JP4840372B2 - Coolant circulation device - Google Patents

Description

  The present invention relates to a vehicle including an internal combustion engine as a driving source for traveling and an electric motor driven by electric power accumulated by a power storage unit, and more specifically, cooling the internal combustion engine to a predetermined temperature range. The present invention relates to a coolant circulating apparatus for circulating a liquid.

  In a vehicle, a refrigeration cycle is formed by a compressor (compressor), a condenser (condenser), an evaporator (evaporator), and the like, and an air conditioner (hereinafter referred to as an air conditioner) that air-conditions the vehicle interior by a refrigerant circulating through the refrigeration cycle. ) Is provided. In the vehicle, this air conditioner enables air conditioning in the passenger compartment according to the passenger's preference.

  Such a vehicle is a so-called hybrid equipped with an electric motor that is driven by being supplied with electric power stored in a power storage means such as a battery, in addition to an internal combustion engine (hereinafter referred to as an engine) as a driving source for traveling. There is a car.

  In such a hybrid vehicle, a battery is charged with electric power supplied from outside during parking, and at the start of driving, an electric motor using the electric power stored in the battery is first driven, and the amount of charge of the battery is limited. There is a so-called cassette-type hybrid vehicle that switches to running with the engine driven when the amount is reduced to a fixed amount. As a result, it is possible to improve fuel efficiency and reduce emissions.

  By the way, when the engine is in a low temperature state where it is not warmed up, the emission increases, and the fuel consumption deteriorates due to the high friction of the drive part. For this reason, in order to improve fuel efficiency and suppress emissions, it is necessary to warm up the engine prior to traveling by the engine.

  From here, when the engine is stopped and the electric motor is running, an event related to the engine start request is detected, and when the engine is predicted to start, the engine is warmed up or driven. Proposals have been made to perform warm-up processing such as circulating the engine coolant accumulated in the heat storage container with the engine (see, for example, Patent Document 1).

In such a hybrid vehicle, a battery is charged with electric power supplied from outside during parking, and at the start of driving, an electric motor using the electric power stored in the battery is first driven, and the amount of charge of the battery is limited. There is a so-called cassette-type hybrid vehicle that switches to running with the engine driven when the amount is reduced to a fixed amount. As a result, it is possible to improve fuel efficiency and reduce emissions.
Japanese Patent Laid-Open No. 2004-68789

  However, providing the heat storage means leads to an increase in parts, and driving the engine to warm up the engine during traveling by the electric motor increases fuel consumption.

  The present invention has been made in view of the above facts, and in a vehicle having an internal combustion engine and an electric motor as driving sources for traveling, the internal combustion engine is driven when the drive source is shifted from the electric motor to the internal combustion engine. An object of the present invention is to provide a coolant circulation device that can be warmed up without any trouble.

  In order to achieve the above object, the present invention comprises an internal combustion engine and an electric motor driven by the electric power stored in the power storage means as a driving source for traveling, and heat exchange with the coolant of the internal combustion engine. A cooling fluid circulation device that is provided in a vehicle having an air conditioner that air-conditions a vehicle interior using a heating heat exchanger and a refrigeration cycle, and circulates the cooling fluid of the internal combustion engine, A first circulation circuit capable of circulating the coolant between the coolant for cooling and a second circulation capable of circulating the coolant between the internal combustion engine and the heating heat exchanger; The cooling liquid is circulated in the first circulation circuit and the second circulation circuit during driving of the internal combustion engine, and the air conditioning using the cooling liquid while keeping the temperature of the cooling liquid in a predetermined temperature range. The first that enables the heating operation of the device Ring heating means, heating heat exchanging means capable of heating the cooling water by exchanging heat between the coolant passing through the condenser forming the refrigeration cycle and the cooling water, and the heating heat exchanging means, A third circulation circuit capable of circulating the coolant between the internal combustion engine, a second circulation means for circulating the coolant in the third circulation circuit while the internal combustion engine is stopped, and the internal combustion engine. Predicting means for predicting the start of driving of the internal combustion engine from a vehicle state of a vehicle that is driven by driving of the electric motor with the engine stopped, and the second means when the predicting means predicts the start of driving of the internal combustion engine. And a heating control means for heating the coolant by the heat exchange means for heating.

  According to the present invention, when the internal combustion engine is driven and traveling, the coolant is circulated to the first circulation circuit and the second circulation circuit by the first circulation means, and the coolant is circulated at a predetermined temperature. It can be used for heating by an air conditioner while keeping the range.

  Further, when the internal combustion engine is stopped and running by the electric motor, the prediction means predicts whether or not the internal combustion engine is driven, and when the internal combustion engine is predicted to be driven, the second circulation The means is operated to circulate the coolant between the heat exchange means for heating and the internal combustion engine.

  As a result, the coolant heated by using the refrigeration cycle of the air conditioner can be circulated to the internal combustion engine to perform warm-up without driving the internal combustion engine, thereby improving the fuel consumption of the internal combustion engine and suppressing emissions. It becomes possible.

  In the present invention, a configuration in which the remaining capacity of the power storage unit that supplies electric power to the electric motor is detected and the driving of the internal combustion engine is predicted can be applied as the prediction unit. Further, the present invention only needs to operate the compressor of the air conditioner when the second circulation means is operated. At this time, for example, the compressor is operated so as to maximize the cooling capacity. Thus, it is possible to reliably warm up the internal combustion engine in a short time.

  The invention according to claim 2 includes temperature detection means for detecting a liquid temperature of the coolant, and when the liquid temperature detected by the temperature detection means is equal to or lower than a preset temperature, the heating control means The second circulating means is operated.

  According to the present invention, the temperature of the coolant is detected, and when it is determined that the detected fluid temperature is low and the internal combustion engine needs to be warmed up, the second circulating means is operated to heat the coolant. While circulating to the internal combustion engine.

  As a result, it is possible to prevent the coolant from being heated when the coolant temperature is high and the internal combustion engine does not need to be warmed up.

  The invention which concerns on Claim 3 contains the determination means which determines the heating capability requested | required of the said air conditioner, and when it is determined by the said determination means that the heating capability requested | required of the said air conditioner is below predetermined, The heating control means operates the second circulation means.

