JP2019069691A - Warming-up control device and warming-up control program - Google Patents

Abstract

To warm up a warming-up object requesting warming-up in an engine system driving part, and to adjust its temperature to a proper temperature, and thereby reduce a frictional loss compared to driving in a cold state.SOLUTION: In a hybrid vehicle, traveling can be started with a motor 12 as a power source at an operation start, by utilizing heat for heating a warming-up object using a PCU 22 and constructing piping for circulating a coolant (water). In the hybrid vehicle, warming-up of a suction port 34 and an oil pump 36 or the like can be performed using the PCU 22 as a heat source, until an engine 14 is started up, and when the engine 14 actually starts up, the vehicle can travel with the engine 14 as the power source without causing a frictional loss.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a warm-up control device and a warm-up control program used for a power unit having a motor and a plurality of power sources other than the motor.

  Vehicles include a plug-in hybrid vehicle that travels by driving an electric motor with power stored in a storage battery and traveling using a power source other than the electric motor, for example, an internal combustion engine.

  In a plug-in hybrid vehicle, the storage battery can generally travel at 20 Km or more with full charge, and when starting from a cold state, the internal combustion engine is not used but traveling by a motor is performed. It can be performed. By warming up the internal combustion engine while traveling by the motor, it is possible to suppress the deterioration of the emission of the internal combustion engine.

  Patent Document 1 describes that, in a plug-in hybrid vehicle, part of the heat generation amount generated by a motor and an inverter is used to warm up an intake port (predetermined portion) accommodated in a cylinder head of an internal combustion engine. . According to Patent Document 1, when the internal combustion engine starts from a cold state, at least the intake port is warmed, atomization of fuel is promoted, deterioration of the combustion state is suppressed, and emission can be reduced.

  Further, in Patent Document 2, in the hybrid vehicle, the required output value is calculated from the driving force of the vehicle read by the depression amount of the accelerator pedal and the vehicle speed, and the engine rotational speed, and the required calculation value is a preset value When lower than the above, it is described that the switching valve switches from the normal path to the heating path, and the air warmed by the heat dissipation means of the inverter is drawn from the heating path to the intake system. The heated air eliminates the need to throttle.

  Furthermore, as a reference, Patent Document 3 describes that the heat of adsorption of the air-conditioner refrigerant is used as a heat source at the time of engine start to supply heat to the engine to realize engine warm-up. It is described that high-temperature refrigerant is stored in a heat storage device, and heat is supplied to the engine at the next engine start to realize engine warm-up.

Unexamined-Japanese-Patent No. 2007-326464 JP 2001-73806 A JP 2004-93070 A JP 2003-184553 A

  However, in Patent Document 1, the heat source for warming up the predetermined portion (there is no description other than the intake port) is the motor and the inverter. For example, FIG. 3 and FIG. 4 of Patent Document 1 also show that the piping is via the motor and the inverter.

  That is, although the motor generates heat when it is driven, it has a large heat capacity, and on the contrary, it has a high heat radiation function, and may be deprived of heat, which is not suitable as a heat source. Therefore, the intake port can not be sufficiently warmed up.

  As a reference, Patent Document 1 discloses only the intake port as a predetermined portion, and selects the other portion of the internal combustion engine that is required to have an appropriate temperature at the start of the internal combustion engine when the temperature is low. It is not a configuration to offer.

  Further, the cited reference 2 is based on the premise that the internal combustion engine is operating as a motive power source, and is configured to warm up the introduced air by utilizing the heat radiation of the inverter, but the parts constituting the internal combustion engine (engine) It is not configured to warm up (intake port, oil pump, EGR / C, etc.).

  In this reference document 2, the starting time (cold time) of the internal combustion engine is not assumed, and at the time of starting when the temperature of the intake port and the like is low, even if the air is warmed, the parts constituting the intake port take heat It will be

  In both of the cited reference 3 and the cited reference 4, it is assumed that the entire engine is warmed up, and the effect of the fuel efficiency improvement with respect to the heat input is limited. In particular, in Patent Document 4, since the amount of cooling water increases according to the storage tank, the heat capacity of that amount causes an increase in energy for the cooling water temperature.

