JP2017019413A - Temperature-increasing system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a temperature-increasing system for a hybrid vehicle, with power equipment protected by quickly securing the flow rate of a coolant for cooling the power equipment that includes a motor.SOLUTION: A temperature-increasing system, disposed in a hybrid vehicle 1 that is incorporated with an engine 2 and a motor, for warming a coolant used for cooling power equipment 3 including a motor, further includes: a cooling circuit 30 provided with a pump 31 for pressure-transmitting the coolant and a radiator 33 for cooling the coolant; an electric fan 4, disposed between the radiator 33 and an exhaust system 2A of the engine 2, for air-blowing in a direction toward the radiator 33 from the exhaust system 2A; and a resistor 6 disposed in series with the fan 4 on a first electric circuit 10 on which the fan 4 and an on-vehicle battery 5 are disposed. Further, the resistor 6 is disposed at an immediate downstream part 30a of the pump 31 and in contact with the cooling circuit 30.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a temperature raising system that warms a refrigerant that cools a power device such as a drive motor of a hybrid vehicle.

  2. Description of the Related Art Conventionally, as a method for cooling an engine, a motor, and the like mounted on a vehicle, a method of circulating a refrigerant through a cooling circuit in which a pump and a radiator are interposed is known. That is, the refrigerant pumped by the pump cools a heat generating device such as an engine or a motor, then cools by a radiator and returns to the pump again. By allowing the refrigerant having a predetermined flow rate to flow through the cooling circuit, it is possible to appropriately cool the engine, the motor, and the like.

  By the way, in an extremely cold environment where the refrigerant freezes, the viscosity of the refrigerant becomes so high that it becomes difficult to flow through the cooling circuit, and the flow rate of the refrigerant in the cooling circuit may be insufficient. Insufficient refrigerant flow leads to insufficient cooling of the engine, motor, etc., and there is a risk that these devices will fail in such an environment. Therefore, when there is a concern about lowering the temperature of the refrigerant, it is required to raise the temperature of the refrigerant and ensure its flow rate.

  In this regard, Patent Document 1 describes a technique for heating a radiator through which engine cooling water (refrigerant) passes. This technology blows preheated air to the radiator through the exhaust system of the engine in order to shorten the warm-up time and improve the heating performance in a cryogenic environment in a vehicle equipped with an engine. It is. If the radiator is heated in this way, the refrigerant passing through the radiator can also be heated.

JP 2012-246790 A

  However, since the technology of Patent Document 1 uses the heat of the exhaust system of the engine to heat the radiator, the refrigerant cannot be heated unless the temperature of the exhaust system of the engine becomes high to some extent. That is, there is a possibility that the refrigerant cannot be quickly heated by the temperature raising method using the exhaust heat of the engine. In particular, the engine takes longer to rise in temperature than electric devices such as motors and inverters. Therefore, in a hybrid vehicle equipped with an engine and a motor, the refrigerant that cools the electric devices such as the motor is heated by the exhaust heat of the engine. Then, there is a possibility that the electric power device will be heated before the refrigerant flow rate is secured. Therefore, when the technique of Patent Document 1 is applied to a hybrid vehicle as it is, there is a possibility that power equipment that requires cooling cannot be properly protected.

  In addition, since the refrigerant circulates in the cooling circuit by being pumped by the pump, in order to quickly secure the flow rate of the refrigerant, it is necessary to warm the refrigerant in the pump or near the pump (directly downstream, immediately upstream). It is valid. However, since the technique of Patent Document 1 heats the radiator, the refrigerant in the vicinity of the pump cannot be efficiently heated unless the radiator and the pump are arranged close to each other. Therefore, with the technique of Patent Document 1, there is a possibility that the flow rate of the refrigerant cannot be secured quickly. In this respect as well, there is room for improvement in the technique of Patent Document 1.

  The present case has been devised in view of such a problem, and relates to a temperature rising system for a hybrid vehicle, and promptly securing a flow rate of a refrigerant for cooling a power device including a motor to appropriately protect the power device. One of the purposes. The present invention is not limited to this purpose, and is a function and effect derived from each configuration shown in the embodiments for carrying out the invention described later, and other effects of the present invention are to obtain a function and effect that cannot be obtained by conventional techniques. Can be positioned.

  (1) A temperature raising system disclosed herein is a temperature raising system that is provided in a hybrid vehicle equipped with an engine and a motor and that heats a refrigerant that cools electric power equipment including the motor. The temperature raising system is installed between a cooling circuit including a pump for pumping the refrigerant and a radiator for cooling the refrigerant, and between the radiator and the exhaust system of the engine. An electric fan that blows air in a direction toward the radiator, a first electric circuit in which the fan and the on-vehicle battery are arranged, and the fan in the cooling circuit that is arranged in series with the fan on the first electric circuit. And a resistor disposed in contact with the immediately downstream portion.

