JP5177060B2 - Warm-up device and plug-in hybrid vehicle - Google Patents

Description

  The present invention relates to a warming-up device for warming up a power source mounted on a vehicle. The present invention also relates to a plug-in hybrid vehicle equipped with an internal combustion engine and an electric motor as power sources.

  Generally, when the internal combustion engine of a vehicle is cold-started, the internal combustion engine is warmed up. In this warm-up operation, the cooling water of the internal combustion engine is not allowed to pass through the radiator, and the internal combustion engine is operated at a rotational speed appropriately higher than the idling rotational speed.

It is not preferable to perform such warm-up operation for a long time because the fuel consumption of the internal combustion engine is reduced and the emission amount of CO _{2 and the} like from the internal combustion engine is increased.

  Thus, as a conventional example according to Patent Document 1, as shown in the subject of the abstract, an automotive warming system capable of warming up without operating an automotive engine is disclosed.

  As shown in the means for solving the abstract, the vehicle warm-up system includes a water-cooled cooling circuit and a cooling device having a water jacket 23 communicating with the water-cooling circuit. Provided in a power supply 42, a circulating fluid storage tank 36 that communicates with the cooling circulation path and stores the circulating fluid flowing through the cooling circulation path, and the circulating fluid storage tank 36, and generates heat by the external power supply 42. An electric heating and heating means 37 having a heat generating part for heating the circulating fluid; and a temperature control means 38 provided in the electric heating and heating means 37 for detecting the temperature of the circulating liquid and controlling the heat generating part. It is a feature.

  In addition, as a conventional example according to Patent Document 2, as shown in the subject of the abstract, an optimal implementation time is set for warming up the internal combustion engine using the heat stored in the heat storage device 20. In addition, a technology is disclosed that aims to suitably expand the utilization opportunity of the warm-up function by the heat storage device by notifying the vehicle user of information related to the implementation process in an appropriate manner.

  In this technique, as shown in the means for solving the abstract, the electronic control unit (ECU) 30 of the engine system 100 controls the supply of the hot water stored in the heat storage device 20 to the engine 10 (preheat). Is started prior to the start of the engine 10. The ECU 30 determines the preheating duration based on the cooling water temperature of the engine 10 so that the engine 10 is started after the warm-up of the engine 10 by the heat storage device 20 has been completed. . Further, the ECU 30 automatically starts the engine 10 when the preheating is completed.

Japanese Patent Laid-Open No. 11-3321290 JP 2002-89424 A

  In the conventional example according to Patent Document 1, since the operation time of the warming system is set by the timer 41 as shown in paragraph 0059, the timer 41 is temporarily not set. Will not be warmed up. In addition, even if the operation time is set by the timer, if the vehicle user gets into the vehicle at a time much earlier than the operation time, the warming-up operation is not performed, and the vehicle user When the vehicle gets into the vehicle at a time significantly later than the operation time, the internal combustion engine may be cold. Thus, in the case of the conventional example according to Patent Document 1, it cannot be said that it is convenient for the vehicle user because various cautions are required.

  In the conventional example according to Patent Document 2 above, when it is detected that the ignition switch has been switched from the “LOCK” position to the “ON” position, as shown in FIGS. When the water temperature is lower than a predetermined value, preheating is performed without starting the engine 10, and when the cooling water temperature is equal to or higher than the predetermined value, the engine 10 is started without performing preheating.

  In this conventional example, paragraph 0098 describes that “the temperature in the cylinder head 10b reaches 60 to 80 ° C. in about 5 to 10 seconds from the start of the operation of the electric pump EP”. Describes that "starting the preheat about 5 seconds earlier than the starting of the engine 10 enables the engine 10 to start with the engine 10 substantially out of the cold state".

  At such preheat execution start timing, if the coolant temperature of the engine 10 is lower than a predetermined value, the vehicle user quickly switches the ignition switch from the “LOCK” position to the “ON” position for about 1 second. Then, preheating is performed, the start of the engine 10 is delayed, and the vehicle user feels uncomfortable.

  Furthermore, in the conventional example according to Patent Document 2, the paragraph 0302 includes a transmission device that transmits a specific signal by an operation of the driver in the ignition key 27a, and starts preheating using a remote operation as a trigger. It may be applied. However, there is no description as to when to start preheating after receiving a transmission signal from the transmission device. For this reason, it is completely unclear what the aim and merit of that is.

  In view of such circumstances, the present invention provides a warm-up process start timing when remotely starting the warm-up process in a warm-up apparatus for warming up without starting a power source mounted on the vehicle. The purpose is to enable appropriate settings.

  Another object of the present invention is to enable warm-up processing of an internal combustion engine in a plug-in hybrid vehicle equipped with an internal combustion engine and an electric motor as a power source without wasting electric energy of the in-vehicle battery. It is said.