  That is, in the prior art including the patent documents 1 to 4, although the concept of warm-up for the internal combustion engine is the same, since the warm-up target and the warm-up time are different, plural techniques can not be combined.

  In view of the above facts, the present invention warms up a warm-up target requiring warm-up and adjusts the temperature to an appropriate temperature in the engine drive unit, thereby reducing friction loss rather than driving in a cold state. It is an object to obtain a warm-up control device and a warm-up control program that can be reduced.

  The present invention is driven by the power stored in the storage battery, and also includes an electric drive unit including a power control circuit that controls the power supplied according to the required load, and an engine system that consumes and drives fluid fuel. A warm-up control device for use in a power unit including a drive unit, wherein the engine system drive unit has a temperature lower than an appropriate temperature when the drive of the electric system drive unit is preferentially started. And a warm-up means for performing warm-up using heat recovered from the power control circuit as a main heat generation source.

  According to the present invention, in the engine drive unit, the friction loss in the cold state is larger than the friction loss in the warm state. Therefore, when the drive of the electric system drive unit is prioritized and started, the heat of recovering the power control circuit as the main heat generation source is set with the part of the engine system drive unit that is lower than the appropriate temperature warmed up. Use to warm up. By this warm-up, the drive of the engine system drive unit can be started with the friction loss reduced.

  In the present invention, the warming-up means includes switching means for switching the plurality of parts of the engine drive unit to be warming-up candidates and warming-up the warming-up object selected based on a predetermined condition. It is characterized by

  When there are a plurality of warm-up targets, for example, the warm-up target may be selected according to the amount of heat (temperature) recovered from the heat source or the warm-up target may be selected in advance. The switching means can effectively use the heat for warm-up by switching the warm-up target selected based on the predetermined condition so as to warm up.

  In the present invention, circulation means for circulating the refrigerant in the pipe provided between the power control circuit and the object to be warmed up, and the refrigerant circulated in the circulation means are recovered from the power control circuit. And heating means for heating using the heat, and the warming target is warmed up by the refrigerant heated by the heating means.

  By interposing the refrigerant, even if it is a remote warm-up target, it is possible to warm up relatively without heat loss.

  In the present invention, the system further includes a temperature sensor for detecting the temperature of the refrigerant, and the warming-up means warms the object to be warmed up on condition that the temperature detected by the temperature sensor has reached a predetermined temperature. The machine is characterized by running.

  By detecting the temperature of the refrigerant, it is possible to accurately determine the time to warm up the object to be warmed up.

  In the present invention, the power unit is mounted on a vehicle, the electric system drive unit is a motor, the engine system drive unit is an engine, and the warm-up means causes the vehicle to start traveling with the power of the motor. And warm-up is performed before the start of the engine.

  In so-called plug-in hybrid vehicles, charging is sufficiently performed before traveling, and the motor can start traveling. Therefore, the friction loss of the engine can be reduced by starting the traveling by the power of the motor and performing the warm-up before the start of the engine.

  In the present invention, the warm-up target includes at least one of an intake port of the engine and an oil pump.

  For example, when the temperature of the air taken in from the intake port is low, the combustibility may be poor and the fuel efficiency may be affected. Oil pumps also affect fuel consumption. Therefore, by setting at least one of the intake port and the oil pump as a warm-up target, it is possible to improve the fuel efficiency in addition to the friction loss.

  The present invention is a warm-up control program that causes a computer to function as the warm-up control device.

  As described above, according to the present invention, in the engine drive unit, friction loss is reduced compared to driving in a cold state by warming up a warm-up target requiring warm-up and adjusting the temperature to an appropriate temperature. It has the excellent effect of being able to

