WO2021192528A1

WO2021192528A1 - Hybrid control device and method for controlling hybrid control device

Info

Publication number: WO2021192528A1
Application number: PCT/JP2021/001179
Authority: WO
Inventors: 坂口　重幸
Original assignee: 日立Astemo株式会社
Priority date: 2020-03-23
Filing date: 2021-01-15
Publication date: 2021-09-30
Also published as: JP2023062212A

Abstract

There has been a problem that fuel consumption reduces in a case where a power conversion unit such as an inverter is not effectively used and a temperature of a fluid medium such as engine cooling water is low. During EV traveling, a control unit 30 outputs switching signals SW1 and SW2 to flow path switching valves 22 and 24, respectively, to form a strong electricity heat generation flow path in which a fluid medium circulates from a cylinder head 11 to a power conversion unit 25 via a heater core 13 as shown in Fig. 2. Then, on the basis of at least one of a water temperature ETW, a reduction speed ETV of a water temperature, an outside air temperature OT, a heat generation command AC from an air conditioner, a blower fan signal BC, and deceleration NA of a vehicle and on the basis of BT representing a SOC of a battery, the control unit 30 increases heat generation of the power conversion unit 25 or a motor 28 to heat the fluid medium.

Description

Hybrid control device and control method of hybrid control device

The present invention relates to a hybrid control device and a control method for the hybrid control device.

In recent years, hybrid (HV) vehicles developed for the purpose of improving environmental performance have become widespread. The hybrid vehicle is provided with two drive sources, a fuel-burning engine and a driving motor, and is equipped with an inverter that converts the direct current from the battery into alternating current and supplies it to the driving motor. There is.

In such a hybrid vehicle, in addition to cooling the engine, it is also necessary to cool the motor and inverter for hybrid driving. Therefore, the hybrid vehicle is provided with two cooling channels, a cooling channel for cooling the engine and a cooling channel for cooling the hybrid system, and the fluid medium is circulated in each cooling channel to circulate the engine or the hybrid system. Is cooling.

In Patent Document 1, heat is transferred from the HV cooling water to the engine cooling water by transferring the heat of the HV (hybrid) cooling water to the engine cooling water, and the heat is heated by the waste heat of the traveling motor and the inverter. It is disclosed that the heat of the HV cooling water heats the engine cooling water, and the waste heat of the traveling motor and the inverter is used for warming up the engine.

Japanese Unexamined Patent Publication No. 2011-98628

In the system described in Patent Document 1 described above, the power conversion unit such as an inverter is not effectively utilized, and there is a problem that the fuel efficiency is lowered when the temperature of the fluid medium such as engine cooling water is low.

The hybrid control device according to the present invention includes a fuel combustion type engine having a cylinder head, a radiator for cooling a circulating fluid medium, a traveling electric motor, a power conversion unit for driving the electric motor, and the cylinder head. Controls the flow path forming body that circulates the fluid medium through the power conversion unit and the electric motor, and the flow path of the flow path forming body, and also controls the driving of the electric motor and the power conversion unit. The control unit heats the fluid medium by increasing the heat generated by the power conversion unit or the electric motor.
The control method of the hybrid control device according to the present invention forms a high-power heat-generating flow path that circulates a fluid medium through the cylinder head of a fuel-burning engine, a power conversion unit that drives a traveling motor, and the motor. The fluid medium is heated by increasing the heat generated by the power conversion unit or the electric motor.

According to the present invention, fuel efficiency can be improved by raising the temperature of the fluid medium as needed even during EV traveling.

It is a block diagram which shows the hybrid control device in an engine cooling flow path. It is a block diagram which shows the hybrid control device in the high electric system heat generation flow path. It is a circuit block diagram of a power conversion part. It is a graph which shows the setting value corresponding to (A)-(F) environment information. It is a graph which shows the correspondence between a high electric system heat generation level and a control signal. It is a flowchart which shows the control of the high electric system heat generation. It is a time chart which shows the control of the high electric system heat generation flow path in the EV traveling mode after warming up. It is a time chart which shows the control of a strong electric system heat generation in an EV running mode at a cold temperature.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. The following description and drawings are examples for explaining the present invention, and are appropriately omitted and simplified for the sake of clarification of the description. The present invention can also be implemented in various other forms. Unless otherwise specified, each component may be singular or plural.

