JP2011148439A - Controller for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To lengthen a time when an internal combustion engine is maintained in a stop state while the vehicle is traveling. <P>SOLUTION: A vehicle is provided with: an internal combustion engine 2; a cooling water circuit in which cooling water is circulated through the inside of the internal combustion engine 2 and a heater core 6; a blower motor 18 for sending air to the heater core 6 in order to form hot wind for heating a vehicle interior; and a motor generator 22 for vehicle driving to be driven by power feeding from a battery. An electronic controller 20 is configured to perform the EV (Electric Vehicle) travel of the vehicle by setting the internal combustion engine 2 to a stop state and by driving the motor generator 22, and on the other hand, to restart the internal combustion engine 2 by ending the EV travel when the temperature of cooling water is turned to be equal to or less than a prescribed temperature. In operation of the blower motor 18 during EV travel, when it is estimated that the temperature of cooling water is high when the duration of EV travel becomes a prescribed time set based on the charging state of the battery, the air-blowing amount by the blower motor is reduced more than when it is estimated that the temperature of cooling water is low. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  In the present invention, the internal combustion engine is stopped and the vehicle driving motor is driven to drive the vehicle. On the other hand, when the temperature of the cooling water falls below a predetermined temperature, the EV driving ends and the internal combustion engine is stopped. The present invention relates to a vehicle control apparatus that performs restart.

  In a water-cooled internal combustion engine, the internal combustion engine is cooled by circulating cooling water through a water jacket formed in a cylinder head or cylinder block of the internal combustion engine. Further, in a vehicle using a water-cooled internal combustion engine as a drive source, cooling water heated when passing through the water jacket is sent to the heater core. Further, when the blower motor blows air to the heater core, warm air is formed by the heat of the cooling water in the heater core, thereby heating the passenger compartment.

  As a vehicle drive source, a vehicle including a water-cooled internal combustion engine and a motor driven by power supply from a battery, a so-called hybrid car is well known (see, for example, Patent Document 1). In such a vehicle control device, in order to improve the fuel consumption of the internal combustion engine, the vehicle travels by stopping the internal combustion engine and driving the motor, that is, electric vehicle travel (hereinafter referred to as EV (Electric Vehicle) travel). Done.

  By the way, since the heat accompanying engine combustion is not newly generated during the EV traveling, the cooling water passing through the water jacket is not gradually heated, and the temperature of the cooling water gradually decreases. And when the temperature of cooling water falls too much, a hot air is not suitably formed in a heater core, but the problem that the heating performance requested | required cannot be ensured arises.

  Therefore, in the conventional vehicle control device, the temperature of the cooling water is monitored during EV traveling, and when the temperature of the cooling water falls below a predetermined temperature, the internal combustion engine is restarted to heat the cooling water. I have to. Thereby, the required heating performance is suitably ensured.

JP-A-11-245657

  However, in such a conventional vehicle control device, for example, the temperature of the cooling water when EV traveling is started is higher than the predetermined temperature, but the difference between the temperature of the cooling water and the predetermined temperature is small. In this case, the temperature of the cooling water quickly becomes equal to or lower than the predetermined temperature. Therefore, there is a problem that the duration of EV travel of the vehicle is shortened and the fuel efficiency of the internal combustion engine cannot be improved.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a vehicle control apparatus capable of extending the time during which the internal combustion engine is maintained in a stopped state while the vehicle is running.

Hereinafter, means for solving the above-described problems and the effects thereof will be described.
(1) The invention described in claim 1 includes an internal combustion engine for driving a vehicle, a cooling water circuit in which the cooling water circulates through the inside of the internal combustion engine and the heater core, and hot air for heating the vehicle interior. The present invention is applied to a vehicle including a blower motor for blowing air to the heater core to be formed and a vehicle driving motor driven by power supplied from a battery, and the vehicle is driven by stopping the internal combustion engine and driving the motor. In the vehicle control device that terminates the EV travel and restarts the internal combustion engine when the temperature of the cooling water falls below a predetermined temperature, the EV travel is performed when the blower motor is operated during the EV travel. If the temperature of the cooling water is estimated to be low when the continuation time is a predetermined time set based on the state of charge of the battery, the And as its gist in that it comprises a blow rate reduction control means for performing the air blowing amount reduction control for reducing the air volume by the blower motor Te.

  The longer the battery is charged, the longer the vehicle can continue EV travel. However, when the temperature of the cooling water becomes equal to or lower than a predetermined temperature during EV traveling, the EV traveling is terminated and the internal combustion engine is restarted in order to heat the cooling water for heating the passenger compartment. According to the above configuration, when the temperature of the cooling water is estimated to be low when the duration of the EV traveling is a predetermined time set based on the state of charge of the battery, it is sent compared to the case where the temperature is estimated to be high. The amount of air blown by the blower motor is reduced through the air amount reduction control. That is, of the amount of heat released from the cooling water through the heater core, the amount of heat due to the blower from the blower motor is reduced. Thereby, compared with the structure which does not perform such ventilation volume reduction control, the time until the temperature of a cooling water becomes below predetermined temperature, ie, the time for which an internal combustion engine is maintained in a stop state, can be lengthened. Therefore, it is possible to lengthen the time during which the internal combustion engine is kept stopped while the vehicle is running.

  (2) The invention according to claim 2 is the vehicle control device according to claim 1, wherein the air flow rate reduction control means is configured such that the duration time of the EV travel is in the operation of the blower motor during EV travel. When the temperature of the cooling water at the predetermined time set based on the state of charge of the battery is estimated to be equal to or lower than the predetermined temperature, the amount of air blown by the blower motor is reduced compared to the case where the temperature is not the case. The gist is to execute the control.