  The present invention is a warm-up device having a component for executing a warm-up process for warming up without starting a power source mounted on a vehicle, and a control device for controlling the operation of the component The control device includes: a calculation unit that calculates a separation distance from the remote start operation unit to the vehicle based on an input of a power source start instruction signal from the remote start operation unit; and a calculation result based on the calculation result. And setting means for setting the scheduled start timing of the power source, and determining means for determining the start timing of the warm-up process based on the set scheduled start timing.

  In this configuration, when the warming-up process is performed by the warming-up device, the distance from the remote start operation means to the vehicle is calculated, for example, when the vehicle user determines from the operation position of the remote start operation means that the vehicle This is for recognizing the estimated time required to reach the existing position and starting the power source accordingly. The reason for determining the execution start time of the warm-up process is to perform the warm-up process at an appropriate timing such as not being too early or too late within the expected time. This appropriate timing is a time when it becomes possible to start the power source by finishing the warm-up process before the vehicle user arrives at the vehicle.

  As a result, if the expected time required for the vehicle user to reach the vehicle location after operating the remote start operation means is relatively long, and the warm-up process needs to be performed Before the vehicle user arrives at the vehicle, the warm-up process by the warm-up device can be terminated and the power source can be started.

  Therefore, if it is requested to start the power source, the power after the warming-up process is executed as in the case where the warming-up process is performed immediately and the warming-up process is terminated long before the vehicle user arrives at the vehicle. It becomes possible to prevent the source from cooling down again.

  In this way, the warm-up process of the power source by the warm-up device can be performed at an appropriate timing without waste.

  Preferably, the control device is unnecessary for the warm-up necessity determination unit and the warm-up necessity determination unit that determine whether the warm-up process is necessary based on the input of the start instruction signal. And a start processing means for executing a process for starting the power source at the scheduled start time set by the setting means, and the determination means is necessary for the warm-up necessity determination means. If it is determined, the execution start time of the warm-up process is determined.

  In this case, it is possible not to perform the warm-up process regardless of the state of the power source, but to perform the warm-up process when it is cold and not perform the warm-up process when it is warm. There is no need to wastefully warm up the apparatus.

  Preferably, the power source is an internal combustion engine. In this case, the warm-up process of the internal combustion engine by the warm-up device can be performed at an appropriate timing in accordance with the start request when the internal combustion engine is cold.

  As a result, when the start of the internal combustion engine is requested, the warm-up process is performed immediately and the warm-up process is terminated long before the vehicle user arrives at the vehicle. It becomes possible to prevent the internal combustion engine from cooling down again. Since such a phenomenon is likely to occur in a cold region or a cold season, the present invention is effective.

  Therefore, when the internal combustion engine is actually started, the oil in the internal combustion engine reaches an appropriate temperature, so that the friction loss of the internal combustion engine can be reduced and the fuel is easily atomized. As a result, the startability of the internal combustion engine is improved and the combustion efficiency is improved, so that fuel efficiency can be improved and exhaust emission can be reduced.

  Preferably, the component includes a tank for storing cooling water of the internal combustion engine, a heater for heating the stored water in the tank, and for introducing the stored water in the tank to the internal combustion engine. The control device includes an electric pump and a stored water temperature detecting means for detecting the temperature of the stored water in the tank, and the control device stores the stored water in the tank at the start timing of the warm-up process determined by the determining means. A heating necessity determination unit that determines whether heating by the heater is necessary based on temperature, and a heating condition and an operation timing of the heater are determined when the heating necessity determination unit determines that the heating is necessary. And when the determination means determines that the heating necessity determination means is not necessary, the determination unit determines whether the warming-up process is started as the execution start time of the electric pump. To determine the dynamic time.

  Here, the components of the warming-up device, the form for checking whether or not the stored water in the tank needs to be heated in accordance with the execution of the warming-up process, and the form of the operation start related to the elements for performing the warming-up process I have identified. According to this specification, it becomes clear that the form of the warm-up process becomes clearer and becomes easier to put into practical use.

  That is, in the warm-up process with this configuration, the relatively high temperature stored water in the tank is introduced into the water jacket of the internal combustion engine by the electric pump, and the cooling water in the water jacket is sent out to the tank. It will be.

  As a result, the internal combustion engine becomes warm in a short time. Therefore, when the internal combustion engine is started after completion of the warm-up process, the oil in the internal combustion engine reaches an appropriate temperature, so that the friction loss of the internal combustion engine can be reduced and the fuel is easily atomized. As a result, the startability of the internal combustion engine is improved and the combustion efficiency is improved, so that fuel efficiency can be improved and exhaust emission can be reduced.

  Preferably, the tank may have a heat retaining structure that keeps the inside and the outside in a heat insulating state.