The position, size, shape, range, etc. of each component shown in the drawing may not represent the actual position, size, shape, range, etc. in order to facilitate understanding of the invention. Therefore, the present invention is not necessarily limited to the position, size, shape, range and the like disclosed in the drawings.

FIG. 1 is a configuration diagram showing a hybrid control device 100, and shows an engine cooling flow path during engine operation.
As shown in FIG. 1, the fuel combustion type engine 10 includes a cylinder head 11, a cylinder block 12, a heater core 13, and an EGR cooler 14. The flow path through which the fluid medium passes from the cylinder head 11 to the cylinder block 12 reaches the water pump 23 via the flow path switching valve 22 and returns to the cylinder head 11. Further, the flow path through which the fluid medium passes from the cylinder head 11 to the heater core 13 reaches the water pump 23 from the EGR cooler 14 via the flow path switching valve 22 and returns to the cylinder head 11. Further, the flow path through which the fluid medium passes from the cylinder head 11 to the radiator 20 includes a reservoir tank 21, reaches the water pump 23 from the radiator 20 via the flow path switching valve 22, and returns to the cylinder head 11.

The fluid medium also flows to the flow path switching valve 24 from the middle of the path from the radiator 20 to the flow path switching valve 22. The fluid medium has a path from the middle of the path from the heater core 13 to the EGR cooler 14 to the flow path switching valve 24. However, when the engine cooling flow path is formed by the control unit 30 described later, the flow path is provided. Due to the action of the switching valve 24, the path flowing from the heater core 13 to the flow path switching valve 24 is blocked.

The fluid medium emitted from the flow path switching valve 24 joins the flow path connecting the flow path switching valve 22 and the water pump 23 via the power conversion unit 25 of the high-power system, the heat generating element 27, the motor 28, and the generator 29. .. Although the details will be described later, the power conversion unit 25 converts the DC power supplied from the battery 26 into AC power by an electric system (not shown), and drives the electric motor 28 for traveling the vehicle.

The generator 29 is coupled to the engine 10 and generates electricity while the engine 10 is operating to charge the battery 26.

The heat generating element 27 is, for example, a PTC heater or a Pelche element, and is incorporated in the flow path in the middle of the flow path or in the flow path in the power conversion unit 25, and is driven by a signal from the control unit 30 to heat the fluid medium. In the case of the engine cooling flow path shown in FIG. 1, the flow path of the fluid medium during engine operation, the power conversion unit 25, the motor 28, and the generator 29 are cooled by the fluid medium, and the heat generating element 27 is driven. Although it is not done, it may be driven if the engine water temperature is low.

The control unit 30 controls the flow path of the flow path forming body through which the fluid medium passes, and also controls the drive of the power conversion unit 25 and the electric motor 28. The flow path forming body forms a flow path for circulating the fluid medium through at least the cylinder head 11, the power conversion unit 25, and the electric motor 28, and the flow path is controlled by the control unit 30.

In addition, environmental information related to temperature is input to the control unit 30. Specifically, the control unit 30 includes a water temperature ETW of the engine 10 from a temperature sensor (not shown) provided in the vicinity of the engine 10, an outside air temperature OT of the vehicle, a heat generation command AC from the air conditioner, and a blower from the air conditioner. The fan signal BC, the deceleration NA of the vehicle, and the SOC (charged state) BT of the battery 26 are input. Further, the control unit 30 obtains the rate of decrease ETV of the water temperature ETW based on the input water temperature ETW of the engine 10. Although the details will be described later, the control unit 30 controls the switching signals SW1 and SW2 to the flow

path switching valves

22 and 24 to the power conversion unit 25, the heat generating element 27, and the motor 28, respectively, based on the input environmental information. The signals CT1, CT2, and CT3 are output.

