JP2014136552A - Vehicle control device, vehicle, and vehicle control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control technique capable of efficiently defrosting an outdoor heat exchanger.SOLUTION: A vehicle includes: a trans-axle cooling device having an oil pump for transferring an ATF; an HV-device cooling device having a cooling water pump for transferring cooling water; and a heat exchanger causing heat exchange between the ATF and the cooling water. An air conditioner that adjusts an indoor temperature of the vehicle includes an outdoor heat exchanger into which high-temperature refrigerant compressed by a compressor flows during a cooling operation, and into which low-temperature refrigerant decompressed by a decompressor flows during a heating operation. The HV-device cooling device includes an HV radiator that causes the heat exchange between the refrigerant flowing in the outdoor heat exchanger and the cooling water. If it is determined that a defrosting operation is necessary and a temperature of the ATF is higher than that of the cooling water, a control unit 2230 increase a flow volume of the ATF circulating in the trans-axle cooling device.

Description

  The present invention relates to a vehicle control technology, and more particularly to a vehicle control technology that uses a heat pump cycle as an air conditioner for heating a room.

  When the heat pump cycle is used for heating, heat is absorbed from the atmosphere to the refrigerant in the outdoor heat exchanger. If the outdoor heat exchanger is frosted when the outside air temperature is below freezing point, the heat absorption from the atmosphere is hindered and the heat pump does not operate normally. Therefore, when the outdoor heat exchanger has frost, heating performance is ensured by performing a defrost operation. Conventional vehicles including a heat pump cycle as an air conditioner are described in, for example, Patent Documents 1 to 5.

JP 2011-31704 A JP 2011-195021 A JP 2009-154868 A JP 2001-246930 A JP-A-6-183249

  In a hybrid vehicle including an internal combustion engine and an electric motor that generates a driving force for driving, a system for defrosting an outdoor heat exchanger using exhaust heat of an electric device that generates heat when power is transferred has been studied. On the other hand, in a hybrid vehicle, heat exchange may occur between cooling water for cooling electrical equipment and ATF (Automatic Transmission Fluid) for lubricating and cooling the transaxle. In this case, since the cooling water is cooled by the ATF when the ATF is at a low temperature, there is a problem that the exhaust heat of the electric equipment cannot be efficiently used for defrosting.

  This invention is made | formed in view of said subject, The main objective is to provide the vehicle control technique which enables the efficient defrosting of an outdoor heat exchanger.

  The control apparatus for a vehicle according to the present invention includes an air conditioner that adjusts the temperature in a vehicle interior, a first circulation device that circulates a first heat transfer medium, and a second circulation device that circulates a second heat transfer medium. And a heat exchanger that exchanges heat between the first heat transfer medium and the second heat transfer medium. The air conditioner includes a compressor that compresses the refrigerant, a decompressor that decompresses the refrigerant, a high-temperature refrigerant that is compressed by the compressor during cooling operation of the air conditioner, and is decompressed by the decompressor during heating operation of the air conditioner. And an outdoor heat exchanger into which a low-temperature refrigerant flows. The first circulation device includes a first heat source that applies heat to the first heat transfer medium, and a first pump that transfers the first heat transfer medium. The second circulation device includes a second heat source that applies heat to the second heat transfer medium, a second pump that transfers the second heat transfer medium, a refrigerant that flows through the outdoor heat exchanger, and a second heat transfer. A second heat exchanger that exchanges heat with the medium. The control device determines whether or not the defrosting operation of the outdoor heat exchanger is necessary, a comparison unit that compares the temperature of the first heat transfer medium and the second heat transfer medium, And a control unit for controlling one pump. When it is determined that the defrosting operation is necessary, and the temperature of the first heat transfer medium is higher than the temperature of the second heat transfer medium, the control unit circulates the first heat transfer medium. Increase the flow rate.

  In the above control device, when it is determined that the defrosting operation is necessary, the temperature of the first heat transfer medium is lower than the temperature of the second heat transfer medium, and cooling of the first heat source is unnecessary, The control unit decreases the flow rate of the first heat transfer medium circulating through the first circulation device.

  The control device further includes a first temperature sensor that detects the temperature of the first heat transfer medium flowing into the first pump.

  The control device further includes an outside air temperature sensor that detects the temperature of the outside air and a refrigerant temperature sensor that detects the temperature of the refrigerant.

  In the above control device, the determination unit determines that the defrosting operation is necessary when the temperature of the outside air is lower than 0 ° C. and the temperature of the outside air is lower than the temperature of the refrigerant.

  In the above control device, the determination unit determines that the defrosting operation is necessary when the temperature of the outside air is less than 0 ° C. and the continuous operation time of the air conditioner exceeds a predetermined threshold.

A vehicle according to the present invention includes the vehicle control device according to any one of the above aspects.
A vehicle control method according to another aspect of the present invention includes an air conditioner that adjusts the temperature in a vehicle interior, a first circulation device that circulates a first heat transfer medium, and a second heat transfer medium. A vehicle control method includes a second circulation device, and a heat exchange device that exchanges heat between the first heat transfer medium and the second heat transfer medium. The air conditioner includes a compressor that compresses the refrigerant, a decompressor that decompresses the refrigerant, a high-temperature refrigerant that is compressed by the compressor during cooling operation of the air conditioner, and is decompressed by the decompressor during heating operation of the air conditioner. And an outdoor heat exchanger into which a low-temperature refrigerant flows. The first circulation device includes a first heat source that applies heat to the first heat transfer medium, and a first pump that transfers the first heat transfer medium. The second circulation device exchanges heat between a second heat source that applies heat to the second heat transfer medium, a second pump that transfers the second heat transfer medium, and an outdoor heat exchanger. Heat exchanger. The vehicle control method includes a step of determining whether or not a defrosting operation of the outdoor heat exchanger is necessary, a step of comparing the temperature of the first heat transfer medium and the temperature of the second heat transfer medium, A step of increasing the flow rate of the first heat transfer medium when it is determined that the frost operation is necessary and the temperature of the first heat transfer medium is higher than the temperature of the second heat transfer medium.

  According to the vehicle control apparatus of the present invention, the outdoor heat exchanger can be efficiently defrosted.

1 is an overall block diagram of a vehicle according to an embodiment of the present invention. It is a block diagram which shows schematic structure of the cooling device of a heat-generation source and air-conditioner which are used for the vehicle shown in FIG. It is a block diagram which shows the detail of a partial structure of ECU. It is a block diagram which shows operation | movement of the cooling device of a heat generation source, and an air conditioner in the air_conditionaing | cooling operation of a vehicle interior. It is a block diagram which shows operation | movement of the cooling device of a heat generation source, and an air conditioner during the heating operation of a vehicle interior. It is a flowchart which shows the control flow of the oil pump which transfers ATF. It is a flowchart which shows the flow which judges whether the defrost operation of an outdoor heat exchanger is required.

  Embodiments of the present invention will be described below with reference to the drawings. In the following drawings, the same or corresponding parts are denoted by the same reference numerals, and description thereof will not be repeated.

[Configuration of vehicle 1]
Referring to FIG. 1, vehicle 1 includes an engine 2, a transaxle 210, a drive shaft 12, and wheels 14. Transaxle 210 includes power split device 4, first MG (Motor Generator) 6, transmission gear 8, and second MG 10. The vehicle 1 further includes a power storage device 16, an HV (Hybrid Vehicle) device 310, and an electronic control unit (hereinafter referred to as “ECU (Electronic Control Unit)”) 22 as a control device of the present embodiment. ing. The HV device 310 includes power converters 18 and 20. The vehicle 1 is a hybrid vehicle that includes both an engine 2 and a motor as a drive source that generates travel driving force.

