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JP3817844B2 - Hybrid electric vehicle cooling system - Google Patents

Hybrid electric vehicle cooling system Download PDF

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Publication number
JP3817844B2
JP3817844B2 JP17996197A JP17996197A JP3817844B2 JP 3817844 B2 JP3817844 B2 JP 3817844B2 JP 17996197 A JP17996197 A JP 17996197A JP 17996197 A JP17996197 A JP 17996197A JP 3817844 B2 JP3817844 B2 JP 3817844B2
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Japan
Prior art keywords
cooling
cooling circuit
engine
water temperature
radiator
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Expired - Fee Related
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JP17996197A
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Japanese (ja)
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JPH1122466A (en
Inventor
悟 今別府
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/36—Temperature of vehicle components or parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/425—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/445—Temperature
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Motor Or Generator Cooling System (AREA)

Description

【０００１】
【発明の属する技術分野】
この発明は、エンジンにより駆動される発電機を搭載し、この発電機により発電された電力と搭載されたバッテリに蓄えられた電力の少なくとも一方によりモータを駆動し、走行するハイブリッド型電気自動車に関し、特にエンジンの冷却とモータの制御部の冷却に関する。
【０００２】
【従来の技術】
近年、環境問題に配慮して排気ガスを排出しない電気自動車が注目されているが、車載するバッテリの性能が未だ十分とはいえず、十分な最高速度や航続距離が得られていない。この問題を補うために、エンジンにより駆動される発電機を車両に搭載し、この発電機により発電された電力と、車載されたバッテリに蓄えられた電力の少なくとも一方によりモータを駆動し、走行するハイブリッド型電気自動車が開発されている。
【０００３】
この種のハイブリッド型電気自動車では、発電用のエンジンを冷却する冷却水温と、モータを制御する制御部を冷却する冷却水温の設定温度が異なり、さらに、エンジンからの発熱量とモータ制御部からの発熱量が異なるため、エンジンを冷却する冷却回路とモータ制御部を冷却する冷却回路を独立に設ける必要があった。
【０００４】
なお、ガソリン車両等において、冷却能力の異なる複数の冷却回路を持つ先行技術として、特開平６ー８１６４８号公報がある。
【０００５】
【発明が解決しようとする課題】
ところで、独立した冷却回路を持つハイブリッド型電気自動車では、モータの駆動による走行中は、モータ制御部からの発熱が常時生じるため、モータ制御部を冷却する冷却水の温度は冷却回路によって略一定に保たれる。
【０００６】
しかし、その一方発電用のエンジンは、駆動用のモータの電源となるバッテリの端子電圧が所定値以下になると発電機を駆動し、バッテリの端子電圧が回復すると停止するため、エンジンの稼働は断続的となり、エンジンを冷却する冷却水の温度は車両の運転状態やエンジンの稼働状況に応じて変化する。このエンジンの冷却水温が低いときは、エンジン内の各摺動部の油膜温度も低く、オイルの粘性も大きく、そのためエンジンの摩擦損失が大きくなり、エンジンの発電効率を低下させるという問題がある。
【０００７】