1 is a schematic view of a vehicle according to an embodiment of the present invention. It is a schematic diagram of a warming-up system for warming up a warming-up object concerning this embodiment. It is a control block diagram of a warm-up control device concerning this embodiment. It is a flow chart which shows a flow of warm-up control started at the time of a run start concerning this embodiment. It is the schematic at the time of switching each three-way valve to the flow path a in the warm-up system shown in FIG. It is the schematic at the time of switching each three-way valve to the flow path b in the warm-up system shown in FIG. It is the schematic at the time of switching each three-way valve to the flow path c in the warm-up system shown in FIG. (A) is a friction loss characteristic diagram for each part constituting the engine, (B) is a characteristic diagram comparing the degree of influence on fuel efficiency of catalyst warm-up, unburned loss and cold friction in an internal combustion engine. (A) is a schematic view of a warm-up system for warming up a warm-up target, and (B) is a table showing a relationship between each warm-up target and a proper temperature at the start according to a first modification of the present embodiment. It is a conceptual diagram which shows the state memorize | stored. (A) is a schematic view of a warm-up system when the warm-up target is specialized for the intake port, and (B) is a case where the warm-up target is specialized for the oil pump according to the second modification of the present embodiment. A schematic view of the warm-up system, (C) is a schematic view of the warm-up system when the warm-up target is specialized to an intake pump and an oil pump.

  FIGS. 1A and 1B show schematic views of a vehicle 10 according to the present embodiment. The vehicle 10 of the present embodiment has a function as a plug-in hybrid vehicle.

  The vehicle 10 is provided with a motor 12 (hereinafter referred to as “motor 12”) and an internal combustion engine 14 (hereinafter referred to as “engine 14”) as a power source.

  The motor 12 is driven by the power stored in the storage battery 16 mounted on the vehicle 10 being supplied, and transmits the driving force to the axle 10A via a driving force transmission system (not shown).

  The vehicle 10 includes a charging device 18. The charging device 18 is a control device for charging the storage battery 16. For example, by connecting it to the home power supply facility 20 (see FIG. 1B), the power is taken into the vehicle 10 and the storage battery 16 is charged.

  The power stored in the storage battery 16 is converted into driving power for the motor 12 by the power control unit 22 (hereinafter referred to as “PCU 22”).

  That is, PCU 22 includes a boost converter that boosts the voltage of storage battery 16 to the system maximum voltage, and an inverter that converts a DC voltage to an AC voltage and drives motor 12 serving as a power source. The PCU 22 is used as a main heat source according to the present embodiment (details will be described later).

  The storage battery 16 can also be charged, for example, from the motor 12 by receiving regenerative energy from the motor 10 when the vehicle 10 is braked, or from the generator (dynamo) that generates electricity by driving the engine 14. is there.

  Further, fuel is stored in the fuel tank 24 of the vehicle 10 by being supplied with fuel from the fueling station 26 (see FIG. 1B). The fuel accumulated in the fuel tank 24 is supplied to the engine by a fuel injection device (not shown). In the engine 14, fuel is mixed with air at a predetermined air-fuel ratio, and is burned in the combustion chamber to convert the reciprocating motion of the piston into rotational motion and drive the axle 10A through the driving force transmission system (not shown). introduce.

  The vehicle 10 includes a radiator 28. The radiator 28 is a heat exchanger that radiates heat from a refrigerant (for example, cooling water), and circulates the refrigerant to each part of the engine 14.

  Further, the engine 14 is provided with an exhaust gas recirculation system 30 (hereinafter referred to as "EGR / C 30").

  The vehicle 10 further includes a transaxle device 32 (referred to as T / A 32) as a power transmission system for transmitting the power source of the motor 12 and the engine 14 to the axle 10A. The T / A 32 includes a power split gear mechanism (not shown).

  The power split gear mechanism is formed by a planetary gear mechanism, and transmits power from the engine 14 to the axle 10A, or transmits power from the motor 12 to the axle 10A, or the motor 12 and the engine It switches whether the power from 14 is transmitted to the axle 10A side.

  The T / A 32 may be cooled by the PCU 22 which is the main heat source.

  Here, in the embodiment of the present invention, since the vehicle 10 is a plug-in hybrid vehicle, the vehicle 10 can travel in the power system by the motor 12 immediately after the start of driving. That is, storage battery 16 is in a sufficiently charged state before the start of operation and depends on the storage capacity of storage battery 16, but for example, if it is a general storage capacity, traveling of 20 km or more is It is possible.

  By taking advantage of the plug-in hybrid vehicle, in the present embodiment, the warm-up target of the engine 14 in the non-operation cold state is warmed up during traveling by the motor 12 immediately after the start of operation. The object to be warmed up is configured to be warmed up by heat exchange with the refrigerant (water) circulating between the heat source.