While the engine is running, the control unit 30 outputs the switching signals SW1 and SW2 to the flow

path switching valves

22 and 24. As a result, as shown in FIG. 1, the control unit 30 forms an engine cooling flow path in which the fluid medium circulates from the cylinder head 11 through the heater core 13 and the radiator 20 when the vehicle is running the engine. The fluid medium cooled by the radiator 20 cools the engine 10 via the flow path switching valve 22 and the water pump 23. The flow path area of the flow path switching valve 22 is controlled according to the temperature required from the air conditioner or the like. Further, the fluid medium cooled by the radiator 20 cools the power conversion unit 25 and the electric motor 28, which are high-power systems, via the flow path switching valve 24.

FIG. 2 is a configuration diagram showing the hybrid control device 100, and shows a high electric system heat generation flow path formed when the vehicle is in the EV traveling mode. The same parts as those in FIG. 1 are designated by the same reference numerals, and the description thereof will be omitted. In addition, EV running means stopping the operation of the fuel combustion type engine 10 and driving the running electric motor 28 to run the vehicle.

In the case of EV traveling, the control unit 30 outputs switching signals SW1 and SW2 to the flow

path switching valves

22 and 24, respectively, and as shown in FIG. 2, the fluid medium is powered from the cylinder head 11 via the heater core 13. A high electric power generation flow path that circulates to the conversion unit 25 is formed.

As shown in FIG. 2, the flow path through which the fluid medium passes from the cylinder head 11 to the cylinder block 12 is blocked by the flow path switching valve 22. Further, the flow path through which the fluid medium passes from the cylinder head 11, the heater core 13, and the EGR cooler 14 is blocked by the flow path switching valve 22. Further, the flow path through which the fluid medium passes from the cylinder head 11 to the radiator 20 is blocked by the flow path switching valve 22. Further, the flow path through which the fluid medium flows from the radiator 20 to the flow path switching valve 22 to the flow path switching valve 24 is also closed. Instead, the flow path switching valve 24 forms a path that flows from the middle of the path from the heater core 13 to the EGR cooler 14 to the flow path switching valve 24.

As a result, the fluid medium passes from the cylinder head 11 through the heater core 13, the flow path switching valve 24, the power conversion unit 25, the heat generating element 27, the electric motor 28, and the generator 29, that is, through the high electric system, and the flow path switching valve 22. Joins the flow path connecting the water pump 23 and the water pump 23. Then, the control unit 30 is based on at least one of the water temperature ETW, the water temperature decrease rate ETV, the outside air temperature OT, the heat generation command AC from the air conditioner, the blower fan signal BC or the vehicle deceleration NA, and the SOC of the battery 26. The fluid medium is heated based on the BT.

FIG. 3 is a circuit configuration diagram of the power conversion unit 25.
The inverter 251 in the power conversion unit 25 has a UVW phase upper and lower arm series circuit. The U-phase upper and lower arm series circuit includes a U-phase upper arm switching element Tuu and a U-phase upper arm diode Du, and a U-phase lower arm switching element Tu and a U-phase lower arm diode Dul. The V-phase upper and lower arm series circuit includes a V-phase upper arm switching element Tv and a V-phase upper arm diode Dvu, and a V-phase lower arm switching element Tvr and a V-phase lower arm diode Dvl. The W-phase upper and lower arm series circuit includes a W-phase upper arm switching element Twoo and a W-phase upper arm diode Dwoo, and a W-phase lower arm switching element Twl and a W-phase lower arm diode Dwl.

The switching element is, for example, a power MOSFET (Metal Oxide Semiconductor Field Effect Transistor) or an IGBT (Insulated Gate Bipolar Transistor).

The smoothing capacitor 252 smoothes the current generated by ON / OFF of the switching element and suppresses the ripple of the direct current supplied from the battery 26 to the inverter 251. As the smoothing capacitor 252, for example, an electrolytic capacitor or a film capacitor is used.