(2) It is preferable that the radiator is disposed upstream of the pump in the cooling circuit.
(3) The temperature raising system includes a second electric circuit in which the fan and the battery are arranged and bypasses the resistor, and a switch for energizing either the first electric circuit or the second electric circuit And a control device that controls the operating state of the fan by controlling the switching unit. When the exhaust temperature of the engine is lower than a predetermined exhaust temperature, the control device rotates the fan by energizing the first electric circuit, and when the exhaust temperature is equal to or higher than the predetermined exhaust temperature, Preferably, the fan is rotated by energizing the second electric circuit.

(4) It is preferable that the said control apparatus raises the rotational speed of the said fan, so that the said exhaust temperature is high.
(5) When the operation of switching the hybrid vehicle to a travelable state is performed, the control device energizes the first electric circuit to rotate the fan if the temperature of the refrigerant is less than a predetermined value. Is preferred.
(6) Even if the driving mode of the hybrid vehicle is set to an EV mode using the motor as a drive source, the control device may turn off the engine if the temperature of the refrigerant is lower than the predetermined value at the time point. It is preferable to force start.

  According to the temperature raising system of the disclosure, the refrigerant can be warmed using the heat of the resistor and the heat of the exhaust system of the engine, so that the flow rate of the refrigerant can be secured quickly. Thereby, the electric power apparatus (for example, a motor, an inverter, a vehicle-mounted charger etc.) which requires cooling can be protected appropriately.

It is a mimetic diagram illustrating the whole temperature rise system composition concerning one embodiment. It is a flowchart which illustrates the control procedure of this temperature rising system.

  A temperature raising system as an embodiment will be described with reference to the drawings. The embodiment described below is merely an example, and there is no intention of excluding various modifications and technical applications that are not explicitly described in the following embodiment. Each configuration of the present embodiment can be implemented with various modifications without departing from the spirit of the present embodiment, and can be selected or combined as necessary.

[1. System configuration]
In FIG. 1, the whole structure of the temperature rising system as embodiment is illustrated. This temperature raising system is provided in a hybrid vehicle 1 (hereinafter abbreviated as vehicle 1) equipped with an engine 2 and a driving motor. The vehicle 1 is equipped with power devices such as a motor, an inverter, a DC-DC converter, and an in-vehicle charger. Since these electric power devices generate a large amount of heat during operation, they are cooled by the refrigerant flowing through the cooling circuit 30. Hereinafter, these electric power devices are referred to as “EV component 3”. In addition to the cooling circuit 30, the vehicle 1 is also provided with a cooling circuit (not shown) for cooling the engine 2. The cooling circuit 30 is formed by piping or a hose, for example.

  In addition to the above-described EV component 3, the cooling circuit 30 is provided with a pump 31, a condensation tank 32, and a radiator 33. The pump 31 is an electric pressure feeder (electrically controlled water pump) for circulating the refrigerant for cooling the EV component 3 in the cooling circuit 30, and pumps the refrigerant in the on state (during operation). The refrigerant flow direction (circulation direction) is counterclockwise as shown by a thick arrow in FIG. The condensation tank 32 is a gas-liquid separation tank for preventing air bubbles from flowing into the pump 31, and is provided immediately upstream of the pump 31 to separate the air bubbles contained in the refrigerant from the liquid component and discharge the air to the outside. . The radiator 33 is a heat exchanger for cooling the refrigerant, and is provided upstream of the condensation tank 32. That is, the radiator 33 is disposed upstream of the pump 31 in the cooling circuit 30.

  The radiator 33 is provided side by side with an exhaust manifold 2A (exhaust system, hereinafter abbreviated as an exhaust manifold 2A) of the engine 2. The exhaust manifold 2 </ b> A forms a flow path of high-temperature combustion gas (exhaust gas) discharged when the engine 2 is operated. The temperature of the exhaust manifold 2 </ b> A, the peripheral parts of the exhaust manifold 2 </ b> A, and the ambient air temperature rise due to the heat of exhaust from the engine 2.

  Between the radiator 33 and the exhaust manifold 2A, a fan 4 for allowing air to flow through the radiator 33 is installed. That is, the radiator 33, the fan 4, and the exhaust manifold 2A are arranged in a line in this order. The fan 4 is an electric fan that operates with the electric power of the in-vehicle auxiliary battery 5 (battery), and generates a flow of air by rotating a plurality of blades. The fan 4 and the auxiliary battery 5 are connected by two electric circuits 10 and 20, respectively. In other words, the fan 4 and the auxiliary battery 5 are disposed in any of the two electric circuits 10 and 20. The two electric circuits 10 and 20 are provided with a switching circuit 40 (switching unit) that allows a current to flow through only one of the circuits. In addition, a resistor 6 (resistor) is disposed in one of the two electric circuits 10 and 20 so that the voltage value applied to the fan 4 varies depending on the circuits 10 and 20 that are energized. Hereinafter, when the two electric circuits 10 and 20 are distinguished from each other, one of the registers 6 is referred to as a first electric circuit 10 and the other is referred to as a second electric circuit 20. It can be said that the second electric circuit 20 is a circuit that bypasses the register 6.