  As shown in FIG. 2, the engine 14 is classified into an engine head 14A and an engine block 14B, and in the present embodiment, an intake port 34 provided in the engine head 14A and an oil pump 36 provided in the engine block 14B. Is subject to warming up. Further, the EGR / C 30 and the radiator 28 may also be targets for warming up.

  On the other hand, the main heat source for warming up the object to be warmed up is the PCU 22. The PCU 22 is a so-called aggregate of semiconductor elements, which has a small heat capacity, and can heat water as a refrigerant to about 60 ° C. at a relatively high rate of heat generated by controlling the T / A 32 Speed)). For example, the intake port 34 is preferably warmed up to a temperature of 40 ° C. or higher, and the temperature of the heat source of the PCU 22 is a temperature preferable for warming up the intake port 34.

  Although T / A 32 (and motor 12) can also be applied as a heat source as a secondary heat source, PCU 22 is mainly used as a heat source in this embodiment because the heat capacity is large and the temperature rise rate is small. There is.

  FIG. 2 shows a refrigerant circulation system pipe connected between the PCU 22 which is the main body of the heat source and the object to be warmed up (in the present embodiment, the intake port 34, the oil pump 36, the EGR / C 30 and the radiator 28). It is the schematic which shows a structure.

  A first pump 52 is interposed in a main heat source pipe 50 which absorbs heat from the PCU 22 which is a main heat source. By driving the first pump 52, the refrigerant in the main heat source pipe 50 flows from the left (upstream) to the right (downstream) of the PCU 22 in FIG.

  A first three-way valve 54 is provided downstream of the first pump 52, and one end of the main heat source pipe 50 is connected.

  The first three-way valve 54 is a preliminary piping 56 for cooling the T / A 32 in addition to the main heat source piping 50, and a supply piping 58 for supplying the refrigerant to the warm-up target of the internal combustion engine system mainly composed of the engine 14. One end is connected. The other end of the supply pipe 58 is connected to the second three-way valve 60.

  Further, the other ends of the main heat source pipe 50 and the spare pipe 56 are in communication with each other and connected to one end of the merging pipe 62. The other end of the merging pipe 62 is connected to the third three-way valve 64.

  The second three-way valve 60 and the third three-way valve 64 are connected by a circulation pipe 65. When the circulation pipe 65 communicates with the supply pipe 58 at the second three-way valve 60 and communicates with the merging pipe 62 at the third three-way valve 64, the refrigerant is isolated from the object to be warmed up.

  The second three-way valve 60 includes a first warm-up pipe 66 for warming up the intake port 34 and a first warm-up pipe for warming up the oil pump 36 as a warm-up pipe for warming up a warmup target from the supply pipe 58. 2. One end of each of a second warm-up pipe 68, a third warm-up pipe 70 for warming up the EGR / C 30, and a fourth warm-up pipe 72 for warming up the radiator 28 are connected.

  Further, the other ends of the first warm-up pipe 66, the second warm-up pipe 68, the third warm-up pipe 70, and the fourth warm-up pipe 72 are connected to the third three-way valve 64 The refrigerant is recovered from the object to be warmed up to the pipe 62.

  A first valve 82 is interposed in the first warm-up pipe 66, and a second valve 84 is intervened in the second warm-up pipe 68, and the first valve 82 and / or the second valve 84 are opened and closed as appropriate. Thus, the intake port 34 and / or the oil pump 36 to be warmed up can be selected.

  In addition, a second pump 86 is interposed at the joining portion of the third warm-up pipe 70 and the fourth warm-up pipe 72, and the warm-up to the EGR / C 30 and the radiator 28 is performed according to the driving condition of the second pump 86. Ability can be adjusted.

  Here, the warm-up system according to the present embodiment includes a warm-up control device 88.

  As shown in FIG. 3, the warm-up control device 88 is a microcomputer 90 comprised of a CPU 90A, a RAM 90B, a ROM 90C, an input / output port (I / O) 90D, and a bus 90E such as a data bus or control bus connecting these. Is equipped.