  In this case, if the relatively high-temperature cooling water in the internal combustion engine is stored in the tank after the warm internal combustion engine is stopped, the temperature drop of the stored water in the tank can be suppressed. As a result, if the warm-up process is executed in a situation where the temperature drop of the stored water in the tank is small, it is possible to suppress the energy consumption required to heat the stored water in the tank.

  Further, the plug-in hybrid vehicle according to the present invention includes an internal combustion engine and an electric motor as power sources, a charging device for charging a battery by receiving power supply from a household power source, and without starting the internal combustion engine. A warm-up device for warm-up, wherein the warm-up device is configured as described above, and the components of the warm-up device are operated by receiving the electric energy of the battery.

  In this configuration, the warming-up device is operated by the electric energy of the on-board battery, so there is no waste of installing a dedicated battery etc. in the warming-up device, and the initial cost of the warming-up device can be reduced. Become.

  Also, if the warm-up process is executed while the vehicle battery is being charged with a household power supply, the battery is supplied by supplying electric energy from the battery to the components of the warm-up device. Even if the electrical energy decreases, the battery is replenished with the electrical energy from the household power supply, so that it is possible to suppress or prevent a decrease in the capacity of the battery.

  As a result, when the plug-in hybrid vehicle is subsequently driven, it is not necessary to immediately perform processing for charging the battery.

  According to the present invention, in a warm-up device that warms up without starting a power source mounted on a vehicle, it is possible to appropriately set the start timing of the warm-up process when the warm-up process is remotely started. .

  Further, according to the present invention, in a plug-in hybrid vehicle equipped with an internal combustion engine and an electric motor as a power source, the warm-up process of the internal combustion engine can be performed without wasting electric energy of the in-vehicle battery.

1 is a diagram showing a schematic configuration of an embodiment of a plug-in hybrid vehicle according to the present invention. It is a figure which shows schematic structure of the cooling system of the internal combustion engine in the plug-in hybrid vehicle of FIG. FIG. 3 is a diagram used for explaining the operation when the internal combustion engine is warm in FIG. 2 (or after completion of the warm-up process by the warm-up device). FIG. 2 is a flowchart used for explaining operations in the plug-in hybrid vehicle of FIG. It is a figure used for operation | movement description at the time of the warming-up process by a warming-up apparatus in FIG.

  The best mode for carrying out the present invention will be described below in detail with reference to the accompanying drawings.

  1 to 5 show an embodiment of the present invention. First, a schematic configuration of a plug-in hybrid vehicle to which the present invention is applied will be described with reference to FIG.

  The plug-in hybrid vehicle is a vehicle having a function for allowing the battery 7 for traveling to be charged from a household power source (AC100V or the like).

  The plug-in hybrid vehicle in this embodiment includes, as a power source, an internal combustion engine 1 such as a gasoline engine or a diesel engine, and first and second motor generators 2 and 3, and an FF (front engine / front engine). Drive) type power train.

  Further, the plug-in hybrid vehicle includes at least a reduction gear 5, a power distribution mechanism 6, a traveling battery 7, an inverter 8, and a converter 9.

  Since each component constituting the plug-in hybrid vehicle is basically the same as a known configuration, it will be briefly described.

  The internal combustion engine 1 is a known power source that outputs power by burning fuel such as a gasoline engine or a diesel engine, and can control the operation state such as the throttle opening (intake amount), the fuel injection amount, and the ignition timing. It is configured as follows. The internal combustion engine 1 is controlled by an EFI-ECU (Electronic Control Unit) 15.

  The first and second motor generators 2 and 3 are AC synchronous motors that function as electric motors as well as generators. The first and second motor generators 2 and 3 are connected to a traveling battery 7 via an inverter 8. The first and second motor generators 2 and 3 are supplied with driving power from the traveling battery 7 via the inverter 8. The first and second motor generators 2 and 3 perform a regenerative operation or a power running (assist) operation by controlling the inverter 8 by the HV-ECU 16. The regenerative power is charged to the traveling battery 7 via the inverter 8.

  The speed reducer 5 transmits the power generated by the internal combustion engine 1 and the motor generators 2 and 3 to the drive wheels 4 and 4, and the rotational force of the drive wheels 4 and 4 is transmitted to the internal combustion engine 1 and the first and second motor generators 2. , 3 and so on.

  The power distribution mechanism 6 distributes the power generated by the internal combustion engine 1 to the two paths of the drive wheels 4 and 4 and the first motor generator 2, and is configured by, for example, a generally known planetary gear mechanism. The power distribution mechanism 6 also functions as a continuously variable transmission by controlling the rotational speed of the first motor generator 2.

  The traveling battery 7 stores electric power for driving the first and second motor generators 2 and 3. A battery charger (charging circuit) 10 is connected to the traveling battery 7. The charging device 10 receives a power supply from a household power source via a household power plug 11 and charges the traveling battery 7. The charging / discharging state of the traveling battery 7 is controlled by the battery ECU 17.