  In the operation of the blower motor during EV traveling, if the air flow reduction control is executed until the temperature of the cooling water is sufficiently high, the time during which the internal combustion engine is maintained in the stopped state during vehicle traveling is further increased. However, there may be a problem that the required heating performance cannot be ensured. In this regard, according to the above configuration, when the temperature of the cooling water is not estimated to be equal to or lower than the predetermined temperature, the blower volume reduction control is not performed, and thus the blower motor is used until the temperature of the cooling water is sufficiently high. The amount of air blown by is not reduced. Therefore, it is possible to lengthen the time during which the internal combustion engine is maintained in the stopped state while the vehicle is running while suppressing the required heating performance from being reduced due to the reduction in the amount of air blown by the blower motor.

  (3) A third aspect of the present invention is the vehicle control apparatus according to the second aspect, wherein when the blower motor is operated during EV travel, the cooling water when the duration of the EV travel is the predetermined time. Temperature estimation means for estimating the temperature of the air flow, and the air flow rate reduction control means performs the air flow rate reduction control when it is determined that the temperature of the cooling water estimated by the temperature estimation means is equal to or lower than the predetermined temperature. The gist is to do it.

  According to this configuration, when the blower motor is operated during EV traveling, the temperature of the cooling water when the duration of the EV traveling is a predetermined time is estimated through the temperature estimating means. And when it is judged that the temperature of the cooling water estimated through the temperature estimating means is equal to or lower than a predetermined temperature, the air flow reduction control is executed through the air flow reduction control means.

  (4) According to a fourth aspect of the present invention, in the vehicle control device according to the third aspect, the temperature estimating means is configured to determine the duration of the EV travel before the operation of the blower motor during the EV travel. The gist of the present invention is to estimate the temperature of the cooling water at the time, and to set whether or not to execute the air flow reduction control prior to the operation of the blower motor during EV traveling. .

  According to this configuration, the temperature of the cooling water is estimated by the temperature estimating means prior to the operation of the blower motor during EV traveling. And based on this estimation result, the presence or absence of execution of the air flow reduction control by the air flow reduction control means is set prior to the operation of the blower motor during EV traveling. As a result, when the air flow reduction control is necessary, this can be executed from an early stage, and the time until the temperature of the cooling water becomes equal to or lower than the predetermined temperature, that is, the time during which the internal combustion engine is maintained in the stopped state is further increased. Can be long. In particular, in the above configuration, if the estimation of the temperature of the cooling water and the setting of whether or not to execute the air flow reduction control are performed only once prior to the operation of the blower motor during EV traveling, the temperature estimation means and the air flow reduction are performed. The control configuration of the control means can be simplified.

  (5) The invention according to claim 5 is the vehicle control device according to claim 3, wherein the temperature estimating means determines the temperature of the cooling water when the duration of the EV travel is the predetermined time. Estimated at every predetermined period during EV traveling, the air flow rate reduction control means sets whether or not to execute the air flow rate reduction control every time the temperature estimation means estimates the temperature of the cooling water. It is said.

  The change mode of the temperature of the cooling water during EV traveling also varies depending on factors other than the amount of air blown by the blower motor, such as the outside air temperature and vehicle speed during EV traveling. In this regard, according to the above configuration, the temperature of the cooling water is estimated every predetermined period during EV traveling, and the presence / absence of the air flow reduction control is set based on the estimation result for each estimation. For this reason, when it is estimated that the temperature of the cooling water is equal to or lower than the predetermined temperature for the first time after the operation of the blower motor is started during EV traveling, the air flow rate reduction control can be executed from that point. Accordingly, it is possible to appropriately lengthen the time during which the internal combustion engine is maintained in a stopped state while the vehicle is running while accurately suppressing that the required heating performance is not ensured by reducing the amount of air blown by the blower motor. become.

  (6) According to the invention described in claim 3 to claim 5, as in the invention described in claim 6, the temperature estimation means is based on the temperature of the cooling water at that time and the amount of air blown by the blower motor. Estimating the heat dissipation amount of the cooling water per unit time, estimating the cooling water temperature after the unit time based on the heat dissipation amount, and the duration of the EV travel based on the estimated cooling water temperature The embodiment can be embodied in such a manner that the temperature of the cooling water at the predetermined time is estimated.

  (7) The invention according to claim 7 is the vehicle control device according to any one of claims 1 to 6, wherein when the heating requirement in the passenger compartment is estimated to be high, the transmission is performed. The gist of the present invention is to provide an airflow reduction control prohibiting means for prohibiting the airflow reduction control.

  When it is estimated that the temperature of the cooling water when the duration of EV traveling is a predetermined time set based on the state of charge of the battery is equal to or lower than a predetermined temperature at which the EV traveling is terminated and the internal combustion engine is restarted By executing the air flow reduction control at the same time, it is possible to lengthen the time during which the internal combustion engine is maintained in the stopped state while the vehicle is running. However, if the above-described air volume reduction control is executed until the heating requirement in the passenger compartment is high, the required heating performance may not be sufficiently ensured. In this regard, according to the above configuration, when it is estimated that the heating requirement in the passenger compartment is high, the air volume reduction control is prohibited, so that the required heating performance cannot be sufficiently ensured. Can be suppressed.

  (8) According to an eighth aspect of the present invention, in the vehicle control device according to any one of the first to seventh aspects, the air flow rate reduction control means is a travel mode of the vehicle during the EV travel. And the predetermined time is set based on both the estimated traveling mode of the vehicle and the state of charge of the battery.

