WO2014065309A1

WO2014065309A1 - Warm-up device for transmission

Info

Publication number: WO2014065309A1
Application number: PCT/JP2013/078675
Authority: WO
Inventors: 裕介細川; 一哉松岡; 圭一中尾
Original assignee: 日産自動車株式会社
Priority date: 2012-10-26
Filing date: 2013-10-23
Publication date: 2014-05-01

Abstract

A warm-up device is provided to a hybrid vehicle having a battery (6), a motor (3), and a transmission (5), and the device warms up the transmission (5), wherein the warm-up device comprises an oil temperature increasing means for increasing the temperature of a lubrication oil of the transmission (5), and a control means for driving a temperature increasing means before the vehicle is operated, where both means use the drive force of the motor (3) which uses the power of the battery (6) as a power source.

Description

Gearbox warm-up device

The present invention relates to a warm-up device for a transmission.

This application claims priority based on Japanese Patent Application No. 2012-236429 filed on Oct. 26, 2012. For designated countries that are allowed to be incorporated by reference, The contents described in the application are incorporated into the present application by reference and made a part of the description of the present application.

When the oil temperature rise mode is set, the engine is started to drive the mechanical oil pump that pumps the lubricating oil that lubricates the transmission, and the electric oil pump that also pumps the lubricating oil to drive the transmission brake. As a half-engagement, a hybrid vehicle drive device that drives a motor disposed adjacent to a transmission with its output efficiency lowered is known (Patent Document 1).

JP 2006-288141 A

However, in order to increase the oil temperature of the lubricating oil, it is necessary to start the engine so that the engine oil pump is operated at the driving rotational speed necessary to drive the mechanical oil pump. When the engine is not started, there is a problem that the temperature of the lubricating oil cannot be increased at the start of operation and the friction of the transmission increases.

The problem to be solved by the present invention is to provide a warming-up device capable of reducing the friction of the transmission by increasing the temperature of the lubricating oil at the start of operation of the hybrid vehicle.

The present invention includes an oil temperature raising means for raising the temperature of lubricating oil in a transmission by driving a motor using power from a battery as a power source, and a control means for driving the temperature raising means before driving the vehicle. The above-mentioned problems are solved by providing.

The present invention increases the temperature of the lubricating oil in the transmission before the vehicle is driven, so that the temperature of the lubricating oil can be raised at the start of the operation, and as a result, the friction of the transmission can be reduced. it can.

1 is a block diagram showing an overall configuration of a hybrid vehicle according to an embodiment of the present invention. 2 is a graph showing characteristics of transmission input rotation speed with respect to vehicle speed in the vehicle of FIG. 1. FIG. 2 is a graph for explaining a relationship of a traveling mode with respect to a vehicle speed and an accelerator opening degree in the vehicle of FIG. It is a block diagram explaining the structure which concerns on the warming-up system of lubricating oil among the warming-up apparatuses of the hybrid vehicle of FIG. It is a schematic diagram which shows an oil circuit among the warming-up apparatuses of the hybrid vehicle of FIG. It is a flowchart which shows the control procedure of the integrated control unit of FIG. 6 is a graph showing characteristics of a driving time of a motor with respect to oil temperature in a warming-up device according to another embodiment of the present invention. It is a flowchart which shows the control procedure of an integrated control unit in the warming-up apparatus which concerns on other embodiment of this invention. It is a block diagram of the warming-up apparatus which concerns on other embodiment of this invention. It is a graph for demonstrating the relative relationship of the cumulative energy consumption map stored in the memory of FIG. 10 is a graph for explaining a relative relationship of a warm-up energy map stored in a memory of FIG. 9. It is a graph for demonstrating the relative relationship of the cumulative energy consumption map stored in the memory of FIG. 10 is a graph for explaining a relative relationship of a warm-up energy map stored in a memory of FIG. 9. It is a graph for demonstrating the map after correction | amendment of the cumulative energy consumption map stored in the memory of FIG. It is a flowchart which shows the control procedure of the warm-up control part of FIG.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

<< First Embodiment >>

An FF plug-in hybrid vehicle (hereinafter also simply referred to as a vehicle) including a warm-up device according to an embodiment of the present invention is a vehicle that uses a plurality of power sources such as an internal combustion engine and a motor generator for driving the vehicle. FIG. 1 is an overall system diagram showing an FF plug-in hybrid vehicle. The overall system configuration of the FF plug-in hybrid vehicle will be described below with reference to FIG.

As shown in FIG. 1, the FF plug-in hybrid vehicle includes an engine 1, a first clutch 2, a motor 3 (motor generator), a second clutch 4, and a belt type continuously variable transmission (transmission) 5. The high-voltage battery 6, the inverter 7, the mechanical oil pump 8, the charger 11, and the connector 12 are provided. The wheel 9 is a front wheel (drive wheel), and the wheel 10 is a rear wheel.

Engine 1 is a gasoline engine or a diesel engine, and engine start control, engine stop control, throttle valve opening control, fuel cut control, and the like are performed based on an engine control command from engine controller 20.

The first clutch 2 is a clutch interposed between the engine 1 and the motor 3. The first clutch hydraulic pressure generated by a hydraulic unit (not shown) based on a control command from the CVT controller 21 is controlled from engagement to release.

The motor 3 is, for example, a synchronous motor in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator. Based on a control command from the motor controller 22, it is driven by applying a three-phase alternating current generated by the inverter 7. The motor 3 operates as an electric motor that rotates by receiving power supplied from the high-voltage battery 6 via the inverter 7 (power running). Further, when the rotor of the motor 3 receives rotational energy from the engine 1 and the left and right

front wheels

9, 9, it functions as a generator that generates electromotive force at both ends of the stator coil, and the high voltage battery 6 is connected via the inverter 7. Charge (regeneration).

The second clutch 4 is a clutch interposed between the motor 3 and the left and right front wheels 9 and interposed between the motor shaft 3a and the transmission input shaft 4a. Similar to the first clutch 2, the second clutch 4 is controlled to be engaged / slip engaged / released by a second clutch hydraulic pressure generated by a hydraulic unit (not shown) based on a control command from the CVT controller 21.