  The engine 2 converts thermal energy generated by the combustion of fuel into kinetic energy of a moving element such as a piston or a rotor, and outputs the converted kinetic energy to the power split device 4. For example, if the motion element is a piston and the motion is a reciprocating motion, the reciprocating motion is converted into a rotational motion via a so-called crank mechanism, and the kinetic energy of the piston is transmitted to the power split device 4.

  The power split device 4 is a planetary gear having three rotation shafts, for example, a sun gear, a planetary carrier, and a ring gear. These three rotating shafts are connected to the rotating shafts of first MG 6, engine 2 and transmission gear 8, respectively. The rotation shaft of second MG 10 is connected to the rotation shaft of transmission gear 8. Second MG 10 and transmission gear 8 have the same rotation shaft, and the rotation shaft is connected to the ring gear of power split device 4.

  Power split device 4 is coupled to engine 2, first MG 6 and transmission gear 8, and distributes power among them. The kinetic energy generated by the engine 2 is distributed to the first MG 6 and the transmission gear 8 by the power split device 4. That is, the engine 2 is incorporated in the vehicle 1 as a power source that drives the transmission gear 8 that transmits power to the drive shaft 12 and drives the first MG 6. The first MG 6 is incorporated in the vehicle 1 as operating as a generator driven by the engine 2 and operating as an electric motor capable of starting the engine 2. Second MG 10 is incorporated in vehicle 1 as a power source that drives transmission gear 8 that transmits power to drive shaft 12.

  1st MG6 and 2nd MG10 are AC motors, for example, are constituted by the three-phase AC synchronous motor by which the permanent magnet was embed | buried under the rotor. The first MG 6 converts the kinetic energy generated by the engine 2 into electrical energy and outputs it to the power converter 18. First MG 6 generates driving force by the three-phase AC power received from power converter 18 and starts engine 2.

  Second MG 10 generates vehicle driving torque by the three-phase AC power received from power converter 20. Further, the second MG 10 converts the mechanical energy stored in the vehicle as kinetic energy or positional energy into electric energy and outputs the electric energy to the power converter 20 when braking the vehicle or reducing acceleration on a downward slope.

  The power storage device 16 is a rechargeable DC power source, and is constituted by, for example, a secondary battery such as nickel metal hydride or lithium ion. The power storage device 16 supplies power to the power converters 18 and 20. In addition, power storage device 16 is charged by receiving power from power converter 18 and / or power converter 20 during power generation of first MG 6 and / or second MG 10. The power storage device 16 may be any power buffer as long as it temporarily stores the power generated by the first MG 6 or the second MG 10 and can supply the stored power to the first MG 6 or the second MG 10. For example, a large-capacity capacitor can be used as the power storage device 16. Note that voltage VB of power storage device 16 and current IB input / output to power storage device 16 are detected by a sensor (not shown), and the detected value is output to ECU 22.

  Based on signal PWM <b> 1 from ECU 22, power converter 18 converts the power generated by first MG 6 into DC power and outputs it to power storage device 16. Power converter 18 also converts DC power supplied from power storage device 16 to AC power and outputs it to first MG 6 based on signal PWM1 when engine 2 is started. Power converter 20 converts the DC power supplied from power storage device 16 into AC power based on signal PWM2 from ECU 22 and outputs the AC power to second MG 10. The power converter 20 also converts the power generated by the second MG 10 into DC power and outputs it to the power storage device 16 on the basis of the signal PWM2 when the vehicle is braked or when acceleration is reduced on a downward slope. Note that power converters 18 and 20 are configured by inverters including switching elements for three phases, for example.

  The ECU 22 controls the power converters 18 and 20 and the engine 2 by software processing by executing a program stored in advance by a CPU (Central Processing Unit) and / or hardware processing by a dedicated electronic circuit. Specifically, ECU 22 generates signals PWM1 and PWM2 for driving power converters 18 and 20, respectively, and outputs the generated signals PWM1 and PWM2 to power converters 18 and 20, respectively. Further, the ECU 22 generates a signal ENG for controlling the engine 2 and outputs the generated signal ENG to the engine 2.

[Configuration of Air Conditioner 100]
Referring to FIG. 2, vehicle 1 includes an air conditioner 100 that adjusts the temperature inside the vehicle 1. The air conditioner 100 is mounted on the vehicle 1 in order to cool and heat the interior of the vehicle using a heat pipe cycle. The air conditioner 100 includes a compressor 112, an outdoor heat exchanger 120, a cooling expansion valve 122 and a heating expansion valve 132 as an example of a decompressor, and indoor heat exchangers 114 and 118. .

  The compressor 112 operates using the engine 2, the first MG 6 or the second MG 10 mounted on the vehicle 1 as a power source. The compressor 112 sucks the refrigerant when the air conditioner 100 is in operation, compresses it adiabatically to form a superheated refrigerant gas, and discharges high-temperature and high-pressure gas-phase refrigerant. When the compressor 112 sucks and discharges the refrigerant, the compressor 112 circulates the refrigerant in the heat pipe cycle.

  The outdoor heat exchanger 120 and the indoor heat exchangers 114 and 118 have a tube and fins provided on the outer peripheral surface of the tube, and exchange heat between the refrigerant circulating in the tube and the surrounding air. To do. A fan 190 for supplying an air flow to the outdoor heat exchanger 120 is provided. The fan 190 receives a driving force from a motor and rotates to generate an air flow. The forced ventilation from the fan 190 promotes heat exchange between the refrigerant and the air in the outdoor heat exchanger 120.

  The vehicle 1 is provided with a duct 192. The duct 192 communicates with the interior of the vehicle 1. The indoor heat exchangers 114 and 118 are disposed inside a duct 192 for supplying air for air conditioning into the vehicle interior. An indoor heat exchanger 118 is disposed on the upstream side of the flow of air-conditioning air flowing inside the duct 192, and an indoor heat exchanger 114 is disposed on the downstream side of the flow of air-conditioning air. A damper 194 is disposed inside the duct 192 on the upstream side of the flow of air-conditioning air with respect to the indoor heat exchanger 114. The damper 194 adjusts the flow rate of the air conditioning air flowing to the indoor heat exchanger 114 to adjust the heat exchange amount between the refrigerant and the air conditioning air in the indoor heat exchanger 114.

  The expansion valves 122 and 132 are expanded by injecting a high-pressure liquid-phase refrigerant from a small hole, and the refrigerant liquid is depressurized to be changed to wet steam in a low-temperature / low-pressure gas-liquid mixed state. The expansion valves 122 and 132 may be temperature type expansion valves whose opening degree is changed according to the temperature of the refrigerant, or may be electric type expansion valves. Further, the decompressor for decompressing the refrigerant liquid is not limited to the expansion valves 122 and 132 that are squeezed and expanded, and may be a capillary tube.

  The air conditioner 100 also includes a three-way valve 116. The three-way valve 116 has one inlet port through which the refrigerant flows into the three-way valve 116 and two outlet ports through which the refrigerant flows out from the three-way valve 116. The three-way valve 116 opens one of the outlet ports and closes the other, thereby opening the refrigerant flow to one outlet port and blocking the refrigerant flow to the other outlet port.