  The inverter 8 performs current control while converting the direct current of the traveling battery 7 and the alternating current of the motor generators 2 and 3. The converter 9 boosts electric power when supplying electric power from the traveling battery 7 to the motor generators 2 and 3, and is provided between the traveling battery 7 and the inverter 8. The inverter 8 and the converter 9 are driven and controlled by the HV-ECU 16.

  Each of the EFI-ECU 15, HV-ECU 16, and battery ECU 17 has a generally known configuration mainly including a CPU, a ROM, a RAM, and the like, and executes functions to be described later based on various programs.

  The HV-ECU 16 is connected to the EFI-ECU 15 and the battery ECU 17 so as to be able to transmit information in both directions, and comprehensively controls various functions in the plug-in hybrid vehicle.

  For example, in a plug-in hybrid vehicle, when the operation efficiency of the internal combustion engine 1 is poor, such as when starting or running at a low speed, the plug-in hybrid vehicle travels (EV travel) using only the second motor generator 3. During normal running, for example, the power distribution mechanism 6 divides the power of the internal combustion engine 1 into two paths, and on the other hand, the drive wheels 4 and 4 are directly driven, and on the other hand, the first motor generator 2 is driven to generate power.

  At this time, the second motor generator 3 is driven by the generated electric power to assist driving of the driving wheels 4 and 4. Further, at the time of high speed traveling, the electric power from the traveling battery 7 is further supplied to the second motor generator 3, and the output of the second motor generator 3 is increased to add driving force to the driving wheels 4 and 4 (driving) Force assist). On the other hand, at the time of deceleration, the second motor generator 3 driven by the drive wheels 4 and 4 functions as a generator, performs regenerative power generation, and stores the collected power in the traveling battery 7.

  Further, in the plug-in hybrid vehicle, the internal combustion engine 1 is stopped in order to improve fuel efficiency depending on the driving state of the vehicle and the state of the traveling battery 7. And after that, the driving | running state of a vehicle and the state of the battery 7 for driving | running | working are detected, and the internal combustion engine 1 is restarted. Thus, in the plug-in hybrid vehicle, the internal combustion engine 1 is intermittently operated even when the ignition switch is in the ON position.

  Next, a schematic configuration of the cooling system for the internal combustion engine 1 will be described with reference to FIG.

  In short, this cooling system is configured to keep the temperature of the coolant used for the internal combustion engine 1 at a predetermined set temperature range while quickly reaching a predetermined set temperature.

  A coolant circulation circuit that is a closed loop is provided inside and outside the internal combustion engine 1, and the coolant is circulated in the circulation circuit. The cooling liquid is, for example, an antifreeze liquid called LLC (Long Life Coolant) as generally known.

  The coolant circulation circuit includes an internal passage provided inside the internal combustion engine and an external passage provided outside the internal combustion engine.

  The internal passage mainly includes a water jacket 1 a provided in the cylinder block of the internal combustion engine 1 and a water jacket 1 b provided in the cylinder head of the internal combustion engine 1.

  The external passage mainly includes a cooling water discharge passage 21 extending from the outlet of the cylinder head side water jacket 1b to the radiator 24, a cooling water introduction passage 22 extending from the radiator 24 to the inlet of the cylinder block side water jacket 1a, and a vehicle interior. And a heater passage 23 provided with a heater core 25 as a heat source for heating.

  The cooling water introduction passage 22 is provided with an electric water pump 26 and a thermostat 27.

  The radiator 24 radiates and cools the heat of the coolant discharged from the cylinder head side water jacket 1b to the coolant discharge path 21.

  The heater core 25 is provided near the outlet of the cylinder head side water jacket 1b in the heater passage 23 so as to collect the heat of the high-temperature coolant discharged from the cylinder head side water jacket 1b and diverge it into the vehicle interior. It has become.

  An electric blower fan 28 is provided in the vicinity of the radiator 24 to enhance the heat dissipation action of the cooling water by the radiator 24, and the warm air generated by the heat dissipation by the heater core 25 is provided in the vicinity of the heater core 25. An electric blower fan 29 is provided for feeding the vehicle interior.

  The electric water pump 26 circulates the cooling water in the cooling water circulation path, and its operation is controlled by the HV-ECU 16. A driving current is supplied from the traveling battery 7 to the motor driver 30 for driving the electric water pump 26.

  The thermostat 27 circulates the coolant as indicated by a one-dot chain line arrow in FIG. 3 in the case of steady operation (warm-up completion) in which the temperature of the coolant of the internal combustion engine 1 is within a predetermined specified range. In the cold operation where the water temperature is less than the lower limit value of the specified range, the heat of the cooling water is dissipated by the radiator 24 so that the cooling water is not circulated. Do not let go. The thermostat 27 has a generally known configuration in which, for example, a valve element is driven using a thermowax that expands and contracts according to the temperature of the coolant as a driving source.