  According to this invention, when it is judged that the heating load of the air conditioner is small and a large heating capacity is not necessary, the second circulation means is operated. As a result, it is possible to prevent the passenger from having a feeling of insufficient heating in order to warm up the internal combustion engine.

  According to a fourth aspect of the invention, the second circulation circuit and the third circulation circuit can circulate the cooling water between the heating heat exchange means and the heating heat exchanger. And a flow rate adjusting means for adjusting the flow rate of the coolant flowing from the heat exchange means for heating to the internal combustion engine and the heat exchanger for heating.

  According to the present invention, the coolant heated by the heating heat exchange means can be circulated to the internal combustion engine and the heating heat exchanger. As a result, the internal combustion engine can be warmed up while heating the passenger compartment.

  In the present invention, the heating control means adjusts the flow rate so that the flow rate of the coolant flowing to the heating heat exchanger increases as the heating load increases, based on the heating load of the air conditioner. It is preferable to control the means.

  As a result, the internal combustion engine can be warmed up without causing discomfort due to a reduction in the heating capacity of the occupant.

  As described above, according to the present invention, since the coolant is heated using the exhaust heat generated in the refrigeration cycle of the air conditioner, it is possible to warm up without driving the internal combustion engine, and to improve fuel efficiency and suppress emissions. The excellent effect that it can aim at is acquired.

  Further, in the present invention, it is determined whether or not the warm-up is necessary from the temperature of the coolant, so that it is possible to prevent the internal combustion engine from being unnecessarily warmed up.

  Furthermore, in the present invention, the internal combustion engine is warmed up as much as possible while ensuring the heating capacity of the vehicle interior, so that the passenger is uncomfortable in order to warm up the internal combustion engine. It can be surely prevented.

  Embodiments of the present invention will be described below with reference to the drawings. FIG. 2 shows a schematic configuration of vehicle 10 according to the present embodiment. The vehicle 10 includes an engine 12 that is an internal combustion engine as a driving source for traveling, an electric motor 14, and a battery 16 that is a power storage unit that stores electric power for driving the electric motor 14.

  The electric power (DC electric power) accumulated in the battery 16 is converted into AC electric power having a predetermined voltage via, for example, an inverter / converter device 18 and supplied to the electric motor 14, whereby the electric motor 14 is rotationally driven. . The engine 12 is driven by fuel supplied from a fuel tank (not shown).

  The vehicle 10 is provided with a transmission 22 such as a power switching machine 20 and a continuously variable transmission. The engine 12 and the electric motor 14 are connected to each other through the power switching machine 20. Further, the power switching device 20 is connected to a wheel 24 (for example, a front wheel 24F) via a transmission 22, and thus the vehicle 10 transmits the driving force of the engine 12 or the electric motor 14 to the wheel 24. . At this time, the power switching machine 20 switches so that the driving force of the engine 12 or the electric motor 14 is transmitted. As a result, the vehicle 10 is driven by the driving force of the engine 12 and the electric motor 14. That is, the vehicle 10 is a so-called hybrid vehicle that can travel by the driving force of the engine 12 or the electric motor 14.

  On the other hand, as shown in FIGS. 1 and 3, the vehicle 10 is provided with an air conditioner (hereinafter referred to as an air conditioner 30) that air-conditions the vehicle interior. As shown in FIG. 1, the air conditioner 30 includes a compressor (compressor 32), a condenser (condenser 34), an expansion valve (expansion valve 36), an evaporator (evaporator 38), a pressure accumulator (accumulator 40), and the like. A refrigeration cycle in which the refrigerant is circulated is formed.

  In the air conditioner 30, when the compressor 32 is driven by the compressor motor 42, the refrigerant is compressed, and the compressed refrigerant is sent to the condenser 34. In the condenser 34, the refrigerant is liquefied by being cooled, and the liquefied refrigerant is sent to the evaporator 38 via the expansion valve 36, and is further returned from the evaporator 38 to the compressor 32 via the accumulator 40.

  The evaporator 38 cools the air passing through the evaporator 38 by vaporizing the liquefied refrigerant. The expansion valve 36 suddenly depressurizes the liquefied refrigerant and sends it to the evaporator 38 in the form of a mist so that the evaporation efficiency of the refrigerant in the evaporator 38, that is, the cooling efficiency of the evaporator 38 is improved. . The configuration of the refrigeration cycle of the air conditioner 10 is not limited to this, and any configuration can be applied as long as it includes the compressor 32, the condenser 34, and the evaporator 38.

  As shown in FIG. 3, the air conditioner 30 includes an air conditioner unit 44 in which a flow path of conditioned air is formed, and an evaporator 38 is disposed in the air conditioner unit 44. The air conditioner unit 44 is formed with an inside air introduction port 46A communicating with the vehicle interior and an outside air introduction port 46B communicating with the outside of the vehicle at one end of the flow path of the conditioned air. A switching door 48 that opens and closes the opening 46B is provided. In the air conditioner unit 44, a blower fan 50 is disposed between the inside air inlet 46 </ b> A and the outside air inlet 46 </ b> B and the evaporator 38.

  In the air conditioner 30, when the switching door 48 is operated according to the air introduction mode (the inside air circulation mode, the outside air introduction mode) and the blower fan 50 is rotationally driven by the blower motor 52, the air according to the introduction mode is supplied to the air conditioner unit 44. And is sent to the evaporator 38. In the evaporator 38, heat exchange between the air and the refrigerant performs cooling or dehumidification of air serving as air-conditioned air.

  In addition, the air conditioner 30 has a defroster outlet 54A such as a center defroster outlet and a side defroster outlet opened toward the front window glass (not shown) as an outlet for the conditioned air, and toward passengers in the passenger compartment. A register outlet 54B, such as a center register outlet and a side register outlet, which is opened, and a foot outlet 54C, such as a front seat outlet and a rear seat outlet, opened toward the feet of the occupant are formed. Has been. Further, the air conditioner unit 44 is provided with a mode switching door 56 that opens and closes the defroster outlet 54A, the register outlet 54B, and the foot outlet 54C.