  The transition of the state of charge of the battery during EV travel differs depending on the travel mode of the vehicle, such as the battery discharge mode and the battery charge mode by regenerative braking, for example. Therefore, for example, if the predetermined time is set only once based on the state of charge of the battery prior to the operation of the blower motor during EV traveling, the predetermined time may be accurately determined depending on the traveling mode of the vehicle during EV traveling. Therefore, there is a possibility that the time during which the internal combustion engine is maintained in the stopped state during traveling of the vehicle cannot be lengthened accurately. In this regard, according to the above configuration, the traveling mode of the vehicle during EV traveling is estimated, and the predetermined time is set based on both the estimation result and the state of charge of the battery. For this reason, the transition of the state of charge of the battery during EV traveling can be accurately grasped, and the predetermined time can be set accurately. Therefore, it is possible to suppress the occurrence of a problem that the time during which the internal combustion engine is maintained in the stopped state during vehicle travel cannot be increased accurately.

  (9) According to the invention described in any one of claims 1 to 8, as in the invention described in claim 9, the blowing amount reduction control means is a map for setting the blowing amount by the blower motor. A first map that is a large amount of airflow and a second map that is a small amount of airflow, and when the blower motor is operated during EV traveling, the duration of the EV traveling is equal to the predetermined time. When it is estimated that the temperature of the cooling water becomes higher than the predetermined temperature, the air flow rate is set using the first map, and the duration of the EV travel becomes the predetermined time. When the temperature of the cooling water at that time is estimated to be equal to or lower than the predetermined temperature, the second air volume can be set using the second map. In this case, when setting the air flow rate by the blower motor, the air flow rate reduction control can be easily and accurately realized by appropriately selecting and using the first map and the second map.

The block diagram which shows schematic structure centering on a cooling water circuit about one Embodiment of the control apparatus of the vehicle which concerns on this invention. The flowchart of the map selection process for the blower motor output setting employ | adopted for the embodiment. The flowchart of the cooling water temperature estimation process for determination employ | adopted as the same embodiment. The map which prescribes | regulates the relationship between the target outlet temperature employ | adopted for the embodiment, and a blower motor output. It is a timing chart for demonstrating the effect | action of the embodiment, Comprising: The timing chart which shows the relationship between the elapsed time after EV driving | running | working and cooling water temperature.

Hereinafter, an embodiment of a vehicle control device according to the present invention will be described in detail with reference to FIGS.
FIG. 1 shows a schematic configuration of a vehicle control apparatus according to the present embodiment centering on a cooling water circuit.

As shown in the figure, the cooling water circuit of the vehicle is roughly provided with the following two circuits.
The first cooling water circuit passes through the electric water pump 4 that circulates the cooling water, the water jacket provided in the internal combustion engine 2 for driving the vehicle, the radiator 14, and the thermostat 16, and then returns to the electric water pump 4 again. It has become. The radiator 14 is a heat exchanger that cools the cooling water by exchanging heat with the outside air. The thermostat 16 is configured as a temperature-sensitive valve. The thermostat 16 is closed when the temperature of the cooling water around the temperature sensing portion is low, thereby prohibiting the circulation of the cooling water through the radiator 14. Further, the thermostat 16 opens the valve when the temperature of the cooling water around the temperature sensing portion is high, thereby allowing the cooling water to circulate through the radiator 14.

  The second cooling water circuit is configured to return from the electric water pump 4 to the electric water pump 4 again through the water jacket of the internal combustion engine 2, the heater core 6, the exhaust heat recovery device 8, the EGR cooler 10, and the thermostat 16. ing. The heater core 6 forms warm air that is sent into the passenger compartment by the heat of the cooling water during heating. The exhaust heat recovery unit 8 recovers the heat of the exhaust through heat exchange between the cooling water and the exhaust. The EGR cooler 10 cools the exhaust gas recirculated from the exhaust system of the internal combustion engine 2 to the intake system through heat exchange with cooling water. The second cooling water circuit is provided with a bypass path that bypasses the exhaust heat recovery device 8. Further, the second cooling water circuit is provided with a connection passage that is connected from the water jacket of the internal combustion engine 2 through the throttle body 12 and between the EGR cooler 10 and the thermostat 16.

The air conditioner provided in the vehicle includes a blower motor 18 that blows air to the heater core 6 so as to form hot air for heating the passenger compartment.
In addition, the vehicle is provided with a motor generator 22 having both a function as a vehicle driving motor driven by power supply from a battery and a function as a generator. Therefore, the vehicle is configured as a vehicle including the internal combustion engine 2 and the motor generator 22, a so-called hybrid car.

  Control of the vehicle such as control of the internal combustion engine 2, control of the air conditioner, and control of the motor generator 22 is performed by the electronic control unit 20. The electronic control unit 20 includes a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), and an input / output port (I / O). Here, the CPU performs various arithmetic processes related to various controls of the vehicle, and the ROM stores programs and data used for various controls. The RAM temporarily stores detection results of various sensors provided in each part of the vehicle and calculation results of the CPU. The I / O mediates input / output of signals between the electronic control unit 20 and the outside.

  Information such as detection information of sensors provided in each part of the vehicle and switch operation information is input to the electronic control device 20. For example, the indoor temperature Tr and the cooling water temperature (cooling water temperature) THW are input to the electronic control unit 20. Further, the electronic control unit 20 may be input with information such as a target outlet temperature (TAO) that is a target value of the temperature of the hot and cold air sent from the outlet to the passenger compartment, and a set temperature Tset of the air conditioner. It has become. In the present embodiment, a sensor for detecting the coolant temperature THW is provided between the water jacket and the heater core 6. However, for example, the inside of the water jacket, the heater core 6, or the heater core 6 and the exhaust heat. You may make it provide between the collection | recovery apparatuses 8. FIG.