  A coolant temperature sensor 31 for detecting the coolant temperature at the coolant outlet of the internal combustion engine 1 is provided near the cylinder head in the coolant discharge passage 21. An inlet water temperature sensor 32 is provided near the cylinder block in the cooling water introduction path 22. Outputs of the water temperature sensor 31 and the incoming water temperature sensor 32 are input to the HV-ECU 16.

  As shown in FIG. 2, the HV-ECU 16 is connected to a start switch 33 installed in the vehicle compartment. The start switch 33 inputs a starter signal for starting the internal combustion engine 1 to the HV-ECU 16. When the HV-ECU 16 receives the starter signal from the start switch 33, the start switch 33 cooperates with the EFI-ECU 15 and the battery ECU 17. Then, the internal combustion engine 1 is started.

  The start of the internal combustion engine 1 mounted on the plug-in hybrid vehicle is basically similar to a known method. In short, the internal combustion engine 1 is cranked by using the first motor generator 2 as a starter motor, This is performed by controlling the fuel injection operation and the ignition operation.

  The plug-in hybrid vehicle having the above-described configuration is equipped with a remote starter 40 for starting the internal combustion engine 1 from a position away from the vehicle and a warm-up device 50 for warming up the internal combustion engine 1 without starting it. Therefore, it will be described in detail below.

  As shown in FIG. 1, the remote starter 40 mainly includes a wireless portable transmitter (remote controller) 41, a wireless receiver 42, and a signal processor 43.

  The portable transmitter 41 transmits radio waves (engine start instruction signal) including a unique ID number (identification code) associated with a vehicle. This portable transmitter 41 corresponds to the remote start operation means described in the claims.

  The receiving unit 42 has a built-in antenna that receives the engine start instruction signal transmitted from the portable transmitter 41, demodulates the received engine start instruction signal, and outputs the demodulated signal to the signal processing unit 43.

  The signal processing unit 43 recognizes the ID number unique to the portable transmitter 41 of the transmission source based on the engine start instruction signal received from the reception unit 42, and uses the recognized ID number and the ID number stored in advance. The starter permission signal is output to the HV-ECU 16 only when it is verified that the predetermined correspondence is satisfied. The signal processing unit 43 includes a nonvolatile memory (not shown) that stores an ID number unique to the portable transmitter 41 that is the transmission source.

  When the HV-ECU 16 receives the starter permission signal from the signal processing unit 43, the HV-ECU 16 determines that the process for determining whether or not the warm-up process by the warm-up apparatus 50 described later is necessary and the warm-up process is unnecessary. In this case, a new function including a process of starting the internal combustion engine 1 in cooperation with the EFI-ECU 15 and the battery ECU 17 and executing the warm-up process when it is determined that the warm-up process is necessary is newly provided. Have been added.

  The warming-up device 50 warms up the internal combustion engine 1 by bringing the internal combustion engine 1 into a warm state without starting the internal combustion engine 1, and as shown in FIG. The heater 52, the electric pump 53, and the stored water temperature sensor 54 as the stored water temperature detecting means described in the claims are configured.

  In this embodiment, the operation control of the warm-up device 50 is not performed by a dedicated ECU, but is performed by using an existing HV-ECU 16. Therefore, the HV-ECU 16 functions as the control device described in the claims. Of course, the warm-up device 50 may be equipped with a dedicated ECU.

  The tank 51 has a structure that retains the cooling water of the internal combustion engine 1 and retains the temperature. In other words, the tank 51 has a structure in which the wall portion is hollow and the hollow portion is substantially in a vacuum state, thereby keeping the inside and outside of the tank 51 in an adiabatic state and keeping the stored water warm. Yes. The storage capacity of the tank 51 is set to be equal to or larger than the cooling water filling amount in the water jackets 1a and 1b of the internal combustion engine 1, for example.

  Cooling water discharged from the internal combustion engine 1 is introduced into the tank 51 via the introduction path 55, and the internal stored water can be returned to the internal combustion engine 1 via the return path 56.

  The introduction path 55 is connected in communication with the tank 51 and a position near the cylinder head side water jacket 1b in the cooling water discharge path 21, and a check valve 57 and an electric pump 53 are provided in the middle. ing.

  The reflux path 56 is connected in communication with the tank 51 and the cooling water introduction portion of the electric water pump 26 in the cooling water introduction path 22, and a check valve 58 is provided in the middle thereof.

  The heater 52 heats the stored water in the tank 51, and its operation is controlled by the HV-ECU 16.

  The electric pump 53 sends out the stored water in the tank 51 to the internal combustion engine 1, and its operation is controlled by the HV-ECU 16.