  In the air conditioner 30, the mode switching door 56 is operated in accordance with the air-conditioning air blowing mode (DEF mode, FACE mode, FOOT mode, BI-LEVEL mode and FOOT / DEF mode), and the defroster outlet 54A and the register outlet 54B. The foot outlet 54C is selectively opened and closed, and the conditioned air is blown out from the outlet according to the outlet mode.

  The air conditioner unit 44 is provided with a heater core 58 and an air mix door 60 for controlling the flow rate of air passing through the heater core 58 on the downstream side of the evaporator 38. An engine coolant of the engine 12 (for example, water, hereinafter referred to as cooling water) is circulated through the heater core 58.

  In the air conditioner 30, the amount of air passing through the heater core 58 is controlled by the air mix door 60, and the air heated by the cooling water in the heater core 58 and the air bypassed by the heater core 58 are mixed, thereby conditioned air at a desired temperature. Is generated.

  As shown in FIG. 4, the air conditioner 30 includes an air conditioner ECU 62. The air conditioner ECU 62 has a general configuration including a microcomputer in which a CPU, a ROM, a RAM, and the like are connected by a bus, various input / output interfaces, a drive circuit (all not shown), and the like.

  A compressor motor 42 and a blower motor 52 are connected to the air conditioner ECU 62, and the air conditioner ECU 62 controls the cooling capacity and the air volume of the conditioned air (blower air volume) by controlling the operation of the compressor motor 42 and the blower motor 52.

  The air conditioner ECU 62 is connected to an actuator 64A that operates the switching door 50, an actuator 64B that operates the mode switching door 56, and an actuator 64C that operates the air mix door 60. Thereby, air-conditioner ECU62 controls the opening degree of the air mix door 60 with the action | operation of the switching door 50 according to introduction mode, and the action | operation of the mode switching door 56 according to blowing mode.

  The air conditioner ECU 62 also detects the temperature of the air that has passed through the evaporator 38, a room temperature sensor 66A that detects the temperature (room temperature) of the vehicle interior, an outside air temperature sensor 66B that detects the outside air temperature, a solar radiation sensor 66C that detects the amount of solar radiation. A post-evaporator temperature sensor 66D, a water temperature sensor 66E for detecting the temperature of the cooling water, and the like are connected.

When an operating condition such as a set temperature is set by operating a switch on an operation panel (not shown), the air conditioner ECU 62 detects an environmental condition such as a room temperature and an outside temperature, and sets the vehicle interior to the set temperature based on the detected environmental condition. to set the target outlet air temperature T _AO is the temperature of the conditioned air to.

This target blowing temperature T _AO is calculated from the set temperature T _SET , the room temperature Tr detected by the room temperature sensor 66A, the outside air temperature Ta detected by the outside air temperature sensor 66B, and the solar radiation amount ST detected by the solar radiation sensor 66C. It can be obtained using an equation.

T _AO = K ₁・ T _SET −K ₂・ Ta−K ₃・ Tr−K ₄・ ST + C
(K ₁ , K ₂ , K ₃ , K ₄ and C are preset constants)
The air-conditioner ECU 62, the rotational speed of the compressor 32 as the target outlet air temperature _{T AO} is obtained, to set the opening degree of the air mixing door 60. Furthermore, air conditioning ECU62 controls the blower motor 52 by setting the blower air amount based on the operating conditions or the target outlet air temperature _{T AO,} and controls the operation of the actuator 64a to 64c, to the air conditioning the passenger compartment (air conditioning operation) . The control of the air-conditioning operation by the air-conditioner ECU 62 can apply a known general configuration, and detailed description thereof is omitted here.

  On the other hand, in the present embodiment, for example, a three-phase AC motor is used as the electric motor 14 shown in FIG. 2. In the inverter / converter device 18, the DC power stored in the battery 16 is converted to AC of a predetermined voltage. It is converted into electric power (three-phase AC power) and supplied to the electric motor 14.

  The electric motor 14 can generate electric power by transmitting the rotational force of the wheels 24 (front wheels 24F) during deceleration of the engine 12 or the vehicle. Further, the vehicle 10 is provided with a generator 26. The generator 26 is connected to the rear wheel 24R, and generates electric power when the rotational force of the rear wheel 24R is transmitted (regenerative power generation).

  In the vehicle 10, the electric power generated by the rotation of the electric motor 14 by the driving force of the engine 12 and the electric power (regenerative electric power) generated by the rotation of the electric motor 14 and the generator 26 at the time of vehicle deceleration are the inverter / converter device 18. The battery 16 can be charged by being converted into direct current power by.

  As shown in FIG. 4, the vehicle 10 is provided with a hybrid ECU (HVECU 68). In addition to the air conditioner ECU 62, the vehicle ECU 10 controls the operation of the engine 12 and the battery 16 detects the state of the battery 16. The ECU 72 and the inverter / converter device 18 are connected.

  The HVECU 68 controls the charging / discharging of the battery 16 by controlling the operation of the inverter / converter device 18 based on the state of charge of the battery 16 detected by the battery ECU 72.

  The engine ECU 70 controls driving of the engine 12 by detecting a driving operation state such as an accelerator pedal operation and a traveling state such as a vehicle speed. The HVECU 68 controls the driving of the electric motor 14 in cooperation with the engine ECU 70. It should be noted that a known configuration can be applied to the basic control of the HVECU 68, the engine ECU 70, the battery ECU 72, etc., and detailed description thereof is omitted here.

  Incidentally, as shown in FIGS. 2 and 4, the vehicle 10 applied to the present embodiment is provided with an external power supply terminal 74, and this external power supply terminal 74 is connected to the inverter / converter device 18. ing. The external power supply terminal 74 is connected to a commercial power supply such as household power (for example, single-phase 100 / 200V or three-phase 200V) as an external power supply 76.

  The HVECU 68 shown in FIG. 4 uses the electric power supplied via the external power supply terminal 74 when the external power supply 76 is connected to the external power supply terminal 74 and electric power is supplied while the vehicle 10 is parked. Charge.

