JP2011031672A - Device for controlling vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a device for controlling a vehicle capable of controlling a temperature in response to a driving source of the vehicle. <P>SOLUTION: The device for controlling the vehicle is the device for controlling the vehicle provided with an internal combustion engine 107, an electric motor 105, a storage battery 101 for supplying electric power to the electric motor, an exhaust heat recovery device 201 for heating a coolant by heat exchange with exhaust heat of the internal combustion engine, a coolant circulation route 21 for circulating the coolant between the exhaust heat recovery device and the internal combustion engine, a branched circulation route 22 for circulating the coolant heated by the exhaust heat recovery device to the storage battery, and the first valve 204 for opening and closing a flow passage of the coolant from the coolant circulation route 21 to the branched circulation route, and traveling by motive power from at least one of the internal combustion engine and the electric motor driven by the storage battery as the electric power supply, and the device for controlling the vehicle includes a management FCU 117 for selecting either of an internal combustion engine driving mode or an electric motor driving mode, and controls the first valve to supply the coolant to the internal combustion engine with priority, or to supply the coolant to the storage battery with priority, by the internal combustion engine driving mode or the electric motor driving mode. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle control device.

  A HEV (Hybrid Electric Vehicle) vehicle is equipped with a battery that supplies electric power to a motor or the like as one of drive sources. The battery can operate efficiently by being maintained within a predetermined temperature range. An HEV vehicle is also equipped with an internal combustion engine (engine) as one of the drive sources. Similarly, an internal combustion engine can be operated efficiently by being maintained within a predetermined temperature range. It is. As a device for adjusting a capacitor or an internal combustion engine to a desired temperature, for example, there is a temperature control device for an in-vehicle assembled battery that recovers exhaust heat of the internal combustion engine (engine) and warms the vehicle interior, the internal combustion engine, the capacitor, and the like. It is known (see, for example, Patent Document 1).

JP 2009-073430 A

  By the way, in the HEV vehicle, it is preferable to determine the priority order for temperature adjustment depending on whether the drive source is a motor or an internal combustion engine. In particular, when starting a vehicle, the temperature of the motor and the internal combustion engine is often outside the desired temperature range, so that it is particularly necessary to set the priority.

  The present invention has been made in view of the above circumstances, and an object thereof is to provide a vehicle control device capable of performing temperature control in accordance with a drive source of the vehicle.

  In order to solve the above problems and achieve the object, a vehicle control device according to a first aspect of the present invention includes an internal combustion engine (for example, the internal combustion engine 107 in the embodiment) and an electric motor (for example, in the embodiment). Motor 105), a condenser (for example, condenser 101 in the embodiment) for supplying electric power to the electric motor, and a refrigerant heating unit (for example, in the embodiment) that heats the refrigerant by heat exchange with the exhaust heat of the internal combustion engine. The exhaust heat recovery device 201), a refrigerant circulation path for circulating the refrigerant between the refrigerant heating section and the internal combustion engine (for example, the refrigerant circulation path 21 in the embodiment), and the refrigerant heating section. A branch circulation path (for example, the branch circulation path 22 in the embodiment) that circulates the refrigerant to the battery, and a flow path opening / closing portion that opens and closes the flow path of the refrigerant from the refrigerant circulation path to the branch circulation path (for example, In the embodiment And a control device for a vehicle that travels by power from at least one of an electric motor that drives the internal combustion engine and the battery as a power source, and the vehicle travels by power from the internal combustion engine. A mode selection unit (for example, the management ECU 117 in the embodiment) that selects any one of an internal combustion engine drive mode and an electric motor drive mode in which the vehicle travels by power from the electric motor during operation of the internal combustion engine; When the internal combustion engine drive mode is selected by the mode selection unit, the refrigerant is preferentially supplied to the internal combustion engine, and when the electric motor drive mode is selected by the mode selection unit, the refrigerant is prioritized. The flow path opening / closing control section (for example, in the embodiment) It is characterized by comprising a management ECU 117), the.