The motor control unit 253 performs pulse width modulation based on the three-phase voltage command Vc and the drive frequency Fc, generates a gate signal for driving the inverter 251 and outputs this gate signal to the switching element of the inverter 251. The inverter 251 generates heat when the switching element is turned on and off. The motor control unit 253 increases the drive frequency Fc in response to the control signal CT1 from the control unit 30 to increase the switching loss of the switching element. This increases the heat generation of the switching element. Further, the motor control unit 253 increases the reactive current by adjusting the phase of the motor in response to the control signal CT3 from the control unit 30, and increases the current consumption and the copper loss. This increases the heat generation of the motor 28.

The inverter 251 drives the motor 28 by converting the DC power obtained from the battery 26 into AC power during power running. Further, at the time of regeneration, the power of the motor 28 is converted into DC power to charge the battery 26.

In FIG. 3, the flow path of the fluid medium is not shown, but each switching element is molded, and the flow path is arranged in the vicinity of the sealed switching element. The drive frequency Fc is increased in response to the control signal CT1 from the control unit 30, and the switching loss of the switching element is increased, so that the fluid medium of the flow path formed in the power conversion unit 25 can be heated. .. The heat generating element 27 is arranged in the flow path in the inverter 251 but may be arranged at any position in the high electric system heat generating flow path.

The motor 28 is driven by the inverter 251 to generate heat. A flow path is formed inside the motor 28 while maintaining electrical insulation. By increasing the reactive current of the motor 28 in response to the control signal CT3 from the control unit 30, the fluid medium of the flow path formed in the motor 28 can be heated.

FIGS. 4 (A) to 4 (F) are graphs showing setting values corresponding to environmental information. These set values are stored in advance in the control unit 30. When the vehicle is in the EV driving mode, the control unit 30 reads out the set value corresponding to the detected environmental information, performs the processing described later, and outputs the switching signals SW1 and SW2 and the control signals CT1, CT2, and CT3. ..

In FIG. 4A, the horizontal axis shows the water temperature ETW of the engine 10, and the vertical axis shows the output value kETW. The output value kETW outputs 0 to 1 corresponding to the detected water temperature ETW of the engine 10, for example, 0 ° C. to 100 ° C. For example, when the water temperature ETW is about 40 ° C. or less, the output value kETW outputs 1, and as the water temperature ETW rises from about 40 ° C. to about 70 ° C., the output value kETW gradually changes from 1 to 0, and the water temperature ETW becomes 0. At about 70 ° C. or higher, the output value kETW outputs 0.

In FIG. 4B, the horizontal axis shows the outside air temperature OT, and the vertical axis shows the output value kOT. The output value kOT outputs 0 to 1 in response to the detected outside air temperature OT, for example, 0 ° C. to 50 ° C. For example, when the outside air temperature OT is about 20 ° C. or less, the output value kOT outputs 1, and as the outside air temperature OT rises from about 20 ° C. to about 30 ° C., the output value kOT gradually changes from 1 to 0, and the outside air. When the temperature OT is about 30 ° C. or higher, the output value kOT outputs 0.

In FIG. 4C, the horizontal axis shows the heat generation command AC from the air conditioner, and the vertical axis shows the output value kAC. If the heat generation command AC is turned off due to the operation of the air conditioner or the like, the output value kAC outputs 0.
If the heat generation command AC is ON, the output value kAC outputs 1.

In FIG. 4D, the horizontal axis shows the blower fan signal BC, and the vertical axis shows the output value kBC. If the blower fan signal BC is OFF due to the operation of the blower fan or the like, the output value kBC outputs 0. If the blower fan signal BC is ON, the output value kBC outputs 1.