  The rotation speed of the fan 4 is switched between two stages (low speed and high speed) according to the magnitude of the applied voltage. When the voltage is low, the fan 4 rotates at a low speed. Hereinafter, this operating state of the fan 4 is referred to as low drive. When the voltage is high, the fan 4 rotates at a high speed. Hereinafter, this operating state of the fan 4 is referred to as high drive. Since the voltage of the first electric circuit 10 is lower than that of the second electric circuit 20 by the resistance value of the resistor 6, the fan 4 is driven low when a current is passed through the first electric circuit 10. On the other hand, when a current is passed through the second electric circuit 20, the fan 4 is driven high. In other words, the first electric circuit 10 is an electric circuit through which a current flows when the fan 4 is driven low, and the second electric circuit 20 is an electric circuit through which a current flows when the fan 4 is driven high.

  The switching circuit 40 switches the energization path between the auxiliary battery 5 and the fan 4 to the first electric circuit 10 or the second electric circuit 20, and is composed of, for example, a switch, a contactor, a relay, or the like. The switching circuit 40 energizes one of the two electric circuits 10 and 20 and shuts off the other, thereby switching the operating state of the fan 4 between low driving and high driving. The switching circuit 40 is controlled by an EV-ECU 50 described later.

  The resistor 6 is connected in series with the fan 4, and reduces the rotation speed of the fan 4 by lowering the voltage value of the first electric circuit 10, thereby reducing sound generated when the fan 4 is operated. The resistor 6 is disposed in contact with the immediately downstream portion 30 a of the pump 31 in the cooling circuit 30. Thereby, heat exchange is performed between the register 6 and the cooling circuit 30. That is, when the register 6 is energized and generates heat, the temperature of the register 6 becomes higher than the temperature of the refrigerant (hereinafter referred to as the refrigerant temperature Tw), so that the heat of the register 6 moves to the refrigerant. For this reason, the refrigerant temperature Tw in the downstream portion 30a of the pump 31 increases and the temperature of the register 6 decreases.

The two electric circuits 10 and 20 are respectively provided with reversing switches 11 and 21 for reversing the direction of the current so that the direction of the current supplied to the fan 4 can be changed.
The fan 4 is configured to be able to switch the rotation direction according to the direction of the supplied current. That is, by changing the direction of the current using the reversing switches 11 and 21, the rotation direction of the fan 4 is switched and the blowing direction is reversed. The fan 4 of the present embodiment blows air in the direction from the radiator 33 toward the exhaust manifold 2A during forward rotation, and blows air in the opposite direction (that is, the direction toward the radiator 33 from the exhaust manifold 2A) during reverse rotation. The reversing switches 11 and 21 are controlled by the EV-ECU 50.

  The function of the fan 4 is different between forward rotation and reverse rotation. The fan 4 functions as a radiator fan that cools the refrigerant by allowing external air to pass through the radiator 33 during forward rotation. On the other hand, during reverse rotation, the radiator 33 functions as a heater fan that heats the refrigerant by passing air around the exhaust manifold 2A.

The cooling circuit 30 is provided with a temperature sensor 7 that detects the refrigerant temperature Tw. Although the specific position of the temperature sensor 7 is not particularly limited, for example, as shown in FIG. 1, the refrigerant temperature Tw before cooling the EV component 3 may be detected by providing it on the upstream side of the EV component 3. . Alternatively, the refrigerant temperature Tw after cooling the EV component 3 may be detected by providing the temperature sensor 7 on the downstream side of the EV component 3. The temperature sensor 7 transmits information on the detected refrigerant temperature Tw to the EV-ECU 50.
Further, the engine 2 is provided with an exhaust temperature sensor 8 for detecting the exhaust temperature Te. The position of the exhaust temperature sensor 8 is not particularly limited. For example, as shown in FIG. 1, the exhaust temperature sensor 8 may be provided in the exhaust manifold 2A, or may be an exhaust passage downstream of the exhaust manifold 2A. The exhaust temperature sensor 8 transmits information on the detected exhaust temperature Te to an engine ECU 60 described later.