なお、特開平６ー８１６４８号公報の冷却装置は、ラジエータを３分割し、エンジンのウォータポンプの吐出圧と、水冷インタークーラの電動ウォータポンプの吐出圧の差を利用し、エンジンの負荷に応じて駆動される切換弁を用いて、３分割されたラジエータ内の流路を切換え、エンジンの冷却水温と水冷インタークーラの水温を制御するものである。この場合、制御による冷却系の流路の切換えはラジエータ部のみであり、エンジンの停止時にエンジン側の冷却回路を通水することはできない。したがって、エンジンの稼働が断続的なハイブリッド型電気自動車にあって、エンジンの冷却水温が低いときに、エンジンの発電効率を高めることはできない。
【０００８】
この発明は、ハイブリッド型電気自動車において、駆動モータの制御部の発熱をエンジンに付与可能にして、エンジンの始動性を向上すると共に、エンジンの発電効率を向上することを目的としている。
【０００９】
【課題を解決するための手段】
第１の発明は、駆動モータにより走行可能なハイブリッド型電気自動車であって、第１ラジエータが設けられ、エンジンを冷却する第１冷却回路と、前記駆動モータを制御する制御部を冷却する第２ラジエータが設けられた第２冷却回路と、前記第１冷却回路内の水温を検出する第１の水温センサと、前記第２冷却回路内の水温を検出する第２の水温センサと、前記第１冷却回路内及び前記第２冷却回路内の水温が所定値より低いとき、前記第１冷却回路と前記第２冷却回路を繋ぎ、前記第１ラジエータ及び前記第２ラジエータへの流路を遮断し、前記第１冷却回路と前記第２冷却回路で冷却水を循環させるバイパス通路と、を備える。
【００１０】
第２の発明は、駆動モータにより走行可能なハイブリッド型電気自動車であって、第１ラジエータが設けられ、エンジンを冷却する第１冷却回路と、前記駆動モータを制御する制御部を冷却する第２ラジエータが設けられた第２冷却回路と、前記第１冷却回路内の水温を検出する第１の水温センサと、前記第２冷却回路内の水温を検出する第２の水温センサと、前記第１冷却回路内の水温が所定値より低く、前記第２冷却回路内の水温が所定値より高いとき、前記第１冷却回路と前記第２冷却回路を繋ぎ、前記第１ラジエータへの流路を遮断し、前記第１冷却回路と前記第２冷却回路で前記第２ラジエータを経由して冷却水を循環させるバイパス通路と、を備える。
【００１１】
第３の発明は、第１、第２の発明において、前記ハイブリッド型電気自動車に、前記駆動モータの電源となる充放電可能なバッテリと、前記バッテリに充電する発電機と、前記発電機を駆動するエンジンとを備える。
【００１２】
第４の発明は、車両を駆動する駆動モータと、前記駆動モータの電源となる充放電可能なバッテリと、前記バッテリに充電する発電機と、前記発電機を駆動するエンジンと、を備えるハイブリッド型電気自動車であって、前記エンジンのシリンダヘッド部を冷却する第１ラジエータが設けられた第１冷却回路と、前記駆動モータを制御する制御部を冷却する第２ラジエータが設けられた第２冷却回路と、前記第１冷却回路内の水温を検出する第１の水温センサと、前記第１冷却回路内の水温が所定値より低いとき、前記第１ラジエータへの流路を遮断し、前記第１冷却回路と前記第２冷却回路で冷却水を循環させる前記エンジンの冷却水路出口側と前記第２ラジエータの冷却水路入口側を繋ぐ第１バイパス通路と、前記エンジンのシリンダブロック部と前記制御部の冷却水路出口側を繋ぐ第２バイパス通路と、を備える。
【００１３】
【発明の効果】
第１の発明では、駆動モータの制御部の第２冷却回路内を流れる冷却水を、バイパス通路によりエンジンの第１冷却回路内に導き、第１ラジエータ及び第２ラジエータへの流路を遮断することで、第１冷却回路内の冷却水温を上昇させることができる。
【００１４】
第２の発明では、駆動モータの制御部の第２冷却回路内を流れる冷却水を、バイパス通路によりエンジンの第１冷却回路内に導き、第１ラジエータへの流路を遮断することで、第１冷却回路内の冷却水温を上昇させることができると共に、駆動モータの制御部の水温を適正温度に保つことができる。
【００１５】
第３の発明では、駆動モータの制御部の第２冷却回路内を流れる冷却水を、バイパス通路によりエンジンの第１冷却回路内に導くことで、第１冷却回路内の水温を上昇させることができる。したがって、エンジン内部の摺動部の油膜温度を上昇させることができ、エンジンの稼働にかかわらず、エンジンの始動性と発電効率を向上させることができる。
【００１６】
第４の発明では、駆動モータの制御部の第２冷却回路内を流れる冷却水を、バイパス通路によりエンジンの第１冷却回路内に導くことで、第１冷却回路内の水温を上昇させることができる。したがって、摺動部の多いシリンダブロック部の水温を上昇できるので、その摺動部の油膜温度の上昇により摩擦損失を低減でき、エンジンの稼働にかかわらず、エンジンの始動性と発電効率をより向上させることができる。
【００１８】
【発明の実施の形態】
以下、本発明の実施の形態を図面に基づいて説明する。
【００１９】