  In HVECU 68 applied to the present embodiment, when battery 16 is charged with electric power supplied from external power supply 76 while vehicle 10 is parked, an ignition switch (not shown) is turned on and vehicle 10 starts to travel. First, the electric motor 14 is driven using the electric power charged in the battery 16 to travel. Thereafter, when the charging power of the battery 16 decreases to a predetermined value, the HVECU 68 stops driving the electric motor 14 and starts driving the engine 12 to switch from running by the electric motor 14 to running by the engine 12. Thereby, in the vehicle 10, the fuel consumed by the engine 12 is suppressed (improves fuel consumption).

  On the other hand, as shown in FIG. 1, the vehicle 10 applied to the present embodiment is provided with a cooling device 78 that suppresses the temperature rise due to exhaust heat by cooling the cooling water of the engine 12 as a coolant circulation device. ing.

  The cooling device 78 includes an engine radiator 80, a water pump 82, and a thermostat 84, and a cooling circuit 86 in which cooling water is circulated between the engine 12 and the engine radiator 80 is formed. In the cooling circuit 86, cooling water is circulated between the engine 12 and the engine radiator 80 by driving the water pump 82.

  In the engine radiator 80, air in front of the vehicle is introduced by running the vehicle 10 or driving a cooling fan (not shown), and heat exchange is performed between the air and the cooling water. Thereby, the cooling water is cooled, and the temperature rise due to the heat generated by driving the engine 12 is suppressed.

The thermostat 84 opens and closes the flow path of the cooling water to the engine radiator 80 according to the temperature of the cooling water (water temperature Tw). That is, when the coolant temperature Tw exceeds a predetermined temperature (water temperature Tw ₁ , eg, Tw ₁ = 88 ° C.), the thermostat 84 fully opens the coolant flow path to the engine radiator 80. , So that cooling of the cooling water is promoted. Further, when the water temperature Tw becomes lower than the water temperature Tw ₁ , the thermostat 84 gradually narrows the flow path of the cooling water to the engine radiator 80, and the water temperature Tw becomes the water temperature Tw ₂ (Tw ₁ > Tw ₂ , for example, Tw ₂ = 82. When the temperature is lower than ° C), the cooling water is fully closed, and cooling of the cooling water is suppressed according to the decrease in the cooling water temperature Tw. Thereby, in the cooling device 78, the water temperature Tw of the cooling water is adjusted to be the target water temperature Ts (Tw ₁ >Ts> Tw ₂ ).

  Further, the vehicle 10 is formed with a circulation circuit 88 through which cooling water is circulated between the engine 12 and the heater core 58. In the circulation circuit 88, the cooling water sent out from the engine 12 by driving the water pump 82 is supplied to the heater core 58, and the cooling water that has passed through the heater core 58 is returned to the engine 12. Thereby, in the air conditioner 30, the air conditioning operation (heating operation) using cooling water is possible.

  On the other hand, the cooling device 78 is provided with a warm-up circuit 90 that uses the condenser 34 of the air conditioner 10 as a heat exchange means for heating and heats the cooling water by a heat pump system.

  The condenser 34 of the air conditioner 30 is provided with a coolant pipe 34B as well as a coolant pipe 34B. Thereby, in the capacitor | condenser 34, heat exchange is possible between a refrigerant | coolant and cooling water. That is, in the condenser 34, when the refrigerant passing through the refrigerant pipe 34A is cooled, the cooling water in the cooling water pipe 34B is heated.

  In the circulation circuit 88, a flow rate adjusting valve 92 is provided on the inlet side of the cooling water to the heater core 58, and a flow rate adjusting valve 94 is provided on the outlet side of the cooling water. In the warm-up circuit 90, one end side of the cooling water pipe 34 </ b> B provided in the capacitor 34 is connected to the flow rate adjustment valve 92, and the other end side is connected to the flow rate adjustment valve 94. Further, the warm-up circuit 90 is provided with an electric pump 96 between the condenser 34 and one flow rate adjustment valve (here, the flow rate adjustment valve 94 as an example).

  The flow rate adjusting valves 92 and 94 can adjust the flow path of the cooling water on the engine 12 side, the heater core 58 side, and the condenser 34 side from fully closed to fully open. Thereby, between the circulation circuit 88 and the warm-up circuit 90, the circulation of the cooling water between the engine 12 and the heater core 58, the circulation of the cooling water between the condenser 34 and the heater core 58, and the engine 12 Cooling water can be circulated between the condenser 34 and the heater core 58. Further, in the warm-up circuit 90, the cooling water can be circulated to the condenser 34 by driving the electric pump 96.

  As shown in FIG. 4, the cooling device 78 includes a controller 102 as control means. The controller 102 has a general configuration including a microcomputer in which a CPU, a ROM, a RAM, and the like are connected by a bus, various input / output interfaces and a drive circuit (none of which are shown), and includes an air conditioner ECU 62, an HVECU 68, An engine ECU 70 is connected. In this embodiment, the controller 102 will be described as an example. However, the air conditioner ECU 62, the HVECU 68, or the engine ECU 70 may have the function of the controller 102.

  The controller 102 is connected to actuators 104A and 104B that operate the flow rate adjusting valves 92 and 94, respectively.

  As shown in FIG. 1, the water pump 82 is formed by a pump 82A and an electric motor 82B (hereinafter collectively referred to as a water pump 82), and the electric pump 96 is formed by a pump 96A and an electric motor 96B. Yes. As shown in FIG. 4, the controller 102 is connected to a water pump 82 (electric motor 82B) and an electric pump 96 (electric motor 96B). The controller 102 is connected to a water temperature sensor 106 that detects a water temperature Tw of the cooling water.

  The discharge amounts of the water pump 82 and the electric pump 96 are determined by the number of rotations of the electric motors 82B and 96B (pumps 82A and 96A), and the controller 102 of the cooling device 78 determines the circulation / cooling of the coolant by the water pump 82 and the electric pump 96. It is possible to control the flow rate of the circulating cooling water by controlling the number of rotations along with the stop.

  Thereby, the controller 102 acquires the operating state of the engine 12 from the engine ECU 70, and drives the water pump 82 so that, for example, a flow rate (rotation speed) corresponding to the engine speed is obtained while the engine 12 is being driven. To do.