  The vehicle 1 is provided with an engine ECU 60 that controls the engine 2 and an EV-ECU 50 (control device) that integrally controls the vehicle 1. The engine ECU 60 is an electronic control unit (Engine Electronic Control Unit) that is connected to an in-vehicle network and controls the operating state of the engine 2 and is formed as an electronic device in which a microprocessor such as a CPU and MPU, a ROM, and a RAM are integrated. . The engine ECU 60 of this embodiment transmits information transmitted from the exhaust temperature sensor 8 to the EV-ECU 50.

  The EV-ECU 50 is connected to a vehicle-mounted network and is a higher-level electronic control device than other electronic control devices (for example, an engine ECU 60, a motor ECU (not shown), an air conditioner ECU, etc.), and is a well-known microprocessor, ROM, RAM, etc. Is formed as an electronic device. The EV-ECU 50 has the authority to monitor the timing and amount of control performed by other electronic control devices and intervene in each control as necessary.

  The EV-ECU 50 sets the travel mode of the vehicle 1 based on the accelerator opening, the vehicle speed, the charging rate of the driving battery, and the like. The travel mode set here includes an EV mode in which the engine 2 is stopped only with the motor output, a series mode in which the engine 2 generates power and only the motor output is driven, and the motor and the engine 2 are driven. A parallel mode that travels as a source, an engine mode that travels only by the output of the engine 2, and the like can be mentioned.

The EV-ECU 50 according to the present embodiment controls the operation states of the engine 2, EV component 3, fan 4, and pump 31, and also controls the operation of the fan 4 by controlling the states of the switching circuit 40 and the reversing switches 11, 21. Control the state.
In the present embodiment, the temperature increase control that is performed when the vehicle 1 is started in an extremely cold environment in which the refrigerant freezes (when the vehicle 1 is allowed to travel from the off state) will be described in detail.

[2. Control configuration]
The temperature rise control is control for warming the refrigerant and ensuring the flow rate (flow rate) when the refrigerant temperature in the cooling circuit 30 is high and the viscosity of the refrigerant is high and the flow rate is slow (the flow rate is insufficient) because the refrigerant temperature Tw is low. For example, when the refrigerant is in a state near freezing in an environment where the outside air temperature is very low, the refrigerant cannot circulate through the cooling circuit 30 even if the pump 31 is operated. In this case, since the EV component 3 is not properly cooled, there is a concern that the temperature of the EV component 3 that requires constant cooling will increase. The temperature increase control is a control for appropriately cooling and protecting the EV component 3 by increasing the temperature of the refrigerant when the refrigerant is in a state close to freezing. The temperature increase control is performed by the EV-ECU 50 in an extremely cold environment or in a state where the refrigerant temperature Tw is extremely low.

The temperature rise control is divided into two stages. In the first stage, heat generated when the resistor 6 is energized (Joule heat) and heat discharged from the engine 2 (exhaust heat) are used, and in the second stage, only the exhaust heat of the engine 2 is used. The first stage is started when the temperature rise control start condition is satisfied, and is ended when the switching condition is satisfied. The second stage starts when the switching condition is satisfied, and ends when the temperature increase control end condition is satisfied. The start condition, switching condition, and end condition are as follows.
Starting condition: refrigerant temperature Tw is lower than first predetermined value T1 (Tw <T1)
Switching condition: The exhaust temperature Te is equal to or higher than the predetermined exhaust temperature Tth (Te ≧ Tth)
Termination condition: the refrigerant temperature Tw is equal to or higher than the second predetermined value T2 (Tw ≧ T2)

  Here, the first predetermined value T1 (predetermined value) is the minimum value of the refrigerant temperature Tw at which the flow rate of the refrigerant is appropriately ensured (the EV component 3 can be appropriately cooled by the operation of the pump 31). The second predetermined value T2 is a value larger than the first predetermined value T1 (T2> T1), and is the lowest value of the refrigerant temperature Tw at which the refrigerant can smoothly flow in the cooling circuit 30. These values T1 and T2 are set in advance based on the properties of the refrigerant, the performance of the pump 31 and the EV component 3, and the like. The predetermined exhaust temperature Tth is a temperature for switching the heating of the resistor 6 so that the refrigerant is heated only by the radiator 33 having high heat exchange efficiency (for example, the exhaust temperature Te that can be regarded as the engine 2 has been warmed [warm-up has been completed]). ) And is set in advance.

  In the first stage of the temperature rise control, the switching circuit 40 is controlled so that the first electric circuit 10 is energized to heat the refrigerant in the downstream portion 30a of the pump 31 with the heat of the register 6, and the fan 4 The reversing switch 11 is controlled so as to rotate reversely, and the refrigerant of the radiator 33 is heated by the exhaust heat of the engine 2. That is, in the first stage of the temperature raising control, the operating state of the fan 4 is controlled to be low drive and reverse rotation. Thus, in the first stage, since the refrigerant is warmed by the heat of both the register 6 and the engine 2, the refrigerant is quickly heated as compared with the case where the refrigerant is warmed only by the heat of the engine 2.