  Furthermore, in the vehicle control device according to the second aspect of the present invention, the internal combustion engine drive mode is a mode in which the vehicle travels only by power from the internal combustion engine (for example, an engine travel mode in the embodiment). The motor drive mode is a mode in which the vehicle travels by at least power from the motor during operation of the internal combustion engine (for example, a series travel mode or a parallel travel mode in the embodiment).

  Further, in the vehicle control apparatus according to the third aspect of the present invention, the internal combustion engine drive mode is a mode in which the vehicle travels by power from the internal combustion engine and the electric motor (for example, a parallel travel mode in the embodiment). The motor drive mode is a mode in which the vehicle travels only by power from the motor when the internal combustion engine is operated (for example, a series travel mode in the embodiment).

  The vehicle control device according to a fourth aspect of the present invention further includes a temperature detection unit (for example, the second temperature detection unit 133 in the embodiment) that detects the temperature of the battery, and the flow path opening / closing control unit is When the motor selection mode is selected by the mode selection unit, the flow path opening / closing unit is controlled to be opened until the temperature of the battery detected by the temperature detection unit reaches a predetermined temperature, When the temperature of the battery reaches the predetermined temperature, the flow path opening / closing part is controlled to be closed.

  Furthermore, the vehicle control apparatus according to the fifth aspect of the present invention includes a temperature detection unit (for example, the first temperature detection unit 131 in the embodiment) that detects the temperature of the refrigerant of the internal combustion engine, and opens and closes the flow path. When the internal combustion engine drive mode is selected by the mode selection unit, the control unit closes the flow path opening / closing unit until the temperature of the refrigerant of the internal combustion engine detected by the temperature detection unit reaches a predetermined temperature. The control is performed so that the flow path opening / closing portion is opened when the temperature of the refrigerant of the internal combustion engine reaches the predetermined temperature.

  According to the vehicle control apparatus of the first aspect of the present invention, it is possible to perform temperature control according to the drive source of the vehicle. That is, it is possible to determine the priority order of the devices that raise the temperature according to the driving mode of the vehicle.

  According to the battery state estimating apparatus of the second aspect of the invention, in the mode in which the vehicle travels only by the power from the internal combustion engine, the internal combustion engine can be quickly heated, and the internal combustion engine can be operated. In at least the mode in which the vehicle is driven by the power from the electric motor, the temperature of the battery can be raised quickly.

  According to the battery state estimating apparatus of the third aspect of the present invention, in the mode in which the vehicle is driven by the power of the internal combustion engine and the electric motor, the internal combustion engine can be quickly heated, and the internal combustion engine can be operated. In the mode in which the vehicle travels only by the power from the electric motor, the temperature of the battery can be quickly raised.

  According to the battery state estimation device of the invention described in claim 4, the temperature of the battery can be quickly raised, and the internal reaction resistance can be reduced and the output performance can be improved.

  According to the battery state estimating apparatus of the fifth aspect of the present invention, the internal combustion engine can be quickly heated, and it is possible to reduce friction, improve fuel consumption, and ensure heating performance.

The block diagram which shows an example of the internal structure of the vehicle in the 1st Embodiment of this invention. The figure which shows an example of the map for selecting the driving mode of the vehicle in the 1st Embodiment of this invention. The figure which shows an example of a structure of the refrigerant flow path etc. in the 1st Embodiment of this invention. The flowchart which shows an example of the selection procedure of the driving mode by management ECU in the 1st Embodiment of this invention. The flowchart which shows an example of the valve opening / closing procedure in case the main drive source in the 1st Embodiment of this invention is an internal combustion engine. The flowchart which shows an example of the valve opening / closing procedure in case the main drive source in the 1st Embodiment of this invention is an electric motor. The figure which shows an example of the measured value of the temperature of the condenser in embodiment of this invention The figure which shows an example of the map for selecting the driving mode of the vehicle in the 2nd Embodiment of this invention. The figure which shows an example of structures, such as a refrigerant flow path, in the 3rd Embodiment of this invention.