  Further, when the engine 12 is stopped, the controller 102 acquires the coolant temperature Tw detected by the coolant temperature sensor 106, the operating state of the electric motor 14 and the charging state of the battery 16 from the HVECU 68, and the air conditioner ECU 62. The operation state of the air conditioner 30 is acquired from the above, and the operations of the water pump 82, the electric pump 96, and the flow rate adjusting valves 92 and 94 are controlled based on these.

  Here, the water pump 82 is operated by the controller 102, but the water pump 82 may be connected to the engine ECU 70 so that the controller 102 controls the water pump 82 via the engine ECU 70. . Further, instead of the water temperature sensor 106, the water temperature Tw detected by the air conditioner ECU 62 or the engine ECU 70 may be acquired. Further, the vehicle 10 is provided with a cooling fan (not shown) for introducing cooling air into the engine radiator 80, and the operation of the cooling fan is controlled by the controller 102 or the engine ECU 70.

  Here, in the vehicle 10 applied to the present embodiment, the electric motor 14 is driven to start running, and when the charge amount SOC of the battery 16 decreases, the driving is switched from driving the electric motor 14 to driving the engine 12. To do. Therefore, since the engine 12 is stopped when the vehicle 10 starts to travel, the coolant temperature Tw is low. For this reason, the heating capacity of the air conditioner 30 is low, and warming-up for driving the engine 12 to travel is required.

  From here, the controller 102 controls the circulation of the cooling water so that the heating capacity required by the air conditioner 30 is obtained while the engine 12 is stopped and the electric motor 14 is traveling. At the same time, the controller 102 acquires the state of charge of the battery 16 from the HVECU 68, predicts the drive start timing of the engine 12, and predicts that the drive by driving the electric motor 14 will switch to the drive by driving the engine 12. When this is done, the circulation of the cooling water is controlled so that the temperature of the engine 12 (cooling water in the engine 12) is raised (warm-up process).

  That is, the controller 102 increases the temperature of the cooling water by a heater pump method using the condenser 34 of the air conditioner 30, thereby ensuring the heating capacity and warming up the engine 12.

  At this time, if the compressor 32 is in a stopped state, it becomes difficult to heat the cooling water. Therefore, the controller 102 drives the compressor 32 or the compressor 32 as necessary when the temperature of the cooling water is increased. The drive with the maximum capacity of is requested.

  Below, the circulation process of the cooling water in the cooling device 78 is demonstrated as an effect | action of this Embodiment.

When an air conditioning operation is instructed, the air conditioner 30 provided in the vehicle 10 sets the vehicle interior to a set temperature based on operating conditions such as a set temperature T _SET and environmental conditions such as a room temperature Tr and an outside temperature Ta. sets a target outlet air temperature T _AO for the target outlet air temperature T _AO and were set so that the operating conditions set by the occupant on the basis of the set operating condition or the target outlet air temperature T _AO is obtained, the compressor motor 42 ( The compressor 32) is driven, the blower motor 52 (blower fan 50) is driven, and the actuators 64A to 64C (switching door 48, mode switching door 56, air mix door 60) are controlled. At this time, in the air conditioner 30, by setting the air mix door 60 to the maximum opening, the maximum heating capacity with respect to the coolant temperature Tw at that time can be obtained.

  On the other hand, the vehicle 10 includes an electric motor 14 that uses electric power of the battery 16 in addition to the engine 12 as a driving source for traveling, and the battery 16 is charged by electric power supplied from the external power source 76 during parking. . When the vehicle 10 starts running with the battery 16 charged, the HVECU 68 first drives the electric motor 14 using the electric power charged in the battery 16. Thereby, traveling of the vehicle 10 by the drive of the electric motor 14 is started.

Further, the HVECU 68 acquires the state of charge of the battery (hereinafter referred to as charge amount SOC) from the battery ECU 72, and when the charge amount SOC reaches a preset lower limit value (referred to as charge amount SOC _L ), the electric motor 14 Is stopped and controlled by the engine ECU 70 to start driving the engine 12. As a result, the vehicle 10 continues to run while the drive source is switched from the electric motor 14 to the engine 12.

  By the way, when the vehicle 10 is running by the engine 12, the cooling water is circulated to the engine radiator 80, thereby cooling the cooling water and preventing the temperature of the engine 12 from rising due to exhaust heat. The cooling water is circulated to the heater core 58 to be used for heating by the air conditioner 30.

  In the vehicle 10, while the engine 12 is stopped while traveling by the driving force of the electric motor 14, the coolant water temperature Tw is low, but in order to improve the fuel consumption of the engine 12 and suppress emissions. The engine 12 needs to be warmed up before traveling, and when the heating capacity of the air conditioner 30 is insufficient, the coolant temperature needs to be raised.

  Here, in the cooling device 78 provided in the vehicle 10, cooling water is cooled while the engine 12 is being driven, and while the engine 12 is stopped, the heating capacity of the air conditioner 30 is ensured and the electric motor 14 is used. An engine warm-up process is performed prior to switching from running to running by the engine 12.

At this time, the controller 102 of the cooling device 78 applied to the present embodiment predicts the start of the engine 12 from the charge amount SOC of the battery 16 and starts the warm-up process. Further, the controller 102, the heating capacity required by the air conditioner 30, it is determined from the coolant temperature Tw of the target outlet air temperature T _AO and the cooling water obtained from air-conditioning ECU 62, circulation of the cooling water so that a predetermined heating capacity can be obtained To control.

  The cooling water circulation control in the controller 102 will be described below with reference to FIGS. FIG. 5 shows an outline of processing in the controller 102. This flowchart is executed at predetermined time intervals until the ignition switch is turned off when an unillustrated ignition switch is turned on and the vehicle 10 starts to travel. In the first step 200, the engine 12 is driven by driving. Check whether it is inside.

  Here, if the vehicle 10 is running by driving the engine 12, an affirmative determination is made in step 200, and the routine proceeds to step 202. In step 202, circulation control is performed so that normal cooling water is cooled.