  The I / O 90D includes, as an output device, a first three-way valve 54 via a driver 92, a second three-way valve 60 via a driver 93, a third three-way valve 64 via a driver 94, and a first via a driver 95. A second valve 84 is connected via a pump 52, a second pump 86 via a driver 96, a first valve 82 via a driver 97, and a driver 98.

  Further, a water temperature sensor 52T that detects the temperature of the refrigerant (water) flowing through the main heat source pipe 50 is connected to the I / O 90D as an input device.

  The CPU 90A specifies (selects) the warm-up target based on the water temperature detection signal from the water temperature sensor 52T input to the I / O 92D, controls the output device, and specifies the refrigerant (water) flowing through the main heat source piping 50 Supply towards the (selected) warm-up target.

  The operation of the present embodiment will be described below with reference to the flowchart of FIG.

  FIG. 4 is a flowchart showing a flow of warm-up control activated at the start of traveling.

  Vehicle 10 of the present embodiment is a hybrid vehicle, and when charging of storage battery 16 is sufficient, traveling is started using motor 12 as a power source.

  In step 100, after the start of traveling by the motor 12, it is determined whether the engine 14 has been started.

  If a negative determination is made in step 100, it is determined that the engine 14 has not been started, and the process moves to step 102, the water temperature sensor 52T detects the water temperature Tw1, and the process moves to step 104.

  In step 104, the target temperature T1 of the engine head 14A is read, and the process proceeds to step 106. The target temperature T1 of the engine head 14A is mainly for the warming-up of the intake port 34. For example, when the oil pump 36 is mainly for the warming-up, the target temperature of the engine block 14B is You can read it.

  In step 106, it is determined whether or not the detected temperature Tw1 <the target temperature T1. When an affirmative determination is made in this step 106 (Tw1 <T1), it is determined that the temperature of the refrigerant has not reached the temperature for warming up, and the process proceeds to step 108 and the first three-way valve 54, the second Each three-way valve of the three-way valve 60 and the third three-way valve 64 is switched to the flow path a, and the process returns to step 100.

  FIG. 5 shows the flow state of the refrigerant in dotted lines when each three-way valve is switched to the flow path a. As shown in FIG. 5, since the refrigerant flows in a path circulating the PCU 22 which is a main heat source, the refrigerant is gradually heated by the PCU 22.

  On the other hand, as shown in FIG. 4, when the determination in step 106 is negative (Tw11T1), it is determined that the temperature of the refrigerant has reached the temperature for warming up, and the process proceeds to step 110. Each three-way valve of the first three-way valve 54, the second three-way valve 60, and the third three-way valve 64 is switched to the flow path b, and the process returns to step 100.

  FIG. 6 shows the flow state of the refrigerant by dotted lines when each three-way valve is switched to the flow path b. The first valve 82 and the second valve 84 are in the open state, and the second pump 86 is in the driving state. As shown in FIG. 6, the refrigerant is supplied from the main heat source PCU 22 via the first three-way valve 54 and the second three-way valve 60 to the first warm-up pipe 66, the second warm-up pipe 68, and the third warm-up pipe. It is sent to each of the machine piping 70 and the third warming-up piping 72, and warms up a warming-up target (the intake port 34, the oil pump 36, the EGR / C 30, and the radiator 28). Also, a part of the refrigerant is guided to the merging pipe 62 via the third three-way valve 64 and returns to the PCU 22.

  Next, as shown in FIG. 4, in the determination of whether or not the engine 14 is started in step 100, when a negative determination is made, it is determined that the engine 14 is started, and the process proceeds to step 112. The water temperature sensor 52T detects the water temperature Tw1, and the process proceeds to step 114.

  In step 114, the target temperature T1 of the engine head 14A is read, and the process proceeds to step 116. The target temperature T1 of the engine head 14A is mainly for the warming-up of the intake port 34. For example, when the oil pump 36 is mainly for the warming-up, the target temperature of the engine block 14B is You can read it.