The belt-type continuously variable transmission 5 is disposed, for example, at a downstream position of the second clutch 4 and includes a primary pulley 51 and a secondary pump 52, and a belt 53 connecting them (see FIG. 4), and the gear ratio is continuously variable. It has a continuously variable transmission function capable of continuously changing them. This belt-type continuously variable transmission 5 is controlled by a primary hydraulic pressure and a secondary hydraulic pressure generated by a hydraulic unit (not shown) based on a control command from the CVT controller 21 to control a gear ratio that is a belt winding diameter ratio between two pulleys. Is done. A differential output (not shown) is connected to the transmission output shaft of the belt-type continuously variable transmission 5, and left and right front wheels 9 are provided from the differential via left and right drive shafts, respectively.

FIG. 2 shows an example of a shift diagram of the belt type continuously variable transmission 5. In this shift diagram, the abscissa represents the vehicle speed, the ordinate represents the transmission input rotation speed (= motor rotation speed), and the vehicle speed and the transmission input rotation speed are determined for each accelerator opening. Of the two straight lines going up to the right, the left straight line is the lowest gear ratio, and the right straight line is the highest gear ratio. The gear ratio in the belt type continuously variable transmission 5 is determined by the accelerator opening, the vehicle speed, and the transmission input rotational speed between the two lines.

The battery 6 may be an assembled battery in which a plurality of lithium ion secondary batteries, nickel hydride secondary batteries, or the like are connected in series or in parallel.

The inverter 7 drives the motor 3 by converting the direct current from the high voltage battery 6 into a three-phase alternating current during power running based on a control command from the motor controller 22. Further, during regeneration, the three-phase alternating current from the motor 3 is converted into direct current, and the high voltage battery 6 is charged.

The mechanical oil pump 8 is a pump that is operated by the rotational driving force of the motor shaft 3a that is the output shaft of the motor 3, and for example, a gear pump or a vane pump is used. Here, at the upstream position of the second clutch 4, the pump input gear is connected to the pump gear attached to the motor shaft 3a via the chain 8a. That is, the discharge flow rate of the mechanical oil pump 8 changes according to the rotation speed of the motor 3 (motor rotation speed Nm). The hydraulic oil discharged from the mechanical oil pump 8 is supplied to a hydraulic unit (not shown), and necessary hydraulic pressure is generated to operate the first clutch 2, the second clutch 4, the belt type continuously variable transmission 5, and the like. .

The charger 11 is a charging device for charging the battery 6 and includes a conversion circuit that converts electric power supplied from the outside of the vehicle into electric power suitable for charging the battery 6. The charger 11 is controlled by the battery controller 23.

The connector 12 is a charging port connected to an external power source (not shown) by being connected to a cable (not shown). The connector 12 is connected to the battery 6 through the charger 11 by wiring.

The FF hybrid vehicle has an electric vehicle travel mode (hereinafter referred to as “EV mode”), a hybrid vehicle travel mode (hereinafter referred to as “HEV mode”), and a drive torque control mode as travel modes depending on driving modes. (Hereinafter referred to as “WSC mode”).

“EV mode” is a mode in which the first clutch 2 is in an open state and the motor 3 is used as a drive source, and has a motor running mode and a regenerative running mode. This “EV mode” is selected when the driving force requirement is low and the battery SOC is secured.

The “HEV mode” is a mode in which the first clutch 2 is engaged and the engine 1 and the motor 3 are used as drive sources, and includes a motor assist travel mode, a power generation travel mode, and an engine travel mode. The “HEV mode” is selected when the driving force requirement is high or when the battery SOC is insufficient.

In the “WSC mode”, the second clutch 4 is maintained in the slip engagement state by controlling the number of revolutions of the motor 3, and the clutch transmission torque that passes through the second clutch 4 is determined according to the vehicle state and the driver's operation. In this mode, the clutch torque capacity is controlled so as to achieve torque. The “WSC mode” is selected in a travel region where the engine speed is lower than the idle speed, such as when the vehicle is stopped, started, or decelerated in the “HEV mode” selected state.

As shown in FIG. 1, the control system of the FF hybrid vehicle includes an engine controller 20, a CVT controller 21, a motor controller 22, a battery controller 23, and an integrated controller 30. The

controllers

20, 21, 22, 23 and the integrated controller 30 are connected via a CAN communication line 24 that can exchange information with each other.

The engine controller 20 inputs the engine speed information from the engine speed sensor 27, the target engine torque command from the integrated controller 30, and other necessary information. Then, a command for controlling the engine operating point (Ne, Te) is output to the throttle valve actuator or the like of the engine 1.

The CVT controller 21 inputs information from the accelerator opening sensor 25, the vehicle speed sensor 26, other sensors 29, and the like. The CVT controller 21 also receives information from the inhibitor switch 97 via the integrated control unit 30. Then, when traveling with the D range selected, a control command for retrieving a target input rotational speed (gear ratio) that is determined by searching the target input rotational speed determined by the accelerator opening APO and the vehicle speed VSP, Output to a hydraulic unit (not shown) provided in the belt type continuously variable transmission 5. The CVT controller 21 performs clutch hydraulic pressure control of the first clutch 2 and the second clutch 4 in addition to the gear ratio control.

The motor controller 22 inputs the rotor rotational position information, the motor rotational speed sensor 28, the target MG torque command and the target MG rotational speed command from the integrated controller 30, and other necessary information. Then, a command for controlling the motor operating point (Nm, Tm) of the motor 3 is output to the inverter 7.

The battery controller 23 inputs information provided from a voltage and voltage sensor (not shown) provided in the battery 6. The battery controller 23 manages the state of the battery 6 based on the detection value of the sensor. When a charging cable (not shown) is connected to the connector 12, the battery controller 23 controls the charger 11 to charge the battery 6. Thereby, the battery 6 can be charged by a power source outside the vehicle.

The integrated controller 30 is responsible for managing the energy consumption of the entire vehicle and running the vehicle with maximum efficiency. The integrated controller 30 includes an accelerator opening sensor 25, a vehicle speed sensor 26, an engine speed sensor 27, a motor speed sensor 28, other sensors and switches (for example, hydraulic oil supplied to the belt-type continuously variable transmission 5). The necessary information from the flow rate sensor 29 for detecting the amount) is input directly or via the CAN communication line 24. Further, the integrated controller 30 searches for the optimum driving mode according to the position where the operating point (APO, VSP) determined by the accelerator opening and the vehicle speed exists on the EV-HEV selection map shown in FIG. It has a mode selection part which selects a mode as a target run mode.