図１は、第１の実施の形態のハイブリッド型電気自動車の冷却装置を示す。車両の駆動用モータ１０は、例えば３相誘導電動機からなり、図示していない車両の駆動輪を駆動するようになっている。この駆動用モータ１０は、基本的には図示していないバッテリの電力によって駆動されるものであり、バッテリの直流電圧を３相交流電圧に変換する変換器およびその速度制御を行うモータ駆動制御装置からなる制御部（以下、モータ制御部と言う）１１を備えている。
【００２０】
エンジン１２は、例えばガソリンエンジンからなり、発電機１３を駆動するようになっている。発電機１３は、駆動によって基本的にはバッテリに充電するようになっている。
【００２１】
エンジン１２およびモータ制御部１１は、各々を冷却する第１冷却回路１４および第２冷却回路１５を備えている。
【００２２】
エンジンを冷却する第１冷却回路１４は、第１ラジエータ１６と、エンジン１２により駆動されるウォータポンプ１７と、配管系からなる。ウォータポンプ１７の出口部はエンジン１２の冷却水路入口部に設けられる。配管系の途中には、冷却水温が低いときに、エンジン１２を通過した冷却水が第１ラジエータ１６に流れないように第１ラジエータ１６への通路を閉じてバイパス通路１８に導き、冷却水温が設定温度（例えば、８０℃）以上になると、徐々に第１ラジエータ１６への通路を開きバイパス通路１８を閉じて冷却水を第１ラジエータ１６に導く第１サーモスタット１９が設けられる。また、エンジン１２の冷却水路出口部に冷却水温を検出する第１水温センサ２０が設置される。
【００２３】
モータ制御部１１を冷却する第２冷却回路１５は、電動ウォータポンプ２１と、第２ラジエータ２２と、配管系からなる。電動ウォータポンプ２１の出口部はモータ制御部１１の冷却水路入口部に設けられる。モータ制御部１１の冷却水路出口部に冷却水温を検出する第２水温センサ２３が設置される。
【００２４】
そして、第１冷却回路１４には、エンジン１２の冷却水路出口側と、第１ラジエータ１６のバイパス通路１８もしくは該バイパス通路１８を開閉する第１サーモスタット１９との間に、流路の第１切換手段（例えば、三方電磁弁）２４が設けられ、第１切換手段２４から、第２冷却回路１５の電動ウォータポンプ２１の入口部と、第２ラジエータ２２の冷却水路入口側とに、それぞれ分岐路２５，２６を介してつながる第１バイパス通路２７が設けられる。第１切換手段２４により、エンジン１２の冷却水路出口側が、第１サーモスタット１９側と、第１バイパス通路２７とに切換、接続される。第１バイパス通路２７には、分岐路２５，２６上流の冷却水温が低いときに、分岐路２５を開き分岐路２６を閉じ、その冷却水温が設定温度以上になると、次第に分岐路２５を閉じ分岐路２６を開く第２サーモスタット２８が設けられる。
【００２５】
第２冷却回路１５には、モータ制御部１１の冷却水路出口側（前記分岐路２６の接続部よりも上流側）に流路の第２切換手段（例えば、三方電磁弁）２９が設けられ、第２切換手段２９から、第１冷却回路１４のウォータポンプ１７の入口部（ウォータポンプ１７の入口部と第１ラジエータ１６の間であれば良い）につながる第２バイパス通路３０が設けられる。
【００２６】
一方、前記第１水温センサ２０、第２水温センサ２３の検出信号は、エンジン１２の運転状態検出手段の検出信号と共に、冷却回路を制御する制御装置（制御手段）３５に入力される。
【００２７】
この制御装置３５により、第１水温センサ２０、第２水温センサ２３、運転状態検出手段の検出信号に基づき、前記第１切換手段２４、第２切換手段２９の駆動が制御される。
【００２８】
なお、第１ラジエータ１６、第２ラジエータ２２の冷却ファンは、図示されない。
【００２９】
次に、このハイブリッド型電気自動車の冷却装置の作用を説明する。
【００３０】
まず、エンジン１２およびモータ制御部１１の冷却回路の水温について説明する。車両走行時、モータ１０を駆動するため、モータ制御部１１内では、バッテリの直流電圧を３相交流電圧に変換する変換器およびその速度制御を行うモータ駆動制御装置からの発熱により、モータ制御部１１を冷却する第２冷却回路１５内の水温は上昇する。ここで、モータ制御部１５は電子機器であるため、第２冷却回路１５内の水温はある一定温度（例えば、５０〜７０℃）以下に保つ必要がある。
【００３１】
一方、バッテリの端子電圧が設定値以下となり、発電機１３の駆動のためエンジン１２が稼働した場合、エンジン１２からの発熱により、エンジン１２を冷却する第１冷却回路１４内の水温も上昇する。このとき、エンジン１２内の摺動部を滑らかにして、摩擦損失を減少させ、エンジン１２の燃焼効率を上げるには、冷却水温を高め（例えば、１００℃）に保つ必要がある。しかしながら、発電機１３用のエンジン１２は常時稼働ではないため、車両走行中や停止時を含めたエンジン１２の停止時には、第１冷却回路１４内の水温は、走行風や車両停止時のエンジンルーム内雰囲気温度により低下し、エンジン１２の停止が長時間にわたる場合、外気温と略同じとなる。
【００３２】
本冷却装置は、モータ制御部１１の第２冷却回路１５内の水温によって、エンジン１２の第１冷却回路１４内の水温を上昇させるものである。
【００３３】
以下、本冷却装置の制御動作内容を図２のフローチャート、図３〜図５の動作状態図に基づいて説明する。
