JP6507801B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control device for a hybrid vehicle.

  Conventionally, after warm-up of the internal combustion engine, a portion of the engine cooling water warmed is extracted as hot water and recovered in the heat storage tank to recover the hot water, and when the engine starts cooling, the warm water stored in the heat storage tank There is known a hot water storage device for a hybrid vehicle, which warms the engine by replacing it with the above (see Patent Document 1).

Unexamined-Japanese-Patent No. 2003-293769

  However, in the hot water type heat storage device for a hybrid vehicle described in Patent Document 1, a part of the engine cooling water is always replaced with the hot water stored in the heat storage tank at the time of cold start of the engine. In such a case, there is a problem that contribution to fuel efficiency improvement is small.

  An object of the present invention is to provide a technology for improving fuel efficiency by predicting an engine operation continuation time after engine start and performing heat dissipation of a heat accumulator based on the predicted engine operation continuation time.

A control device of a hybrid vehicle according to the present invention calculates a travel route to a destination, and predicts an engine operation continuation time after start of the engine based on the calculated travel route. Then, in the calculated travel route, when the engine operation continuation time is equal to or longer than a predetermined time , a place where the engine is started is specified and stored in the heat accumulator before the hybrid vehicle reaches the specified place. Hot water is supplied to the cooling water circulation path.

  According to the present invention, when the engine operation continuation time is long, the hot water stored in the heat storage can be supplied to the cooling water circulation path, so the temperature rise of the engine is promoted during the engine operation to improve the fuel consumption. As well as reducing exhaust emissions. In addition, when the engine operation duration time is short, the hot water stored in the heat storage unit is not discharged, so it is necessary to use the heat storage unit for starting the engine after the next time the engine operation duration time is predicted to be long. Hot water can be stored, wasteful heat radiation can be suppressed, and fuel consumption can be improved.

FIG. 1 is a view schematically showing an outline of a system configuration of a plug-in hybrid vehicle provided with a control device of a hybrid vehicle in the first embodiment. FIG. 2 is a diagram showing a coolant circulation path through which coolant for cooling the engine is circulated. FIG. 3 is a view showing an engine oil circulation path through which engine oil circulates. FIG. 4 is a diagram showing a transmission oil circulation path through which transmission oil circulates. FIG. 5 is a flowchart showing a processing procedure for supplying the hot water stored in the heat accumulator to the cooling water circulation path in the control device of the hybrid vehicle in the first embodiment. FIG. 6 is a flowchart showing a processing procedure for supplying the engine oil stored in the heat accumulator to the engine oil circulation path in the control device of the hybrid vehicle in the first embodiment. FIG. 7 is a flowchart showing a processing procedure for supplying the transmission oil stored in the heat accumulator to the transmission oil circulation path in the control device of the hybrid vehicle in the first embodiment. FIG. 8 is a flowchart showing a processing procedure for supplying the hot water stored in the heat accumulator to the cooling water circulation path in the control device of the hybrid vehicle in the second embodiment. FIG. 9 is a flowchart showing a processing procedure for supplying the engine oil stored in the heat accumulator to the engine oil circulation path in the control device for a hybrid vehicle in the second embodiment. FIG. 10 is a flowchart showing a processing procedure for supplying the transmission oil stored in the heat accumulator to the transmission oil circulation path in the control device of the hybrid vehicle in the second embodiment. FIG. 11 is a diagram showing a change in engine water temperature in the control of the present embodiment and a change in engine water temperature in the conventional control in the control device of a hybrid vehicle in the second embodiment.

  Hereinafter, an example in which a control device for a hybrid vehicle according to the present invention is applied to a plug-in hybrid vehicle will be described. However, the applied hybrid vehicle is not limited to the plug-in hybrid vehicle.

-First embodiment-
FIG. 1 is a diagram schematically showing an outline of a system configuration of a plug-in hybrid vehicle (hereinafter, also simply referred to as a hybrid vehicle) provided with a control device of a hybrid vehicle in the first embodiment. The hybrid vehicle includes an engine (internal combustion engine) 1 and a motor generator 2 (hereinafter referred to as a motor 2) as drive sources. The power of the engine 1 and / or the motor 2 is transmitted to the drive wheels 6 via the transmission 5.

  The inverter 3 converts DC power of the battery 4 into AC power and supplies the AC power to the motor 2. The AC power generated by the regenerative operation of the motor 2 at the time of deceleration braking of the vehicle or the like is converted into DC power by the inverter 3 and used for charging the battery 4.

  The heat accumulator 12 can temporarily store and keep a part of engine cooling water warmed during operation of the engine 1. Further, while charging the battery 4 of the plug-in hybrid vehicle using an external power supply such as a household outlet, the water stored in the heat accumulator 12 can be warmed.

  The heat storage unit 13 can temporarily store and keep a part of the engine oil warmed during the operation of the engine 1 and a part of the transmission oil of the transmission 5 warmed during the operation of the engine 1 . In addition, while charging the battery 4 of the plug-in hybrid vehicle using an external power supply such as a household outlet, the engine oil and transmission oil stored in the heat accumulator 13 can be warmed. In the inside of the heat accumulator 13, a limit is provided so that the engine oil and the transmission oil do not mix.