  A vehicle control apparatus according to an embodiment of the present invention will be described below with reference to the drawings.

(First embodiment)
The vehicle control device according to the present embodiment is mounted on a vehicle that travels by power from at least one of an electric motor that uses an internal combustion engine and a capacitor as a power source, for example, a HEV (Hybrid Electric Vehicle). .

  There are two types of HEVs: a series method and a parallel method. The series-type HEV travels by the driving force of an electric motor using a capacitor as a power source. The internal combustion engine is used only for power generation, and the electric power generated by the driving force of the internal combustion engine is charged in a capacitor or supplied to an electric motor. On the other hand, the parallel HEV travels by the driving force of one or both of the electric motor and the internal combustion engine.

  A series-parallel HEV that combines both of the above-mentioned methods is also known. FIG. 1 is a block diagram showing an example of the internal configuration of a series-parallel HEV. A series-parallel HEV (hereinafter simply referred to as “vehicle”) shown in FIG. 1 includes a battery (BATT) 101, a first inverter (first INV) 103, an electric motor (MOT) 105, and a multi-cylinder internal combustion engine. (ENG) 107, a generator (GEN) 109, a second inverter (second INV) 111, a lock-up clutch (hereinafter simply referred to as “clutch”) 113, and a gear box (hereinafter simply referred to as “gear”). 115), a management ECU (MG ECU) 117, a motor ECU (MOT ECU) 119, an engine ECU (ENG ECU) 121, a battery ECU (BATT ECU) 123, a first temperature detector 131, 2 temperature detector 133.

  The storage battery 101 has a plurality of storage cells connected in series, and supplies a high voltage of, for example, 100 to 200V. The first inverter 103 converts the DC voltage from the battery 101 into an AC voltage and supplies a three-phase current to the electric motor 105. The electric motor 105 generates power (torque) for the vehicle to travel. Torque generated by the electric motor 105 is transmitted to the drive shaft 127 of the drive wheel 129 via the gear 115.

  A multi-cylinder internal combustion engine (hereinafter simply referred to as “internal combustion engine”) 107 generates power (torque) for the vehicle to travel in a state where the clutch 113 is connected. The torque generated in the internal combustion engine 107 in this state is transmitted to the drive shaft 127 of the drive wheel 129 via the generator 109, the clutch 113, and the gear 115. The generator 109 is directly connected to the internal combustion engine 107. Further, the gear 115 and the rotor of the electric motor 105 are directly connected. For this reason, the torque generated in the internal combustion engine 107 is consumed not only for rotating the drive wheels 129 but also for rotating the generator 109 and the electric motor 105.

  The generator 109 is driven by the internal combustion engine 107 to generate electric power. The electric power generated by the generator 109 is charged in the battery 101 or supplied to the electric motor 105. The second inverter 111 converts the AC voltage generated by the generator 109 into a DC voltage. The electric power converted by the second inverter 111 is charged in the battery 101 or supplied to the electric motor 105 via the first inverter 103.

  Based on an instruction from the management ECU 117, the clutch 113 disconnects or connects (connects / disconnects) a driving force transmission path from the internal combustion engine 107 to the driving wheel 129. Depending on the state of the clutch 113, the driving force from the internal combustion engine (ENG) 107 is transmitted to the driving wheels 129 via the gear box 115. That is, if the clutch 113 is disengaged, the driving force from the internal combustion engine 107 is not transmitted to the driving wheel 129, and if the clutch 113 is in the connected state, the driving force from the internal combustion engine 107 is transmitted to the driving wheel 129. The

  The gear 115 is a transmission that converts the driving force from the internal combustion engine 107 or the driving force from the electric motor 105 via the generator 109 into a rotation speed and torque at a desired gear ratio, and transmits them to the drive shaft 127. is there.