  In step 116, it is determined whether or not the detected temperature Tw1 <the target temperature T1. If the determination in step 116 is affirmative (Tw1 <T1), it is determined that the temperature of the refrigerant has not reached the temperature for warming up, and the process proceeds to step 118, where the first three-way valve 54, the second Each three-way valve of the three-way valve 60 and the third three-way valve 64 is switched to the flow passage a, and the process proceeds to step 120 (for the flow of the flow passage a, see FIG. 5 described above).

  In step 120, it is determined whether the detected water temperature Tw1 is lower than the previously detected water temperature Tw1.

  If a negative determination is made in step 120, the process proceeds to step 122 to lower the temperature of the PCU 22 itself, and the present first three-way valve 54, second two-way valve 60, and third three-way valve 64 are selected. The flow path by the three-way valve is maintained (flow path a), the refrigerant is circulated through the PCU 22, and the process returns to step 100.

  Further, in step 120, when an affirmative determination is made, it is determined that the temperature of the PCU 22 itself is appropriate, and the process proceeds to step 124, and the first three-way valve 54, the second three-way valve 60, and the third three-way valve 64. Switch the respective three-way valve to the channel c, and return to step 100.

  On the other hand, as shown in FIG. 4, when the determination in step 116 is negative, when the determination is positive, it is determined that the temperature of the PCU 22 itself is appropriate, and the process proceeds to step 124 and the first three-way valve 54 , The third three-way valve 60, and the third three-way valve 64 are switched to the flow path c, and the process returns to step 100.

  If the negative determination is made in step 116 (Tw1 ≧ T1), the process proceeds to step 126, and the three-way valves of the first three-way valve 54, the second three-way valve 60, and the third three-way valve 64 And return to step 100.

  FIG. 7 shows the flow state of the refrigerant in dotted lines when each three-way valve is switched to the flow path c. After starting the engine 14, the piping system surrounding the engine 14 is separated from the piping system surrounding the PCU 22, and the refrigerant is cooled by normal cooling processing, that is, the radiator 28 cools the refrigerant by running air (partial forced air flow). The cooling process to be circulated is performed. The first valve 82 and the second valve 84 may be in the open state, and the second pump 86 may be in the driving state, as necessary.

  In FIG. 7, the refrigerant is circulated in the piping system surrounding the PCU 22 in a state where the first pump 52 is driven, but the driving of the first pump 52 may be stopped to stop the circulation.

  As described above, in the present embodiment, the power source of the motor 12 at the start of operation is built by constructing a pipe for circulating the refrigerant (water) using heat generated by the PCU 22 for the object to be warmed up. In a hybrid vehicle that can start traveling as it is, it is possible to warm up the intake port 34, the oil pump 36, etc. as a heat source by the PCU 22 until the engine 14 starts up. When the engine is started, the engine 14 can be used as a power source without friction loss.

  FIG. 8A is a friction loss characteristic diagram for each part constituting the engine 14, where the white bar graph is for cold (for example, 25 ° C. start) and the shaded bar is for warm time (for example, 25 ° C.). For example, 90 ° C. start). From FIG. 8A, in each of the piston, the crank, the cam and the oil pump of the engine block 14B located in the vicinity of the intake port 34 of the engine head portion 14A, the cold time is better than the warm time Also, it can be seen that the friction loss is large. In particular, it can be seen that the oil pump 36 has a large difference between cold and warm.

  FIG. 8B compares the degree of influence of the catalyst warm-up, unburned loss, and cold friction on fuel consumption in the internal combustion engine. Referring to FIG. 8B, although the catalyst warm-up is the largest, the catalyst warm-up requires a high temperature refrigerant which can not be obtained by the PCU 22 and is excluded as a warm-up target in the present embodiment. However, if a temperature sufficient for catalyst warm-up can be obtained, it may be a warm-up target.

  On the other hand, as shown in FIG. 8 (B), the degree of influence on fuel consumption by cold friction of each portion (piston, crank, cam and oil pump in FIG. 8 (A)) It is understood that it is worth warming up as a target for warming up sufficiently.

(Modification 1)
In the present embodiment, the specification of the warm-up target is not particularly mentioned, and is selected as needed. However, as shown in FIG. 9, a temperature sensor is attached to each of the warm-up targets, and the detected temperature Whether or not warm-up is required may be determined based on

  As shown in FIG. 9A, a temperature sensor Ta is installed near the intake port 34 of the engine head 14A, and a temperature sensor Tb is installed near the oil pump 36 of the engine block 14B. A temperature sensor Tc is installed in the vicinity.