  The vehicle speed sensor 8 detects the vehicle speed.

  The navigation device 9 includes an arithmetic device 9a and a storage device 9b, and calculates a recommended travel route to a destination set by the user. The navigation device 9 also acquires various data such as road traffic information from the data center 11 via the communication device 10. Road traffic information includes information using IT (Information Technology) and ITS (Intelligent Transport System).

  The vehicle control device 7 sets the driving torque required by the driver based on the accelerator opening, the charge amount of the battery 4, or the driving condition of the vehicle (for example, acceleration or deceleration state) as the system state of the hybrid vehicle (various conditions related to the hybrid vehicle). ) And the torque required by the engine 1 (engine command torque) and the motor 2 to maintain the fuel consumption and the battery charge well while satisfying the torque required for the entire hybrid vehicle system. Determine the torque to be applied (motor command torque). The vehicle control device 7 also controls the engine 1 so as to obtain the determined engine command torque, and controls the motor 2 in accordance with the determined motor command torque.

  During EV travel with only the motor 2 as the travel drive source, the hybrid vehicle starts the engine 1 and switches to HEV travel with the engine 1 and the motor 2 as the travel drive source when the required output of the entire vehicle increases. The vehicle control device 7 acquires the recommended travel route and the road traffic information from the navigation device 9, and predicts the engine operation continuation time after the start of the engine when traveling on the recommended travel route. For example, if the recommended travel route includes an expressway, and the engine 1 is started after the approach of the expressway, the required output of the whole vehicle is large while traveling on the expressway, and it is predicted that the engine operation is continued. . In addition, when the slope is included in the recommended travel route and the engine 1 is started when approaching the slope, the required output of the whole vehicle is large while traveling on the slope, and engine operation is continued Predict.

  The vehicle control device 7 also discharges the hot water stored in the heat accumulator 12 and the engine oil and transmission oil stored in the heat accumulator 13 based on the predicted engine operation duration time.

  FIG. 2 is a view showing a cooling water circulation path in which cooling water for cooling the engine 1 is circulated. A cooling water passage through which cooling water flows is provided inside the engine 1, and forms a cooling water circulation passage through which the cooling water circulates. That is, the cooling water flowing out of the cooling water passage provided inside the engine 1 is returned to the inside of the engine 1 by the cooling water circulation pump 25 through the conduit 21, the radiator 26 and the conduit 22.

  The bypass passage 23 is a passage through which the cooling water bypasses the radiator 26. A cooling water passage in the engine 1 and a passage circulating the bypass passage 23 also form a cooling water circulation passage.

  The conduit 22 is provided with a thermostat valve 24. The thermostat valve 24 connects the suction side of the coolant circulation pump 25 to the bypass passage 23 when the coolant temperature is low. Thus, the cooling water circulates through the cooling water passage and the bypass passage 23 in the engine 1 without passing through the radiator 26. Further, the thermostat valve 24 connects the suction side of the cooling water circulation pump 25 to the conduit 22 when the temperature of the cooling water rises above a predetermined temperature. Thus, the cooling water circulates through the cooling water passage in the radiator 26 and the engine 1 and is cooled in the radiator 26. The temperature of the cooling water is detected by a cooling water temperature sensor 33.

  Further, the coolant passage in the engine 1 is connected to the heat accumulator 12 via the conduit 29, the switching valve 31 and the conduit 30. The heat accumulator 12 recovers a part of the cooling water warmed in the engine 1 as warm water, and warms the water stored therein when the battery 4 is charged using an external power supply, at the timing described later. The hot water stored inside is supplied to the cooling water circulation path. The heat accumulator 12 is provided with a hot water temperature sensor 32 that detects the temperature of the hot water stored in the heat accumulator 12.

  The heat storage 12 is also connected to the conduit 22 via a conduit 27. The conduit 27 is provided with an electric pump 28.

  The switching valve 31 shuts off between the conduit 29 and the conduit 30 when the coolant temperature is low. The changeover valve 31 also conducts the conduit 29 and the conduit when recovering the cooling water warmed in the engine 1 into the heat storage 12 and when supplying the hot water stored in the heat storage 12 to the cooling water circulation path. Connect between 30. Control of the switching valve 31 is performed by the vehicle control device 7.

  FIG. 3 is a view showing an engine oil circulation path through which engine oil circulates. An engine oil passage through which engine oil flows is provided inside the engine 1 to form an engine oil circulation passage through which the engine oil circulates. That is, the engine oil flowing out of the engine oil passage provided inside the engine 1 is returned to the inside of the engine 1 by the circulation pump 45 via the conduit 41, the oil cooler 46 and the conduit 42.

  The bypass passage 43 is a passage through which engine oil bypasses the oil cooler 46. An engine oil passage in the engine 1 and a passage circulating the bypass passage 43 also form an engine oil circulation passage.