  The air conditioner 100 also includes a cooling electromagnetic valve 124 and heating electromagnetic valves 134 and 138. The cooling electromagnetic valve 124 and the heating electromagnetic valves 134 and 138 are electromagnetic valves that can be switched between fully open and fully closed. When the refrigerant in the passenger compartment using the air conditioner 100 is performed, the cooling electromagnetic valve 124 is fully opened and the heating electromagnetic valves 134 and 138 are fully closed. When the vehicle interior is heated using the air conditioner 100, the heating solenoid valves 134 and 138 are fully opened, and the cooling solenoid valve 124 is fully closed.

  The air conditioner 100 also includes check valves 126 and 136. A pair of pipes are connected to the check valves 126 and 136. The check valves 126 and 136 allow the flow of refrigerant flowing through the check valves 126 and 136 from one pipe to the other pipe of the pair of pipes, and from one pipe to the other pipe. The flow of the refrigerant that attempts to flow through the check valves 126 and 136 to the pipe is prohibited.

  The air conditioner 100 also includes an accumulator 140. The accumulator 140 is disposed on the upstream side of the refrigerant flow with respect to the compressor 112. The accumulator 140 separates the liquid-phase refrigerant and the gas-phase refrigerant and causes the compressor 112 to suck only the gaseous refrigerant. When liquid refrigerant is sucked into the compressor 112, components of the compressor 112 such as a valve may be damaged by liquid compression. Therefore, by installing the accumulator 140 on the upstream side of the compressor 112, compression is performed. It is possible to improve the reliability of the air conditioner 100 by suppressing damage to the machine 112.

  The air conditioner 100 also includes a refrigerant passage 152 that connects the compressor 112 and the indoor heat exchanger 114, a refrigerant passage 154 that connects the indoor heat exchanger 114 and the three-way valve 116, a three-way valve 116, and an outdoor heat exchanger. 120, and a refrigerant passage 156 connecting to 120 is included. The air conditioner 100 also includes a refrigerant passage 162 that connects the three-way valve 116 and the expansion valve 132, a refrigerant passage 164 that connects the expansion valve 132 and the heating solenoid valve 134, a heating solenoid valve 134, and a cooling solenoid valve. And a refrigerant passage 166 connecting the cooling electromagnetic valve 124 and the check valve 126.

  The air conditioner 100 also includes a refrigerant passage 158 that connects the outdoor heat exchanger 120 and the refrigerant passage 166. The air conditioner 100 also includes a refrigerant passage 172 that connects the check valve 126 and the expansion valve 122. The check valve 126 allows the flow of the refrigerant flowing from the refrigerant passage 168 to the refrigerant passage 172 via the check valve 126 and prohibits the reverse flow.

  The air conditioner 100 also connects the refrigerant passage 174 that connects the expansion valve 122 and the indoor heat exchanger 118, the refrigerant passage 176 that connects the indoor heat exchanger 118 and the accumulator 140, and the accumulator 140 and the compressor 112. And a refrigerant passage 178. The air conditioner 100 also includes a refrigerant passage 182 that connects the refrigerant passage 156 and the heating electromagnetic valve 138, a refrigerant passage 184 that connects the heating electromagnetic valve 138 and the check valve 136, a check valve 136, and a refrigerant passage. 176 is connected to the refrigerant passage 186. The check valve 136 allows the flow of the refrigerant flowing from the refrigerant passage 184 to the refrigerant passage 186 via the check valve 136 and prohibits the reverse flow.

  In the present specification, “connection” is a concept including both a case where direct connection is made without any member and a case where connection is made indirectly via some member.

[Configuration of Transaxle Cooling Device 200]
Referring to FIG. 2, vehicle 1 is equipped with a transaxle cooling device 200 that cools transaxle 210 by circulating ATF through transaxle 210. The ATF for lubricating and cooling the transaxle has a function as a first heat transfer medium. The transaxle 210 including the first MG 6 and the second MG 10 has a function as a first heat source that applies heat to the ATF. The transaxle cooling device 200 has a function as a first circulation device for circulating ATF.

  Transaxle cooling device 200 includes an oil pump 230. The oil pump 230 functions as a first pump that transfers ATF and circulates the ATF in the transaxle cooling device 200. The transaxle cooling device 200 also includes a heat dissipation unit 240. The high-temperature ATF that has received heat from the transaxle 210 is transferred to the heat radiating unit 240. The ATF circulates in the transaxle cooling device 200 so that it is cooled by radiating heat in the heat radiating section 240 and then transferred to the transaxle 210 again.

  The transaxle cooling device 200 also connects the ATF passage 252 connecting the transaxle 210 and the heat radiating section 240, the ATF passage 254 connecting the oil pump 230 and the heat radiating section 240, and the transaxle 210 and the oil pump 230. And an ATF passage 256.

[Configuration of HV equipment cooling apparatus 300]
Referring to FIG. 2, vehicle 1 is equipped with an HV equipment cooling device 300 that cools HV equipment 310 by circulating cooling water through HV equipment 310. The cooling water for removing heat from the HV equipment 310 to cool the HV equipment 310 has a function as a second heat transfer medium. The HV device 310 including the power converters 18 and 20 has a function as a second heat source that adds heat to the cooling water. The HV equipment cooling device 300 has a function as a second circulation device through which cooling water circulates.

  The HV equipment cooling device 300 includes an HV radiator 320. The HV radiator 320 is disposed in a path of air flow generated by the operation of the fan 190. The HV radiator 320 is disposed on the upstream side of the air flow generated by the fan 190 with respect to the outdoor heat exchanger 120. The HV radiator 320 includes a tube and fins provided on the outer peripheral surface of the tube. In the HV radiator 320, heat is released from the cooling water flowing through the tube to the surrounding air, and the cooling water is cooled by exchanging heat with the air. The surface area of the HV radiator 320 is increased by the fins, and an air flow is generated around the HV radiator 320 by the forced ventilation of the fan 190. Thereby, the heat radiation from the cooling water in the HV radiator 320 is promoted.

  The HV equipment cooling device 300 includes a cooling water pump 330. The cooling water pump 330 has a function as a second pump that transfers the cooling water and circulates the cooling water in the HV equipment cooling device 300.

  The HV equipment cooling device 300 also includes a water jacket 340. The water jacket 340 has a hollow container shape and is disposed so as to surround the heat radiating portion 240 of the transaxle cooling device 200. Heat exchange is performed between the cooling water flowing through the water jacket 340 and the ATF flowing through the heat radiating section 240, whereby the cooling water is heated and the ATF is cooled. The heat radiation unit 240 and the water jacket 340 constitute a heat exchange device 500 for exchanging heat between the ATF and the cooling water.

  The HV equipment cooling apparatus 300 also includes a cooling water passage 352 that connects the HV equipment 310 and the HV radiator 320, a cooling water passage 354 that connects the HV radiator 320 and the cooling water pump 330, a cooling water pump 330, and a water jacket. The cooling water passage 356 connecting the 340 and the cooling water passage 358 connecting the water jacket 340 and the HV device 310 are included.

[Configuration of Engine Cooling Device 400]
Referring to FIG. 2, vehicle 1 is equipped with an engine cooling device 400 that cools engine 2 by circulating cooling water to engine 2. The cooling water is a heat transfer medium for removing heat from the engine 2 and cooling the engine 2. The engine 2 has a function as a heat source for adding heat to the cooling water. The engine cooling device 400 has a function as a circulation device through which cooling water circulates.