In FIG. 4 (E), the horizontal axis shows the deceleration NA of the vehicle, and the vertical axis shows the output value kNA. When the detected vehicle deceleration NA, for example, the deceleration NA is from about -1G to -0.7G, the output value kNA is 1, and the deceleration NA is from about -0.7G to about -0.9G. As a result, the output value kNA gradually changes from 1 to 0.5, and when the deceleration NA is larger than about -0.9G, the output value kOT outputs 0.5. Although the description will be described with an example in which the deceleration NA of the vehicle is input to the control unit 30, the speed of the vehicle may be input. In this case, the control unit 30 monitors the speed of the vehicle and obtains the deceleration NA of the vehicle from the speed of the vehicle.

In FIG. 4 (F), the horizontal axis shows the SOC (charged state) BT of the battery 26, and the vertical axis shows the output value kBT. When the SOC (charged state) BT of the battery 26 is about 30% or less, the output value kBT outputs 0, and as the SOC (charged state) BT changes from about 30% to about 60%, the output value kBT starts from 0. It gradually becomes 1, and when the SOC (charged state) BT is larger than about 60%, the output value kBT outputs 1.

Although not shown, the control unit 30 obtains the lowering speed ETV of the water temperature ETW based on the water temperature ETW of the engine 10, and stores in advance the relationship between the lowering speed ETV and its output value kETV as a set value. For example, when the decrease rate ETV of the water temperature ETW is fast, the output value kETV gradually approaches 1, and as the decrease rate ETV decreases, the output value kETV gradually approaches 0.

Based on the input environmental information, the control unit 30 obtains an output value with reference to the set values shown in FIGS. 4 (A) to 4 (F) and the like, and obtains an output value from the following equation (1). Obtain the heat generation level ELHL.
ELHL = (kETW + kETV + kOT + kAC + kBC + kNA) x kBT (1)
However, if ELHL is 1 or more, it is set to 1. In this equation (1), the SOC of the battery 26 is given high priority. For example, when the SOC of the battery 26 is low, the heat generated by the high-power system that consumes the DC power of the battery 26 is reduced.

FIG. 5 is a graph showing the correspondence between the high electric system heat generation level ELHL and the control signal. The horizontal axis of the figure shows the high electric system heat generation level ELHL, and the vertical axis shows the drive frequency Fc of the inverter 251 by the control signal CT1 and the reactive current of the motor 28 by the control signal CT3.

As shown in FIG. 5, when the high electric system heat generation level ELHL is 0 to about 0.8 or less, the drive frequency Fc is gradually increased and the reactive current is gradually increased. That is, the control unit 30 determines the drive frequency Fc of the inverter 251 and the reactive current of the motor 28 corresponding to the high electric system heat generation level ELHL obtained from the equation (1), and converts the control signals CT1 and CT3 into electric power. Output to unit 25. Although not shown in FIG. 5, the heat generating element 27 may be driven by outputting the control signal CT2 corresponding to the high electric system heat generation level ELHL. For example, when the high electric system heat generation level ELHL is about 0.8 or more, the signal for driving the heat generation element 27 is gradually increased to output the control signal CT2 so that the fluid medium generates heat.

Note that FIG. 5 shows an example in which control signals CT1 and CT3 are output at the same time corresponding to the high electric system heat generation level ELHL, but the present invention is not limited to this. For example, the control signal CT1 is output first in response to the high-electricity heat generation level ELHL, the control signal CT2 is output when further heating is required, and the control signal CT3 is output when further heating is required. It may be output stepwise.

FIG. 6 is a flowchart showing the control of high-voltage heat generation in the control unit 30. The program shown in this flowchart can be executed by a computer equipped with a CPU, memory, and the like. All processing or some processing may be realized by a hard logic circuit. Further, this program can be provided by being stored in the storage medium of the hybrid control device 100 in advance. Alternatively, the program can be stored and provided in an independent storage medium, or the program can be recorded and stored in the storage medium of the hybrid control device 100 via a network line. It may be supplied as a computer-readable computer program product in various forms such as a data signal (carrier wave). All or part of the processing of the program shown in the flowchart of FIG. 6 may be executed by the motor control unit 253 or another control unit in the hybrid control device 100.