  In the present embodiment, the electronic control unit 20 stops the internal combustion engine 2 and drives the motor generator 22 in order to improve the fuel consumption of the internal combustion engine 2, that is, the electric vehicle travel ( Hereinafter, the vehicle is configured to be able to perform EV (Electric Vehicle) travel.

  By the way, since the heat accompanying combustion of the internal combustion engine 2 is not newly generated during EV traveling, the cooling water passing through the water jacket is not gradually heated, and the temperature of the cooling water gradually decreases. And when the temperature of cooling water falls too much, a hot air is not suitably formed in the heater core 6, but the problem that the heating performance requested | required cannot be ensured arises.

  Therefore, the coolant temperature THW is monitored during EV traveling, and the coolant is heated by restarting the internal combustion engine 2 when the coolant temperature THW becomes equal to or lower than the predetermined temperature β. Thereby, the required heating performance is suitably ensured.

  However, for example, when the cooling water temperature THW when the EV running is started is higher than the predetermined temperature β but the difference between the cooling water temperature THW and the predetermined temperature β is small, the cooling water temperature THW is quickly equal to or lower than the predetermined temperature β. It becomes. As a result, the duration of EV travel of the vehicle is shortened, and the fuel efficiency of the internal combustion engine 2 cannot be improved.

  Therefore, in the present embodiment, when the blower motor 18 is operated during EV traveling, the cooling water temperature THWst when the duration tsum of the EV traveling becomes a predetermined time tst set based on the state of charge (SOC) of the battery is When it is estimated to be high, the air volume reduction control for reducing the air volume by the blower motor 18 is executed as compared with the case where it is estimated to be low. Here, the state of charge SOC of the battery is an index indicating the ratio of the current power value to the maximum power value that can be stored in the battery. In addition, the EV traveling can be continued for a longer time as the state of charge SOC of the battery is larger. Therefore, the predetermined time tst is set as a larger value as the state of charge SOC of the battery is larger. The relationship between the state of charge SOC of the battery and the predetermined time tst is set in advance through experiments, simulations, and the like.

  However, if the blower amount reduction control is executed until the cooling water temperature THW is sufficiently high during the operation of the blower motor 18 during EV traveling, the time during which the internal combustion engine 2 is maintained in the stopped state during vehicle traveling is further increased. Although it can be made longer, there may be a problem that required heating performance cannot be ensured. For this reason, in the present embodiment, when it is estimated that the cooling water temperature THWst when the duration time tsum of the EV traveling becomes the predetermined time tst set based on the state of charge SOC of the battery is equal to or lower than the predetermined temperature β. The amount of air blown by the blower motor 18 is reduced compared to the case where this is not the case. More specifically, the cooling water temperature THWst when the duration time tsum of the EV traveling becomes the predetermined time tst is estimated, and when it is determined that the estimated cooling water temperature THWst is equal to or lower than the predetermined temperature β, the above-described transmission is performed. Air volume reduction control is executed.

  FIG. 2 shows a flowchart of the map selection process for setting the blower motor output employed in this embodiment. This process is repeatedly executed periodically by the electronic control unit 20 during EV traveling.

  As shown in the figure, when this process is started, the electronic control unit 20 first determines whether or not the map selection completion flag F is “OFF” in step S1. When EV travel is started, the map selection completion flag F is set to “OFF”. Therefore, it is determined that the map selection completion flag F is “OFF” until a map is selected (step S: YES), and then the process proceeds to step S2.

  In step S2, it is determined whether or not the switch (SW) of the air conditioner is turned on. That is, it is determined whether or not an operation command is output to the blower motor 18. Here, when the switch of the air conditioner is off (step S2: NO), it is not necessary to operate the blower motor 18, and it is not necessary to select a map for setting the blower motor output. finish.

  On the other hand, when the switch of the air conditioner is on (S2: YES), the process proceeds to step S3, where it is determined whether or not the set temperature Tset of the air conditioner is equal to or lower than the determination temperature α. That is, it is determined whether or not there is a high request for heating in the passenger compartment. As a result, when the set temperature Tset is equal to or lower than the determination temperature α (S3: YES), it is determined that the request for heating in the passenger compartment is not high, and the process proceeds to the determination cooling water temperature estimation process in step S4. The determination temperature Tset is set in advance by experiments or the like.

  On the other hand, when the set temperature Tset is higher than the determination temperature α (S3: NO), the process proceeds to step S6. In step S6, a first map M1 indicated by a solid line in FIG. 4 is selected as a map for setting the blower motor output P, and then the process proceeds to step S8. In step S8, the map selection completion flag F is set to “ON”, and this series of processes is temporarily ended. FIG. 4 is a map that defines the relationship between the target outlet temperature TAO and the blower motor output P. Incidentally, the first map M1 is a map used even when the vehicle is in a traveling state other than EV traveling.

Here, the cooling water temperature estimation process for determination will be described with reference to FIG.
FIG. 3 shows a flowchart of such determination coolant temperature estimation processing. This process is executed when the process proceeds to step S4 in the flowchart shown in FIG.