  The engine cooling device 400 includes an engine radiator 420. The engine radiator 420 is disposed in a path of air flow generated by the operation of the fan 190. The engine radiator 420 is disposed upstream of the air flow generated by the fan 190 with respect to the outdoor heat exchanger 120. The engine radiator 420 is formed integrally with the HV radiator 320.

  The engine radiator 420 has a tube and fins provided on the outer peripheral surface of the tube. In the engine radiator 420, heat is released from the cooling water flowing through the tube to the surrounding air, and the cooling water is cooled by exchanging heat with the air. The surface area of the engine radiator 420 is increased by the fins, and an air flow is generated around the engine radiator 420 by the forced ventilation of the fan 190. Thereby, heat dissipation from the cooling water in the engine radiator 420 is promoted.

  The engine cooling device 400 includes a cooling water pump 430. The cooling water pump 430 transfers the cooling water and circulates the cooling water in the engine cooling device 400. The engine cooling device 400 also includes a thermo valve 440. The thermo valve 440 is formed so that the flow path of the cooling water is switched according to the temperature of the cooling water flowing through the thermo valve 440.

  Engine cooling device 400 also includes a heater core 460. The heater core 460 is disposed in a duct 192 through which air for air conditioning flows. The heater core 460 is disposed on the downstream side of the flow of air-conditioning air with respect to the indoor heat exchanger 118, and is disposed on the upstream side of the flow of air-conditioning air with respect to the indoor heat exchanger 114. The heater core 460 has a structure capable of exchanging heat between the cooling water flowing inside and the air for air conditioning.

  The engine cooling device 400 also includes a cooling water passage 452 that connects the engine 2 and the engine radiator 420, a cooling water passage 454 that connects the engine radiator 420 and the thermo valve 440, a thermo valve 440, and a cooling water pump 430. A cooling water passage 456 to be connected and a cooling water passage 458 to connect the cooling water pump 430 and the engine 2 are included. Engine cooling device 400 also includes a cooling water passage 462 connecting thermo valve 440 and heater core 460 and a cooling water passage 464 connecting heater core 460 and cooling water passage 452.

[Temperature sensor]
Referring to FIG. 2, air conditioner 100 is provided with a temperature sensor 610 for detecting the temperature of the refrigerant circulating in air conditioner 100. The transaxle cooling device 200 is provided with a temperature sensor 620 for detecting the temperature of the ATF circulating in the transaxle cooling device 200. The HV equipment cooling device 300 is provided with a temperature sensor 630 for detecting the temperature of the cooling water circulating in the HV equipment cooling device 300. Further, a temperature sensor 650 for detecting the temperature of the outside air is provided.

  The temperature sensor 610 is disposed in the vicinity of the outdoor heat exchanger 120 and detects the temperature of the refrigerant flowing through the outdoor heat exchanger 120. The temperature sensor 610 outputs a signal T1 indicating the detected temperature of the refrigerant. The temperature sensor 620 is disposed in the vicinity of the oil pump 230 and detects the temperature of the ATF flowing into the oil pump 230. The temperature sensor 620 outputs a signal T2 indicating the detected temperature of the ATF.

  The temperature sensor 630 is disposed in the vicinity of the HV device 310 and detects the temperature of the cooling water that is cooling the HV device 310. The temperature sensor 630 outputs a signal T3 indicating the detected temperature of the cooling water. The temperature sensor 650 detects the temperature of the outside air. The temperature sensor 650 outputs a signal T5 indicating the detected temperature of the outside air.

[Configuration of ECU 22]
With reference to a functional block diagram showing a partial configuration of ECU 22 shown in FIG. 3, ECU 22 as a control device for vehicle 1 in the present embodiment will be described. The ECU 22 includes an input interface 2100, an arithmetic processing unit 2200, a storage unit 2300, and an output interface 2400.

  The input interface 2100 includes a signal T1 indicating the refrigerant temperature from the temperature sensor 610, a signal T2 indicating the temperature of the ATF from the temperature sensor 620, a signal T3 indicating the temperature of the cooling water from the temperature sensor 630, and the temperature sensor 650. The signal T5 indicating the temperature of the outside air is received and transmitted to the arithmetic processing unit 2200.

  The arithmetic processing unit 2200 has a plurality of functional blocks indicating control functions realized by arithmetic processing. Referring to FIG. 3, arithmetic processing unit 2200 includes a determination unit 2210, a comparison unit 2220, and a control unit 2230. The determination unit 2210 determines whether or not the defrosting operation of the outdoor heat exchanger 120 is necessary. The comparison unit 2220 compares the temperature of the ATF with the temperature of the cooling water that cools the HV device 310. Control unit 2230 controls oil pump 230 according to the temperature comparison result by comparison unit 2220.

  In FIG. 3, only the functional blocks corresponding to some of the functions related to the control of the oil pump 230 according to the present embodiment, among the control functions realized by the control of the vehicle 1 using the ECU 22, Shown representatively. Each of the illustrated functional blocks may function as software, which is realized by the CPU that is the arithmetic processing unit 2200 executing a program stored in the storage unit 2300, but is realized by hardware. You may do it. Such a program is recorded in a storage medium and mounted on the vehicle.

  The storage unit 2300 stores various information, programs, threshold values, maps, and the like. The arithmetic processing unit 2200 reads data from the storage unit 2300 or stores data in the storage unit 2300 as necessary.

  The control unit 2230 calculates the optimum value of the ATF flow rate by the oil pump 230 and generates a control signal P2 corresponding to the calculation result. The control signal P2 is output to the oil pump 230 via the output interface 2400. As a result, the oil pump 230 transfers the ATF so that the ATF having an optimum flow rate according to the temperature of the ATF, the temperature of the cooling water, and the temperature of the outside air circulates through the transaxle cooling device 200.

[Operation during cooling operation]
Referring to FIG. 4, during cooling operation of air conditioner 100, opening / closing of three-way valve 116 is set so that refrigerant passage 154 and refrigerant passage 156 communicate with each other, cooling electromagnetic valve 124 is fully opened, and heating electromagnetic The valves 134 and 138 are fully closed. Accordingly, the refrigerant flows in the order of the compressor 112, the indoor heat exchanger 114, the outdoor heat exchanger 120, the expansion valve 122, and the indoor heat exchanger 118, and circulates in the air conditioner 100. A solid line in FIG. 4 indicates a path through which the heat transfer medium flows, and a dotted line indicates a path through which the heat transfer medium does not flow.

  The operation of the heat pump cycle during the cooling operation will be described. The refrigerant is sucked into the compressor 112 and adiabatically compressed along the isentropic line in the compressor 112. As the compressor is compressed, the pressure and temperature of the refrigerant rise, and the refrigerant becomes superheated steam at a high temperature and high pressure superheat degree at the outlet of the compressor 112.

  The high-temperature and high-pressure superheated steam refrigerant adiabatically compressed in the compressor 112 flows to the indoor heat exchanger 114. The damper 194 provided so as to be movable in the duct 192 is arranged so as to shield the indoor heat exchanger 114 as shown in FIG. 4 during the cooling operation. Thereby, since the air for air conditioning does not flow through the indoor heat exchanger 114, the heat exchange between the refrigerant and the air for air conditioning in the indoor heat exchanger 114 is suppressed.