【００３４】
図２において、ステップ１でハイブリッド型電気自動車の電源スイッチがＯＮとなると、エンジン１２のエンジンスイッチ（運転状態検出手段）のＯＮ−ＯＦＦ状態からエンジン１２の稼働状態と、第１水温センサ２０からの水温Ｔｗと、第２水温センサ２３からの水温Ｔｅとを検出する。
【００３５】
バッテリが十分に充電された状態で、車両走行開始直後、すなわち第１水温センサ２０からの水温Ｔｗがモータ制御部１１の冷却水温の上限温度より低い切換手段設定温度Ｔｅ０（例えば、上限温度より５℃低い温度）より低く、エンジン１２が停止しており、また第２水温センサ２３からの水温Ｔｅが前記切換手段設定温度Ｔｅ０より低い場合、ステップ２，３，４からステップ６へ進み、冷却回路パターン２を形成する。
【００３６】
この冷却回路パターン２では、図３のようにモータ制御部１１の冷却水路出口からの冷却水は、第２切換手段２９により、流路を第２バイパス通路３０へ切換えられ、第２ラジエータ２２への流路は遮断される。エンジン１２の冷却水路出口からの冷却水は、第１切換手段２４により、流路を第１バイパス通路２７へ切換えられ、第１ラジエータ１６および第１サーモスタット１９への流路は遮断される。第１バイパス通路２７に流れ込む冷却水は、切換温度が前記切換手段設定温度Ｔｅ０と同じに設定された第２サーモスタット２８により、分岐路２５を介して電動ウォータポンプ２１の入口側へ導かれる。したがって、モータ制御部１１を冷却した冷却水は、エンジン１２の内部を通過し、ラジエータを経由せず、モータ制御部１１へ循環される。
【００３７】
この結果、モータ制御部１１で温められた冷却水がエンジン１２内部を流れることで、エンジン１２内部を温め、エンジン１２内部温度が一定に保たれることになる。このため、バッテリ端子電圧が設定値より低くなり、エンジン１２が始動する場合、エンジン１２内部の温度が上昇しているため、始動性が良くなり、かつエンジン１２内部の摺動部の油膜温度の上昇に伴うオイルの粘性の低下により、摺動部での摩擦損失が低下することで、エンジン１２の燃焼効率、発電効率が向上する。さらには、図示していない車室暖房用のヒータ配管をエンジン１２本体のみに接続することが可能となり、ヒータへの冷却水温度も早期に上昇させることができ、寒冷地におけるヒータ性能も向上させることができる。
【００３８】
また、車両走行開始直後でバッテリ端子電圧が設定値より低く、エンジン１２が稼働した状態であるが、第１水温センサ２０からの水温Ｔｗが前記切換手段設定温度Ｔｅ０より低く、また第２水温センサ２３からの水温Ｔｅがその水温Ｔｗより高く、かつ前記切換手段設定温度Ｔｅ０より低い場合、ステップ２，３，５からステップ６へ進み、上記と同様の冷却回路パターン２を形成する。
【００３９】
この場合、上記の効果をさらに向上させることに加えて、モータ制御部１１に比べて発熱量の大きいエンジン１２からの発熱量による水温上昇に対しても、第１切換手段２４と第２切換手段２９の流路切換制御を行う十分な時間が確保されるため、切換手段設定温度Ｔｅ０以上の水温となる冷却水の、モータ制御部１１への流入を抑制できる。
【００４０】
次に、バッテリが十分に充電され、エンジン１２が稼働せずに車両が走行している状態で、第１水温センサ２０からの水温Ｔｗが前記切換手段設定温度Ｔｅ０以下で、第２水温センサ２３からの水温Ｔｅが前記切換手段設定温度Ｔｅ０より高くなった場合、ステップ２，３，４からステップ７へ進み、冷却回路パターン３を形成する。
【００４１】
この冷却回路パターン３では、第１切換手段２４と第２切換手段２９の制御は冷却回路パターン２と同じであるが、図４のように第１バイパス通路２５を流れる水温が第２サーモスタット２８の切換温度以上となるため、第１バイパス通路２７の分岐路２６が開かれ、第１バイパス通路２７に流れ込む冷却水は、分岐路２６を介して第２ラジエータ２２の冷却水路入口側へ導かれる。したがって、モータ制御部１１を冷却した冷却水は、エンジン１２の内部を通過し、第２ラジエータ２２を経由して、モータ制御部１１へ循環される。
【００４２】
この場合、冷却回路パターン２と同様に、モータ制御部１１で温められた冷却水がエンジン１２の内部を流れることで、エンジン１２内部を温めることになる。エンジン１２に与える効果は、冷却回路パターン２と同じである。さらに、冷却回路パターン３の場合、モータ制御部１１で受熱した熱量をエンジン１１本体に与えることで、第２ラジエータ２２への負荷を低減する。これにより、第２ラジエータ２２を通過する冷却水温が低下することで、ラジエータ通過風温を低下させ、エンジンルーム内の雰囲気温度を低下させることになる。
【００４３】
次に、バッテリ端子電圧が設定値より低く、エンジン１２が稼働した状態で、第２水温センサ２３の水温Ｔｅが第１水温センサ２０の水温Ｔｗより低いか、前記切換手段設定温度Ｔｅ０より高い場合、ステップ２，３，５からステップ８へ、さらにエンジン１２の稼働の有無にかかわらず、第１水温センサ２０の水温Ｔｗが前記切換手段設定温度Ｔｅ０以上の場合、ステップ２からステップ８へ、それぞれ進み、冷却回路パターン１を形成する。