  As shown in the figure, when this process is started, the electronic control unit 20 first, in step S401, the indoor temperature Tr1 at that time, the state of charge SOC1 of the battery at that time, and the predetermined period before that time The average vehicle speed Vave1 up to the same time and the coolant temperature THW1 at that time are read. Then, the process proceeds to step S402, where the internal combustion engine 2 is restarted by a battery request after both the condition that the vehicle is traveling in EV and the condition that the switch of the air conditioner is on are satisfied. A predetermined time tst, which is the time until it is made, is calculated based on the state of charge SOC1 and the average vehicle speed Vave1. For example, when the switch of the air conditioner is turned on before EV travel is started, the start of the predetermined time tst is the time when EV travel is started. Further, when the switch of the air conditioner is turned on after the EV travel is started, the start of the predetermined time tst is the time when the switch of the air conditioner is turned on. The predetermined time tst is set longer as the battery is charged. In addition, it is estimated that the smaller the average vehicle speed Vave, the lower the vehicle speed in the subsequent EV travel, and the higher the possibility that the battery discharge becomes gradual. Therefore, the predetermined time tst is set longer as the average vehicle speed Vave is smaller.

  When the predetermined time tst is set in this way, the process proceeds to step S403, and the target outlet temperature TAO1 is set in a known manner based on the set temperature Tset and the room temperature Tr1. Specifically, the target outlet temperature TAO1 is set higher as the set temperature Tset is higher. Further, the lower the room temperature Tr1, the higher the target outlet temperature TAO1. In addition to the indoor temperature Tr1 and the set temperature Tset, the target outlet temperature TAO1 can be set based on the outside air temperature and the amount of solar radiation.

  When the target outlet temperature TAO1 is thus set, the process proceeds to step S404, and the blower motor 18 blows air based on the blower motor output P1 and the coolant temperature THW1 set using the first map shown by the solid line in FIG. To calculate the amount of heat (heat radiation amount) Qh1 released from the cooling water in unit time dt. Then, the process proceeds to step S405, and the cooling water temperature THW2 after the unit time dt has elapsed from that time point is based on the heat radiation amount Qh1 calculated in step S404 and the total mass (cooling water mass) M of the cooling water. To calculate. Specifically, the amount of cooling water temperature THW per unit time dt is calculated by dividing the heat dissipation amount Qh1 by the cooling water mass M, and the unit time dt is calculated by subtracting the amount of decrease ΔTHW from the cooling water temperature THW1. The cooling water temperature THW2 after elapses is calculated.

  Once the coolant temperature THW2 is calculated in this way, the process proceeds to step S406, and the room temperature Tr2 after the unit time dt has elapsed from that point is calculated based on the room temperature Tr1 and the heat release amount Qh1. Then, the process proceeds to step S407, and the target outlet temperature TAO2 after the unit time dt has elapsed from that point is set based on the room temperature Tr2 and the set temperature Tset in the same manner as in step S403.

  When the target outlet temperature TAO2 is set in this way, the process proceeds to step S408, and the elapsed time tsum from when the determination coolant temperature estimation process is started is updated. Here, the elapsed time tsum is updated by adding the unit time dt to the elapsed time tsum so far. When the process proceeds to step S408 for the first time, “0” is set as an initial value for the elapsed time tsum on the right side.

  When the elapsed time tsum after the determination coolant temperature estimation process is started is updated in this way, the process proceeds to step S409, where it is determined whether the elapsed time tsum is equal to or longer than the predetermined time tst. If the elapsed time tsum is less than the predetermined time tst (step S409: NO), the process proceeds to step S410. In step S410, the cooling water temperature THW2, the indoor temperature Tr2, and the target outlet temperature TAO2 are replaced with the cooling water temperature THW1, the indoor temperature Tr2, and the target outlet temperature TAO1, respectively. Next, the processes in steps S404 to S409 described above are repeated. When the elapsed time tsum is equal to or longer than the predetermined time tst (step S409: YES), the process proceeds to step S411, where the latest cooling water temperature THW2 is set as the determination cooling water temperature THWst, and this series of processing ends. .

  If the cooling water temperature THWst for determination is set through the cooling water temperature estimation process for determination of step S4, next, as shown in the previous FIG. 2, it will progress to step S5. In step S5, it is determined whether or not the cooling water temperature THWst for determination is higher than a predetermined temperature β. Here, the predetermined temperature β is a temperature set in advance through experiments or the like. As a result, when the cooling water temperature THWst for determination is higher than the predetermined temperature β (step S5: YES), the process proceeds to step S6, and a solid line is shown in FIG. 4 as a map for setting the blower motor output. The first map M1 is selected.

  On the other hand, if the cooling water temperature THWst for determination is equal to or lower than the predetermined temperature β (step S5: NO), the process proceeds to step S7, and a map for setting the blower motor output is shown by a broken line in FIG. The second map M2 is selected.

 Here, as shown in FIG. 4, in the second map M2, the blower motor output P corresponding to the same target outlet temperature TAO is set smaller than in the first map M1. That is, when the second map M2 is selected at the same target outlet temperature TAO, the blower motor output P is reduced compared to the case where the first map M1 is selected. The amount of blown air is reduced.

  When the map for setting the blower motor output P is selected in step S6 or step S7, the process proceeds to step S8. In step S8, the map selection completion flag F is set to “ON”, and this series of processes is temporarily ended.

Next, an example of the operation of the vehicle control device of the present embodiment will be described with reference to FIG.
FIG. 5 is a timing chart showing the relationship between the elapsed time tsum from the start of EV travel and the coolant temperature THW.

  As shown by the solid line in FIG. 9, when the cooling water temperature THWst becomes higher than the predetermined temperature β when the EV traveling duration time tsum becomes the predetermined time tst, the first map M1 is selected and the blower motor output P is selected. Is set, the cooling water temperature THW remains lower than the predetermined temperature β and decreases until the elapsed time tsum reaches the predetermined time tst.

