles. Specifically, the engine 100 is used only to drive the first MG 110 and the driving force of the vehicle is generated only by the second MG 120, or a so-called series type hybrid vehicle, or regenerative energy generated by the engine 100 is regenerated. The present invention is also applicable to a hybrid vehicle in which only energy is recovered as electric energy, a motor assist type hybrid vehicle in which a motor assists the engine 100 as the main power if necessary.

  Each of the above-described embodiments is a specific example, and the specific circuit configuration and control configuration of each unit can be appropriately changed and designed within the scope of the effects of the present invention.

Overall configuration diagram of a plug-in hybrid vehicle incorporating a control device according to the present invention Collinear diagram of power split mechanism Block diagram of the electronic control unit provided in the plug-in hybrid vehicle Explanatory drawing of 1st and 2nd cooling device The flowchart which shows the start judgment of the residual heat control by a control part Flow chart showing residual heat control by control unit Explanatory drawing of control map used for residual heat control Explanatory drawing of the state where the engine water temperature is preheated by the residual heat control Explanatory drawing of the 1st and 2nd cooling device which shows another embodiment

Explanation of symbols

1: plug-in hybrid vehicle 60: first cooling device 67: residual heat flow path 66: valve mechanism (three-way valve)
70: Second cooling device 100: Engine 110: Motor generator (first MG)
120: Motor generator (second MG)
130: Power split mechanism CU: Control unit

Claims (5)

A control device for running a vehicle using an engine and a motor as drive sources,
A storage unit for storing parameters received from the outside;
The engine start time is predicted based on the parameters stored in the storage unit, and before the predicted engine start time, the cooling water of the first cooling device that cools the engine or the cooling water of the second cooling device that cools the motor generator flows. A control unit for controlling the valve mechanism to flow through the passage and preheating the cooling water of the first cooling device with the cooling water of the second cooling device via the remaining heat flow path;
A control device comprising:   In response to the deviation between the cooling water temperature of the first cooling device and the target residual heat temperature, the control unit is any one of the opening degree of the valve mechanism, the discharge amount of the water pump, the rotational speed of the cooling fan of the radiator, or 2. The system controls one or more of an opening degree of a valve mechanism, a discharge amount of a water pump, a rotation speed of a cooling fan of a radiator, based on control map information in which a plurality of control amounts are defined. Control device.   The parameter received from the outside stored in the storage unit relates to a charging state of the secondary battery charged / discharged with the motor generator, and the control unit predicts the engine start timing based on the parameter, or 3. The control according to claim 1, wherein the parameter received from outside stored in the storage unit relates to travel route information received from a navigation device, and the control unit predicts an engine start time based on the parameter. apparatus.   The control unit controls the valve mechanism when the cooling water temperature of the second cooling device is equal to or higher than the allowable temperature, and the cooling water of the second cooling device is cooled by the cooling water of the first cooling device via the remaining heat flow path. The control device according to claim 1, wherein the controller is cooled. A method for controlling the running of a vehicle using an engine and a motor as drive sources,
The engine start time is predicted based on the parameter stored in the storage unit that stores the parameter received from the outside, and the first cooling device that cools the engine or the second motor motor that cools the motor generator before the predicted engine start time. A control method for controlling a valve mechanism for passing cooling water of a cooling device through a remaining heat flow path and preheating cooling water of the first cooling device with cooling water of the second cooling device through the remaining heat flow path.

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