In the EV-HEV selection map, EV → HEV switching line (= engine start line), HEV → EV switching line (= engine stop line), and HEV → WSC switching line are set. When the operating point (APO, VSP) existing in the EV region crosses the EV⇒HEV switching line, the mode selection unit switches the target travel mode from “EV mode” to “HEV mode”. When the operating point (APO, VSP) existing in the HEV region crosses the HEV → EV switching line, the mode selection unit switches the target travel mode from “HEV mode” to “EV mode”.

Further, when the driving point (APO, VSP) enters the WSC area across the HEV → WSC switching line when the “HEV mode” is selected, the mode selection unit changes the target driving mode from “HEV mode” to “WSC mode”. And switch. Here, the HEV → EV switching line and the EV → HEV switching line are set with a hysteresis amount as a line dividing the EV area and the HEV area. The HEV => WSC switching line is set along the first set vehicle speed VSP1 at which the engine 1 maintains the idling speed when the belt-type continuously variable transmission 5 is in a predetermined low gear ratio region. However, while the “EV mode” is selected, if the battery SOC falls below a predetermined value, the “HEV mode” is forcibly set as the target travel mode.

In the integrated controller 30, when the “HEV mode” is selected as the target travel mode in the mode selection unit while the “EV mode” is selected, the engine start control process is passed and the mode is changed to the “HEV mode”. In this engine start control process, the operating point (APO, VSP) crosses the EV-HEV switching line (= engine start line) shown in FIG. 3 in the selected state of “EV mode”, and an engine start request is output. Start with that.

Further, as will be described later, the general controller 30 has a circulation function for circulating the lubricating oil of the transmission 5 and the like. The inhibitor switch 97 is a switch for detecting a shift position. The timer 98 is a timer that sets a time for circulating the lubricating oil. The receiver 99 is a receiving device that receives a signal from the outside of the hybrid vehicle transmitted using, for example, a mobile phone line.

Next, with reference to FIG. 4, the configuration related to the lubricant warm-up system among the warm-up devices provided in the hybrid vehicle will be described. FIG. 4 is a block diagram showing a warm-up system in the warm-up device. In addition, the thick line arrow of FIG. 4 has shown the supply path | route of lubricating oil.

The warming-up system according to the warming-up device includes a motor 3, an oil pump 100, an oil pan 110, a heating wire (electric heater) 120, and an oil temperature sensor 130. The oil pump 100 pumps the lubricating oil stored in the oil pan 1102 and supplies the lubricating oil to the motor 3, the first clutch 2 and the transmission 5. The oil pump 100 is, for example, a mechanical oil pump, and the rotation shaft of the oil pump 100 is connected to the rotation shaft of the motor 3 via a shaft. When the rotating shaft of the motor 3 rotates with the

clutches

2 and 4 released, the rotating shaft of the oil pump 100 rotates in conjunction with the rotation, and the oil pump 100 is driven. Thereby, the oil pump 100 is driven by rotating the motor 3 using the power of the battery 6 as a power source. Since the oil pump 100 does not use the engine 1 as a power source, the oil pump 100 can be driven by the electric power of the battery 6 even when the engine 1 is not started.

The oil pan 110 is a container for storing lubricating oil. The heating wire 120 is a resistor that generates heat by the power of the battery 6. The oil temperature sensor 130 is a sensor that detects the temperature of the lubricating oil. The detected temperature of the lubricating oil detected by the oil temperature sensor 130 is sent to the integrated control unit 30. The oil pump 100 and the heating wire 120 are controlled by the integrated controller 30.

Next, the oil circuit of the warm-up device provided in the hybrid vehicle will be described with reference to FIG. FIG. 5 is a schematic diagram showing an oil circuit of the warm-up device.

As shown in FIG. 5, a valve 141 is provided in the lubricating oil supply line between the oil pump 100 and the

clutches

2, 4, and a valve 142 is provided in the supply line between the

clutches

2, 4 and the motor 3. Is provided. The valve 141 is a valve that adjusts the flow of lubricating oil to the

clutches

2 and 4, and the valve 142 is a valve that adjusts the flow of lubricating oil to the motor 3. Opening and closing of the

valves

141 and 142 is controlled by the integrated controller 30. The flow of lubricating oil to the primary pulley 51 and the secondary pulley 52 is adjusted by opening / closing control of the

valves

141 and 142 and output control of the lubricating oil from the oil pump 100.

Lubricating oil supplied by the oil pump 100 is used as hydraulic oil for the motor 3, the first clutch 2, the second clutch 4, and the primary pulley 51, the secondary pulley 52, and the belt 53 that constitute the transmission 5. Also. The temperature of the lubricating oil is raised by stirring (friction) by driving the oil pump 100.

Next, the control of the warm-up device will be described with reference to FIGS. 1, 4 and 5. FIG. The integrated controller 30 drives the warm-up system shown in FIG. 4 before the hybrid vehicle is operated in the following manner.

The integrated controller 30 uses the sensor information from the inhibitor switch 97 in order to determine whether or not the vehicle is in a driving state (hereinafter sometimes simply referred to as a driving state). Based on the sensor information of the inhibitor switch 97, the integrated controller 30 determines that the vehicle is not in a driving state when the position of the shift position is the parking position (shift range P). On the other hand, when the position of the shift position is a position other than the parking position (shift range P), the integrated controller 30 determines that the vehicle is in an operating state and does not perform warm-up by the warm-up device. The state in which the vehicle is not being driven (or not being in a driving state) is a state before the main switch of the vehicle is turned on by a user or the like, and the driving force by the motor 3 is used for running the vehicle. It is not in a state. In addition, the state where the vehicle is not being driven is a state where the engine 1 is not started.

The timer 98 is a timer for setting the driving start time of the warm-up system in FIG. For example, when the user sets the departure time by a touch panel operation on a display (not shown), the timer 98 starts driving the warm-up system by a predetermined time that is set in advance from the departure time. Set to time.

Note that the predetermined time is a time required to complete the warm-up by the departure time, and is a time set in the design stage according to the thermal efficiency of the warm-up system. The predetermined time may be set according to the external temperature of the vehicle.