  The refrigerant flows into the outdoor heat exchanger 120 while maintaining a high-temperature and high-pressure state, and is condensed (liquefied) by being radiated to the surroundings and cooled in the outdoor heat exchanger 120 in an isobaric manner. The temperature of the refrigerant decreases due to heat exchange with the outside air in the outdoor heat exchanger 120. The high-pressure refrigerant vapor flowing into the outdoor heat exchanger 120 changes from superheated steam to dry saturated vapor with constant pressure in the outdoor heat exchanger 120, releases latent heat of condensation, gradually liquefies, and wet steam in a gas-liquid mixed state. become. When all of the refrigerant condenses, it becomes a saturated liquid, and further becomes a supercooled liquid that is supercooled by releasing sensible heat. The refrigerant is cooled to the saturation temperature or lower in the outdoor heat exchanger 120. The reason why the refrigerant is converted into the supercooled liquid in the outdoor heat exchanger 120 is to facilitate control of the subsequent decompression amount, refrigerant flow rate, and cooling capacity in the expansion valve 122.

  The refrigerant that has been cooled to the supercooled liquid in the outdoor heat exchanger 120 then flows into the expansion valve 122. In the expansion valve 122, the refrigerant in the supercooled liquid state is squeezed and expanded, the specific enthalpy does not change, the temperature and pressure drop, and the low-temperature and low-pressure gas-liquid mixed state becomes wet steam.

  The wet steam refrigerant decompressed by the expansion valve 122 flows into the indoor heat exchanger 118. When the refrigerant flows through the tube of the indoor heat exchanger 118, it absorbs the latent heat of vaporization via the fins, evaporates at a constant pressure, and becomes a low-pressure high-temperature gas. When all the refrigerants are dry and become saturated vapor, the refrigerant becomes superheated vapor by further absorbing sensible heat, and the temperature of the refrigerant rises.

  In the duct 192, a flow of air conditioning air is generated by the operation of an air conditioning fan (not shown). Air-conditioning air A1 flowing into the duct 192 is introduced into the duct 192 so as to come into contact with the indoor heat exchanger 118. In the indoor heat exchanger 118, the air for air conditioning and the refrigerant exchange heat.

  During the cooling operation, the high-temperature air-conditioning air is cooled by heat transfer from the air-conditioning air to the refrigerant in the indoor heat exchanger 118, and the refrigerant is heated by receiving heat transfer from the air-conditioning air. When the air for air conditioning passes through the inside of the duct 192, heat is absorbed by the refrigerant flowing through the indoor heat exchanger 118 and cooled. The air-conditioning air A <b> 2 whose temperature has been lowered is returned again into the vehicle 1, whereby the vehicle interior is cooled. The temperature of the air conditioning air is adjusted by heat exchange between the refrigerant circulating in the air conditioner 100 via the indoor heat exchanger 118 and the air conditioning air. The refrigerant that has flowed out of the indoor heat exchanger 118 is sucked into the compressor 112.

  In accordance with such a cycle, the refrigerant continuously repeats the compression, condensation, throttle expansion, and evaporation state changes. When the refrigerant evaporates in the indoor heat exchanger 118 acting as an evaporator, the refrigerant absorbs the heat of vaporization from the air for air conditioning and cools the interior of the vehicle 1. In the above description, the theoretical refrigeration cycle has been described. However, in an actual heat pump cycle, it is needless to say that the loss in the compressor 112, the pressure loss of the refrigerant, and the heat loss need to be considered.

  During the cooling operation, the ATF circulates in the transaxle cooling device 200 by the operation of the oil pump 230, and the cooling water circulates in the HV equipment cooling device 300 by the operation of the cooling water pump 330. The ATF heated by the transaxle 210 is cooled by dissipating heat to the cooling water flowing in the water jacket 340 in the heat dissipating section 240 constituting the heat exchange device 500. The cooled ATF returns to the transaxle 210, and the transaxle 210 is appropriately cooled. The cooling water that receives heat from the HV equipment 310 and exchanges heat with the ATF in the heat exchanging device 500 radiates heat to the air flow supplied by the fan 190 and is cooled in the HV radiator 320. The cooled cooling water returns to the HV device 310, and the HV device 310 is appropriately cooled.

  During the cooling operation, the cooling water is further circulated in the engine cooling device 400 by the operation of the cooling water pump 430. Cooling water heated by the engine 2 is cooled by releasing heat to the air flow supplied by the fan 190 in the engine radiator 420. The cooled cooling water returns to the engine 2 and the engine 2 is appropriately cooled.

  During the cooling operation, the opening and closing of the thermo valve 440 is set so that the cooling water passages 454 and 456 and the cooling water passage 462 are not in communication. Therefore, the flow of cooling water flowing to the heater core 460 via the cooling water passage 462 is not generated. Therefore, heating of the air-conditioning air in the heater core 460 is prevented, and more efficient cooling of the vehicle interior is possible.

[Operation during heating operation]
Referring to FIG. 5, during heating operation of air conditioner 100, opening / closing of three-way valve 116 is set so that refrigerant passage 154 and refrigerant passage 162 communicate with each other, heating electromagnetic valves 134 and 138 are fully opened, and cooling is performed. The electromagnetic valve 124 is fully closed. Accordingly, the refrigerant flows in the order of the compressor 112, the indoor heat exchanger 114, the expansion valve 132, and the outdoor heat exchanger 120, and circulates in the air conditioner 100. A solid line in FIG. 5 indicates a path through which the heat transfer medium flows, and a dotted line indicates a path through which the heat transfer medium does not flow.

  The operation of the heat pump cycle during the heating operation will be described. The refrigerant is sucked into the compressor 112 and adiabatically compressed along the isentropic line in the compressor 112. As the compressor is compressed, the pressure and temperature of the refrigerant rise, and the refrigerant becomes superheated steam at a high temperature and high pressure superheat degree at the outlet of the compressor 112.

  The high-temperature and high-pressure superheated steam refrigerant adiabatically compressed in the compressor 112 flows to the indoor heat exchanger 114. The damper 194 provided so as to be movable in the duct 192 is arranged to guide the air for air conditioning to the indoor heat exchanger 114 as shown in FIG. 5 during the heating operation. When the air for air conditioning flows through the indoor heat exchanger 114, heat exchange between the refrigerant and the air for air conditioning is performed in the indoor heat exchanger 114.

  The refrigerant is condensed (liquefied) by releasing heat to the air-conditioning air in the indoor heat exchanger 114 and being cooled. Due to the heat exchange with the air-conditioning air in the indoor heat exchanger 114, the temperature of the refrigerant decreases. The high-pressure refrigerant vapor that flows into the indoor heat exchanger 114 changes from superheated steam to dry saturated vapor while maintaining the constant pressure in the indoor heat exchanger 114, releases latent heat of condensation, gradually liquefies, and wet steam in a gas-liquid mixed state. become. When all of the refrigerant condenses, it becomes a saturated liquid, and further becomes a supercooled liquid that is supercooled by releasing sensible heat. The refrigerant is cooled to the saturation temperature or lower in the indoor heat exchanger 114. The reason why the refrigerant is made into a supercooled liquid in the indoor heat exchanger 114 is to facilitate control of the subsequent decompression amount, refrigerant flow rate, and cooling capacity in the expansion valve 132.