【００４４】
冷却回路パターン１では、図５のようにモータ制御部１１の冷却水路出口からの冷却水は、第２切換手段２９により、流路を第２ラジエータ２２側へ切換えられ、第２バイパス通路３０への流路は遮断される。エンジン１２の冷却水路出口からの冷却水は、第１切換手段２４により、流路を第１ラジエータ１６側へ切換えられ、第１バイパス通路２７への流路は遮断される。したがって、モータ制御部１１を冷却する冷却回路１５と、エンジン１２を冷却する冷却回路１４は完全に独立される。
【００４５】
この場合、エンジン１２とモータ制御部１１で受熱した熱量は、各々の冷却回路１４，１５に設けられたラジエータ１６，２２で放熱することで、独立した水温に制御されることになり、エンジン１６を冷却する冷却水の、モータ制御部１１を冷却する冷却水への影響、すなわちモータ制御部１１の冷却水温を上昇させる心配はない。
【００４６】
図６は、第２の実施の形態のハイブリッド型電気自動車の冷却装置を示す。この冷却装置は、第２切換手段２９からエンジン１１の第１冷却回路１４への第２バイパス通路と、エンジン１２により駆動されるウォータポンプ１７の設置位置以外の構成は、第１の実施の形態と同じである。なお、第１の実施の形態と同じ構成の部分には、同符号を付してある。
【００４７】
エンジン１２を冷却する第１冷却回路１４において、第１ラジエータ１６からの流路をエンジン１２のシリンダヘッド部４０に接続すると共に、そのシリンダヘッド部４０の冷却水路入口部にウォータポンプ１７が、シリンダヘッド部４０にウォータポンプ１７の出口部を向けて設けられる。モータ制御部１１からの第２バイパス通路４１はエンジン１２のシリンダブロック部４２に接続される。制御動作は第１の実施の形態と同じである。
【００４８】
この冷却装置では、バッテリ端子電圧が設定値より低く、エンジン１２が稼働した場合に、エンジン１２駆動のウォータポンプ１７からの冷却水をシリンダヘッド部４０のみに流すため、シリンダブロック部４２の冷却水の流れを抑制し、シリンダブロック部４２からの受熱量は、冷却水の自然対流によりシリンダヘッド部４０側へ伝わることで、シリンダブロック部４２の水温を上昇させる。これによって、シリンダブロック部４２の摺動部の油膜温度が上昇し、摩擦損失が低減され、エンジン１２の燃焼効率、発電効率が向上する。
【００４９】
また、第２切換手段２９により、第２冷却回路１５の流路が第２バイパス通路４１に切換えられ、モータ制御部１１を冷却する冷却水がエンジン１２のシリンダブロック部４２に流れ込む場合、第１の実施の形態に対して、ウォータポンプ１７を経由しないため、ウォータポンプ１７による抵抗がなくなり、冷却水の流速低下が抑制される。さらに、モータ制御部１１からの冷却水は、シリンダブロック部４２に流入するため、冷却水によるエンジン１２の温度上昇は摺動部の多いシリンダブロック部４２となり、これによってシリンダブロック部４２の摺動部の油膜温度が上昇し、摩擦損失が低減され、第１の実施の形態よりエンジン１２の燃焼効率、発電効率が向上する。
【図面の簡単な説明】
【図１】第１の実施の形態を示す構成図である。
【図２】制御動作内容を示すフローチャートである。
【図３】動作状態図である。
【図４】動作状態図である。
【図５】動作状態図である。
【図６】第２の実施の形態を示す構成図である。
【符号の説明】
１０ 駆動用モータ
１１ モータ制御部
１２ エンジン
１３ 発電機
１４ 第１冷却回路
１５ 第２冷却回路
１６ 第１ラジエータ
１７ ウォータポンプ
１８ バイパス通路
１９ 第１サーモスタット
２０ 第１水温センサ
２１ 電動ウォータポンプ
２２ 第２ラジエータ
２３ 第２水温センサ
２４ 第１切換手段
２５，２６ 分岐路
２７ 第１バイパス通路
２８ 第２サーモスタット
２９ 第２切換手段
３０ 第２バイパス通路
３５ 制御装置
４０ シリンダヘッド部
４１ 第２バイパス通路
４２ シリンダブロック部[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a hybrid electric vehicle that includes a generator driven by an engine, drives a motor by at least one of electric power generated by the generator and electric power stored in an installed battery, and travels. In particular, it relates to engine cooling and motor controller cooling.
[0002]
[Prior art]