When the current time reaches the set drive start time, the timer 98 transmits a signal indicating that the drive start time has been reached to the integrated controller 30. When the integrated controller 30 receives a signal from the timer 98, the integrated controller 30 enters a preparation stage for driving the warm-up system.

Also, the warm-up device of this example can be driven by a remote operation by the user. The user transmits a signal to the vehicle to drive the warm-up system by operating an external communication terminal such as a mobile phone that can communicate with the vehicle or a personal computer before driving the vehicle. When receiving a signal indicating that the warm-up system is to be driven based on a user operation, the receiver 99 transmits a signal indicating that the reception has been received to the integrated controller 30. Then, the integrated controller 30 enters a preparation stage for driving the warm-up system based on the signal from the receiver 99.

As a result, the integrated controller 30 warms up the warm-up system drive start time set by the timer or a signal to drive the drive system transmitted from the outside of the vehicle before the start of vehicle operation. The preliminary stage for driving the machine system is entered.

The integrated controller 30 detects the temperature of the lubricating oil and the state of charge (SOC) of the battery 6 as a preparation stage for driving the warm-up system. The temperature of the lubricating oil is detected by the oil temperature sensor 130. The state of charge of the battery 6 is managed by the battery controller 23 based on the detection voltage of a voltage sensor (not shown).

The integrated controller 30 compares the detected temperature detected by the oil temperature sensor 130 with a preset temperature threshold value (T ₁ ). The temperature threshold (T ₁ ) is a temperature threshold for determining whether or not to drive the warm-up system. When the temperature of the lubricating oil is high, the warm-up system may not be driven. The integrated controller 30 determines that the warm-up system can be driven when the temperature detected by the oil temperature sensor 130 is lower than the temperature threshold value (T ₁ ). On the other hand, when the temperature detected by the oil temperature sensor 130 is equal to or higher than the temperature threshold value (T ₁ ), the integrated controller 30 cancels the preparatory stage for driving the warm-up system and does not drive the warm-up system.

Also, the integrated controller 30 compares the SOC of the battery 6 with a preset SOC threshold. The SOC threshold value indicates a lower limit value of the SOC of the battery 6 required when the warm-up system is driven by the motor 3. Since the vehicle travels by driving the motor 3 using the power of the battery 6 after warming up, the SOC threshold value is set so that the charging capacity of the battery 6 after warming up remains sufficiently. The SOC threshold is set to, for example, the SOC when fully charged.

The integrated controller 30 determines that the warm-up system can be driven when the SOC of the battery 6 is higher than the SOC threshold. On the other hand, when the SOC of the battery 6 is equal to or lower than the SOC threshold, the integrated controller 30 cancels the preparatory stage for driving the warm-up system and does not drive the warm-up system.

When the temperature of the lubricating oil is lower than the temperature threshold (T ₁ ) and the SOC of the battery 6 is higher than the SOC threshold in the warm-up system preparation stage, the integrated controller 30 causes the motor 3 and the heating wire 120 to be connected. By driving, the oil temperature of the lubricating oil is raised and the lubricating oil is supplied to the transmission 5, the

clutches

2, 4 and the motor 3.

The integrated controller 30 manages the lubricating oil by the oil temperature sensor 130 even during driving of the drive system, and compares the detected temperature of the oil temperature sensor 130 with the temperature threshold value (T ₂ ). The temperature threshold (T ₂ ) is a threshold for determining the end of warm-up, and is set to an oil temperature at which the friction of the transmission becomes low at the start of operation. The temperature threshold (T ₂ ) may be set to the same temperature as the temperature threshold (T ₁ ).

When the temperature detected by the oil temperature sensor 130 is lower than the temperature threshold value (T ₂ ), the integrated controller 30 continues to drive the warm-up system. On the other hand, when the temperature detected by the oil temperature sensor 130 reaches the temperature threshold value (T ₂ ), the integrated controller 30 stops driving the motor 3 and the electric wire 120 to stop the warm-up system.

As a result, the integrated controller 30 drives the motor 3 using the power of the battery 6 as a power source to drive the warm-up system before driving the vehicle. The temperature of the lubricating oil of the transmission 5 is raised until

Next, the control flow of the warm-up control using the warm-up system in the control of the integrated controller 30 of this example will be described with reference to FIG. FIG. 6 is a flowchart showing a control procedure of warm-up control by the integrated controller 30.

In step S1, the integrated controller 30 determines whether the shift position is the parking position based on the sensor information of the inhibitor switch 97. If the shift position is not the parking position, the control of this example is terminated.

On the other hand, when the shift position is the parking position, the integrated controller 30 determines whether or not the current time has reached the warm-up start time set by the timer 98. If the current time has reached the warm-up start time, the process proceeds to step S4.

On the other hand, if the current time has not reached the warm-up start time, the integrated controller 30 determines whether the receiver 99 has received a signal to drive the warm-up system from the outside of the vehicle. . If the signal has not been received, the process returns to step S1. If the signal is received, the process proceeds to step S4.

In step S4, the integrated controller 30 detects the temperature of the lubricating oil using the oil temperature sensor 130. In step S5, the integrated controller 30 compares the detected temperature of the oil temperature sensor 130 with the temperature threshold (T ₁ ). When the detected temperature of the oil temperature sensor 130 is lower than the temperature threshold (T ₁ ), the integrated controller 30 controls the battery controller 23 and uses the detected values of the voltage and current sensors (not shown) to The SOC is detected (step S6).

In step S7, the integrated controller 30 compares the detected SOC with the SOC threshold value. If the detected SOC is higher than the SOC threshold value, the integrated controller 30 drives the motor 3 in step S8. Further, the integrated controller 30 drives the heating wire 120.

In step S <b> 9, the integrated controller 30 detects the temperature of the lubricating oil using the oil temperature sensor 130. In step S10, the integrated controller 30 compares the temperature detected by the oil temperature sensor 130 with the temperature threshold value (T ₂ ). When the temperature detected by the oil temperature sensor 130 is lower than the temperature threshold (T ₂ ), the process returns to step S9, and the control process of steps S9 and S10 is repeated, thereby continuing the drive of the warm-up system and the temperature management of the lubricating oil. Is done.