  The management ECU 117 performs switching of the driving force transmission system, detection of the rotational speed of the internal combustion engine 107, control of the electric motor 105 and the internal combustion engine 107, connection / disconnection instruction to the clutch 113, and the like. In addition, information from a vehicle speed sensor (not shown) that detects the speed of the vehicle and information from an accelerator opening sensor (AP opening sensor) that detects the accelerator opening are input to the management ECU 117.

  The motor ECU 119 controls the electric motor 105 in accordance with an instruction from the management ECU 117. The motor ECU 119 limits the current supplied from the capacitor 101 to the electric motor 105 when the vehicle speed restriction is instructed from the management ECU 117. The engine ECU 121 controls the start and stop of the internal combustion engine 107, throttle valve opening / closing control and fuel injection control in each cylinder, and the number of rotations of the crankshaft of the internal combustion engine 107 in accordance with instructions from the management ECU 117. The battery ECU 123 detects a remaining capacity (SOC: State of Charge) indicating the state of the battery 101 and sends information indicating the state to the management ECU 117.

  The first temperature detector (temperature sensor) 131 detects the temperature of a refrigerant such as engine coolant in the internal combustion engine 107. The second temperature detection unit (temperature sensor) 133 detects the temperature of the battery 101. Such temperature information is sent to the management ECU 117.

  Further, the management ECU 117 refers to the map shown in FIG. 2 and, based on the vehicle speed and the required driving force of the vehicle, the traveling mode (any one of “parallel traveling mode”, “series traveling mode”, and “engine traveling mode”). Select. The required driving force of the vehicle is determined based on accelerator opening information and vehicle speed information.

  In the parallel traveling mode, the vehicle travels by the driving force of one or both of the electric motor 105 and the internal combustion engine 107. At this time, the internal combustion engine 107 is driven and the clutch 113 is in a connected state.

  In the series travel mode, the vehicle travels by the driving force of the electric motor 105 that is driven by the supply of electric power from the battery 101 and the supply of electric power generated by the generator (GEN) 109 by driving the internal combustion engine 107. At this time, the internal combustion engine 107 is driven and the clutch 113 is in a disconnected state.

  In the engine travel mode, the vehicle travels with the driving force of the internal combustion engine 107. At this time, the electric motor 105 is not driven and the clutch 113 is in a connected state.

  Next, a refrigerant flow path through which a refrigerant such as engine cooling water for cooling the internal combustion engine 107 of the vehicle shown in FIG. 1 will be described. FIG. 3 is a diagram illustrating an example of a configuration of a refrigerant flow path and the like included in the vehicle. The vehicle according to the present embodiment includes a refrigerant circulation path 21, a branch circulation path 22, and a heater flow path 23 as refrigerant flow paths. The refrigerant flow direction is indicated by an arrow in FIG.

  The refrigerant circulation path 21 is a flow path for circulating the refrigerant between the internal combustion engine 107 and the exhaust heat recovery device 201 as a refrigerant heating unit. The exhaust heat recovery device 201 is disposed in the middle of the exhaust pipe 107a through which the exhaust gas of the internal combustion engine 107 circulates, and heats the refrigerant that circulates through the refrigerant circuit 21 by heat exchange with the exhaust heat of the internal combustion engine 107 and the like. .

  The branch circulation path 22 is a flow path for circulating the refrigerant heated by the exhaust heat recovery device 201 to the battery 101. That is, the branch circulation path 22 flows in the refrigerant heated by the exhaust heat recovery device 201 from the refrigerant circulation path 21 via the first valve 204 as a flow path opening / closing section, and passes through the condenser 101 to the refrigerant circulation path 21. Spill to The branch circulation path 22 is arranged in series with the refrigerant circulation path 21 on the downstream side of the exhaust heat recovery device 21. A part of the branch circuit 22 is disposed adjacent to the battery 101, and the battery 101 is heated using the refrigerant flowing through the branch circuit 22 as a heat source. In addition, a battery fan 203 is provided in the periphery of the battery 101, and the battery fan 203 is operated to blow air from the battery fan 203 toward the battery 101 so that heat from the refrigerant is sent to the battery 101. It may be. The first valve 204 opens and closes the refrigerant flow path from the refrigerant circulation path 21 to the branch circulation path 22. Therefore, the first valve 204 functions as a flow path switching valve that switches the flow path on the downstream side of the exhaust heat recovery device 201 to either the refrigerant circulation path 21 or the branch circulation path 22.