  In the duct 192, a flow of air conditioning air is generated by the operation of an air conditioning fan (not shown). Air-conditioning air A <b> 1 flowing into the duct 192 is introduced into the duct 192 so as to come into contact with the indoor heat exchanger 114. In the indoor heat exchanger 114, the air-conditioning air and the refrigerant exchange heat.

  During the heating operation, the high-temperature refrigerant is cooled by heat transfer from the refrigerant to the air-conditioning air in the indoor heat exchanger 114, and the air-conditioning air is heated by receiving heat transfer from the refrigerant. The air for air conditioning absorbs heat from the refrigerant flowing through the indoor heat exchanger 114 when passing through the inside of the duct 192, and the temperature rises. The heated air-conditioning air A2 is returned to the interior of the vehicle 1 to heat the interior of the vehicle. The temperature of the air-conditioning air is adjusted by heat exchange between the refrigerant circulating in the air-conditioning apparatus 100 via the indoor heat exchanger 114 and the air-conditioning air.

  The refrigerant cooled to the supercooled liquid in the indoor heat exchanger 114 then flows into the expansion valve 132. In the expansion valve 132, the refrigerant in the supercooled liquid state is squeezed and expanded, the specific enthalpy does not change, the temperature and the pressure are reduced, and the low-temperature and low-pressure gas-liquid mixed steam is obtained.

  The wet steam refrigerant decompressed by the expansion valve 132 flows into the outdoor heat exchanger 120. When the refrigerant flows through the tube of the outdoor heat exchanger 120, it absorbs the latent heat of vaporization via the fins, evaporates at a constant pressure and becomes a low-pressure high-temperature gas. When all the refrigerants are dry and become saturated vapor, the refrigerant becomes superheated vapor by further absorbing sensible heat, and the temperature of the refrigerant rises. The refrigerant that has flowed out of the outdoor heat exchanger 120 is sucked into the compressor 112.

  In accordance with such a cycle, the refrigerant continuously repeats the compression, condensation, throttle expansion, and evaporation state changes. When the refrigerant condenses in the indoor heat exchanger 114 acting as a condenser, it releases the condensed heat to the air for air conditioning, thereby heating the interior of the vehicle 1.

  Even during the heating operation, the ATF circulates in the transaxle cooling device 200 by the operation of the oil pump 230, and the cooling water circulates in the HV equipment cooling device 300 by the operation of the cooling water pump 330. Thereby, the transaxle 210 and the HV equipment 310 are appropriately cooled as in the cooling operation. At this time, high-temperature cooling water flows into the HV radiator 320, and the cooling water releases heat at the HV radiator 320. The heat released from the cooling water is transmitted to the refrigerant flowing through the outdoor heat exchanger 120. The refrigerant receives heat from the cooling water and is heated. The HV radiator 320 functions as a second heat exchanger that exchanges heat between the refrigerant flowing through the outdoor heat exchanger 120 and the cooling water during heating operation.

  During the heating operation, the cooling water is further circulated in the engine cooling device 400 by the operation of the cooling water pump 430. Cooling water heated by the engine 2 is cooled by releasing heat to the air flow supplied by the fan 190 in the engine radiator 420. The cooled cooling water returns to the engine 2 and the engine 2 is appropriately cooled.

  During the heating operation, the opening and closing of the thermo valve 440 is set so that the cooling water passages 454 and 456 and the cooling water passage 462 communicate with each other. Therefore, a flow of cooling water flowing to the heater core 460 via the cooling water passage 462 is generated, and heat transfer from the cooling water heated by the engine 2 to the air-conditioning air is performed in the heater core 460. The air-conditioning air flowing in the duct 192 is heated by the heat pump cycle, and in addition, is heated by receiving heat from the engine 2. By using the exhaust heat of the engine 2 for heating, the temperature of the air for air conditioning can be increased efficiently, and heating of the vehicle interior can be performed more efficiently.

[Defrosting of outdoor heat exchanger]
In the heat pump system, defrosting of the outdoor heat exchanger is important in order to ensure the heating performance of the outdoor heat exchanger 120 even when the outside air temperature is below 0 ° C. In the present embodiment, the cooling water for the HV equipment cooling device 300 is utilized during the heating operation, and the cooling water heated by the exhaust heat of the HV equipment 310 is caused to flow to the HV radiator 320. Even in a low temperature environment where the outside air temperature is below freezing, the cooling water heated by the HV device 310 has a temperature of about 0 ° C. to 20 ° C. and is warm. Thus, the outdoor heat exchanger 120 can be defrosted by transferring heat from the HV radiator 320 to the outdoor heat exchanger 120.

  If the flow rate of the cooling water flowing through the HV radiator 320 is increased, the defrosting of the outdoor heat exchanger 120 can be performed more effectively. For example, if the cooling water pump 330 is controlled so that the flow rate of the cooling water is 10 L / min or more, the outdoor heat exchanger 120 can be efficiently defrosted.

  In the configuration of the present embodiment, the heat exchange device 500 is disposed in the cooling water circulation path in the HV equipment cooling device 300, and heat exchange between the ATF and the cooling water occurs in the heat exchange device 500. When the temperature of the ATF is lower than the temperature of the cooling water, the cooling water heated by the exhaust heat of the HV equipment 310 is cooled by the ATF in the heat exchange device 500, so that the defrosting efficiency is lowered. Therefore, in this embodiment, the flow rate of ATF is controlled according to the temperature difference between ATF and cooling water. Thereby, the defrosting of the outdoor heat exchanger 120 is enabled more efficiently.

  A control flow of the oil pump 230 will be described with reference to FIG. First, in step (S10), it is determined whether the air conditioner 100 is being activated. If it is determined that the air conditioner 100 is being activated, the process proceeds to step (S20), and it is determined whether or not the defrosting operation of the outdoor heat exchanger 120 is necessary.

  The determination in step (S20) will be described in more detail with reference to FIG. First, in step (S21), it is determined whether or not the outside air temperature is below 0 ° C. At this time, the arithmetic processing unit 2200 of the ECU 22 receives a signal T5 indicating the outside air temperature detected by the temperature sensor 650 via the input interface 2100. The arithmetic processing unit 2200 further determines whether or not the outside air temperature is below 0 ° C. based on the signal T5. If it is determined that the outside air temperature is 0 ° C. or higher, the defrosting operation of the outdoor heat exchanger 120 is not necessary, and the control flow is returned.

  If it is determined that the temperature of the outside air is less than 0 ° C., then in step (S22), it is determined whether or not the temperature of the refrigerant flowing through the outdoor heat exchanger 120 is higher than the outside air temperature. At this time, the arithmetic processing unit 2200 receives a signal T1 indicating the refrigerant temperature detected by the temperature sensor 610 and a signal T5 indicating the outside air temperature via the input interface 2100. The arithmetic processing unit 2200 further determines whether or not the refrigerant temperature is higher than the outside air temperature based on the signals T1 and T5.

  If it is determined that the temperature of the outside air is lower than the temperature of the refrigerant, it is in a state where the refrigerant having the temperature equal to or lower than the outside air temperature flows through the outdoor heat exchanger 120, and the outdoor heat exchanger 120 may be frosted. Therefore, it progresses to step (S24) and it determines with the defrost operation of the outdoor heat exchanger 120 being required.