On the other hand, if the detected temperature of the oil temperature sensor 130 is equal to or higher than the temperature threshold (T ₂ ), the integrated controller 30 stops energization of the motor 3 and stops the motor 3 in step S11. The integrated controller 30 also stops energizing the heating wire 120 and stops driving the heating wire 120. Thereby, the warm-up system is stopped and the control process of this example is terminated.

Returning to step S5, when the temperature detected by the oil temperature sensor 130 is equal to or higher than the temperature threshold value (T ₁ ), the temperature of the lubricating oil is sufficiently high and it is not necessary to drive the warm-up system. Exit. Returning to step S7, if the detected SOC is equal to or lower than the SOC threshold, the charging capacity of the battery 6 is insufficient and the warm-up system cannot be driven, and thus the control of this example is terminated. At this time, the user may be informed that the SOC of the battery 6 is insufficient and the temperature of the lubricating oil is not sufficiently high. As for notification to the user, the integrated controller 30 may notify the terminal registered in advance by transmitting a signal, or may be displayed on the display of the vehicle.

As described above, this example includes a warm-up system that raises the temperature of the lubricating oil by driving the motor 3 of the oil pump 100 using the electric power of the battery 6 as a power source, and before starting the operation of the vehicle. The warm-up system is driven. Thereby, the temperature of the lubricating oil of the transmission 40 can be increased immediately after the start of operation, and the friction of the transmission can be reduced. As a result, the travel distance by the motor 3 of the hybrid vehicle can be extended.

In this example, the warm-up system is driven based on the drive start time set by the timer 98. Thereby, the warm-up system can be driven before the start of operation.

In this example, the drive system is driven based on the signal received by the receiver 99. Thereby, the user can operate the warm-up system from the outside of the vehicle before the start of driving.

In this example, when the SOC of the battery 6 is higher than the SOC threshold, the drive system is driven. Thereby, it is possible to control the battery 6 so that the charging capacity of the battery 6 is not insufficient at the start of operation by driving the warm-up system.

In this example, the drive system is driven only when the shift lever is at the parking position. Thereby, the safety | security at the time of driving a warming-up system before a driving | operation start can be improved.

Also, the warm-up device of this example is applied to a plug-in hybrid vehicle. The plug-in hybrid vehicle includes a battery 6 that can be charged by an external power source, and a large-capacity storage battery is used for the battery 6. Therefore, the warm-up device of this example can be driven using the electric power of the battery 6 before the operation of the vehicle is started. Thereby, the temperature of the lubricating oil of the transmission 40 can be increased immediately after the start of operation, and the friction of the transmission can be reduced. As a result, the travel distance by the motor 3 of the hybrid vehicle can be extended.

In this example, the plug-in hybrid vehicle shown in FIG. 1 is a so-called FF hybrid vehicle in which the engine 1 is disposed on the front wheel side and the front wheels are used as drive wheels, but the warm-up device according to this example is an FR plug-in vehicle. It can also be applied to hybrid vehicles. This example can also be applied to a hybrid vehicle.

In this example, the heating of the lubricating oil by the heating wire 120 may be omitted. That is, when the oil pump 100 is driven, the temperature of the lubricating oil rises due to the heat generation action caused by the friction of the lubricating oil. In this example, the warm-up system may be configured without providing the heating wire 120.

In this example, in addition to the oil pump 100, a heat exchanger using a water channel may be provided in the warm-up system. For example, a tank for stored water, a water pump, and a water channel for circulating the stored water are provided. And the water in a tank is warmed beforehand using the heat_generation | fever etc. from an engine at the time of vehicle driving. Then, before starting the operation of the vehicle, the water in the tank is circulated by a water pump to exchange heat between the lubricating oil having a low temperature and the water in the tank. Thereby, this example can raise the temperature of lubricating oil. Moreover, you may provide the heating wire 120 in the said tank.

The warming-up system including the configurations of the oil pump 100 and the oil pan 110 described above corresponds to the “oil temperature raising means” of the present invention, and the battery controller 23 and the integrated controller 30 serve as the “control means” of the present invention. Are the "reception means" of the present invention, the oil temperature sensor 130 is the "oil temperature detection means" of the present invention, the battery controller 23 is the "charge state detection means" of the present invention, and the inhibitor switch 97 is the "shift" of the present invention. It corresponds to a “position sensor”.

<< Second Embodiment >>
A hybrid vehicle including a warm-up device according to another embodiment of the present invention will be described. In this example, part of the control of the warm-up device is different from the first embodiment described above. Since the configuration other than this is the same as that of the first embodiment described above, the description thereof is incorporated as appropriate.

In this example, the integrated controller 30 sets the driving time of the motor 3 according to the temperature of the lubricating oil. When the temperature of the lubricating oil is low at the time of driving the warm-up system, it takes time to raise the temperature of the lubricating oil to the temperature threshold value (T ₂ ), so the driving time of the motor 3 becomes long. On the other hand, when the temperature of the lubricating oil is high, it takes less time to raise the temperature of the lubricating oil to the temperature threshold (T ₂ ), and the driving time of the motor 3 is shortened.

That is, the relationship shown in FIG. 7 is established between the temperature of the lubricating oil (oil temperature) at the start of driving of the warm-up system and the driving time of the motor 3. FIG. 7 is a graph showing characteristics of the driving time of the motor 3 with respect to the oil temperature at the start of driving of the warm-up system. As shown in FIG. 7, the higher the oil temperature, the shorter the driving time of the motor 3.

The integrated controller 30 stores a table having the relationship shown in FIG. Then, the integrated controller 30 sets the driving time of the motor 3 by referring to the table with respect to the temperature detected by the oil temperature sensor 130. The integrated controller 30 uses a timer 98 to manage the elapsed time after driving the motor 3. When the elapsed drive time of the motor 3 reaches the set drive time, the integrated controller 30 stops the warm-up system by stopping the energization of the motor 3 and the heating wire 120.

Next, the control flow of the warm-up control using the warm-up system in the control of the integrated controller 30 of this example will be described with reference to FIG. FIG. 6 is a flowchart showing a control procedure of warm-up control by the integrated controller 30. Of the control processes shown in FIG. 7, the control processes in steps S21 to S27 are the same as the control processes in steps S1 to S7 in FIG.