  On the other hand, as shown by a one-dot chain line in the figure, when the cooling water temperature THWst when the EV traveling duration time tsum becomes the predetermined time tst becomes equal to or lower than the predetermined temperature β, as in the conventional vehicle control device, When the first map M1 is selected, the cooling water temperature THW falls below the predetermined temperature β at a time point t1 before the elapsed time tsum reaches the predetermined time tst. Therefore, the duration of EV travel of the vehicle is shortened, and the fuel efficiency of the internal combustion engine 2 cannot be improved.

  On the other hand, in the vehicle control apparatus of the present embodiment, as shown by the alternate long and short dash line in the figure, the cooling water temperature THWst when the EV running duration time tsum becomes the predetermined time tst is equal to or lower than the predetermined temperature β. Thus, the second map M2 is selected. Therefore, compared to the configuration in which the first map M1 is selected, the amount of heat due to the air blown from the blower motor 18 among the amount of heat released from the cooling water through the heater core 6 is reduced. As a result, the time t2 until the coolant temperature THW becomes equal to or lower than the predetermined temperature β, that is, the time t2 during which the internal combustion engine 2 is maintained in the stopped state is lengthened (t2> t1).

  In the present embodiment described above, the electronic control unit 20 corresponds to the air flow rate reduction control unit, the temperature estimation unit, and the air flow rate reduction control prohibition unit according to the present invention. The motor generator 22 corresponds to the motor according to the present invention.

According to the vehicle control apparatus according to the present embodiment described above, the following effects can be obtained.
(1) The vehicle should form an internal combustion engine 2 for driving the vehicle, a cooling water circuit in which the cooling water circulates through the inside of the internal combustion engine 2 and the heater core 6, and hot air for heating the vehicle interior. A blower motor 18 for blowing air to the heater core 6 and a motor generator 22 for driving the vehicle driven by power supply from the battery are provided. The electronic control unit 20 stops the internal combustion engine 2 and drives the motor generator 22 to drive the vehicle. When the cooling water temperature THW falls below the predetermined temperature β, the electronic control unit 20 ends the EV running. The internal combustion engine 2 is restarted. Then, when the blower motor 18 is operated during EV traveling, the electronic control unit 20 estimates that the cooling water temperature THWst is high when the duration tsum of the EV traveling is a predetermined time tst set based on the state of charge SOC of the battery. In this case, the air volume reduction control for reducing the air volume by the blower motor 18 is executed as compared with the case where it is estimated to be low. When such air volume reduction control is executed, the heat quantity resulting from the air blowing from the blower motor 18 among the heat quantity released from the cooling water through the heater core 6 is reduced. Thereby, compared with the structure which does not perform such ventilation volume reduction control, the time until the cooling water temperature THW becomes the predetermined temperature β or less, that is, the time during which the internal combustion engine 2 is maintained in the stopped state can be lengthened. Accordingly, it is possible to lengthen the time during which the internal combustion engine 2 is kept stopped while the vehicle is traveling.

  (2) In the air flow reduction control, the electronic control unit 20 determines that the cooling water temperature THWst is equal to or lower than the predetermined temperature β when the EV travel duration time tsum is a predetermined time tst set based on the state of charge SOC of the battery. When it is estimated that the amount of air blown by the blower motor 18 is reduced as compared with the case where it is not. Specifically, the cooling water temperature THWst when the duration time tsum of the EV traveling becomes the predetermined time tst is estimated, and when it is determined that the estimated cooling water temperature THWst is equal to or lower than the predetermined temperature β, the air flow rate is reduced. Control is executed. As a result, when it is not estimated that the cooling water temperature THW is equal to or lower than the predetermined temperature β, the air flow rate reduction control is not performed, so that the air flow rate by the blower motor 18 is reduced until the cooling water temperature THW is sufficiently high. Never happen. Therefore, it is possible to extend the time during which the internal combustion engine 2 is stopped while the vehicle is running while suppressing the required heating performance from being ensured by reducing the amount of air blown by the blower motor 18. .

  (3) Prior to the operation of the blower motor 18 during EV traveling, the electronic control unit 20 estimates the cooling water temperature THWst when the duration time tsum of the EV traveling reaches the predetermined time tst, and the electronic control unit 20 performs the operation of the blower motor 18 during EV traveling. Prior to the operation, the presence or absence of execution of the air flow reduction control is set. Specifically, the estimation of the coolant temperature THWst and the setting of whether or not to execute the air flow reduction control are executed only once before the operation of the blower motor 18 during EV traveling. As a result, when the air flow reduction control is necessary, this can be executed from an early stage, and the time until the cooling water temperature THW becomes equal to or lower than the predetermined temperature β, that is, the time during which the internal combustion engine 2 is maintained in the stopped state. It can be made longer. Further, since the estimation of the coolant temperature THW and the setting of whether or not to execute the air flow reduction control need only be executed once prior to the operation of the blower motor 18 during EV traveling, the control configuration for these is simplified. And will be able to.

  (4) The cooling water temperature THWst when the EV travel duration time tsum reaches the predetermined time tst set based on the state of charge SOC of the battery is the predetermined temperature β at which the EV travel is finished and the internal combustion engine 2 is restarted. By executing the air flow reduction control when it is estimated that the following will occur, the time during which the internal combustion engine 2 is maintained in the stopped state during vehicle travel can be lengthened. However, if the above-described air volume reduction control is executed until the heating requirement in the passenger compartment is high, the required heating performance may not be sufficiently ensured. In this regard, according to the above-described embodiment, the electronic control unit 20 prohibits the air volume reduction control when it is estimated that the heating requirement in the vehicle interior is high. Specifically, when the set temperature Tset of the air conditioner is higher than the determination temperature α, it is determined that the heating requirement in the passenger compartment is high, and the air volume reduction control is prohibited. Thereby, generation | occurrence | production of the problem that required heating performance cannot fully be ensured can be suppressed.