  The conduit 42 is provided with a thermostat valve 44. The thermostat valve 44 connects the suction side of the circulation pump 45 to the bypass passage 43 when the engine oil temperature is low. Thus, engine oil circulates in the engine oil passage and the bypass passage 43 in the engine 1 without passing through the oil cooler 46. Further, the thermostat valve 44 connects the suction side of the circulation pump 45 to the conduit 42 when the engine oil temperature rises above a predetermined temperature. Thereby, the engine oil circulates in the oil cooler 46 and the engine oil passage in the engine 1 and is cooled in the oil cooler 46. The temperature of the engine oil is detected by an engine oil temperature sensor 53.

  Further, an engine oil passage in the engine 1 is connected to the heat accumulator 13 via a conduit 49, a switching valve 51, and a conduit 50. The heat accumulator 13 recovers a part of the engine oil warmed in the engine 1, and warms the engine oil stored therein when the battery 4 is charged using an external power supply, at the timing described later. The engine oil stored inside is supplied to the engine oil circulation path. The heat accumulator 13 is provided with a heat accumulator engine oil temperature sensor 52 that detects the temperature of the engine oil stored in the heat accumulator 13.

  The heat accumulator 13 is also connected to the conduit 42 via a conduit 47. The conduit 47 is provided with an electric pump 48.

  The switching valve 51 shuts off between the conduit 49 and the conduit 50 when the engine oil temperature is low. The changeover valve 51 is also connected to the conduit 49 when the engine oil warmed in the engine 1 is collected into the heat accumulator 13 and when the engine oil stored in the heat accumulator 13 is supplied to the engine oil circulation path. And the conduit 50 are connected. Control of the switching valve 51 is performed by the vehicle control device 7.

  FIG. 4 is a diagram showing a transmission oil circulation path through which transmission oil circulates. A transmission oil passage through which transmission oil flows is provided inside the transmission 5 to form a transmission oil circulation passage through which the transmission oil circulates. That is, the transmission oil flowing out of the transmission oil passage provided in the inside of the transmission 5 returns to the inside of the transmission 5 by the circulation pump 65 via the conduit 61, the oil cooler 66 and the conduit 62.

  The bypass passage 63 is a passage through which transmission oil bypasses the oil cooler 66. The transmission oil passage in the transmission 5 and the passage circulating the bypass passage 63 also form a transmission oil circulation passage.

  The conduit 62 is provided with a thermostat valve 64. The thermostat valve 64 connects the suction side of the circulation pump 65 to the bypass passage 63 when the transmission oil temperature is low. Thus, the transmission oil circulates in the transmission oil passage and the bypass passage 63 in the transmission 5 without passing through the oil cooler 66. Further, the thermostat valve 64 connects the suction side of the circulation pump 65 to the conduit 62 when the temperature of the transmission oil rises above a predetermined temperature. Thus, the transmission oil circulates through the oil cooler 66 and the transmission oil passage in the transmission 5, and is cooled in the oil cooler 66. The temperature of the transmission oil is detected by a transmission oil temperature sensor 73.

  In addition, the transmission oil passage in the transmission 5 is connected to the heat accumulator 13 via the conduit 69, the switching valve 71, and the conduit 70. The heat accumulator 13 recovers part of the transmission oil warmed in the transmission 5 and warms the transmission oil stored therein when the battery 4 is charged using an external power supply, at a timing described later. , The transmission oil stored inside is supplied to the transmission oil circulation path. The heat accumulator 13 is provided with a heat accumulator transmission oil temperature sensor 72 that detects the temperature of the transmission oil stored in the heat accumulator 13.

  The heat accumulator 13 is also connected to the conduit 62 via a conduit 67. The conduit 67 is provided with an electric pump 68.

  The switch valve 71 shuts off between the conduit 69 and the conduit 70 when the transmission oil temperature is low. The switching valve 71 is also connected to the conduit when the transmission oil warmed in the transmission 5 is recovered to the heat accumulator 13 and when the transmission oil stored in the heat accumulator 13 is supplied to the transmission oil circulation path. Connect between 69 and conduit 70. Control of the switching valve 71 is performed by the vehicle control device 7.

  Here, the timing at which the hot water stored in the heat accumulator 12 is supplied to the cooling water circulation path will be described. By supplying the hot water stored in the heat accumulator 12 to the cooling water circulation path when the engine 1 is cold-started, the temperature rise of the engine 1 can be promoted, the fuel efficiency can be improved, and the exhaust emission can be reduced. However, when the engine operation time after the start of the engine is short, the fuel efficiency improvement effect by supplying the hot water to the cooling water circulation path is low. In addition, if the hot water stored in the heat accumulator 12 is released at the time of the first engine start, the hot water is accumulated in the heat accumulator 12 at the next engine start even if the engine operation time after the next engine start is long. In some cases, hot water can not be supplied to the cooling water circulation path.

  Therefore, in the control device of the hybrid vehicle in the present embodiment, the duration time of the engine operation is predicted when the engine 1 is started, and is stored in the heat accumulator 12 when the predicted engine operation duration time is equal to or longer than the predetermined time. Hot water is supplied to the cooling water circulation path. Also, for the same reason, when the predicted engine operation duration time is equal to or more than the predetermined time at the start of the engine 1, the engine oil stored in the heat accumulator 13 is supplied to the engine oil circulation path, Supply the transmission oil stored in 13 to the transmission oil circulation path.