In step S301 of FIG. 6, the control unit 30 determines whether the vehicle is in the EV traveling mode. If the vehicle is not in the EV driving mode, the control shown in the flowchart of FIG. 6 is terminated. The control shown in the flowchart of FIG. 6 is repeatedly executed at predetermined time intervals. If the vehicle is in the EV driving mode, the process proceeds to the next step S302.

In step S302, the control unit 30 outputs switching signals SW1 and SW2 to the flow

path switching valves

22 and 24, respectively, and as shown in FIG. 2, the fluid medium passes through the cylinder head 11 to the heater core 13 in the flow path forming body. The switch is switched to a high-power heat-generating flow path that circulates to the power conversion unit 25. While the engine is operating, the flow path forming body is switched to the engine cooling flow path as shown in FIG. In the switching to the high-power heat generation flow path, a flow path in which all the fluid medium flows only in the high-power heat generation flow path will be described as an example, but a part of the fluid medium may flow through the engine cooling flow path, and the vehicle The flow rate is controlled based on the operating condition and the like. Then, the process proceeds to step S303.

In step S303, the control unit 30 reads the environmental information related to the temperature. That is, the water temperature ETW, the outside air temperature OT, the heat generation command AC from the air conditioner, the blower fan signal BC, the vehicle deceleration NA, and the battery SOC BT are read. Further, the decrease rate ETV of the water temperature ETW is obtained based on the read water temperature ETW of the engine 10. Then, the process proceeds to step S304.

In step S304, the control unit 30 refers to the set values shown in FIGS. 4 (A) to 4 (F) and refers to the output values kETW, kETV, kOT, kAC, kBC, kNA, and kBT corresponding to the environmental information. Ask for. Next, the high electric system heat generation level ELHL is obtained based on the equation (1). Then, referring to the graph showing the correspondence between the high-power heat generation level ELHL and the control signal shown in FIG. 5, if the control permission condition of the high-power heat generation flow path is satisfied, the process proceeds to step S305. If the control permission condition is not satisfied, the control shown in the flowchart of FIG. 6 is terminated. For example, if the SOC of the battery is about 30% or less, the result of the equation (1) is 0, and the control permission condition is not satisfied.

In step S305, the control unit 30 determines the drive frequency Fc of the inverter 251 and the reactive current of the motor 28 in response to the high electric power generation level ELHL obtained from the equation (1), and outputs the control signals CT1 and CT3. Output to the power conversion unit 25. The heat generating element 27 may be driven by outputting the control signal CT2 corresponding to the high electric system heat generation level ELHL. As a result, the fluid medium in the high-voltage heating flow path is heated.

The heated fluid medium circulates through the water pump 23 and the cylinder head 11 to the heater core 13 and the flow path switching valve 24. As a result, the fluid medium whose temperature has risen due to heating can be supplied to the cylinder head 11 and the heater core 13 even during EV traveling. For example, when the engine 10 is stopped and the engine is running in EV mode, the rate of decrease in the water temperature of the engine 10 can be reduced, and the operating time of the engine 10 can be increased by lengthening the time until the engine 10 is restarted. It is effective in reducing fuel and exhaust gas. Further, even in the EV traveling, the fluid medium whose temperature has risen is supplied to the heater core 13, so that the air conditioning performance can be maintained.

FIG. 7 is a time chart showing the control of the high electric system heat generation flow path in the EV traveling mode after warming up. FIG. 7 (A) shows the vehicle speed, FIG. 7 (B) shows the engine speed, FIG. 7 (C) shows the engine water temperature, FIG. 7 (D) shows the heat generation request of the strong electric system, and the horizontal axis shows the time. Is.

As shown in FIG. 7C, the engine water temperature gradually decreases in the EV driving mode after warming up. It is assumed that the engine 10 starts when the engine water temperature drops to 60 ° C. At time t1, it is assumed that the control unit 30 turns on the high electric system heat generation request as shown in FIG. 7 (D) by the control of steps S304 and S305 of FIG. 6 based on the environmental information related to the temperature. As a result, the fluid medium in the high-electricity heat generation flow path is heated, and as shown by the solid line in FIG. 7C, the rate of decrease in the engine water temperature slows down.