  The stored water temperature sensor 54 detects the temperature of the stored water in the tank 51, and this detection signal is output to the HV-ECU 16.

  Next, with reference to the flowchart of FIG. 4, the procedure and operation | movement regarding the remote starting of the internal combustion engine 1 are demonstrated. The flowchart shown in FIG. 4 is a process mainly composed of the HV-ECU 16.

  The signal processing unit 43 transmits an engine start instruction signal to the HV-ECU 16 based on reception of the radio wave transmitted from the portable transmitter 41 of the remote starter 40 by the receiving unit 42. -When ECU16 is received, it enters into the flowchart of FIG.

  First, in step S1, the separation distance from the position where the vehicle user operates the portable transmitter 41 to the position where the vehicle on which the receiving unit 42 is mounted is calculated based on the input of the engine start instruction signal.

  In the subsequent step S2, the scheduled start time of the internal combustion engine 1 is set based on the calculation result in step S1. Specifically, in step S2, for example, an estimated time required for the vehicle user to arrive at the vehicle location from the position where the portable transmitter 41 is operated is estimated, and the internal combustion engine 1 is started based on the estimation result. It is preferable to set a scheduled time. This scheduled start time is set before the vehicle user arrives at the vehicle.

  The expected time is, for example, based on the separation distance calculated in step S1 and the walking speed of the vehicle user until the vehicle user reaches the vehicle location from the position where the portable transmitter 41 is operated. The travel time required for the vehicle user can be calculated, and the work time required for the vehicle user to sit on the seat after opening the door of the vehicle is added to the calculated travel time.

  The walking speed can be an average walking speed of a general person, and the working time is measured by causing a large number of people to actually perform in advance through experiments, and is an average value of the measured values. be able to. These numerical values are stored in advance in a nonvolatile memory (not shown) provided in the HV-ECU 16. The walking speed and work time can be set so as to be learnable according to the habits of the vehicle user. For example, the walking speed may be different depending on whether the vehicle user makes the start request on the first floor of the house or on the floor. There are also individual differences in working hours. Therefore, it is possible to learn to calculate the actual walking speed from the calculation result of the actual travel time and update the previous value based on the deviation between the actual measurement value and the previous value. It is also possible to learn to measure the actual work time and update the previous value based on the deviation between the actual measurement value and the previous value. In such a case, it is possible to optimize the start timing of the internal combustion engine 1.

  Thereafter, in step S3, it is checked whether it is necessary to perform warm-up processing. In this step S3, it is determined whether or not the detected value T1 of the water temperature sensor 31 for detecting the temperature of the internal combustion engine 1, for example, the water temperature at the cooling water outlet of the internal combustion engine 1, is equal to or higher than the first threshold value Ta.

  The first threshold Ta can be arbitrarily set, for example, at a temperature in the cold state of the internal combustion engine 1, for example, 50 ° C. or less, but can preferably be set to 50 ° C., and is provided in the HV-ECU 16. It is stored in advance in a non-volatile memory (not shown). If it is equal to or greater than the first threshold Ta, the internal combustion engine 1 is in a warm state, and if it is less than the first threshold Ta, the internal combustion engine 1 is in a cold state.

  Here, when the detected value T1 is equal to or greater than the first threshold Ta, there is no need to perform the warm-up process, so an affirmative determination is made in step S3 and the warm-up process shown in steps S5 to S9 below is executed. Instead, in step S4, the internal combustion engine 1 is started.

  In step S4, the starter signal of the internal combustion engine 1 is output to the inverter 8 and the EFI-ECU 15 based on the scheduled start timing of the internal combustion engine 1 set in step S2, and the first motor generator 2 is used as a starter motor. The cranking of the internal combustion engine 1 is performed and the fuel injection operation and the ignition operation are controlled. Thereafter, the process exits this flowchart.

  However, when the detected value T1 is less than the first threshold value Ta, it is necessary to perform the warm-up process, so a negative determination is made in step S3 and the process proceeds to the warm-up process shown in steps S5 to S9 below. .

  The warm-up process shown in steps S5 to S9 will be described.

  First, in step S5, it is examined whether or not the stored water in the tank 51 needs to be heated. In this step S5, it is determined whether or not the stored water temperature in the tank 51, for example, the detected value T2 detected from the stored water temperature sensor 54 is less than the second threshold value Tb.

  The second threshold value Tb can be arbitrarily set, for example, when the stored water in the heater 52 is lower than the cooling water temperature (for example, 80 ° C.) when the internal combustion engine 1 is warm, and is provided with a nonvolatile memory (provided in the HV-ECU 16 in advance) (Not shown) and the like.

  Here, when the detection value T2 is equal to or greater than the second threshold value Tb, there is no need to heat the stored water in the tank 51, so a negative determination is made in step S5, and steps S6 to S8 described below are skipped. Then, the process proceeds to step S9.