  If it is determined that the refrigerant temperature is higher than the outside air temperature, then in step (S23), it is determined whether the continuous operation time of the air conditioner 100 is equal to or less than a predetermined value. When the refrigerant temperature is lower than the outside air temperature, if the continuous operation time of the air conditioner 100 becomes long, the time for which the low-temperature refrigerant flows through the outdoor heat exchanger 120 becomes long, so that frost is generated in the outdoor heat exchanger 120. The possibility of sticking increases. Therefore, if it is determined that the continuous operation time of the air conditioner 100 is equal to or less than the predetermined value, the defrosting operation of the outdoor heat exchanger 120 is not necessary, and the control flow is returned. On the other hand, if it is determined that the continuous operation time of the air conditioner 100 exceeds the predetermined threshold value, the process proceeds to step (S24), and it is determined that the defrosting operation of the outdoor heat exchanger 120 is necessary.

  Thus, after determining whether or not the defrosting operation of the outdoor heat exchanger 120 is necessary, the control flow shown in FIG. 7 is returned.

  Referring to FIG. 6 again, if it is determined in step (S20) that defrosting of outdoor heat exchanger 120 is necessary, the process proceeds to step (S30), and the temperature of ATF and the temperature of cooling water are compared, It is determined whether the ATF temperature is lower than the cooling water temperature.

  If it is determined that the temperature of the ATF is equal to or higher than the temperature of the cooling water, heat is transferred from the ATF to the cooling water in the heat exchange device 500, and the cooling water is heated. Therefore, it progresses to step (S60), the output of the oil pump 230 is increased, and the flow volume of ATF which circulates through the transaxle cooling device 200 is increased. By increasing the flow rate of the ATF, more heat is applied to the cooling water in the heat exchange device 500, so that the temperature of the cooling water rises. Therefore, the cooling water having a higher temperature can be supplied to the HV radiator 320, and more heat can be transmitted from the HV radiator 320 to the outdoor heat exchanger 120. Therefore, the outdoor heat exchanger 120 is efficiently defrosted. be able to.

  If it is determined in step (S30) that the temperature of the ATF is lower than the temperature of the cooling water, the cooling water is cooled by the ATF in the heat exchange device 500. Therefore, in this case, the process proceeds to step (S40), and it is determined whether the first MG 6 and the second MG 10 constituting the transaxle 210 need to be cooled. For example, the temperatures of the first MG 6 and the second MG 10 may be detected, and it may be determined that the cooling is unnecessary when the temperatures of the first MG 6 and the second MG 10 are equal to or lower than a predetermined value.

  When it is determined that the cooling of the first MG 6 and the second MG 10 is unnecessary, it is not necessary to circulate the ATF in the transaxle cooling device 200, and therefore the output of the oil pump 230 may be reduced. In this case, the process proceeds to step (S70), and the output of the oil pump 230 is decreased to decrease the flow rate of the ATF circulating through the transaxle cooling device 200. By reducing the flow rate of ATF, it is possible to suppress the heat of the cooling water being taken away by the ATF in the heat exchange device 500, and it is possible to suppress the temperature drop of the cooling water. Therefore, the cooling water having a higher temperature can be supplied to the HV radiator 320, and more heat can be transmitted from the HV radiator 320 to the outdoor heat exchanger 120. Therefore, the outdoor heat exchanger 120 is efficiently defrosted. be able to.

  If it is determined in step (S10) that the air conditioner is not activated, if it is determined in step (S20) that defrosting of the outdoor heat exchanger 120 is not necessary, and if in step (S40) the first MG 6 or the first MG6 If it is determined that the 2MG 10 needs to be cooled, the process proceeds to step (S50), and the oil pump 230 is driven normally.

  After the output of the oil pump 230 is determined in step (S50), (S60) or (S70), the process proceeds to step (S80), and the cooling water temperature circulating through the HV equipment cooling device 300 and the required cooling water. The output of the cooling water pump 330 is determined based on the flow rate. Thereby, it becomes possible to control the HV equipment cooling apparatus 300 so that the optimal cooling performance of the HV equipment 310 can be exhibited.

[Action / Effect]
As described above, according to the control device for vehicle 1 in the present embodiment, it is determined that the defrosting operation of outdoor heat exchanger 120 is necessary, and the temperature of the ATF is the cooling water that cools HV equipment 310. When the temperature is higher than the temperature, the control unit 2230 increases the flow rate of the ATF circulating through the transaxle cooling device 200. If it does in this way, the amount of heat transfer from ATF to cooling water can be increased, and the temperature of cooling water can be raised early. The cooling water for cooling the HV equipment 310 transfers heat to the outdoor heat exchanger 120 in the HV radiator 320, whereby the outdoor heat exchanger 120 is defrosted.

  By increasing the temperature of the cooling water for defrosting the outdoor heat exchanger 120, efficient defrosting is possible. Therefore, the time required for defrosting can be shortened. In addition, since the rotation speed of the cooling water pump 330 for transferring the cooling water can be reduced, the power consumption of the cooling water pump 330 can be reduced and the fuel consumption of the vehicle 1 can be improved.

  In order to promote heat exchange between the ATF and the cooling water, it is only necessary to increase the flow rate of either the ATF or the cooling water. However, in this embodiment, the flow rate of the ATF is increased. Comparing the viscosity of ATF and the viscosity of cooling water, ATF is higher in viscosity. By increasing the flow rate of the relatively viscous ATF, the amount of heat transfer from the ATF to the cooling water can be increased more efficiently.

  Further, as shown in FIG. 6, it is determined that the defrosting operation of the outdoor heat exchanger 120 is necessary, and the temperature of the ATF is lower than the temperature of the cooling water for cooling the HV equipment 310 and is included in the transaxle 210. When cooling of 1MG6 and second MG10 is not necessary, control unit 2230 may decrease the flow rate of ATF circulating through transaxle cooling device 200. Thereby, since heat radiation from the cooling water to the ATF having a relatively low temperature can be suppressed, a decrease in the temperature of the cooling water due to heat exchange with the ATF can be suppressed. The outdoor heat exchanger 120 can be efficiently defrosted by suppressing the temperature drop of the cooling water for performing the defrosting of the outdoor heat exchanger 120.

  In order to decrease the ATF flow rate, the output of the oil pump 230 may be lowered, and typically the oil pump may be stopped. The ATF is also used for cooling the transaxle 210, but the ATF flow rate reduction is allowed only when the first MG 6 and the second MG 10 included in the trans axle 210 are not required to be cooled. Therefore, efficient defrosting of the outdoor heat exchanger 120 is possible while reliably avoiding insufficient cooling and lubrication of the transaxle 210.

  Further, as shown in FIG. 2, a temperature sensor 620 for detecting the temperature of the ATF flowing into the oil pump 230 may be provided. Thereby, the temperature of ATF can be detected reliably. The ATF flows from the transaxle 210 through the oil pump 230 toward the heat radiating unit 240 and circulates through the transaxle cooling device 200. In the heat radiating section 240, heat exchange between the ATF and the cooling water is performed. Therefore, by arranging the temperature sensor 620 so that the temperature of the ATF can be detected at the ATF introduction port to the oil pump 230, the temperature of the ATF toward the heat radiating unit 240 can be detected with higher accuracy. It is possible to control the flow rate of ATF.