  As shown in FIG. 9B, the ROM 90C of the warm-up control device 88 (or not shown, but a storage medium such as a hard disk may be used) is pre-tabulated with the start-up proper temperature for each warm-up target. If stored, the necessity of warm-up can be determined immediately based on the detected present temperature.

(Modification 2)
In the present embodiment, the warm-up target is selected by switching control of the first three-way valve 54, the second three-way valve 60, the third three-way valve 64, the first valve 82, and the second valve 84. However, if it is fixed without selecting a target for warming up, a simpler piping system can be constructed.

  For example, FIG. 10 (A) shows the structure of a piping system specialized for warming up the intake port 34, and FIG. 10 (B) specializes for warming up the oil pump 36 (including the oil itself). 10C shows the structure of the piping system in the case of specializing in the warm-up of two types of warm-up targets of the intake port 34 and the oil pump 36 (including the oil itself). It is.

  In any piping structure, warm-up control is possible by switching control of one three-way valve.

10 Vehicle 10A Axle 12 Motor (Electric Drive)
14 engine (engine drive unit 14A engine head 14B engine block 16 storage battery (power supply means)
16S storage battery temperature sensor 18 charging device 20 household power supply equipment 22 power control unit "PCU" (power control circuit)
24 fuel tank 26 filling station 28 radiator 30 exhaust gas recirculation system "EGR / C"
32 Transaxle system "T / A"
34 intake port 36 oil pump 50 main heat source piping 52 first pump (warming means, circulating means)
52T water temperature sensor (temperature sensor)
54 1st three-way valve (warm-up means, switching means)
56 Spare piping 58 Supply piping 60 Second three-way valve (warm-up means, switching means)
62 Joint piping 64 Third three-way valve (warm-up means, switching means)
65 Circulating piping 66 1st circulation piping 68 2nd warming piping 70 3rd warming piping 72 4th warming piping 82 1st valve 84 2nd valve 86 2nd pump 88 Warming control device 90 micro computer 90A CPU
90B RAM
90C ROM
90F input / output port (I / O)
90E bus 92 driver 93 driver 94 driver 95 driver 96 driver 97 driver 98 driver

Claims (7)

An electric system drive unit comprising a power control circuit which is driven by the power stored in the storage battery and which controls the power supplied according to the required load, an engine system drive unit which consumes and drives fluid fuel, A warm-up control unit used for a power unit equipped with
A heat that recovers the power control circuit as a main heat generation source, with the portion of the engine system drive portion that is at a lower temperature than the appropriate temperature warmed up when the drive of the electric system drive portion is prioritized and started A warm-up control device having warm-up means for performing warm-up using.   The warm-up means is characterized in that it comprises switching means for setting a plurality of parts of the engine drive unit as warm-up target candidates and warming up the warm-up target selected based on a predetermined condition. The warm-up control device according to claim 1. The warm-up means uses a circulation means for circulating a refrigerant in a pipe provided between the electric power control circuit and the object to be warmed up, and heat obtained by recovering the refrigerant circulated by the circulation means from the electric power control circuit Heating means for heating the
The warm-up control device according to claim 1 or 2, wherein the refrigerant to be warmed up is warmed up by the refrigerant heated by the heating means. It further comprises a temperature sensor for detecting the temperature of the refrigerant,
The warm-up control device according to claim 3, wherein the warm-up means executes warm-up to a target for warm-up on condition that the temperature detected by the temperature sensor has reached a predetermined temperature. . The power unit is mounted on a vehicle, the electric system drive unit is a motor, and the engine system drive unit is an engine.
The said warming-up means performs the warming-up before the said vehicle starts driving | running | working with the motive power of the said motor, and starts the said engine, The any one of the Claims 1-4 characterized by the above-mentioned. Warm-up control device.   The warm-up control device according to claim 5, wherein the warm-up target includes at least one of an intake port of the engine and an oil pump. Computer,
A function as the warm-up control device according to any one of claims 1 to 6.
Warm-up control program.