The dotted line in FIG. 7C shows the engine water temperature when the fluid medium is not heated. If the fluid medium is not heated, the engine water temperature drops quickly to 60 ° C., and as a result, the engine 10 starts early, as shown by the dotted line in FIG. 7 (B). However, when the fluid medium in the high-electric heat generation flow path is heated, the engine water temperature reaches 60 ° C. at time t2, and at this time, the engine 10 starts. That is, the start of the engine can be delayed by the period of T1 shown in FIG. 7 (B).

Next, at time t3, the control unit 30 turns on the high-electricity heat generation request as shown in FIG. 7 (D) by controlling steps S304 and S305 of FIG. 6 based on the environmental information related to the temperature. Then, since the fluid medium is heated, the engine water temperature reaches 60 ° C. at time t4, and at this time, the engine 10 starts. That is, the start of the engine can be delayed by the period of T2 shown in FIG. 7 (B). As a result, when the operation of the engine 10 is stopped and the engine is running in EV, the rate of decrease in the water temperature of the engine 10 can be reduced, and the operating time of the engine 10 can be increased by lengthening the time until the engine 10 is restarted. It is effective in reducing fuel and exhaust gas. The engine speed shown in FIG. 7B fluctuates according to the vehicle speed shown in FIG. 7A.

FIG. 8 is a time chart showing the control of high-power system heat generation in the EV driving mode at cold temperature. FIG. 8 (A) shows the vehicle speed, FIG. 8 (B) shows the engine speed, FIG. 8 (C) shows the engine water temperature, FIG. 8 (D) shows the heat generation request of the strong electric system, and the horizontal axis shows the time. Is.

When the vehicle is EV traveling, at time t1, the control unit 30 generates heat from the high electric system as shown in FIG. 8 (D) under the control of steps S304 and S305 of FIG. 6 based on the environmental information related to the temperature. Suppose the request is turned on. As a result, the fluid medium in the high-electricity heat generation flow path is heated, and as shown by the solid line in FIG. 8C, the rate of increase in the engine water temperature is increased. The dotted line in FIG. 8C shows the engine water temperature when the fluid medium is not heated. The engine 10 starts at time t2. As described above, even in the EV traveling, the fluid medium whose temperature has risen is supplied to the heater core 13, so that the air conditioning performance can be improved. In addition, the engine water temperature is raised during EV driving, and the exhaust gas concentration at engine starting is reduced.

According to the embodiment described above, the following effects can be obtained.
(1) The hybrid control device 100 includes a fuel combustion type engine 10 having a cylinder head 11, a radiator 20 for cooling a circulating fluid medium, a traveling electric motor 28, and a power conversion unit for driving the motor 28. 25, a flow path forming body that circulates a fluid medium through the cylinder head 11, the power conversion unit 25, and the motor 28 (forming a flow path that passes through the cylinder head 11, the power conversion unit 25, and the motor 28), and a flow path formation. Along with controlling the flow path of the body, the motor 28 and the control unit 30 for controlling the drive of the power conversion unit 25 are provided. Heat. As a result, fuel efficiency can be improved by raising the temperature of the fluid medium as needed even during EV traveling.

(2) The control method of the hybrid control device 100 is a strong electric system heat generation in which a fluid medium is circulated through a cylinder head 11 of a fuel combustion type engine 10, a power conversion unit 25 for driving a traveling electric motor 28, and the electric motor 28. A flow path is formed to increase the heat generated by the power conversion unit 25 or the electric motor 28 to heat the fluid medium. As a result, fuel efficiency can be improved by raising the temperature of the fluid medium as needed even during EV traveling.

The present invention is not limited to the above-described embodiment, and other embodiments that can be considered within the scope of the technical idea of the present invention are also included within the scope of the present invention as long as the features of the present invention are not impaired. ..