  The heater flow path 23 is a flow path for circulating the refrigerant flowing out from the internal combustion engine 107 to the heater 202. That is, the heater flow path 23 flows the refrigerant that has flowed out of the internal combustion engine 107 through the second valve 205, and flows out through the heater 202 to the refrigerant circulation path 21. A portion of the heater flow path 23 is disposed adjacent to the heater 202, and the heater (heater core) 202 is heated using the refrigerant flowing through the heater flow path 23 as a heat source. The heater 202 is used for air conditioning control of a vehicle, for example. The second valve 205 opens and closes the refrigerant flow path from the refrigerant circulation path 21 to the heater flow path 23. Therefore, the first valve 204 functions as a flow path switching valve that switches the flow path of the refrigerant flowing out from the internal combustion engine 107 to either the refrigerant circulation path 21 or the branch circulation path 22.

  Next, opening / closing control of the first valve 204 and the second valve 205 in accordance with the vehicle travel mode shown in FIG. 1 will be described with reference to FIGS. FIG. 4 is a flowchart showing an example of a travel mode selection procedure by the management ECU 117. FIG. 5 is a flowchart showing an example of a valve opening / closing procedure when the “engine running mode” is selected in the present embodiment. FIG. 6 is a flowchart showing an example of a valve opening / closing procedure when “series travel mode” or “parallel travel mode” is selected in the present embodiment.

  First, as shown in FIG. 4, the management ECU 117 determines whether or not the ignition is on (step S101). If the ignition is on, the management ECU 117 selects a travel mode of the vehicle (step S102). In the present embodiment, “engine traveling mode”, “series traveling mode”, or “parallel traveling mode” is selected as the traveling mode of the vehicle. Note that the internal combustion engine 107 is operating at least in any of the “engine traveling mode”, “series traveling mode”, and “parallel traveling mode”.

  When “engine running mode” is selected in step S102, the management ECU 117 controls the internal combustion engine 107 to preferentially increase the temperature. That is, the management ECU 117 controls the first valve and the second valve so that the refrigerant is preferentially supplied to the internal combustion engine 107.

  As shown in FIG. 5, when the “engine running mode” is selected, first, the management ECU 117 acquires temperature information of the refrigerant in the internal combustion engine 107 from the first temperature detection unit 131, and the temperature is a first predetermined value. It is determined whether or not the temperature (α ° C.) or higher (step S103). The first predetermined temperature (α ° C.) is a lower limit temperature at which the internal combustion engine 107 operates efficiently. When the temperature of the refrigerant in the internal combustion engine 107 is lower than the first predetermined temperature, the management ECU 117 performs control so that both the first valve 204 and the second valve 205 are closed (step S104). As a result, first, the heated refrigerant is supplied to the internal combustion engine 107, so that the friction of the internal combustion engine 107 can be reduced, the fuel consumption can be improved, and the early warm-up performance of the internal combustion engine 107 can be improved.

  When the temperature of the refrigerant in the internal combustion engine 107 is equal to or higher than the first predetermined temperature, the management ECU 117 acquires the temperature information of the battery 101 from the second temperature detection unit 133, and the temperature is the second predetermined temperature (β ° C.). ) It is determined whether or not it is above (step S105). The second predetermined temperature (β ° C.) is a lower limit temperature at which the battery 101 operates efficiently. When the temperature of the battery 101 is lower than the second predetermined temperature, the management ECU 117 controls the first valve 204 to be opened and the second valve 205 to be closed to operate the battery fan 203 (step). S106). As a result, since the heated refrigerant is supplied to the battery 101 after the internal combustion engine 107 is heated to a desired temperature, the internal reaction resistance of the battery 101 can be reduced and the output performance can be improved. Note that once the temperature of the battery 101 is raised, it is difficult for the temperature to drop.