  In the circulation control at this time, in each of the flow rate adjusting valves 92 and 94, the flow path on the condenser 34 side is closed, and the water pump 82 is driven so that the flow paths on the engine 12 side and the heater core 58 side are fully opened. To do.

  As a result, as shown in FIG. 8A, when the water pump 82 is driven, cooling water is circulated between the engine 12 and the engine radiator 80 and between the engine 12 and the heater core 58. Cooling of the cooling water in the radiator 80 and heating operation of the air conditioner 30 using the cooling water circulated to the heater core 58 are performed. In FIG. 8A, FIG. 8B, FIG. 9A, and FIG. 9B, the flow path of the cooling water to be circulated is indicated by a bold line, and the flow path where the circulation is stopped is indicated by a broken line. Is shown.

On the other hand, the controller 102 determines whether or not warm-up is necessary based on a prediction flag (hereinafter referred to as flag F _SOC ) for predicting the start of the engine 12 based on the charge amount SOC of the battery 16 and the coolant temperature Tw. warm-up flag indicating (hereinafter referred to as the flag F _TW) and, heating flag indicating whether or not it is necessary to increase the heating capacity on the basis of the target outlet air temperature T _AO (hereinafter referred to as the flag F _TAO) is set It has become so.

FIG. _6A shows an outline of the flag F _SOC based on the charge amount SOC. In the controller 102, when the charge amount SOC of the battery 16 acquired from the HVECU 68 decreases to the charge amount SOC _1, it is predicted that the engine 12 is almost started, and the flag F _SOC is set (F _SOC = 1).

In the state where the flag F _SOC is set, the controller 102 is charged so as to be reset (F _SOC = 0) when the charge amount SOC of the battery 16 exceeds the charge amount SOC ₂ (SOC ₂ > SOC ₁ ). Hysteresis is given to the amount of SOC.

The charge amounts SOC ₁ and SOC ₂ applied to the determination of the flag F _SOC are higher than the charge amount SOC _L at which the drive of the electric motor 14 is stopped (SOC _L <SOC ₁ <SOC ₂ ). For example, when the maximum charge amount SOC is 100%, the charge amounts SOC _L , SOC ₁ , and SOC ₂ can be set at a ratio of, for example, 20%, 25%, and 30%. Moreover, the ratio at this time should just be set with charging / discharging capability, such as the rated capacity of the battery 16, the power consumption of the electric motor 14, and the heating capability of the cooling water using the heat pump system mentioned later.

FIG. 6B shows an outline of the flag F _TW based on the coolant temperature Tw. In the controller 102, the water temperature Tw detected by the water temperature sensor 106 is in the set state (F _TW = 1) until the water temperature Tw reaches a temperature Tw ₃ (for example, Tw ₃ = 40 ° C) that requires the engine 12 to be warmed up. . Further, when the water temperature Tw becomes the water temperature Tw that does not need to be warmed up (flag F _TW = 0), if the water temperature Tw ₄ falls below the water temperature Tw ₃ (for example, Tw ₄ = 35 ° C.), A hysteresis is provided to set the flag F _TW as the machine is required.

Such water temperatures Tw ₃ and Tw ₄ may be set based on the water temperature Tw that is a boundary whether or not the engine 12 needs to be warmed up. Further, the water temperature Tw ₃ is lower than the water temperature Tw ₁ thermostat 84 is fully closed.

In FIG. 6 (C) shows a schematic of a flag _{F TAO} based on the target outlet air temperature _{T AO} is set in air conditioning ECU 62. In the controller 102, temperatures T ₁ and T ₂ (T ₁ > T ₂ ) with respect to the target blowing temperature T _AO are set. When the target blowing temperature T _AO decreases and reaches the temperature T ₂ , the flag F _TAO is set ( F _TAO = 1) to set the engine 12 to be warmed up. Further, the controller 102 becomes higher until temperatures _{T 1} in a state in which the flag _{F TAO} is set so as to reset the flag _{F TAO (F TAO = 0)} , are to have a hysteresis in the setting of the flag _{F TAO} .

Here, in the present embodiment, the temperatures T ₁ and T ₂ are set high so that heating by the air conditioner 30 is prioritized (for example, T ₁ = 65 ° C., T ₂ = 60 ° C.). Further, the controller 102, if it is a state where the flag F _TAO is set to warm-up is performed, based on the target outlet air temperature T _AO, the cooling water to flow QE and the heater core 58 of the cooling water to the engine 12 The flow rate adjusting valves 92 and 94, the water pump 82, and the electric pump 96 are controlled so that the set flow rates QE and QH (see FIGS. 1 and 9A) can be obtained. . In FIG. 1, the flow of the coolant when the electric pump 96 is driven is indicated by broken-line arrows, and the flow rates QC and QE satisfy QC ≧ QE. The coolant flows toward the adjustment valve 92.

FIG 7 shows the case where the flow rate QC of the cooling water flowing through the capacitor 34 is 100%, the ratio of the flow rate QE through the engine 12 to the target outlet air temperature T _AO. That is,
QC = QE + QH
To QC (%) = 100 (%)
QE (%) = 100 (%)-QH (%)
It becomes.

In the controller 102, when the engine 12 is warmed up (flag F _TAO = 1), the target blowout temperature T _AO is within the range of the temperature T ₃ to the temperature T ₄ (T ₂ ≧ T ₃ > T ₄ ). It sets so that the ratio of the flow volume QE which flows into the engine 12 becomes large, so that the target blowing temperature _TAO becomes low. That is, as the heating capacity required by the air conditioner 30 decreases, the amount of cooling water flowing to the engine 12 increases.

In this case, as the temperature T _4, it is set to a temperature at which the heating capacity is determined to be unnecessary in air conditioning 30 (e.g., the temperature T _{4 =} 25 ° C). When warming up when the target blowout temperature T _AO is equal to or lower than the temperature T4 (T _AO ≦ T ₄ ), QH = 0 and the flow rate adjusting valves 92, 94 are controlled so that QC = QE (FIG. 9A). reference).