In step S28, the integrated controller 30 sets the driving time of the motor 3 based on the detected temperature of the lubricating oil detected in step S24. In step S29, the integrated controller 30 drives the motor 3. Further, the integrated controller 30 drives the heating wire 120.

In step S30, the integrated controller 30 compares the elapsed drive time of the motor 3 with the set drive time set in step S28. If the drive time of the motor 3 has not reached the set drive time, the control process of step S30 is performed again.

When the driving time of the motor 3 reaches the set driving time, the integrated controller 30 stops energization of the motor 3 and stops the motor 3 in step S31. The integrated controller 30 also stops energizing the heating wire 120 and stops driving the heating wire 120. Thereby, the warm-up system is stopped and the control process of this example is terminated.

As described above, in this example, the driving time of the motor 3 is set to a shorter time as the detected temperature of the lubricating oil is higher. Thereby, the operation time of the warm-up system can be set according to the temperature of the lubricating oil. As a result, the temperature of the lubricating oil can be increased before the vehicle starts operating while efficiently using the charging capacity of the battery 6.

<< Third Embodiment >>
A hybrid vehicle including a warm-up device according to another embodiment of the present invention will be described. In this example, the point which provides the outside temperature sensor 150 and a part of control of a warming-up apparatus differ with respect to 1st Embodiment mentioned above. Since the configuration other than this is the same as that of the first embodiment described above, the description thereof is incorporated as appropriate.

As shown in FIG. 9, the warm-up device of this example further includes an outside air temperature sensor 150. The outside air temperature sensor 150 is a sensor that detects an environmental temperature outside the vehicle. The temperature detected by the outside air temperature sensor 150 is output to the integrated controller 30.

The integrated controller 30 includes a warm-up control unit 31, a memory 32, and a navigation system 33. The warm-up control unit 31 sets a target temperature based on the temperature of the oil temperature sensor 130, the temperature of the outside air temperature sensor 150, and the travel distance of the vehicle managed by the navigation system 33, and warms up before starting the operation. This is a control controller for driving the oil pump 100 of the system to raise the lubricating oil to the target temperature. The memory 32 stores two types of maps for calculating the target temperature.

The navigation system 33 calculates the expected travel distance to the destination while managing the travel distance. The navigation system 33 sets a destination based on a user input, and calculates a travel route to the destination with reference to map data. Then, the navigation 33 calculates the travel distance of the travel route as the predicted travel distance.

Next, control of the integrated controller 30 will be described.

In the memory 32, as two types of maps, as shown in FIG. 10, a map of cumulative energy consumption required for driving the mileage and the warm-up system (hereinafter referred to as cumulative energy consumption map), and FIG. Thus, a map (hereinafter referred to as a warm-up energy map before operation) in which the required energy of the warm-up system required for increasing the temperature of the lubricating oil is associated with the increased temperature is recorded.

FIG. 10 is a graph for explaining the relative relationship shown in the cumulative energy consumption map, where the horizontal axis indicates the travel distance and the vertical axis indicates the cumulative energy consumption. Each graph in FIG. 10 shows characteristics for each initial temperature of the lubricating oil at the start of operation. Moreover, the travel distance shown on the horizontal axis indicates the travel distance of the vehicle shown in FIG. The cumulative energy consumption shown on the vertical axis indicates the cumulative value of energy required to drive the warm-up system shown in FIG. 4, and is consumed to drive the warm-up system out of the capacity consumed by the battery 6. Capacity.

As shown in FIG. 10, the cumulative energy consumption increases as the travel distance increases. Further, the lower the temperature of the lubricating oil at the start of operation of the vehicle, the greater the cumulative energy consumption.

FIG. 11 is a graph for explaining the relative relationship shown in the warm-up energy map, where the horizontal axis indicates the warm-up energy and the vertical axis indicates the rising temperature. The rising temperature is the range of the rising temperature from the temperature of the lubricating oil at the start of warming up to the temperature of the lubricating oil at the end of warming up. Each graph of FIG. 11 shows characteristics according to the magnitude relationship between the temperature (T0) at the start of warm-up and the temperature (Ta) of the outside air. The warm-up energy on the horizontal axis corresponds to the capacity consumed by the battery 6. In FIG. 11, when the warm-up before the start of operation is performed using the power of the charging facility outside the vehicle, the power allocated to the warm-up energy is constant from the energy based on the power.

For example, when the temperature (T0) of the lubricating oil at the start of warming up is the same temperature as the temperature (Ta) of the outside air, the lubricating oil is consumed by consuming energy (e0) for warming up. Increase by temperature (ΔT ₁ ). When the temperature (Ta) of the outside air is lower than the temperature (T0) of the lubricating oil at the start of warming up (Ta <T0), the lubricating oil is consumed by consuming energy (e0) for warming up. Increases by a temperature (ΔT ₂ ). At this time, the rising temperature (ΔT ₂ ) is lower than the rising temperature (ΔT ₁ ). That is, since the outside air temperature when driving the warm-up system is low, the rising temperature is low even with the same warm-up energy (e0).

The warm-up control unit 31 acquires a detected value of the temperature of the lubricating oil by the oil temperature sensor 130 and acquires a detected value of the temperature of the outside air by the outside air temperature sensor 150 before starting the operation of the vehicle.

If the destination is set in advance based on the user's operation, the expected travel distance from the current location of the vehicle to the destination is calculated. In addition, when the destination is predicted based on the past travel history or the like, the navigation system 33 calculates an expected travel distance from the current location of the vehicle to the destination. The warm-up control unit 31 acquires information on the predicted travel distance from the navigation system 33.

The warm-up control unit 31 refers to the accumulated energy consumption map and extracts characteristics of the travel distance and accumulated energy corresponding to the acquired temperature of the lubricating oil. The warm-up control unit 31 refers to the warm-up energy map while comparing the acquired outside air temperature and the lubricant temperature, and extracts the characteristics of the warm-up energy and the rising temperature corresponding to the comparison result.

Also, the warm-up control unit 31 corrects the cumulative energy consumption map based on the relationship indicated by the characteristics of the extracted warm-up energy and the increased temperature. Then, the warm-up control unit 31 refers to the corrected cumulative energy consumption map, calculates the target temperature corresponding to the predicted travel distance, and drives the warm-up system with the calculated target temperature before driving the vehicle. Set to the target temperature of the lubricating oil.