  (5) The transition of the state of charge SOC of the battery during EV traveling differs depending on the traveling mode of the vehicle such as the battery discharging mode and the battery charging mode due to regenerative braking, for example. Therefore, for example, if the predetermined time tst is set only once based on only the state of charge SOC1 of the battery prior to the operation of the blower motor 18 during EV traveling, the predetermined time depends on the traveling mode of the vehicle during EV traveling. There is a possibility that the time tst is not set accurately, and the time during which the internal combustion engine 2 is maintained in the stopped state during vehicle travel cannot be lengthened accurately. In this regard, according to the above-described embodiment, the electronic control unit 20 estimates the traveling mode of the vehicle during EV traveling, and the predetermined time tst based on both the estimated traveling mode of the vehicle and the state of charge SOC of the battery. Is set. Specifically, the predetermined time tst is set based on both the state of charge SOC1 of the battery and the average vehicle speed Vave1. For this reason, it is possible to accurately grasp the transition of the state of charge SOC of the battery during EV traveling, and to set the predetermined time tst accurately. Therefore, the time during which the internal combustion engine 2 is maintained in the stopped state during traveling of the vehicle can be lengthened accurately.

  (6) The electronic control unit 20 includes, as a map for setting the amount of air blown by the blower motor 18, a first map that is a large amount of air flow and a second map that is a small amount of air flow, and EV travel When the blower motor 18 is operated during the operation, if it is estimated that the cooling water temperature THWst is higher than the predetermined temperature β when the duration time tsum of the EV traveling becomes the predetermined time tst, the air flow rate is calculated using the first map. When the cooling water temperature THWst when the duration time tsum of the EV traveling becomes the predetermined time tst is estimated to be equal to or lower than the predetermined temperature β, the air flow rate is set using the second map. I am doing so. As described above, when setting the air flow rate by the blower motor 18, the first map and the second map are appropriately selected and used so that the air flow rate reduction control can be realized easily and accurately. Become.

Note that the vehicle control device according to the present invention is not limited to the configuration exemplified in the above embodiment, and can be implemented as, for example, the following forms appropriately modified.
The cooling water circuit according to the present invention is not limited to that exemplified in the above embodiment, and any configuration can be used as long as the cooling water circulates through the internal combustion engine 2 and the heater core 6. Can be changed.

In the above embodiment, the motor according to the present invention is embodied as the motor generator 22. However, instead of this, a motor that does not have a function as a generator may be used.
In the above embodiment, the vehicle travel mode in EV travel is estimated from the average vehicle speed Vave1 of the vehicle. However, for example, in a vehicle equipped with a navigation system, based on position information from the navigation system. It is also possible to estimate the traveling mode of the vehicle.

  In the above embodiment, when the set temperature Tset of the air conditioner is higher than the determination temperature α, it is determined that the heating requirement in the passenger compartment is high, and the air volume reduction control is prohibited. However, the mode of estimating that the demand for heating in the passenger compartment is high is not limited to this. For example, when the indoor temperature Tr is lower than the reference temperature, it is estimated that the demand for heating in the passenger compartment is high. You can also. Further, it may be estimated that the heating requirement in the passenger compartment is high based on both the set temperature Tset and the room temperature Tr.

  -As in the above-described embodiment, when it is estimated that the heating requirement in the passenger compartment is high, prohibiting the air volume reduction control suppresses the occurrence of a problem that the required heating performance is not sufficiently ensured. This is desirable. However, the present invention is not limited to this, and the air flow reduction control can be executed regardless of the level of heating demand in the passenger compartment. In this case, it is possible to always increase the time during which the internal combustion engine 2 is maintained in the stopped state while the vehicle is traveling. Further, in this case, when it is estimated that the heating requirement in the passenger compartment is high, the degree of reduction of the air flow rate by the air flow rate reduction control may be relaxed compared to the case where it is estimated that the vehicle interior is low. Thereby, generation | occurrence | production of the problem that required heating performance is not fully ensured can be suppressed to some extent.

  As described in the above embodiment, it is possible to perform the estimation of the coolant temperature THWst and the setting of whether or not to execute the air flow reduction control only once before the operation of the blower motor 18 during EV traveling. This is desirable for simplifying the control configuration. However, the present invention is not limited to this. That is, the change mode of the coolant temperature THW during EV traveling also varies depending on factors other than the amount of air blown by the blower motor 18 such as the outside air temperature and the vehicle speed V during EV traveling. Therefore, it is also possible to estimate the cooling water temperature THWst every predetermined period during EV traveling, and to set whether or not to perform the air flow reduction control each time the cooling water temperature THWst is estimated. Thus, even when it is estimated that the cooling water temperature THW becomes equal to or lower than the predetermined temperature β for the first time after the operation of the blower motor 18 is started during EV traveling, it is possible to execute the air flow reduction control from that point. become. Accordingly, it is possible to appropriately lengthen the time during which the internal combustion engine 2 is kept stopped while the vehicle is running, while appropriately suppressing that the required heating performance is not ensured by reducing the amount of air blown by the blower motor 18. become able to.