When the engine 12 is stopped and the electric motor 14 is traveling, the controller 102 determines whether warm-up is necessary based on the flag F _SOC and the flag F _TW . with determining whether to perform the warm-up by F _TAO, when performing warm-up, on the basis of the target outlet air temperature T _AO controlling the flow rate QH of the cooling water to flow QE and the heater core 58 of the cooling water to the engine 12 To do.

In the flowchart shown in FIG. 5, if the engine 12 is stopped and traveling by driving the electric motor 14, a negative determination is made in step 200 and the process proceeds to step 204. In this step 204, it is confirmed whether or not the start of driving of the engine 12 is near from the flag F _SOC . That is, it is confirmed whether or not the flag F _SOC = 1.

Here, if the flag F _SOC is reset (F _SOC = 0), a negative determination is made at step 204 and the routine proceeds to step 206. In this step 206, the cooling water is circulated based on the heating capacity required by the air conditioner 30 (cooling water circulation control according to the heating capacity).

For example, when the heating load of the air conditioner 30 is large and the target blowout temperature T _AO is high, the temperature of the conditioned air does not reach the target blowout temperature T _AO even if the air mix door 60 is fully opened because the water temperature Tw is low. There is a time.

  At this time, as shown in FIG. 8B, the flow rate adjusting valves 92 and 94 are set so that the engine 12 side is closed and the condenser 34 side and the heater core 58 side are opened with respect to the flow rate adjusting valves 92 and 94, respectively. Operate. That is, the flow rate adjusting valves 92 and 94 are operated so that the flow rate QE = 0 and the flow rate QC = QH.

  At the same time, the electric pump 96 is operated to circulate cooling water between the condenser 34 and the heater core 58. If the compressor 32 is not operated, a request for driving the compressor 32 is sent to the air conditioner ECU 62.

  Thereby, when the refrigerant compressed by the compressor 32 passes through the condenser 34, the cooling water is heated, and the heated cooling water flows to the heater core 58, whereby the heating capacity of the air conditioner 30 can be increased. In addition, when the air conditioner 30 is stopped or when heating capability is not required during the cooling operation, the electric pump 96 may be stopped so that the cooling water is not circulated.

On the other hand, when the electric motor 14 is driven to travel, the charge amount SOC of the battery 16 decreases, and when the flag F _SOC is set (F _SOC = 1), an affirmative determination is made in step 204 and the routine proceeds to step 208. Transition.

In this step 208, it is confirmed from the flag F _TW whether or not a warm-up process is necessary. That is, it is confirmed whether or not the flag F _TW = 1. At this time, if the water temperature Tw is relatively high and the flag F _TW is in the reset state (F _TW = 0), a negative determination is made in step 208, the process proceeds to step 206, and according to the heating capacity required by the air conditioner 30. Circulate the cooling water.

On the other hand, if the coolant temperature Tw is low and the engine needs to be warmed up, the flag F _TW is set (F _TW = 1), an affirmative determination is made in step 208, and the routine proceeds to step 210.

In step 210, the flag F _TAO is confirmed. That is, it is confirmed whether or not the flag F _TAO = 1. At this time, if the heating load of the air conditioner 30 is large and the flag F _TAO is reset (F _TAO = 0), a negative determination is made in step 210 and the process proceeds to step 206, and the heating capacity that can be requested by the air conditioner 30 is reached. Circulate the cooling water accordingly. At this time, prior to switching of the driving force from the electric motor 14 to the engine 12, the engine 12 is started and warmed up.

On the other hand, if the heating load on the air conditioner 30 is relatively low and the flag F _TAO is in the set state (F _TAO = 1), an affirmative determination is made in step 210 and the process proceeds to step 212.

In step 212, for example, by referring to a map corresponding to FIG. 7, the target outlet air temperature T based on the _AO cooling water flow rate QH of the flow rate QE and the heater core 58 of the cooling water to the engine 12 (the flow rate QE and flow GH Ratio).

  Thereafter, in step 214, the flow rate adjusting valves 92 and 94 are operated based on the set ratios of the flow rates QE and QH, and the water pump 82 and the electric pump 96 are driven so as to obtain the set ratio (step 216). ).

  At the same time, in step 218, the engine ECU 62 is requested to drive the compressor 32 with the maximum capacity (for example, the maximum rotation speed), so that the cooling water is heated in the condenser 34 with the maximum capacity.

At this time, since the coolant temperature Tw is water temperature _{T 2} less (Tw ≦ _{T 2),} the thermostat 84 are fully closed, thereby, the target outlet air temperature _{T AO} is, the temperature _T 3 through T ₄ In the range (T ₂ ≧ T ₃ ≧ Tw> T ₄ ), as shown in FIG. 9A, the cooling water heated by passing through the condenser 34 is sent to the engine 12 and the heater core 58, The engine 12 is warmed up and the air conditioner 30 is heated. That is, the cooling water is circulated between the circulation circuit 88 and the warm-up circuit 90.

In addition, when the target outlet temperature TAO is lower than the temperature T4 (T _AO ≦ T ₄ ) and the air conditioner 30 does not require the heating capacity, the cooling water heated by the condenser 34 is shown in FIG. 9B. Is sent to the engine 12, and warm-up of the engine 12 is promoted.

  Thus, in the cooling device 78, when the engine 12 is predicted to start driving and the engine 12 is warmed up, the cooling water is heated using the exhaust heat from the condenser 34 of the air conditioner 30. The fuel consumption can be prevented from deteriorating by starting the engine 12 for the machine.

  Further, in the cooling device 78, when the air conditioner 30 needs a large heating capacity, priority is given to heating by the air conditioner 30. Therefore, in order to warm up the engine 12 using the exhaust heat of the air conditioner 30. It is possible to prevent the heating capacity from being lowered and causing discomfort to the occupant. That is, in the cooling device 78, the driving of the engine 12 can be suppressed and the fuel consumption can be improved and the emission can be suppressed without impairing the comfort in the passenger compartment.

In the cooling device 78 applied to the present embodiment, the engine 12 is not warmed up when the air conditioner 30 requires a large heating capacity. However, the heating capacity (for example, Based on the target blowing temperature T _AO ), the flow rates GE and QH may be controlled so that the engine 12 is warmed up and the air conditioner 30 is operated in parallel. Regardless, the cooling water heated by the condenser 34 may be supplied to the engine 12 to warm up the engine 12.