Hereinafter, a method for calculating the target temperature will be described with reference to FIGS. 12 to 14 with specific examples. The precondition for the lubricating oil is that the initial temperature is -10 degrees and the outside air temperature is -10 degrees. 12 is a graph showing characteristics of the travel distance and cumulative energy consumption corresponding to the initial temperature in the cumulative energy consumption map of FIG. 10, and FIG. 13 is the initial temperature of the warm-up energy map of FIG. It is a graph which shows the characteristic of warm-up energy and rising temperature corresponding to the case where the outside air temperature is equal. FIG. 14 is a graph showing the characteristics of the map after correcting the cumulative energy consumption map of FIG.

First, the warm-up control unit 31 extracts characteristics of the travel distance and the cumulative energy consumption corresponding to the initial temperature (−10 degrees) from the cumulative energy consumption map shown in FIG. Further, the warm-up control unit 31 extracts characteristics of the warm-up energy and the rising temperature corresponding to the case where the initial temperature and the outside air temperature are equal (T0 = Ta) from the warm-up energy map shown in FIG. 11 (FIG. 12). See). Next, when the warm-up control unit 31 increases the rising temperature by 10 degrees, such as 10 degrees, 20 degrees, and 30 degrees, on the characteristics of the extracted warm-up energy and the rising temperature, And corresponding warm-up energy, e1, e2, e3 are calculated in order (see FIG. 13).

Next, the warm-up control unit 31 extracts the characteristic corresponding to the temperature increased by 10 degrees with respect to the initial temperature from the characteristics of the travel distance and the cumulative energy consumption shown in the cumulative energy consumption map. In the cumulative energy consumption map shown in FIG. 10, characteristics of 0 degrees, 10 degrees, 20 degrees, 30 degrees, 40 degrees, and 50 degrees are extracted. Then, the warm-up control unit 31 corrects the plurality of extracted characteristics by sequentially adding warm-up energy e1, e2, e3, etc. while making the temperature correspond to the extracted cumulative energy of the plurality of characteristics. To do. This correction will be described using a graph. In the cumulative energy consumption map shown in FIG. 10, the level of the cumulative energy consumption having the characteristics of 0 to 50 degrees increases by the energy (e1 to e6), respectively. As shown, the cumulative energy consumption map is corrected. That is, the correction of the map indicates that when the travel distance is 0 km, the accumulated energy is added as much as the initial temperature increases due to warm-up before the start of vehicle operation.

The warm-up control unit 31 calculates the initial temperature of the characteristic graph corresponding to the expected travel distance as the target temperature of the warm-up system before the start of operation while referring to the corrected cumulative energy consumption map.

As shown in FIG. 14, when the estimated travel distance is less than L1, the cumulative energy consumption is the smallest at the initial temperature (−10 degrees). For this reason, the warm-up control unit 31 determines that the warm-up before the start of operation is not required. In addition, when the predicted travel distance is greater than or equal to L1 and less than L2, the cumulative energy consumption is the smallest at the initial temperature (0 ° C.). In other words, by driving the warm-up system before starting the operation of the vehicle and setting the temperature of the lubricating oil to 0 ° C. during the operation of the vehicle, the warm-up is started and the vehicle arrives at the destination. The energy consumption required for warming up is the smallest. Therefore, the warm-up control unit 31 calculates the target temperature of the warm-up system as 0 ° C.

In addition, when the predicted travel distance is greater than or equal to L2 and less than L3, the cumulative energy consumption is the smallest at the initial temperature (10 ° C.). Therefore, the warm-up control unit 31 calculates the target temperature of the warm-up system as 10 ° C.

The warm-up control unit 31 sets the target temperature calculated as described above to the target temperature for controlling the warm-up system before the start of operation, and then the target temperature set by the temperature of the lubricating oil at the start of operation. The oil pump 100 is controlled so that

Thereby, the warm-up control unit 31 suppresses the overall energy consumption required for warm-up by setting the target temperature so that the target temperature becomes higher as the expected travel distance is longer.

For example, if the expected travel distance is set to a few km ahead such as less than L1, the vehicle will only travel about a few kilometers rather than warming up before starting operation and raising the temperature of the lubricating oil. In view of this, even if the friction of the lubricant is somewhat increased, the overall energy consumption can be suppressed by pushing the warm-up until the start of operation. For this reason, in this example, the shorter the expected travel distance, the lower the target temperature in order to suppress warm-up energy consumption.

On the other hand, when the expected mileage is long, the impact on the energy due to the friction of the lubricating oil increases during running. Therefore, before starting the operation, the energy corresponding to the expected mileage was consumed and warmed up. However, the overall energy consumption can be reduced. Therefore, in this example, the target temperature is increased as the predicted travel distance is longer.

That is, in this example, the target temperature that is the optimum efficiency of energy is obtained by the calculation of the above map.

Next, the control flow of the warm-up control unit 31 will be described with reference to FIG. FIG. 15 is a flowchart showing a control procedure of the integrated controller 30.

In step S41, the warm-up control unit 31 uses the oil temperature sensor 130 to detect the temperature of the lubricating oil. In step S42, the outside air temperature sensor 150 is used to detect the outside air temperature. In step S <b> 43, the warm-up control unit 31 acquires information on the expected travel distance managed by the navigation system 33.

In step S44, the warm-up control unit 31 refers to the cumulative energy consumption map recorded in the memory 32, and extracts the characteristics of the travel distance and the cumulative energy consumption corresponding to the temperature of the lubricating oil. In step S45, the warm-up control unit 31 refers to the warm-up energy map recorded in the memory 32, and determines the warm-up energy and the rising temperature corresponding to the comparison result between the outside air temperature and the lubricating oil temperature. Extract the characteristics of.

In step S46, the warm-up control unit 31 determines, based on the characteristics of the warm-up energy extracted in step S45 and the rising temperature, the travel distance and cumulative energy that are not extracted in step S44 in the cumulative energy map. The accumulated energy consumption map is corrected by correcting the characteristics of.

In step S47, the warm-up control unit 31 refers to the corrected cumulative energy consumption map, and calculates the temperature corresponding to the expected travel distance as the target temperature. In step 48, the warm-up control unit 31 sets the temperature calculated in step S47 as the target temperature, and controls the warm-up system.