In recent years, attention has been paid to electric vehicles that do not emit exhaust gas in consideration of environmental problems. However, the performance of a battery mounted on the vehicle is not yet sufficient, and sufficient maximum speed and cruising distance have not been obtained. In order to make up for this problem, a generator driven by an engine is mounted on the vehicle, and the motor is driven by at least one of the electric power generated by the generator and the electric power stored in the battery mounted on the vehicle. Hybrid electric vehicles are being developed.
[0003]
In this type of hybrid electric vehicle, the cooling water temperature that cools the engine for power generation is different from the set temperature of the cooling water temperature that cools the control unit that controls the motor. Further, the amount of heat generated from the engine and the motor control unit Since the calorific values are different, it is necessary to provide a cooling circuit for cooling the engine and a cooling circuit for cooling the motor control unit independently.
[0004]
JP-A-6-81648 discloses a prior art having a plurality of cooling circuits having different cooling capacities in gasoline vehicles or the like.
[0005]
[Problems to be solved by the invention]
By the way, in a hybrid electric vehicle having an independent cooling circuit, heat generated from the motor control unit is always generated during driving by driving the motor. Therefore, the temperature of the cooling water for cooling the motor control unit is made substantially constant by the cooling circuit. Kept.
[0006]
However, the engine for power generation, on the other hand, drives the generator when the terminal voltage of the battery serving as the power source for the driving motor falls below a predetermined value, and stops when the terminal voltage of the battery recovers. The temperature of the cooling water that cools the engine changes according to the driving state of the vehicle and the operating state of the engine. When the cooling water temperature of the engine is low, there is a problem that the oil film temperature of each sliding portion in the engine is low, the viscosity of the oil is large, the friction loss of the engine is increased, and the power generation efficiency of the engine is lowered.