  When the temperature of the battery 101 is equal to or higher than the second predetermined temperature, the management ECU 117 determines whether or not an air conditioning unit (A / C) (not shown) is in an on state (step S107). When the air conditioning unit is in the on state, the management ECU 117 controls the first valve 204 to be closed and the second valve 205 to be closed (step S108). On the other hand, when the air conditioning unit is in the off state, the first valve 204 and the second valve 205 are controlled to be closed (step S109). As a result, since the heated refrigerant is supplied to the heater 202 after the internal combustion engine 107 and the battery 101 are heated to a desired temperature, the merchantability is improved.

  On the other hand, when “series travel mode” or “parallel travel mode” is selected in step S102, the management ECU 117 controls the battery 101 to be preferentially heated. That is, the management ECU 117 controls the first valve and the second valve so that the refrigerant is preferentially supplied to the battery 101.

  As shown in FIG. 6, when “series travel mode” or “parallel travel mode” is selected, first, the management ECU 117 acquires temperature information of the battery 101 from the second temperature detection unit 133, and the temperature is 2. It is determined whether or not the temperature is equal to or higher than a predetermined temperature (β ° C.) (step S110). When the temperature of the battery 101 is lower than the second predetermined temperature, the management ECU 117 controls the first valve 204 to be opened and the second valve 205 to be closed to operate the battery fan 203 (step). S111). As a result, first, the heated refrigerant is supplied to the battery 101, so that the internal reaction resistance of the battery 101 can be reduced and the output performance can be improved.

  When the temperature of the battery 101 is equal to or higher than the second predetermined temperature, the management ECU 117 acquires the temperature information of the refrigerant in the internal combustion engine 107 from the first temperature detection unit 131, and the temperature is the first predetermined temperature (α ° C.). ) It is determined whether or not the above is satisfied (step S112). When the temperature of the refrigerant in the internal combustion engine 107 is lower than the first predetermined temperature, the management ECU 117 controls both the first valve 204 and the second valve 205 to be closed (step S113). As a result, the heated refrigerant is supplied to the internal combustion engine 107 after the temperature of the battery 101 is raised to a desired temperature, so that the friction of the internal combustion engine 107 is reduced, the fuel consumption is improved, and the early warming performance of the internal combustion engine 107 is improved. Can be planned.

  When the temperature of the refrigerant in the internal combustion engine 107 is equal to or higher than the first predetermined temperature, the management ECU 117 determines whether or not an air conditioning unit (A / C) (not shown) is in an on state (step S114). When the air conditioning unit is in the on state, the management ECU 117 controls the first valve 204 to be closed and the second valve 205 to be opened (step S115). On the other hand, when the air conditioning unit is in the off state, the first valve 204 and the second valve 205 are controlled to be closed (step S116). Thereby, since the heated refrigerant is supplied to the heater 202 after the temperature of the battery 101 and the internal combustion engine 107 is raised to a desired temperature, the merchantability is improved.

  In step S105 or S112, it is assumed that the temperature of the battery 101 is detected at one predetermined location of the battery 101 by the second temperature detection unit 133. However, the temperature of the battery 101 is detected at a plurality of locations of the battery 101. You may do it. For example, the temperature is detected by the second temperature detection unit 133 at three points upstream (according to the refrigerant inflow in the electric accumulator 101), central (central part of the electric accumulator 101), and downstream (refrigerant outflow side in the electric accumulator 101).

  In this case, when all the temperatures at the three locations are lower than the second predetermined temperature (β ° C.) (see FIG. 7A), or one of the temperatures at the three locations is higher than the second predetermined temperature. When the temperature becomes lower than the lower third predetermined temperature (γ ° C.) (see FIG. 7B), the management ECU 117 controls the first valve 204 to be in an open state. Thereby, since the heated refrigerant flows into the branch circuit 22, the battery 101 can be heated.