  However, when the detected value T2 is less than the second threshold value Tb, it is necessary to heat the stored water in the tank 51. Therefore, an affirmative determination is made in step S5, and the process proceeds to step S6.

  In step S6, the difference between the detection value T2 detected in step S5 and the second threshold value Tb is calculated, and the temperature of the stored water in the tank 51 is raised to the second threshold value Tb or more based on the calculation result. The heating conditions necessary for the heating, that is, the heating output by the heater 52 and the heating time are calculated.

  Thereafter, in step S7, the stored water in the tank 51 is heated by operating the heater 52 based on the calculation result.

  In step S8, it is checked whether or not the stored water temperature in the tank 51, that is, the detection value T2 output from the stored water temperature sensor 54 is equal to or higher than the second threshold value Tb.

  Here, when the detection value T2 is less than the second threshold value Tb, a negative determination is made in step S8, and the process continues until the heating of the heater 52 is completed, but the detection value T2 becomes equal to or greater than the second threshold value Tb. In this case, an affirmative determination is made in step S8, and the process proceeds to step S9.

  In this step S9, the operation of the heater 52 is stopped, and then the electric pump 53 is operated for a predetermined time at an appropriate timing, whereby the stored water in the tank 51 and the water jackets 1a and 1b of the internal combustion engine 1 are stored. Replace the cooling water. As a result, the internal combustion engine 1 is warmed up.

  Specifically, as indicated by the solid line arrow in FIG. 5, the relatively high temperature reservoir water in the tank 51 is pumped by the electric pump 53 to the cylinder block side water jacket 1 a of the internal combustion engine 1 through the reflux path 56. However, with this pressure, the cooling water in the cylinder block side water jacket 1a and the cylinder head side water jacket 1b is discharged to the cooling water discharge passage 21, and this discharged cooling water is introduced into the introduction passage 55. After that, it is introduced into the tank 51.

  Thereafter, the process proceeds to the above-described step S4, the start process of the internal combustion engine 1 is executed, and this flowchart is exited.

  The start process of the internal combustion engine 1 has been described above. In short, the starter signal of the internal combustion engine 1 is output to the inverter 8 and the EFI-ECU 15 based on the scheduled start time of the internal combustion engine 1 set in step S2. 1 The motor generator 2 is used as a starter motor to crank the internal combustion engine 1 and to control the fuel injection operation and the ignition operation.

  By the way, in the operation as described above, step S1 corresponds to the calculation means described in the claims, step S2 corresponds to the setting means described in the claims, and step S9 corresponds to the determination means described in the claims. doing. Step S3 corresponds to the warm-up necessity determination unit described in the claims, and step S4 corresponds to the start processing unit described in the claims. Step S5 corresponds to the heating necessity determination means described in the claims, and steps S6 to S8 correspond to the coping means described in the claims.

  As described above, according to the plug-in hybrid vehicle of the embodiment to which the features of the present invention are applied, the following operations and effects can be obtained.

  (1) When the vehicle user requests remote start of the internal combustion engine 1 with the portable transmitter 41, the warm-up process is performed by the warm-up device 50 when the internal combustion engine 1 is cold, and when the internal combustion engine 1 is warm The warm-up process by the warm-up device 50 is not performed.

  For this reason, when the internal combustion engine 1 is actually started, the oil in the internal combustion engine 1 reaches an appropriate temperature, and the friction loss of the internal combustion engine can be reduced, and the fuel is easily atomized. As a result, the startability of the internal combustion engine is improved and the combustion efficiency is improved, so that fuel efficiency can be improved and exhaust emission can be reduced.

  Furthermore, as compared with the case where the warm-up device 50 is always operated regardless of the state of the internal combustion engine 1, it is possible to eliminate wasteful energy consumption related to the operation of the warm-up device 50.

  (2) The warm-up process of the internal combustion engine 1 by the warm-up device 50 in accordance with the cold start request of the internal combustion engine 1 is not too early or too late before the vehicle user arrives at the vehicle. I do it at the right time.

  Therefore, if the start-up of the internal combustion engine 1 is requested, the warm-up process is performed immediately and the warm-up process is terminated long before the vehicle user arrives at the vehicle. It is possible to eliminate the internal combustion engine 1 from being cooled again. Since such a phenomenon is likely to occur in a cold region or a cold season, the present invention is effective.

  (3) The heater 52 and the electric pump 53 of the warm-up device 50 are operated using the electric energy of the traveling battery 7 mounted on the plug-in hybrid vehicle.

  As a result, there is no waste of installing a dedicated battery or the like in the warm-up device 50, and the initial cost of the warm-up device 50 can be reduced.