  As described above, when the predicted engine operation continuation time is equal to or longer than the predetermined time, the hot water stored in the heat storage unit 12 is supplied to the cooling water circulation path. When it is predicted that the frequency of stopping and starting is repeated, the hot water stored in the heat accumulator 12 is not released. Thereby, the hot water stored in the heat accumulator 12 can be supplied to the cooling water circulation path under a condition where the fuel efficiency improvement effect by the hot water supply is high, and the fuel efficiency can be effectively improved. The same applies to the discharge of the engine oil and the transmission oil stored in the heat accumulator 13.

  FIG. 5 is a flow chart showing a processing procedure for supplying the hot water stored in the heat accumulator 12 to the cooling water circulation path. The vehicle control device 7 repeatedly performs the process starting from step S10 at predetermined time intervals during EV travel.

  In step S10, it is determined whether the temperature of the hot water stored in the heat accumulator 12 is equal to or higher than a predetermined temperature T1. The temperature of the hot water stored in the heat accumulator 12 is detected by a hot water temperature sensor 32. If it is determined that the temperature of the hot water stored in the heat accumulator 12 is equal to or higher than the predetermined temperature T1, the process proceeds to step S20. On the other hand, when it is determined that the temperature of the hot water stored in the heat accumulator 12 is less than the predetermined temperature T1, the fuel efficiency improvement effect by supplying the hot water (water) stored in the heat accumulator 12 to the cooling water circulation path can be expected Because there is not, the processing of the flowchart ends.

  In step S20, it is determined whether or not the engine 1 has shifted from the off state (engine stopped state) to the on state (engine operating state). If the engine 1 remains in the off state and there is no change, the processing of the flowchart is ended, and if it is determined that the engine 1 has shifted from the off state to the on state, the process proceeds to step S30.

  In step S30, the engine operation continuation time is predicted based on the recommended travel route and the road traffic information acquired from the navigation device 9. This process may be performed in advance based on the assumption that the engine 1 is started before the start of the engine 1, that is, before step S20. By performing prediction in advance before starting the engine, the time from the start of the engine 1 to the supply of the hot water stored in the heat accumulator 12 to the cooling water circulation path can be shortened. The temperature rise can be made faster and the fuel consumption can be further improved.

  In step S40, it is determined whether the engine operation continuation time predicted in step S30 is a predetermined time or more. If it is determined that the engine operation continuation time is equal to or longer than the predetermined time, the process proceeds to step S50. If it is determined that the engine operation continuation time is less than the predetermined time, the processing of the flowchart is ended.

  In step S50, the hot water stored in the heat accumulator 12 is supplied to the cooling water circulation path. Specifically, by controlling the switching valve 31, the conduit 29 and the conduit 30 are connected.

  FIG. 6 is a flowchart showing a processing procedure for supplying the engine oil stored in the heat accumulator 13 to the engine oil circulation path. The vehicle control device 7 repeatedly performs the process starting from step S100 at predetermined time intervals during EV travel.

  In step S100, it is determined whether the temperature of the engine oil stored in the heat accumulator 13 is equal to or higher than a predetermined temperature T2. The temperature of the engine oil stored in the heat accumulator 13 is detected by a heat accumulator engine oil temperature sensor 52. If it is determined that the temperature of the engine oil stored in the heat accumulator 13 is equal to or higher than the predetermined temperature T2, the process proceeds to step S110. On the other hand, when it is determined that the temperature of the engine oil stored in the heat accumulator 13 is less than the predetermined temperature T2, the fuel efficiency improvement effect by supplying the engine oil stored in the heat accumulator 13 to the engine oil circulation path can be expected Because there is not, the processing of the flowchart ends.

  In step S110, it is determined whether the engine 1 has shifted from the off state to the on state. If the engine 1 remains in the off state and there is no change, the processing of the flowchart is ended, and if it is determined that the engine 1 has shifted from the off state to the on state, the process proceeds to step S120.

  In step S120, the engine operation continuation time is predicted based on the recommended travel route and the road traffic information acquired from the navigation device 9. This process may be performed in advance based on the assumption that the engine 1 is started before the start of the engine 1, that is, before step S110. By performing prediction in advance before starting the engine, the time from the start of the engine 1 to the supply of the engine oil stored in the heat accumulator 13 to the engine oil circulation path can be shortened. The temperature rise of 1 can be made faster, and fuel consumption can be further improved.

  In step S130, it is determined whether the engine operation continuation time predicted in step S120 is equal to or longer than a predetermined time. If it is determined that the engine operation continuation time is equal to or more than the predetermined time, the process proceeds to step S140, and if it is determined that the engine operation continuation time is less than the predetermined time, the processing of the flowchart is ended.

  In step S140, the engine oil stored in the heat accumulator 13 is supplied to the engine oil circulation path. Specifically, the control valve 51 is connected to connect between the conduit 49 and the conduit 50.

  FIG. 7 is a flowchart showing a processing procedure for supplying the transmission oil stored in the heat accumulator 13 to the transmission oil circulation path. The vehicle control device 7 repeatedly performs the process starting from step S200 at predetermined time intervals during EV travel.