  On the other hand, when the temperatures at the three locations are all equal to or higher than the second predetermined temperature (β) (see FIG. 7C), or one of the temperatures at the three locations is higher than the second predetermined temperature. 4 When the temperature reaches a predetermined temperature (δ ° C.) or higher (see FIG. 7D), the management ECU 117 controls the first valve 204 to be closed. Thereby, the heated refrigerant flows through the refrigerant circuit 21 and flows into the internal combustion engine 107 without flowing into the branch circuit 22.

  As described above, in the present embodiment, when the vehicle travel mode is the “engine travel mode”, the load of the internal combustion engine 107 is large and the priority of the internal combustion engine 107 is high, and the heated refrigerant is preferentially used as the internal combustion engine. Supply to the engine 107. Therefore, the temperature of the internal combustion engine 107 can be quickly adjusted to be in a desired temperature range. Further, when the vehicle travel mode is “series travel mode” or “parallel travel mode”, the load on the electric motor 105 is large and the electric motor 105 has high priority, and the electric power is supplied to the battery 101 that supplies electric power to the electric motor 105. Supply the preferential refrigerant. Therefore, the temperature of the battery 101 can be quickly adjusted to be in a desired temperature range.

(Second Embodiment)
The difference between the present embodiment and the first embodiment is that control is performed so that the internal combustion engine 107 is preferentially heated in the “parallel travel mode” instead of the “engine travel mode”, and the “series travel mode”. Alternatively, when “series travel mode” is selected instead of “parallel travel mode”, the battery 101 is controlled to be preferentially heated.

  An example of the configuration of the vehicle of the present embodiment is basically the same as the configuration shown in FIGS. 1 and 3. The management ECU 117 of the present embodiment refers to the map shown in FIG. 8 instead of FIG. 2, and based on the vehicle speed and the required driving force of the vehicle, either the travel mode (“parallel travel mode” or “series travel mode”). ) Is selected.

  In addition, the opening / closing control of the first valve 204 and the second valve 205 according to the traveling mode of the vehicle of the present embodiment is basically the same as the procedure shown in FIGS. In the present embodiment, “parallel traveling mode” or “series traveling mode” is selected as the traveling mode of the vehicle. In the case of “parallel traveling mode”, the processing of FIG. Process 6 is performed.

  Thus, in the present embodiment, when the vehicle travel mode is the “parallel travel mode”, the internal combustion engine 107 is heavily loaded and the priority of the internal combustion engine 107 is high, and the heated refrigerant is preferentially used as the internal combustion engine. Supply to the engine 107. Therefore, the temperature of the internal combustion engine 107 can be quickly adjusted to be in a desired temperature range. When the vehicle travel mode is the “series travel mode”, it is assumed that the load of the motor 105 is large and the priority of the motor 105 is high, and the refrigerant heated to the capacitor 101 that supplies power to the motor 105 is given priority. Supply. Therefore, the temperature of the battery 101 can be quickly adjusted to be in a desired temperature range.

(Third embodiment)
The difference between the present embodiment and the first or second embodiment is that the vehicle includes a heat accumulator instead of the exhaust heat recovery device 201 and heats the refrigerant by heat exchange with the exhaust heat of the internal combustion engine 107. There is no point that the preheated refrigerant is accommodated in the regenerator.

An example of the internal configuration of the vehicle of the present embodiment is the same as the configuration shown in FIG.
FIG. 9 is a diagram illustrating an example of a configuration of a refrigerant flow path and the like included in the vehicle. In FIG. 9, the configuration of the management ECU 117 and the like is omitted. In the vehicle of this embodiment, the heat accumulator 211 and the accumulator 101 are arranged in parallel. The refrigerant accommodated in the heat accumulator 211 is supplied to the refrigerant circulation path 21 by the pump 212.