  As shown in FIG. 2, the temperature sensor 630 for detecting the temperature of the cooling water circulating through the HV equipment cooling device 300 is arranged so that the temperature of the cooling water for cooling the HV equipment 310 can be detected. desirable. For example, the temperature sensor 630 may be disposed on the inlet side with respect to the HV device 310 in the flow of cooling water. In this way, since the temperature of the cooling water can be detected using the existing temperature sensor for detecting the temperature of the cooling water that cools the HV device 310, the number of necessary temperature sensors can be reduced. it can.

  Further, a temperature sensor 650 for detecting the temperature of the outside air and a temperature sensor 610 for detecting the temperature of the refrigerant circulating in the air conditioner 100 are provided, and the temperature of the outside air is less than 0 ° C. as shown in FIG. When the temperature of the outside air is lower than the temperature of the refrigerant, it may be determined that the defrosting operation of the outdoor heat exchanger 120 is necessary. Alternatively, when the temperature of the outside air is less than 0 ° C. and the continuous operation time of the air conditioner 100 exceeds a predetermined threshold, it may be determined that the defrosting operation of the outdoor heat exchanger 120 is necessary. This makes it possible to clarify the conditions that require defrosting of the outdoor heat exchanger 120 and to reliably defrost from the outdoor heat exchanger 120, so that heat exchange in the outdoor heat exchanger 120 is hindered by frost. Thus, it is possible to avoid a decrease in heating performance.

  According to the control method for vehicle 1 in the present embodiment, the step (S20) of determining whether or not the defrosting operation of outdoor heat exchanger 120 is necessary, and the step of comparing the temperature of ATF and the temperature of cooling water. (S30) and a step (S60) of increasing the ATF flow rate when it is determined that the defrosting operation is necessary and the temperature of the ATF is higher than the temperature of the cooling water. Thereby, the amount of heat transfer from the ATF to the cooling water can be increased, and the temperature of the cooling water can be raised early. By increasing the temperature of the cooling water for defrosting the outdoor heat exchanger 120, it is possible to efficiently defrost.

  In the above-described embodiment, the heat exchange apparatus 500 for performing heat exchange between the ATF and the cooling water has been described as an example of a water-cooled oil cooler in which the water jacket 340 surrounds the heat radiating unit 240. The heat exchange device 500 is not limited to such a configuration. For example, the ATF flow path and the cooling water flow path are alternately provided in the housing, and the ATF and the cooling are separated through a wall that partitions the inside of the housing. The heat exchange with water may be performed, or any other structure that enables heat exchange between the ATF and the cooling water may be employed.

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

  DESCRIPTION OF SYMBOLS 1 Vehicle, 2 engine, 6 1st MG, 10 2nd MG, 18, 20 Power converter, 22 ECU, 100 Air-conditioner, 112 Compressor, 114, 118 Indoor heat exchanger, 116 Three-way valve, 120 Outdoor heat exchanger, 122,132 Expansion valve, 124 Cooling solenoid valve, 134,138 Heating solenoid valve, 190 Fan, 192 Duct, 194 damper, 200 Transaxle cooling device, 210 Transaxle, 230 Oil pump, 240 Heat radiation unit, 300 Cooling device , 310 HV equipment, 320 HV radiator, 330, 430 Cooling water pump, 340 Water jacket, 400 Engine cooling device, 420 Engine radiator, 440 Thermo valve, 500 Heat exchange device, 610, 620, 630, 650 Temperature sensor, 2200 performance Arithmetic processing part, 2210 determination part, 2220 comparison part, 2230 control part, A1, A2 air for air conditioning, T1, T2, T3, T5 signal, P2 control signal.

Claims (7)

A control device for a vehicle,
The vehicle includes an air conditioner that adjusts a temperature inside the vehicle, a first circulation device that circulates a first heat transfer medium, a second circulation device that circulates a second heat transfer medium, and the first A heat exchange device for exchanging heat between the heat transfer medium and the second heat transfer medium,
The air conditioner
A compressor for compressing the refrigerant;
A decompressor for decompressing the refrigerant;
An outdoor heat exchanger in which a high-temperature refrigerant compressed by the compressor flows during cooling operation of the air conditioner, and a low-temperature refrigerant depressurized by the pressure reducer flows during heating operation of the air conditioner. ,
The first circulation device includes:
A first heat source for applying heat to the first heat transfer medium;
A first pump for transferring the first heat transfer medium;
The second circulation device includes:
A second heat source for applying heat to the second heat transfer medium;
A second pump for transferring the second heat transfer medium;
A second heat exchanger that exchanges heat between the refrigerant flowing through the outdoor heat exchanger and the second heat transfer medium;
A determination unit for determining whether or not a defrosting operation of the outdoor heat exchanger is necessary;
A comparison unit that compares the temperature of the first heat transfer medium with the temperature of the second heat transfer medium;
A control unit for controlling the first pump,
When it is determined that the defrosting operation is necessary and the temperature of the first heat transfer medium is higher than the temperature of the second heat transfer medium, the control unit circulates through the first circulation device. A control device for a vehicle that increases a flow rate of a first heat transfer medium.   When it is determined that the defrosting operation is necessary, the temperature of the first heat transfer medium is lower than the temperature of the second heat transfer medium, and the cooling of the first heat source is unnecessary, the control 2. The vehicle control device according to claim 1, wherein the unit reduces a flow rate of the first heat transfer medium circulating in the first circulation device.   3. The vehicle control device according to claim 1, further comprising a first temperature sensor that detects a temperature of the first heat transfer medium flowing into the first pump. 4. An outside air temperature sensor for detecting the outside air temperature;
A refrigerant temperature sensor for detecting the temperature of the refrigerant,
4. The method according to claim 1, wherein the determination unit determines that the defrosting operation is necessary when the temperature of the outside air is lower than 0 ° C. and the temperature of the outside air is lower than the temperature of the refrigerant. The vehicle control apparatus according to claim 1. It has an outside temperature sensor that detects the temperature of outside air,
The said determination part determines that defrost operation is required when the temperature of external air is less than 0 degreeC, and the continuous operation time of the said air conditioner exceeded a predetermined threshold value. 4. The vehicle control device according to any one of 3.   A vehicle comprising the vehicle control device according to any one of claims 1 to 5. A vehicle control method comprising:
The vehicle includes an air conditioner that adjusts a temperature inside the vehicle, a first circulation device that circulates a first heat transfer medium, a second circulation device that circulates a second heat transfer medium, and the first A heat exchange device for exchanging heat between the heat transfer medium and the second heat transfer medium,
The air conditioner
A compressor for compressing the refrigerant;
A decompressor for decompressing the refrigerant;
An outdoor heat exchanger in which a high-temperature refrigerant compressed by the compressor flows during cooling operation of the air conditioner, and a low-temperature refrigerant depressurized by the pressure reducer flows during heating operation of the air conditioner. ,
The first circulation device includes:
A first heat source for applying heat to the first heat transfer medium;
A first pump for transferring the first heat transfer medium;
The second circulation device includes:
A second heat source for applying heat to the second heat transfer medium;
A second pump for transferring the second heat transfer medium;
A second heat exchanger that exchanges heat with the outdoor heat exchanger,
Determining whether a defrosting operation of the outdoor heat exchanger is necessary;
Comparing the temperature of the first heat transfer medium with the temperature of the second heat transfer medium;
A step of increasing the flow rate of the first heat transfer medium when it is determined that the defrosting operation is necessary and the temperature of the first heat transfer medium is higher than the temperature of the second heat transfer medium; A vehicle control method comprising:

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