  Further, if the warm-up process is to be performed while the traveling battery 7 is being charged with a household power source, the traveling battery 7 can be used to transfer the heater 52 or the electric pump 53 to the warm-up device 50. Even if the electric energy of the running battery 7 is reduced by supplying electric energy, the running battery 7 is replenished with electric energy from the household power supply, so that a reduction in the capacity of the running battery 7 is suppressed. Or it becomes possible to prevent.

  Therefore, when the plug-in hybrid vehicle is subsequently driven, it is not necessary to immediately perform a process for charging the running battery 7.

  (4) In this embodiment, since the tank 51 of the warm-up device 50 has a heat retaining structure, for example, if the high-temperature cooling water in the internal combustion engine 1 is stored in the tank 51 after the internal combustion engine 1 is stopped, It is possible to suppress the temperature drop of the stored water in the tank 51. Thereby, when the remote start of the internal combustion engine 1 is requested after the vehicle is stopped, the temperature drop of the stored water in the tank 51 is small. Therefore, when the warm-up process is executed, the stored water in the tank 51 is It becomes possible to suppress the energy consumption required to heat the battery and to shift to the warm-up process relatively quickly.

  In addition, this invention is not limited only to the said embodiment, All the deformation | transformation and application included in the range equivalent to the claim and the said range are possible. Examples are given below.

  (1) In the embodiment described above, the portable transmitter 41 can be formed integrally with the vehicle key (not shown). In addition, in recent years, for example, a portable device called a smart key may be used instead of a vehicle key. In such a case, the smart key is provided with the function of the portable transmitter 41. Is possible.

  (2) In the above embodiment, the warm-up device 50 is used to warm up the internal combustion engine 1 mounted on the plug-in hybrid vehicle. However, the internal combustion engine 1 mounted on the hybrid vehicle that is not plug-in. It can also be used for warming up the internal combustion engine 1 mounted on a general vehicle that is not a hybrid vehicle.

  (3) In the contents described in the above embodiment, components, operations and the like that are not directly related to the features of the present invention are not particularly limited, and it goes without saying that appropriate substitutions are possible.

1 Internal combustion engine
1a Cylinder block side water jacket
1b Cylinder head side water jacket
2 First motor generator
3 Second motor generator
7 Traveling battery 10 Charging device 11 Home power plug 15 EFI-ECU
16 HV-ECU
17 Battery ECU
DESCRIPTION OF SYMBOLS 21 Cooling water discharge path 22 Cooling water introduction path 24 Radiator 31 Water temperature sensor of cooling water outlet of internal combustion engine 32 Incoming water temperature sensor 33 Start switch 40 Remote starter 41 Portable transmitter 42 Receiver 43 Signal processor 50 Warm-up device 51 Tank 52 Heater 53 Electric pump 54 Reservoir temperature sensor

Claims (5)

A warming-up device having a component for executing a warming-up process for warming up without starting a power source mounted on a vehicle,
A control device for controlling the operation of the component;
The control device includes a calculation unit that calculates a separation distance from the remote start operation unit to the vehicle based on an input of a power source start instruction signal from the remote start operation unit;
Setting means for setting a scheduled start time of the power source based on the calculation result;
A warming-up apparatus comprising: a determining unit that determines a start time of the warm-up process based on the set scheduled start-up time. The warm-up device according to claim 1,
The control device includes a warm-up necessity determination unit that determines whether the warm-up process is necessary based on an input of the start instruction signal;
A start processing means for executing a process for starting the power source at the scheduled start time set by the setting means when it is determined that the warm-up necessity determination means is unnecessary;
The warming-up apparatus, wherein the determining means determines the execution start timing of warming-up processing when the warming-up necessity determining means determines that it is necessary. The warm-up device according to claim 1 or 2,
The warming-up device, wherein the power source is an internal combustion engine. The warming-up device according to claim 3,
The component includes a tank for storing cooling water of the internal combustion engine, a heater for heating the stored water in the tank, and an electric pump for introducing the stored water in the tank to the internal combustion engine. And a stored water temperature detecting means for detecting the temperature of the stored water in the tank,
The control device includes a heating necessity determination unit that determines whether heating by the heater is necessary based on the temperature of the stored water in the tank at the start timing of the warm-up process determined by the determination unit. ,
When it is determined that the heating necessity determination means determines that it is necessary, it further includes coping means for determining the heating condition and the operation timing of the heater to operate at the operation timing
The determining unit determines an operation timing of the electric pump as an execution start timing of the warm-up process when it is determined that the heating necessity determination unit determines that the determination is unnecessary. An internal combustion engine and an electric motor as a power source, a charging device for receiving power from a household power supply and charging a battery, and a warming-up device for warming up the internal combustion engine without starting,
The warm-up device is configured as described in any one of claims 1 to 4,
A component of the warm-up device is actuated by receiving electric energy of the battery, and is a plug-in hybrid vehicle.

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