  In the above embodiment, the cooling water temperature THWst is estimated when the EV travel duration time tsum is equal to the predetermined time tst, and if it is determined that the estimated cooling water temperature THWst is equal to or lower than the predetermined temperature β, the air flow rate is reduced. Control is executed. However, the present invention is not limited to this. In addition, for example, even when it is determined that the cooling water temperature THWst is higher than the predetermined temperature β when the EV travel duration time tsum reaches the predetermined time tst, the air flow rate by the air flow rate reduction control according to the cooling water temperature THWst. The degree of reduction may be variably set. Even when it is determined that the cooling water temperature THWst is equal to or lower than the predetermined temperature β when the EV traveling duration time tsum becomes the predetermined time tst, the degree of reduction of the air flow rate by the air flow rate reduction control according to the cooling water temperature THWst. Can be variably set. In short, when the cooling water temperature THWst is estimated to be high, the amount of air blown by the blower motor 18 may be reduced as compared with the case where the cooling water temperature THWst is estimated to be low.

  In the above embodiment, the calculation for estimating the coolant temperature THWst when the EV travel duration time tsum reaches the predetermined time tst is repeated, but the present invention is not limited to this. In addition, for example, prior to the operation of the blower motor 18 during EV traveling, by referring to a map obtained through experiments in advance based on only the cooling water temperature THW1, the set temperature Tset, the indoor temperature Tr1, and the outside air temperature at that time Further, it may be estimated whether or not the coolant temperature THWst is high when the duration time tsum of the EV traveling becomes the predetermined time tst. In this case, when the cooling water temperature THWst is estimated to be high, the amount of air blown by the blower motor 18 may be reduced as compared with the case where the cooling water temperature THWst is estimated to be low.

  DESCRIPTION OF SYMBOLS 2 ... Internal combustion engine, 4 ... Electric water pump, 6 ... Heater core, 8 ... Exhaust heat recovery device, 10 ... EGR cooler, 12 ... Throttle body, 14 ... Radiator, 16 ... Thermostat, 18 ... Blower motor, 20 ... Electronic control device, 22 ... Motor generator.

Claims (9)

An internal combustion engine for driving a vehicle, a cooling water circuit in which cooling water circulates through the interior of the internal combustion engine and the heater core, and a blower motor for blowing air to the heater core to form warm air for heating the passenger compartment Applied to a vehicle having a motor for driving a vehicle driven by power supply from a battery, and the vehicle is driven by EV by stopping the internal combustion engine and driving the motor, while the temperature of the cooling water is In a control device for a vehicle that terminates the EV travel and restarts the internal combustion engine when the temperature is lower than a predetermined temperature,
When the blower motor is operated during EV traveling, it is estimated that the temperature of the cooling water is low when the duration of the EV traveling is a predetermined time set based on the state of charge of the battery. A vehicle control device comprising: an air flow rate reduction control unit that executes an air flow rate reduction control for reducing the air flow rate of the blower motor as compared to a case where the blower motor is used. The vehicle control device according to claim 1,
When the blower motor is operated during EV travel, the air flow reduction control means is configured such that the temperature of the cooling water when the duration of the EV travel is a predetermined time set based on the state of charge of the battery is the predetermined temperature. When it is estimated that the following, it is preferable to execute an air flow reduction control for reducing the air flow by the blower motor as compared to the case where it is not. The vehicle control device according to claim 2,
When the blower motor is operated during EV traveling, the temperature estimation means for estimating the temperature of the cooling water when the duration of the EV traveling reaches the predetermined time,
The air volume reduction control means executes the air volume reduction control when it is determined that the temperature of the cooling water estimated by the temperature estimation means is equal to or lower than the predetermined temperature. . The vehicle control device according to claim 3,
The temperature estimating means estimates the temperature of the cooling water when the duration of the EV traveling reaches the predetermined time prior to the operation of the blower motor during EV traveling,
The vehicle air flow reduction control means sets whether or not to execute the air flow reduction control prior to the operation of the blower motor during EV traveling. The vehicle control device according to claim 3,
The temperature estimating means estimates the temperature of the cooling water when the duration of the EV traveling becomes the predetermined time for each predetermined period during the EV traveling,
The air flow rate reduction control unit sets whether or not to execute the air flow rate reduction control every time the temperature estimation unit estimates the temperature of the cooling water. In the control apparatus of the vehicle as described in any one of Claims 3-5,
The temperature estimating means estimates the amount of heat radiation of the cooling water per unit time based on the temperature of the cooling water at that time and the amount of air blown by the blower motor, and the cooling water after the unit time based on the amount of heat radiation A vehicle control device characterized by estimating a temperature and estimating a temperature of the cooling water when the duration of the EV travel reaches the predetermined time based on the estimated temperature of the cooling water. In the control apparatus of the vehicle as described in any one of Claims 1-6,
A vehicle control device comprising: an air flow reduction control prohibiting means for prohibiting the air flow reduction control when it is estimated that a heating requirement in the passenger compartment is high. In the control apparatus of the vehicle as described in any one of Claims 1-7,
The air flow reduction control means estimates the traveling mode of the vehicle during the EV traveling, and sets the predetermined time based on both the estimated traveling mode of the vehicle and the state of charge of the battery at that time. A control device for a vehicle. In the control apparatus of the vehicle as described in any one of Claims 1-8,
The air flow reduction control means includes a first map that is a large amount of air flow and a second map that is a small amount of air flow as a map for setting the air flow by the blower motor,
When the blower motor is operated during EV traveling, the first map is used when it is estimated that the temperature of the cooling water when the duration of the EV traveling reaches the predetermined time is higher than the predetermined temperature. If the temperature of the cooling water is estimated to be equal to or lower than the predetermined temperature when the duration of the EV running is the predetermined time, the second map is used to A control device for a vehicle, characterized in that an air flow rate is set.

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