  In step S200, it is determined whether the temperature of the transmission oil stored in the heat accumulator 13 is equal to or higher than a predetermined temperature T3. The temperature of the transmission oil stored in the heat accumulator 13 is detected by a heat accumulator transmission oil temperature sensor 72. If it is determined that the temperature of the transmission oil stored in the heat accumulator 13 is equal to or higher than the predetermined temperature T3, the process proceeds to step S210. On the other hand, when it is determined that the temperature of the transmission oil stored in the heat accumulator 13 is less than the predetermined temperature T3, the fuel consumption improvement effect by supplying the transmission oil stored in the heat accumulator 13 to the transmission oil circulation path can be expected. Because there is not, the processing of the flowchart ends.

  In step S210, it is determined whether the engine 1 has shifted from the off state to the on state. If the engine 1 remains in the off state and there is no change, the processing of the flowchart is ended, and if it is determined that the engine 1 has shifted from the off state to the on state, the process proceeds to step S220.

  In step S220, based on the recommended travel route and road traffic information acquired from the navigation device 9, the engine operation continuation time is predicted. This process may be performed in advance based on the assumption that the engine 1 is started before the start of the engine 1, that is, before step S210. By predicting in advance before starting the engine, it is possible to shorten the time from the start of the engine 1 to supplying the transmission oil stored in the heat accumulator 13 to the transmission oil circulation path, so that the engine By reducing the load of 1, fuel consumption can be further improved.

  In step S230, it is determined whether the engine operation continuation time predicted in step S220 is a predetermined time or more. If it is determined that the engine operation continuation time is equal to or longer than the predetermined time, the process proceeds to step S240, and if it is determined that the engine operation continuation time is less than the predetermined time, the processing of the flowchart is ended.

  In step S240, the transmission oil stored in the heat accumulator 13 is supplied to the transmission oil circulation path. Specifically, by controlling the switching valve 71, the conduit 69 and the conduit 70 are connected.

  As described above, according to the control device of the hybrid vehicle in the first embodiment, the recommended travel route to the destination is calculated, and the engine operation continuation time after the start of the engine is predicted based on the calculated recommended travel route. Then, when the predicted engine operation continuation time is equal to or longer than the predetermined time, the hot water stored in the heat storage unit 12 is supplied to the cooling water circulation path through which the engine cooling water circulates. Thus, when the engine operation continuation time is long, the hot water stored in the heat storage unit 12 can be supplied to the cooling water circulation path, so the temperature rise of the engine 1 is promoted during the engine operation to improve the fuel consumption. At the same time, exhaust emissions can be reduced. Further, when the engine operation continuation time is short, the hot water stored in the heat accumulator 12 is not discharged, so the heat accumulator 12 is supposed to be started next time when the engine operation continuation time is predicted to be long. It is possible to store hot water, reduce unnecessary heat dissipation, and improve fuel consumption.

  Further, according to the control device for a hybrid vehicle in the first embodiment, the engine oil circulates the warmed engine oil stored in the heat accumulator 13 when the predicted engine operation continuation time is equal to or longer than the predetermined time. Supply to the engine oil circulation path. As a result, when the engine operation continuation time is long, the warmed engine oil stored in the heat accumulator 13 can be supplied to the engine oil circulation path, so the temperature rise of the engine 1 is promoted during the engine operation. Thus, the fuel consumption can be improved and the exhaust emission can be reduced. In addition, when the engine operation duration time is short, the warm engine oil stored in the heat accumulator 13 is not discharged, so for the next engine start which is expected to have a long engine operation duration time. The heated engine oil can be stored in the heat accumulator 13, and wasteful heat radiation can be suppressed to improve fuel efficiency.

  Furthermore, according to the control device for a hybrid vehicle in the first embodiment, the transmission oil circulates the warmed transmission oil stored in the heat accumulator 13 when the predicted engine operation continuation time is equal to or longer than the predetermined time. Supply to the transmission oil circulation path. Thereby, when the engine operation continuation time is long, the warmed transmission oil stored in the heat accumulator 13 can be supplied to the transmission oil circulation path, so the temperature rise of the transmission 5 is promoted during the engine operation. By reducing the load on the engine 1, the fuel consumption can be improved and the exhaust emission can be reduced. In addition, when the engine operation duration time is short, the release of the warmed transmission oil stored in the heat accumulator 13 is not performed, so for the next engine start which is predicted to have a long engine operation duration time. The heated transmission oil can be stored in the heat accumulator 13, and wasteful heat radiation can be suppressed to improve fuel consumption.

  Further, according to the control device of the hybrid vehicle in the first embodiment, road traffic information is acquired, and the engine operation continuation time after the start of the engine 1 is predicted based on the recommended travel route and the road traffic information. The engine operation continuation time can be accurately predicted in consideration of actual road traffic information.

  In the above description, the control device of the hybrid vehicle in the first embodiment performs all the processes in the flowcharts of FIGS. 5 to 7, but any one or any two of the flowcharts may be processed. You may do so.