  In addition, the opening / closing control of the first valve 204 and the second valve 205 in accordance with the travel mode of the vehicle according to the present embodiment is basically the same as the procedure shown in FIGS. With the open state, the refrigerant from the internal combustion engine 107 flows into the branch circulation path 22.

  Thus, the refrigerant heated in advance by the heat accumulator 211 may be supplied to quickly adjust the internal combustion engine 107 or the battery 101 to a desired temperature range.

  INDUSTRIAL APPLICABILITY The present invention is useful for a vehicle control device or the like that can perform temperature control in accordance with a vehicle drive source.

101 Battery (BATT)
103 1st inverter (1st INV)
105 Electric motor (MOT)
107 Multi-cylinder internal combustion engine (ENG)
109 Generator (GEN)
111 Second inverter (second INV)
113 Lock-up clutch 115 Gearbox 117 Management ECU (MG ECU)
119 Motor ECU (MOT ECU)
121 Engine ECU (ENG ECU)
123 Battery ECU (BATT ECU)
127 Drive shaft 129 Drive wheel 131 1st temperature detection part (temperature sensor)
133 2nd temperature detection part (temperature sensor)
201 Waste heat recovery device 202 Heater 203 Battery fan 204 First valve 205 Second valve 211 Heat storage device 212 Pump 21 Refrigerant circuit 22 Branch circuit 23 Heater channel

Claims (5)

An internal combustion engine, an electric motor, a battery that supplies electric power to the electric motor, a refrigerant heating unit that heats the refrigerant by heat exchange with exhaust heat of the internal combustion engine, and the refrigerant heating unit and the internal combustion engine between the A refrigerant circulation path for circulating the refrigerant, a branch circulation path for circulating the refrigerant heated by the refrigerant heating unit to the battery, and a flow path for opening and closing the flow path of the refrigerant from the refrigerant circulation path to the branch circulation path A control device for a vehicle that travels by power from at least one of an electric motor that is driven by the internal combustion engine and the battery as a power source.
Mode selection for selecting one of an internal combustion engine drive mode in which the vehicle travels by power from the internal combustion engine and an electric motor drive mode in which the vehicle travels by power from the electric motor during operation of the internal combustion engine And
When the internal combustion engine drive mode is selected by the mode selection unit, the refrigerant is preferentially supplied to the internal combustion engine, and when the motor drive mode is selected by the mode selection unit, the refrigerant is preferentially supplied to the battery. A flow path opening / closing control section for controlling the flow path opening / closing section to supply to
A vehicle control apparatus comprising: The vehicle control device according to claim 1,
The internal combustion engine drive mode is a mode in which the vehicle travels only by power from the internal combustion engine,
The electric motor drive mode is a vehicle control device in which the vehicle travels by at least power from the electric motor during operation of the internal combustion engine. The vehicle control device according to claim 1,
The internal combustion engine drive mode is a mode in which the vehicle travels by power from the internal combustion engine and the electric motor,
The motor control mode is a vehicle control device in which the vehicle travels only by power from the motor when the internal combustion engine is operated. The vehicle control device according to any one of claims 1 to 3,
A temperature detection unit for detecting the temperature of the battery;
When the motor selection mode is selected by the mode selection unit, the channel opening / closing control unit opens the channel opening / closing unit until the temperature of the capacitor detected by the temperature detection unit reaches a predetermined temperature. A control device for a vehicle that controls to be in a state and controls to close the flow path opening and closing unit when the temperature of the battery reaches the predetermined temperature. The vehicle control device according to any one of claims 1 to 3,
A temperature detection unit for detecting the temperature of the refrigerant of the internal combustion engine;
When the internal combustion engine drive mode is selected by the mode selection unit, the flow channel opening / closing control unit is configured to wait until the temperature of the refrigerant of the internal combustion engine detected by the temperature detection unit reaches a predetermined temperature. A control apparatus for a vehicle, which controls an opening / closing portion to be in a closed state and controls the passage opening / closing portion to be in an open state when a temperature of a refrigerant of the internal combustion engine reaches the predetermined temperature.

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