  As soon as energization is started, the register 6 starts to rise in temperature, and becomes relatively hot before the engine 2 is warmed up. For this reason, in the first stage, by using the heat of the register 6 in addition to the exhaust heat of the engine 2 until the engine 2 is warmed, the refrigerant in the downstream portion 30a of the pump 31 can be heated first. Here, since the temperature rise control is performed when the refrigerant is in a state of being almost frozen (a state in which the refrigerant is not substantially flowing), the heat transmitted to the direct downstream portion 30a of the pump 31 is transmitted to the downstream side. At the same time, it is gradually transmitted to the pump 31 on the upstream side, the refrigerant in the pump 31 is also heated, and the power of the pump 31 is secured. Thereby, the refrigerant can be circulated in the cooling circuit 30 by the pump 31.

  When the exhaust temperature Te of the engine 2 becomes equal to or higher than the predetermined exhaust temperature Tth, the above switching condition is satisfied, so that the temperature increase control is switched from the first stage to the second stage. In the second stage, the switching circuit 40 is controlled so that the second electric circuit 20 is energized, the energization to the register 6 is terminated, and the reversing switch 21 is controlled so that the fan 4 rotates in the reverse direction. The refrigerant of the radiator 33 is heated only by the exhaust heat 2. In other words, when the temperature raising control is switched to the second stage, the operating state of the fan 4 is switched from the low drive to the high drive, and the reverse rotation is controlled. Thus, in the second stage, the refrigerant is warmed using the radiator 33 having a higher heat exchange efficiency than that of the register 6.

  The EV-ECU 50 determines whether the start condition, the switching condition, and the end condition related to the temperature increase control are successful, and controls each device (engine 2, switching circuit 40, reversing switches 11, 21, etc.) according to the determination result. . The EV-ECU 50 determines the success or failure of the start condition and the end condition based on the information on the refrigerant temperature Tw transmitted from the temperature sensor 7, and the switching condition based on the information on the exhaust temperature Te transmitted from the engine ECU 60. Determine success or failure. That is, the start and end of this control are determined based on the information detected by the temperature sensor 7.

  The EV-ECU 50 according to the present embodiment determines whether or not the start condition is satisfied when the operation of switching the vehicle 1 to the travelable state (READY_ON state) is performed, and when this condition is satisfied, the temperature increase control is performed. To start. That is, the temperature increase control is performed before the vehicle 1 starts to travel. The travelable state is a state where at least one of the engine 2 and the motor can be operated.

  The EV-ECU 50 controls the engine 2, the EV component 3 and the pump 31 to be in an on state (operating state) when the start condition is satisfied, and controls the fan 4 to be driven low and reversely rotated. Specifically, the EV-ECU 50 controls the engine 2 to an idling state, and controls an electric circuit, a switch, and the like (not shown) so that power is supplied to the EV component 3 and the pump 31. Thus, even when the travel mode of the vehicle 1 is set to the EV mode (that is, when the engine 2 is in a stopped state), the EV-ECU 50 forcibly starts the engine 2 when the start condition is satisfied. Further, the EV-ECU 50 controls the switching circuit 40 to energize the first electric circuit 10 and controls the reversing switch 11 to reversely rotate the fan 4. As a result, the register 6 generates heat, and air flows in a direction from the exhaust manifold 2 </ b> A toward the radiator 33.

  When the switching condition is satisfied during the temperature increase control (first stage), the EV-ECU 50 switches the fan 4 from the low drive to the high drive and controls the fan 4 to rotate in the reverse direction. Specifically, the EV-ECU 50 controls the switching circuit 40 to energize the second electric circuit 20 and controls the reversing switch 21 to reversely rotate the fan 4. As a result, energization of the register 6 is completed, and the amount of air flowing in the direction from the exhaust manifold 2A toward the radiator 33 is increased.

  The EV-ECU 50 controls the engine 2 to the off state and controls the fan 4 to high drive and forward rotation when the end condition is satisfied during the temperature increase control (second stage). Specifically, the EV-ECU 50 controls the reverse switch 21 to rotate the fan 4 forward while maintaining the state of the switching circuit 40. As a result, the fan 4 rotates forward with high driving, air flows in the direction from the radiator 33 toward the exhaust manifold 2A, and the temperature raising control is completed.

[3. flowchart]
FIG. 2 is a flowchart illustrating the procedure of the temperature increase control described above. This flowchart is executed in the EV-ECU 50 when an operation for switching the vehicle 1 from the OFF state to the READY_ON state in which the vehicle 1 can run is performed.