-Second embodiment-
In the control device of the hybrid vehicle in the first embodiment, when the predicted engine operation duration time is equal to or more than the predetermined time at the time of engine start, the hot water stored in the heat accumulator 12 is supplied to the cooling water circulation path to store heat. The engine oil stored in the tank 13 is supplied to the engine oil circulation path, and the transmission oil stored in the heat accumulator 13 is supplied to the transmission oil circulation path. In the control device for a hybrid vehicle in the second embodiment, when it is determined that the predicted engine operation duration time is equal to or longer than the predetermined time, the hot water stored in the heat accumulator 12 from before the start of the engine 1 is the coolant circulation path. The engine oil stored in the heat accumulator 13 is supplied to the engine oil circulation path, and the transmission oil stored in the heat accumulator 13 is supplied to the transmission oil circulation path. As a result, since the engine 1 and the transmission 5 are warmed to some extent when the engine is started, the fuel consumption can be further improved and the exhaust emission can be further reduced.

  FIG. 8 is a flowchart showing a processing procedure of supplying the hot water stored in the heat accumulator 12 to the cooling water circulation path in the control device of the hybrid vehicle in the second embodiment. The vehicle control device 7 repeatedly performs the process starting from step S300 during EV travel.

  In step S300, it is determined whether the temperature of the hot water stored in the heat accumulator 12 is equal to or higher than a predetermined temperature T1. If it is determined that the temperature of the hot water stored in the heat accumulator 12 is equal to or higher than the predetermined temperature T1, the process proceeds to step S310. If it is determined that the temperature is lower than the predetermined temperature T1, the processing of the flowchart is ended.

  In step S310, based on the recommended travel route and road traffic information acquired from the navigation device 9, the location where engine start is predicted to be performed according to the increase in the required output of the entire vehicle is identified, and the engine 1 is identified at the identified location. Predict the engine operation duration when starting the engine. For example, when the recommended travel route includes an expressway, the required output of the entire vehicle becomes large after the approach of the expressway, so it is predicted that the engine 1 is started. Predict to continue.

  In step S320, it is determined whether or not there is a place on the recommended route set in the navigation device 9 in which the engine operation duration time predicted in step S310 is equal to or longer than a predetermined time. If it is determined that there is a place where the engine operation continuation time is equal to or longer than the predetermined time, the process proceeds to step S330, and if it is determined that it does not exist, the processing of the flowchart is ended.

  In step S330, it is determined whether or not the engine operation continuation time is a predetermined time before arriving at the place where the predetermined time or more. Specifically, an estimated time to arrive at a location where the engine operation continuation time is equal to or longer than a predetermined time is determined, and it is determined whether the current time is a predetermined time before the calculated expected time. The navigation apparatus 9 may obtain the estimated time to arrive at a place where the engine operation continuation time is equal to or longer than the predetermined time, or the vehicle control apparatus 7 may obtain it. If it is determined that the engine operation continuation time is a predetermined time before arriving at a place which is equal to or more than a predetermined time, the process proceeds to step S340, and if it is determined that it is not the predetermined time, the process waits in step S330.

  In step S340, the hot water stored in the heat accumulator 12 is supplied to the cooling water circulation path. Specifically, by controlling the switching valve 31, the conduit 29 and the conduit 30 are connected.

  FIG. 9 is a flowchart showing a processing procedure for supplying the engine oil stored in the heat accumulator 13 to the engine oil circulation path in the control device for a hybrid vehicle in the second embodiment. During the EV travel, the vehicle control device 7 repeatedly performs the process starting from step S400.

  In step S400, it is determined whether the temperature of the engine oil stored in the heat accumulator 13 is equal to or higher than a predetermined temperature T2. If it is determined that the temperature of the engine oil stored in the heat accumulator 13 is equal to or higher than the predetermined temperature T2, the process proceeds to step S410. If it is determined that the temperature is lower than the predetermined temperature T2, the processing of the flowchart is ended.

  In step S410, based on the recommended travel route and road traffic information acquired from the navigation device 9, the location where engine start is predicted to be performed according to the increase in the required output of the entire vehicle is identified, and the engine 1 is identified at the identified location. Predict the engine operation duration when starting the engine.

  In step S420, it is determined whether or not there is a place on the recommended route set in the navigation device 9 in which the engine operation duration time predicted in step S410 is equal to or longer than a predetermined time. If it is determined that there is a place where the engine operation continuation time is equal to or longer than the predetermined time, the process proceeds to step S430, and if it is determined that it does not exist, the processing of the flowchart is ended.

  In step S430, it is determined whether or not the engine operation continuation time is a predetermined time before arriving at a place where the predetermined time or more is reached. Specifically, an estimated time to arrive at a location where the engine operation continuation time is equal to or longer than a predetermined time is determined, and it is determined whether the current time is a predetermined time before the calculated expected time. The navigation apparatus 9 may obtain the estimated time to arrive at a place where the engine operation continuation time is equal to or longer than the predetermined time, or the vehicle control apparatus 7 may obtain it. If it is determined that the engine operation continuation time is a predetermined time before arriving at a place which is equal to or more than a predetermined time, the process proceeds to step S440. If it is determined that the engine operation continuation time is not a predetermined time, the process waits in step S430.

  In step S440, the engine oil stored in the heat accumulator 13 is supplied to the engine oil circulation path. Specifically, the control valve 51 is connected to connect between the conduit 49 and the conduit 50.