  As a result, warm-up can be performed without driving the engine 12, so that it is possible to reliably improve fuel consumption and suppress emissions.

  In the present embodiment, the flow rate adjusting valves 92 and 94 are used. However, the present invention is not limited to this, and a switching valve for switching the flow path of the cooling water may be used. Cooling heated by the condenser 34 using the switching valve. When water is supplied to the engine 12 and the heater core 58, the flow path may be switched at a predetermined time interval. At this time, the switching time is set according to the ratio of the flow rates QE and QH. The flow rate can be adjusted.

  Furthermore, in the present embodiment, when the engine 12 is warmed up, the electric pump 96 is operated together with the water pump 82. However, the present invention is not limited to this, and for example, a bypass of cooling water for the water pump 82 is provided. When the engine 12 is warmed up, the cooling water flows through this bypass, so that the cooling water can be circulated between the engine 12 and the condenser 34 only by driving the electric pump 96.

  Further, in the present embodiment described above, the description is applied to a cassette type hybrid vehicle that starts traveling by the electric motor 14 and switches to driving of the engine 12 at a predetermined timing. However, the present invention is not limited to this. The present invention can be applied to a hybrid vehicle having a general configuration that travels by switching the driving force of the electric motor. As a result, the internal combustion engine is stopped, so that heating capacity is required or the internal combustion engine needs to be warmed up. In this case, the heating capacity can be ensured and warmed up without driving the internal combustion engine more than necessary.

It is the schematic which shows the flow path and refrigeration cycle of the cooling water which concern on this Embodiment. It is a schematic block diagram of the principal part of the vehicle which concerns on this Embodiment. It is a schematic block diagram which shows an example of an air conditioner. It is a schematic block diagram of a control part. It is a flowchart which shows an example of the circulation control of the cooling water in a cooling device. (A) to (C) are diagrams showing an outline of flag setting / resetting, (A) is a flag for the amount of charge of the battery, (B) is a flag for the water temperature, and (C) is a flag for the target outlet temperature. Is shown. It is a diagram which shows an example of the ratio of the flow volume to an engine with respect to the flow volume to a capacitor | condenser according to the target blowing temperature when warming up and heating an engine. (A) is the schematic which shows the circulation of the cooling water when the engine is driven, (B) is the schematic which shows the circulation of the cooling water when the engine is stopped and the vehicle interior is heated. (A) is a schematic diagram showing the circulation of the cooling water when the engine is warmed up and the vehicle interior is heated, and (B) is a schematic diagram showing the circulation of the cooling water when only the engine is warmed up. is there.

Explanation of symbols

10 Vehicle 12 Engine (Internal combustion engine)
14 Electric motor 16 Battery (power storage means)
30 Air conditioner
32 Compressor 34 Condenser (Condenser, Heat exchange means for heating)
58 Heater core (heat exchanger for heating)
62 Air conditioner ECU
68 HVECU
78 Cooling device (coolant circulation device)
80 Engine radiator 82 Water pump (first circulation means)
84 Thermostat (first circulation means)
86 Cooling circuit (first circulation circuit)
88 Circulation circuit (second circulation circuit, third circulation circuit)
90 Warm-up circuit (third circulation circuit)
92, 94 Flow rate adjusting valve (flow rate adjusting means)
96 Electric pump (second circulation means)
102 Controller (heating control means)
106 Water temperature sensor (temperature detection means)

Claims (5)

A heating heat exchanger and a refrigeration cycle, each of which includes an internal combustion engine and an electric motor driven by electric power stored in the power storage means as a driving source for traveling, and in which heat is exchanged with a coolant of the internal combustion engine A coolant circulation device that is provided in a vehicle equipped with an air conditioner that air-conditions the interior of the vehicle interior and circulates the coolant of the internal combustion engine;
A first circulation circuit capable of circulating a coolant between the internal combustion engine and a radiator for cooling the coolant; and the coolant can be circulated between the internal combustion engine and the heat exchanger for heating. A second circulation circuit;
During the driving of the internal combustion engine, the cooling liquid is circulated in the first circulation circuit and the second circulation circuit to keep the temperature of the cooling liquid in a predetermined temperature range and to heat the air conditioner using the cooling liquid. A first circulation means for enabling operation;
Heat exchange means for heating that enables heat to be heated by performing heat exchange between the coolant passing through the condenser forming the refrigeration cycle and the coolant,
A third circulation circuit capable of circulating the coolant between the heat exchange means for heating and the internal combustion engine;
Second circulation means for circulating the coolant in the third circulation circuit while the internal combustion engine is stopped;
Predicting means for predicting the start of driving of the internal combustion engine from a vehicle state of a vehicle that is driven by driving of the electric motor with the internal combustion engine stopped
Heating control means for operating the second circulation means and heating the coolant by the heating heat exchanging means when the prediction means predicts the start of driving of the internal combustion engine;
A coolant circulating apparatus comprising:   Temperature detection means for detecting the liquid temperature of the coolant, and when the liquid temperature detected by the temperature detection means is equal to or lower than a preset temperature, the heating control means causes the second circulation means to The coolant circulating apparatus according to claim 1, wherein the coolant circulating apparatus is operated.   Determining means for determining the heating capacity required for the air conditioner; and when the determining means determines that the heating capacity required for the air conditioner is equal to or less than a predetermined value, The coolant circulating apparatus according to claim 1 or 2, wherein the circulating means is operated.   The second circulation circuit and the third circulation circuit are connected so that the cooling water can be circulated between the heating heat exchange means and the heating heat exchanger, and the heating heat exchange. The flow rate adjustment means which makes it possible to adjust the flow volume of the cooling fluid which flows from the means to the internal combustion engine and the heat exchanger for heating is included. Coolant circulation device.   The heating control means controls the flow rate adjusting means based on the heating load of the air conditioner so that the flow rate of the coolant flowing to the heating heat exchanger increases as the heating load increases. The coolant circulating apparatus according to claim 4.

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