  As shown in FIG. 2, the EV-ECU 50 first detects the refrigerant temperature Tw (step S1), and determines whether the refrigerant temperature Tw is less than a first predetermined value T1 (step S2). That is, the success or failure of the start condition is determined based on the refrigerant temperature Tw. If Tw <T1, the process proceeds to step S3, and if Tw ≧ T1, the process proceeds to step S12.

  In step S3, the EV component 3, the pump 31 and the engine 2 are controlled to be in an on state, and in step S4, the fan 4 is controlled to be low-driven and reversely rotated. If the start condition is satisfied, the engine 2 is forcibly started regardless of the travel mode of the vehicle 1 (even if it is in the EV mode). Subsequently, the exhaust temperature Te is detected (step S5), and it is determined whether or not the exhaust temperature Te is equal to or higher than a predetermined exhaust temperature Tth (step S6). That is, the success or failure of the switching condition is determined based on the exhaust temperature Te, and if Te ≧ Tth, the process proceeds to step S7. On the other hand, when Te <Tth, the process returns to step S5, the exhaust gas temperature Te is detected again, and the success or failure of the switching condition is determined (steps S5 and S6). These steps S5 and S6 are repeated until Te ≧ Tth.

  In step S7, the fan 4 is switched from the low drive to the high drive and controlled to reverse rotation. Next, the refrigerant temperature Tw is detected (step S8), and it is determined whether or not the refrigerant temperature Tw is equal to or higher than a second predetermined value T2 (step S9). That is, the success or failure of the end condition is determined based on the refrigerant temperature Tw. If Tw ≧ T2, the process proceeds to step S10. On the other hand, when Tw <T2, the process returns to step S8, the refrigerant temperature Tw is detected again, and the success or failure of the end condition is determined (steps S8 and S9). These steps S8 and S9 are repeated until Tw ≧ T2.

In step S10, the engine 2 is controlled according to the travel mode of the vehicle 1. That is, if the traveling mode is the EV mode, the operation of the engine 2 is stopped (controlled to the off state), and if the traveling mode is other than the EV mode (the mode in which the engine 2 operates), the engine 2 remains in the on state. Be controlled. In step S11, the fan 4 is controlled to be driven high and rotated forward, and this flow is finished.
When the process proceeds from step S2 to step S12, normal control is performed without performing the temperature increase control. In the normal control, the EV component 3 and the pump 31 are controlled to be in an on state, and the fan 4 is controlled to be driven high and rotated forward. The engine 2 is controlled to be turned on and off in accordance with the travel mode of the vehicle 1 and the state of charge of the driving battery. Then, this flow ends.

[4. effect]
(1) The above-described temperature raising system includes the electric fan 4 that blows air in the direction from the exhaust manifold 2 </ b> A toward the radiator 33, and the register 6 that is arranged (connected) in series with the fan 4. Therefore, the refrigerant can be warmed by both the heat discharged from the engine 2 to the exhaust manifold 2 </ b> A and the heat generated by the register 6. In particular, since the temperature of the register 6 rises faster than that of the engine 2, the refrigerant can be quickly warmed by using the heat of the register 6 in addition to the exhaust heat of the engine 2. Thereby, since the flow volume of a refrigerant | coolant is ensured rapidly, the EV component 3 can be cooled appropriately. Therefore, the EV component 3 can be appropriately protected.

  Further, since the register 6 is disposed in contact with the downstream portion 30a of the pump 31 in the cooling circuit 30, the refrigerant in the downstream portion 30a of the pump 31 can be first heated by the heat of the register 6. Thereby, even in a state where the refrigerant is frozen, the heat transferred to the downstream portion 30a of the pump 31 is transferred to the pump 31 on the upstream side, so that the refrigerant in the pump 31 is heated. Therefore, the power of the pump 31 can be secured quickly, and the refrigerant can be circulated quickly by the pump 31. Therefore, it is possible to quickly secure the flow rate of the refrigerant and appropriately protect the EV component 3.

  Further, since the register 6 is disposed in contact with the cooling circuit 30, when the register 6 is used to reduce the noise of the fan 4 (that is, during normal use other than the temperature rise control), the cooling circuit 30 The resistor 6 can be cooled with the refrigerant. Furthermore, by installing the register 6 in the downstream portion 30 a of the pump 31, the installation of the condensation tank 32 provided immediately upstream of the pump 31 is not hindered.