  FIG. 10 is a flowchart showing a processing procedure for supplying the transmission oil stored in the heat accumulator 13 to the transmission oil circulation path in the control device for a hybrid vehicle in the second embodiment. During the EV travel, the vehicle control device 7 repeatedly performs the process starting from step S500.

  In step S500, it is determined whether the temperature of the transmission oil stored in the heat accumulator 13 is equal to or higher than a predetermined temperature T3. If it is determined that the temperature of the transmission oil stored in the heat accumulator 13 is equal to or higher than the predetermined temperature T3, the process proceeds to step S510. If it is determined that the temperature is lower than the predetermined temperature T3, the processing of the flowchart is ended.

  In step S510, based on the recommended travel route and road traffic information acquired from the navigation device 9, the location where engine start is predicted to be performed according to the increase in the required output of the entire vehicle is identified, and the engine 1 is identified at the identified location. Predict the engine operation duration when starting the engine.

  In step S520, it is determined whether or not there is a place on the recommended route set in the navigation device 9 in which the engine operation continuation time predicted in step S510 is equal to or longer than a predetermined time. If it is determined that there is a place where the engine operation continuation time is equal to or longer than the predetermined time, the process proceeds to step S530, and if it is determined that it does not exist, the processing of the flowchart is ended.

  In step S530, it is determined whether or not the engine operation continuation time is a predetermined time before arriving at a place where the predetermined time or more is reached. Specifically, an estimated time to arrive at a location where the engine operation continuation time is equal to or longer than a predetermined time is determined, and it is determined whether the current time is a predetermined time before the calculated expected time. The navigation apparatus 9 may obtain the estimated time to arrive at a place where the engine operation continuation time is equal to or longer than the predetermined time, or the vehicle control apparatus 7 may obtain it. If it is determined that the engine operation continuation time is a predetermined time before arrival at a place which is equal to or more than a predetermined time, the process proceeds to step S540, and if it is determined that the engine operation continuation time is not a predetermined time, the process waits in step S530.

  In step S540, the transmission oil stored in the heat accumulator 13 is supplied to the transmission oil circulation path. Specifically, by controlling the switching valve 71, the conduit 69 and the conduit 70 are connected.

  Here, with reference to FIG. 11, a change in engine water temperature in the control of the present embodiment and a change in engine water temperature in the conventional control will be described.

  FIG. 11 is a diagram showing a change in engine water temperature in the control of the present embodiment and a change in engine water temperature in the conventional control. The horizontal axis of FIG. 11 represents time. The upper part of FIG. 11 shows the change of the vehicle speed. The lower part shows a change in engine water temperature (solid line) in the control of the present embodiment and a change in engine water temperature in a conventional control (dotted line). Further, in the drawing, a section shown in gray represents the HEV running section, and a section not gray represents the EV running section.

  In the HEV travel section at the left end in the figure, the engine water temperature in the conventional control that starts heat release triggered by the engine start is greatly increased, whereas the increase in the engine water temperature in the control of the present embodiment is small. This is because in the control of the present embodiment, as described above, it is predicted from the traffic information and the like that the HEV travel this time is finished in a short time, so waste heat dissipation from the heat accumulator 12 is not performed Because it is controlled by On the other hand, in the section indicated by B in the drawing, since it is predicted that the HEV running section shown at the right end in the drawing continues for a long time exceeding a certain time, heat is radiated also in the control of this embodiment. In addition, since heat radiation is suppressed in the short HEV traveling section at the left end in the figure, heat can be sufficiently dissipated from the heat accumulator 12. Therefore, compared with the conventional control, the engine water temperature is high and the fuel efficiency efficiency is long It can be maintained.

  Next, focusing on A in the figure, in the control of the present embodiment, the start timing of rising of the engine water temperature is earlier than in the conventional control. The rise start timing of the engine water temperature is earlier than the actual operation start timing of the engine 1. Therefore, the released heat can be transported to a point where it is desired to warm up, and the timing at which the necessary portion of the engine 1 warms up to the desired temperature can be made coincident with the actual engine operation start timing. For this reason, the warm air at the time of engine start can be performed efficiently. On the other hand, in the conventional control, since heat release is started when the engine is started, the released heat is transported to the necessary part of the engine 1 later than the engine operation start timing, and a sufficient warm-up effect is obtained when the engine starts. I can not

  As described above, according to the control device for a hybrid vehicle in the second embodiment, a place where the predicted engine operation duration is a predetermined time or more is specified, and stored in the heat accumulator 12 before the hybrid vehicle reaches the specified place. The hot water being supplied to the cooling water circulation path. As a result, the timing at which the required portion of the engine 1 warms up to the desired temperature by the supplied warm water can be made coincident with the actual engine operation start timing, and the warm-up at engine start can be efficiently performed. Can be improved.

  Further, according to the control device for a hybrid vehicle in the second embodiment, a place where the predicted engine operation duration time is a predetermined time or more is specified, and stored in the heat accumulator 13 before the hybrid vehicle reaches the specified place. Supply the engine oil to the engine oil circulation path. As a result, it is possible to match the timing when the necessary part of the engine 1 warms to the desired temperature by the supplied engine oil to the actual engine operation start timing, and it is possible to efficiently perform the warm-up at the engine start. Fuel consumption can be improved.