10 ... Engine, 11 ... Cylinder head, 12 ... Cylinder block, 13 ... Heater core, 14 ... EGR cooler, 20 ... Diode, 21 ... Reservoir tank, 22, 24 ... Flow path switching valve, 23 ... Water pump, 25 ... Power converter, 26 ... Battery, 27 ... Heat generating element, 28 ... Electric motor, 29 ... Generator, 30 ... Control unit, 100 ... Hybrid control device, 251 ... Inverter, 252 ... Smoothing capacitor, 253 ... Electric motor control unit, Tu ... U phase upper arm switching element, Du ... U-phase upper arm diode, Tul ... U-phase lower arm switching element, Dul ... U-phase lower arm diode, Tv ... V-phase upper arm switching element, Dvu ... V-phase upper arm diode, Tvr.・・ V phase lower arm switching element, Dvl ・・・ V phase lower arm diode, Tuu ・・・ W phase upper arm switching element, Dwoo ・・・ W phase upper arm diode, Twl ・・・ W phase lower arm switching element , Dwl ... W phase lower arm diode.

Claims

With a fuel-burning engine that has a cylinder head,
A radiator that cools the circulating fluid medium,
With a motor for driving
The power conversion unit that drives the motor and
A flow path forming body that circulates the fluid medium through the cylinder head, the power conversion unit, and the motor.
In addition to controlling the flow path of the flow path forming body, it also includes a control unit that controls the drive of the electric motor and the power conversion unit.
The control unit is a hybrid control device that heats the fluid medium by increasing the heat generated by the power conversion unit or the electric motor.
In the hybrid control device according to claim 1,
The control unit is a hybrid control device that heats the fluid medium by increasing the drive frequency of the switching element of the power conversion unit.
In the hybrid control device according to claim 1,
The control unit is a hybrid control device that heats the fluid medium by increasing the reactive current of the motor.
In the hybrid control device according to claim 1,
A heat generating element is provided in the flow path of the flow path forming body, and a heat generating element is provided.
The control unit is a hybrid control device that heats the fluid medium by driving the heat generating element.
In the hybrid control device according to any one of claims 1 to 4, the control unit has the water temperature of the engine, the rate of decrease of the water temperature of the engine, the outside air temperature of the vehicle, the heat generation command from the air conditioner, and the like. A hybrid control device that controls the heating of the fluid medium based on a blower fan signal or at least one of the vehicle decelerations, and based on the SOC of a battery that supplies DC power to the power converter.
In the hybrid control device according to claim 5,
The control unit is a hybrid control device that raises the priority of the SOC of the battery and heats the fluid medium based on the SOC of the battery.
In the hybrid control device according to any one of claims 1 to 4, in the control unit, the fluid medium circulates from the cylinder head to the power conversion unit via the heater core. A hybrid control device that controls the flow path of the flow path forming body so as to form a path.
In the hybrid control device according to claim 7.
The control unit is a hybrid control device that forms the high-electricity heat generation flow path when the vehicle is traveling in EV mode.
In the hybrid control device according to claim 7.
The control unit creates a flow path of the flow path forming body so that the fluid medium forms an engine cooling flow path that circulates from the cylinder head through the heater core and the radiator when the vehicle is running on the engine. A hybrid control device to control.
A high-power heat-generating flow path that circulates a fluid medium through the cylinder head of a fuel-burning engine, a power conversion unit that drives a traveling motor, and the motor is formed.
A control method for a hybrid control device that heats the fluid medium by increasing the heat generated by the power conversion unit or the electric motor.
In the control method of the hybrid control device according to claim 10,
When the vehicle is traveling on EV, the high electric system heat generation flow path is formed.
DC power based on at least one of the engine water temperature, the engine water temperature decrease rate, the vehicle outside air temperature, the heat generation command from the air conditioner, the blower fan signal or the vehicle deceleration, and to the power converter. A control method of a hybrid control device that controls heating of the fluid medium based on the SOC of the battery to which the fluid medium is supplied.