  (2) In the above-described temperature raising system, the radiator 33 is disposed upstream of the pump 31 in the cooling circuit 30. That is, the register 6 is disposed in contact with the downstream portion 30 a of the cooling circuit 30 at the downstream side of the pump 31, and the radiator 33 is disposed upstream of the pump 31. Thus, by arranging the register 6 and the radiator 33 having the function of heating the refrigerant on both sides (upstream side and downstream side) of the pump 31 (pumping the pump 31 with two heat sources), the inside of the pump 31 and the pump The refrigerant in the vicinity of 31 can be warmed efficiently. Thereby, since it becomes easy to pump a refrigerant | coolant with the pump 31, the flow volume of a refrigerant | coolant can be ensured more rapidly. Therefore, the EV component 3 can be protected more appropriately.

  (3) In the above temperature raising system, the low drive and the high drive are switched based on the exhaust temperature Te of the engine 2. Specifically, when the exhaust temperature Te is lower than a predetermined exhaust temperature Tth, the fan 4 is controlled to be driven low and reversely rotated, and when the exhaust temperature Te is equal to or higher than the predetermined exhaust temperature Tth, the fan 4 is driven high and reverse. Controlled by rotation.

  Thus, when the exhaust temperature Te is relatively low, not only the exhaust heat of the engine 2 before warming (for example, during warm-up) but also the heat of the register 6 whose temperature rises earlier than the engine 2 is used for the refrigerant. By heating the refrigerant, the refrigerant can be quickly heated as compared with the case where the refrigerant is heated only by the exhaust heat of the engine 2. On the other hand, when the exhaust temperature Te is relatively high, the fan 4 is rotated in the reverse direction at a high speed, and the radiator 33 having a higher heat exchange efficiency than the register 6 is intensively used, whereby the refrigerant is discharged by the exhaust heat of the engine 2. We can warm up efficiently. Thus, by changing the control content according to the exhaust temperature Te of the engine 2, the temperature of the refrigerant can be increased more quickly. Therefore, it is possible to quickly secure the flow rate of the refrigerant and protect the EV component 3 more appropriately.

  (4) In the above-described temperature raising system, the refrigerant temperature Tw is set to the first predetermined value T1 when an operation for switching the vehicle 1 to a travelable state (for example, switching the EV component 3 from a stopped state to an operable state) is performed. If it is less, temperature rise control is started. The time when the vehicle 1 is switched to the travelable state is a time when the EV component 3 may start to generate heat, and is a time when the refrigerant starts to flow through the cooling circuit 30. Therefore, when the temperature of the refrigerant is insufficient at this point of time, the temperature of the refrigerant can be increased in accordance with the timing at which the EV component 3 can generate heat by performing the temperature rise control. Therefore, the EV component 3 can be more appropriately cooled and protected.

  (5) In the above-described temperature raising system, even when the travel mode of the vehicle 1 is set to the EV mode, the refrigerant temperature Tw is set to the first predetermined value T1 when the operation for switching the vehicle 1 to the travelable state is performed. If it is less, the engine 2 is forcibly started. That is, the engine 2 is started regardless of the travel mode of the vehicle 1 at the start of the above temperature increase control. As described above, even when the traveling mode of the vehicle 1 is the EV mode, if there is a concern about the low temperature of the refrigerant, the temperature of the refrigerant can be raised by starting the engine 2. Therefore, the EV component 3 can be appropriately protected. In addition, if the travel mode set when the temperature increase control is completed is the EV mode, the temperature increase control can be performed with the minimum operation of the engine 2 by controlling the engine 2 to the off state.

  (6) The fan 4 described above functions as a radiator fan that cools the refrigerant and also functions as a heater fan that warms the refrigerant by switching between forward rotation and reverse rotation. That is, according to the above-mentioned temperature raising system, the existing radiator fan can be utilized to warm the refrigerant. Therefore, space saving and cost reduction can be achieved as compared with the case where a fan is provided separately from the existing radiator fan.

[5. Others]
Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention.
In the above-described embodiment, the case where the rotation speed of the fan 4 is switched between the low speed and the high speed has been described. However, the rotation speed of the fan 4 may be changeable to three or more stages. For example, the EV-ECU 50 may increase the rotational speed of the fan 4 as the exhaust temperature Te increases during the above temperature increase control. In this way, by changing the rotational speed of the fan 4 according to the exhaust temperature Te, the exhaust heat of the engine 2 can be supplied to the radiator 33 more efficiently. Therefore, since the refrigerant is warmed more efficiently and the flow rate of the refrigerant is secured more quickly, the EV component 3 can be protected more appropriately.

  Moreover, although the case where the fan 4 is installed between the radiator 33 and the exhaust manifold 2 </ b> A of the engine 2 is illustrated in the above-described embodiment, the fan 4 is at least an exhaust through which the exhaust of the radiator 33 and the engine 2 can pass. What is necessary is just to install between systems. Note that specific examples of the exhaust system of the engine 2 include an exhaust pipe and a catalyst arranged on the downstream side of the exhaust manifold 2A.