  Further, according to the control device for a hybrid vehicle in the second embodiment, a place where the predicted engine operation duration time is a predetermined time or more is specified, and stored in the heat accumulator 13 before the hybrid vehicle reaches the specified place. Supply the transmission oil to the transmission oil circulation path. As a result, the timing at which the required portion of the transmission warms up to a desired temperature by the supplied transmission oil can be made coincident with the actual engine operation start timing, and fuel consumption can be improved.

  The present invention is not limited to the embodiments described above. For example, in the second embodiment, the hot water stored in the heat accumulator 12 is supplied to the cooling water circulation path before the engine operation continuation time reaches a predetermined time, and the heat accumulator 13 is supplied to the heat accumulator 13. The stored engine oil is supplied to the engine oil circulation path, and the transmission oil stored in the heat accumulator 13 is supplied to the transmission oil circulation path. However, when the hybrid vehicle arrives at a predetermined distance before a place where the engine operation continuation time is a predetermined time or more, the hot water stored in the heat storage unit 12 is supplied to the cooling water circulation path, and the engine stored in the heat storage unit 13 The oil may be supplied to the engine oil circulation path, and the transmission oil stored in the heat accumulator 13 may be supplied to the transmission oil circulation path.

DESCRIPTION OF SYMBOLS 1 ... Engine 2 ... Motor 7 ... Vehicle control apparatus 9 ... Navigation apparatus 12 ... Thermal storage 13 ... Thermal storage

Claims (7)

A heat storage unit for storing hot water which can be supplied to a cooling water circulation path through which engine cooling water circulates;
Travel route calculation means for calculating a travel route to a destination;
An engine operation duration prediction unit that predicts an engine operation duration after the start of the engine based on the travel route calculated by the travel route calculation unit;
Specifying means for specifying a place where the engine is to be started when the engine operation continuation time predicted by the engine operation continuation time predicting means is equal to or longer than a predetermined time on the travel route calculated by the travel path calculating means;
Control means for supplying the hot water stored in the heat accumulator to the cooling water circulation path before the hybrid vehicle reaches the place specified by the specifying means;
A control device for a hybrid vehicle, comprising: It further comprises arrival time prediction means for determining an estimated time when the hybrid vehicle will arrive at the location specified by the identification means,
The control means supplies the hot water stored in the heat storage unit to the cooling water circulation path a predetermined time before the predicted time,
The predetermined time is a predetermined time required for the warm water to warm the engine to a desired temperature.
The control device of a hybrid vehicle according to claim 1, A heat accumulator capable of storing warmed engine oil,
Travel route calculation means for calculating a travel route to a destination;
An engine operation duration prediction unit that predicts an engine operation duration after the start of the engine based on the travel route calculated by the travel route calculation unit;
Specifying means for specifying a place where the engine is to be started when the engine operation continuation time predicted by the engine operation continuation time predicting means is equal to or longer than a predetermined time on the travel route calculated by the travel path calculating means;
The heated engine oil stored in the heat accumulator is supplied to the engine oil circulation path through which the engine oil flows and circulates before the hybrid vehicle reaches the place specified by the specifying means. Control means,
A control device for a hybrid vehicle, comprising: It further comprises arrival time prediction means for determining an estimated time when the hybrid vehicle will arrive at the location specified by the identification means,
The control means supplies the warmed engine oil stored in the heat accumulator a predetermined time before the predicted time to the engine oil circulation path.
The predetermined time is a predetermined time required for the engine oil to warm up to a desired temperature by the engine oil.
The control device of a hybrid vehicle according to claim 3, A heat storage unit capable of storing heated transmission oil;
Travel route calculation means for calculating a travel route to a destination;
An engine operation duration prediction unit that predicts an engine operation duration after the start of the engine based on the travel route calculated by the travel route calculation unit;
Specifying means for specifying a place where the engine is to be started when the engine operation continuation time predicted by the engine operation continuation time predicting means is equal to or longer than a predetermined time on the travel route calculated by the travel path calculating means;
Control means for supplying the warmed transmission oil stored in the heat accumulator before the hybrid vehicle reaches the location specified by the identification means to the transmission oil circulation path through which the transmission flows and circulates in the transmission When,
A control device for a hybrid vehicle, comprising: It further comprises arrival time prediction means for determining an estimated time when the hybrid vehicle will arrive at the location specified by the identification means,
The control means supplies, to the transmission oil circulation path, the warmed transmission oil stored in the heat storage unit at a predetermined time before the predicted time.
The predetermined time is a predetermined time required for the transmission to warm up to a desired temperature by the transmission oil.
The control device of a hybrid vehicle according to claim 5, characterized in that: The control device of a hybrid vehicle according to any one of claims 1 to 6.
The vehicle further comprises road traffic information acquisition means for acquiring road traffic information,
The engine operation continuation time predicting means is an engine operation continuation time after the start of the engine based on the travel route calculated by the travel route calculation means, and the road traffic information acquired by the road traffic information acquisition means. Predict
A control device of a hybrid vehicle characterized in that.