As described above, in this example, the target temperature when the temperature of the lubricating oil is raised by driving the warm-up system is set according to the temperature of the lubricating oil, the temperature of the outside air, and the travel distance. Thereby, the time required for warm-up and the consumed capacity of the battery 6 can be suppressed while suppressing the consumption of energy for driving the warm-up system.

Further, in this example, the relative relationship between the cumulative energy consumption required for warming up the transmission 5 and the travel distance until the vehicle arrives at the destination after the warming-up system is driven before the vehicle starts driving is calculated. Cumulative consumption energy map (corresponding to the “first map” of the present invention) shown corresponding to the temperature (initial temperature) of the lubricating oil when starting the vehicle, and driving the warm-up system before starting the vehicle operation A warm-up energy map (corresponding to the “second map” of the present invention) showing the relative relationship between the energy required for raising the target temperature and the target temperature in correspondence with the temperature of the outside air is stored in the memory 32. While saving, the target temperature is set with reference to the cumulative energy consumption map and the energy consumption map. This minimizes the energy required to drive the warm-up system from the time of driving the warm-up system before the start of operation until the destination is reached, depending on the temperature of the lubricating oil, the temperature of the outside air, and the travel distance. be able to.

In this example, the target temperature is set higher as the expected travel distance is longer. Thereby, the energy required for driving the warm-up system can be minimized in accordance with the expected travel distance.

Note that the integrated controller 30 may acquire the travel distance of the vehicle, the temperature of the lubricating oil at the start of operation of the vehicle, and the consumed capacity of the battery 6, and update the cumulative energy consumption map. The capacity consumed by the battery 6 is calculated based on a detection value of a sensor (not shown) connected to the battery 6. And since the capacity | capacitance consumed by a warming-up system among the capacity | capacitance consumed with the battery 6 is decided beforehand according to the driving | running state of a vehicle, accumulated energy can be calculated by calculation.

Further, in the map shown in FIG. 10, the relative relationship between the accumulated energy consumption and the travel distance is shown every 10 degrees of the initial temperature, but it is not always necessary to make every 10 degrees, and the initial temperature is made continuous. Also good.

The warm-up control unit 31 and the memory 32 of the present invention correspond to “control means” of the present invention, and the outside air temperature sensor 150 corresponds to “outside air temperature detection means” of the present invention.

DESCRIPTION OF SYMBOLS 1 ... Engine 2 ... 1st clutch 3 ... Motor 3a ... Motor shaft 4 ... 2nd clutch 4a ... Transmission input shaft 5 ... Transmission 51 ... Primary pulley 52 ... Secondary pulley 53 ... Belt 6 ... Battery 7 ... Inverter 8 ...

Oil Pump

9, 10 ... Wheel 11 ... Charger 12 ... Connector 20 ... Engine controller 21 ... CVT controller 22 ... Motor controller 23 ... Battery controller 24 ... CAN communication line 25 ... Accelerator opening sensor 26 ... Vehicle speed sensor 27 ... Engine speed sensor 28 ... Motor speed sensor 30 ... Integrated controller 97 ... Inhibitor switch 98 ... Timer 99 ... Receiver 100 ... Oil pump 110 ... Oil pan 120 ... Heating wire 130 ...

Oil temperature sensor

141, 142 ... Valve

Claims

In a warming-up device that is provided in a hybrid vehicle including a battery, a motor, and a transmission, and that warms up the transmission,
Oil temperature raising means for raising the temperature of the lubricating oil of the transmission by driving the motor using the power of the battery as a power source;
A warming-up apparatus comprising: control means for driving the temperature raising means before driving the vehicle.
A timer for setting a start time of the warm-up;
The control means includes
The warm-up apparatus according to claim 1, wherein the oil temperature raising means is driven based on the start time set by the timer.
Receiving means for receiving a signal to drive the oil temperature raising means from the outside of the hybrid vehicle;
The control means includes
The warming-up apparatus according to claim 1 or 2, wherein the oil temperature raising means is driven based on a signal received by the receiving means.
Oil temperature detecting means for detecting the temperature of the lubricating oil,
The control means includes
The warming-up device according to any one of claims 1 to 3, wherein the driving time of the oil temperature raising means is set to a shorter time as the detected temperature detected by the oil temperature detecting means is higher. .
A charge state detecting means for detecting a charge state of the battery;
The control means includes
The warm-up according to any one of claims 1 to 4, wherein when the state of charge detected by the state of charge detecting means is higher than a predetermined state of charge, the oil temperature raising means is driven. apparatus.
A shift position sensor for detecting a position of a shift lever provided in the hybrid vehicle;
The control means includes
6. The warm-up according to claim 1, wherein the oil temperature raising means is driven only when the position of the shift lever detected by the shift position sensor is a parking position. apparatus.
Driven by the power of the battery, further comprising a heating wire to raise the temperature of the lubricating oil,
The warm-up device according to any one of claims 1 to 6, wherein the control means drives the heating wire before driving the vehicle.
Oil temperature detecting means for detecting the temperature of the lubricating oil;
An outside air temperature detecting means for detecting the temperature of the outside air of the vehicle;
Mileage management means for calculating an expected mileage to the destination of the vehicle,
The control means includes
In accordance with the temperature of the lubricating oil, the temperature of the outside air, and the predicted travel distance, a target temperature when the temperature of the lubricating oil is raised is set by driving the temperature raising means before driving the vehicle. The warming-up device according to any one of claims 1 to 7, wherein
The control means includes
The relative relationship between the cumulative travel energy required for warming up the transmission until the arrival at the destination after the temperature raising means is driven before the vehicle starts operating, and the predicted travel distance is expressed as follows. A first map shown corresponding to the temperature of the lubricating oil when starting the running,
A second map showing the relative relationship between the target temperature and the energy required to drive the temperature raising means to drive up to the target temperature before starting operation of the vehicle, corresponding to the temperature of the outside air; Have
The warm-up device according to claim 8, wherein the target temperature is set with reference to the first map and the second map.
The control means includes
The warming-up apparatus according to claim 8 or 9, wherein the target temperature is set higher as the predicted travel distance is longer.
The warm-up device according to any one of claims 1 to 10, wherein the warm-up device is provided in a plug-in hybrid vehicle including the battery that can be charged by an external power source.