  Further, in the above-described embodiment, the case where the radiator 33 is provided immediately upstream of the condensation tank 32 in the cooling circuit 30 is illustrated, but the position of the radiator 33 is not limited to this. For example, the radiator 33 may be provided between the EV component 3 and the pump 31 in the cooling circuit 30 (that is, downstream of the register 6).

  In addition, the start condition, the switching condition, and the end condition related to the above temperature increase control are not limited to those shown in the above embodiment. For example, the start condition and the end condition may be based on the viscosity, flow rate, outside air temperature, or the like of the refrigerant instead of (or in combination with) the refrigerant temperature Tw described above. Further, the EV-ECU 50 may determine success or failure of the start condition and the end condition based on the refrigerant temperature Tw estimated from, for example, the refrigerant viscosity, flow rate, and outside air temperature instead of the detection information by the temperature sensor 7. Similarly, even if the switching condition is based on the oil temperature of the engine 2 or the time during which the operation of the engine 2 (warm-up operation) is continued instead of (or in combination with) the above-described exhaust temperature Te. Good. Further, the EV-ECU 50 replaces the detection information by the exhaust temperature sensor 8 with, for example, the oil temperature of the engine 2 or the exhaust temperature Te estimated from the time when the operation of the engine 2 (warm-up operation) is continued. The success or failure of the switching condition may be determined.

  Moreover, although the above-mentioned embodiment demonstrated the case where EV component 3 was controlled to an ON state simultaneously with the start of temperature rising control, the timing which controls EV component 3 to an ON state is not limited to this. For example, as illustrated in the flow of FIG. 2, if the EV component 3 is controlled to be turned on simultaneously with the start of the temperature raising control, the EV component 3 operates while the refrigerant is being warmed by the temperature raising control. It is possible to drive the vehicle 1 while protecting the vehicle. In addition, when the EV component 3 is controlled to be in the ON state simultaneously with the end of the temperature raising control, it is possible to more reliably prevent the EV component 3 from becoming hot.

  In the above-described embodiment, the fan 4 can reverse the rotation direction. However, the fan 4 can blow air at least in the direction from the exhaust manifold 2A to the radiator 33 (that is, the reverse rotation described above). As long as it is rotatable in the direction). The register 6 is not particularly limited as long as it provides at least electrical resistance to the electric circuit and generates heat when energized.

1 Vehicle 2 Engine 2A Exhaust manifold, exhaust manifold (exhaust system)
3 EV components (power equipment including motors)
4 Fan 5 Auxiliary battery (battery)
6 resistors (resistors)
DESCRIPTION OF SYMBOLS 10 1st electric circuit 20 2nd electric circuit 30 Cooling circuit 30a Direct downstream part 31 Pump 33 Radiator 40 Switching circuit (switching part)
50 EV-ECU (control device)
T1 First predetermined value (predetermined value)
Te exhaust temperature
Tth Predetermined exhaust temperature
Tw Refrigerant temperature

Claims (6)

A temperature rising system that is provided in a hybrid vehicle equipped with an engine and a motor, and that heats a refrigerant that cools power equipment including the motor,
A cooling circuit interposing a pump for pumping the refrigerant and a radiator for cooling the refrigerant;
An electric fan that is installed between the radiator and the exhaust system of the engine and blows air in a direction from the exhaust system to the radiator;
A first electric circuit in which the fan and the vehicle battery are disposed;
A resistor disposed in series with the fan on the first electrical circuit and disposed in contact with a downstream portion of the pump in the cooling circuit;
A temperature raising system characterized by comprising: The temperature raising system according to claim 1, wherein the radiator is disposed upstream of the pump in the cooling circuit. A second electrical circuit in which the fan and the battery are disposed and bypassing the resistor;
A switching unit for energizing either one of the first electric circuit and the second electric circuit;
A control device for controlling the operating state of the fan by controlling the switching unit,
When the exhaust temperature of the engine is lower than a predetermined exhaust temperature, the control device rotates the fan by energizing the first electric circuit, and when the exhaust temperature is equal to or higher than the predetermined exhaust temperature, The temperature raising system according to claim 1, wherein the fan is rotated by energizing a second electric circuit. The temperature raising system according to claim 3, wherein the control device increases the rotational speed of the fan as the exhaust gas temperature increases. The controller is configured to rotate the fan by energizing the first electric circuit if the temperature of the refrigerant is lower than a predetermined value when an operation for switching the hybrid vehicle to a travelable state is performed. The temperature rising system according to claim 3 or 4. The controller forcibly controls the engine if the temperature of the refrigerant is lower than the predetermined value at the time even when the travel mode of the hybrid vehicle is set to an EV mode using the motor as a drive source. 6. The temperature raising system according to claim 5, wherein the temperature raising system is started.

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