[0007]
The cooling device disclosed in JP-A-6-81648 divides the radiator into three parts and uses the difference between the discharge pressure of the water pump of the engine and the discharge pressure of the electric water pump of the water-cooled intercooler, depending on the engine load. The flow path in the radiator divided into three is switched by using a switching valve that is driven in this manner, and the cooling water temperature of the engine and the water temperature of the water cooling intercooler are controlled. In this case, switching of the cooling system flow path by control is performed only by the radiator section, and water cannot be passed through the engine-side cooling circuit when the engine is stopped. Therefore, in a hybrid electric vehicle with intermittent engine operation, the power generation efficiency of the engine cannot be increased when the engine coolant temperature is low.
[0008]
An object of the present invention is to improve the startability of an engine and improve the power generation efficiency of an engine in a hybrid electric vehicle by allowing heat generated by a control unit of a drive motor to be applied to the engine .
[0009]
[Means for Solving the Problems]
A first aspect of the invention is a hybrid electric vehicle that can be driven by a drive motor, and is provided with a first radiator, and a second cooling unit that cools a first cooling circuit that cools the engine and a control unit that controls the drive motor. A second cooling circuit provided with a radiator, a first water temperature sensor for detecting a water temperature in the first cooling circuit, a second water temperature sensor for detecting a water temperature in the second cooling circuit, and the first When the water temperature in the cooling circuit and the second cooling circuit is lower than a predetermined value, the first cooling circuit and the second cooling circuit are connected, and the flow path to the first radiator and the second radiator is shut off, A bypass passage for circulating cooling water in the first cooling circuit and the second cooling circuit.
[0010]
A second invention is a hybrid electric vehicle that can be driven by a drive motor, and is provided with a first radiator , and a second cooling circuit that cools a first cooling circuit that cools the engine and a control unit that controls the drive motor. A second cooling circuit provided with a radiator, a first water temperature sensor for detecting a water temperature in the first cooling circuit, a second water temperature sensor for detecting a water temperature in the second cooling circuit, and the first When the water temperature in the cooling circuit is lower than a predetermined value and the water temperature in the second cooling circuit is higher than a predetermined value, the first cooling circuit and the second cooling circuit are connected and the flow path to the first radiator is blocked. And a bypass passage for circulating cooling water through the second radiator in the first cooling circuit and the second cooling circuit.
[0011]
According to a third invention, in the first and second inventions, the hybrid electric vehicle includes a chargeable / dischargeable battery serving as a power source for the drive motor, a generator for charging the battery, and the generator driven. obtain Bei and the engine to be.
[0012]
4th invention is a hybrid type provided with the drive motor which drives a vehicle, the battery which can be charged / discharged used as the power supply of the drive motor, the generator which charges the battery, and the engine which drives the generator A first cooling circuit provided with a first radiator for cooling a cylinder head portion of the engine, and a second cooling circuit provided with a second radiator for cooling a control unit for controlling the drive motor. And a first water temperature sensor for detecting the water temperature in the first cooling circuit, and when the water temperature in the first cooling circuit is lower than a predetermined value, the flow path to the first radiator is shut off, and the first A first bypass passage connecting a cooling water passage outlet side of the engine for circulating cooling water in the cooling circuit and the second cooling circuit and a cooling water passage inlet side of the second radiator; and a cylinder block of the engine Tsu comprises click portion and a second bypass passage that connects the cooling water channel outlet side of the control unit.
[0013]
【The invention's effect】
In the first invention, the cooling water flowing in the second cooling circuit of the control unit of the drive motor is guided into the first cooling circuit of the engine by the bypass passage, and the flow paths to the first radiator and the second radiator are blocked. Thus, the cooling water temperature in the first cooling circuit can be raised.
[0014]
In the second aspect of the invention, the cooling water flowing in the second cooling circuit of the control unit of the drive motor is guided into the first cooling circuit of the engine by the bypass passage, and the flow path to the first radiator is shut off. The cooling water temperature in one cooling circuit can be raised, and the water temperature of the controller of the drive motor can be kept at an appropriate temperature.
[0015]
In 3rd invention, the water temperature in a 1st cooling circuit can be raised by guide | inducing the cooling water which flows in the 2nd cooling circuit of the control part of a drive motor in a 1st cooling circuit of an engine by a bypass channel. it can. Therefore, the oil film temperature of the sliding part inside the engine can be raised, and the engine startability and power generation efficiency can be improved regardless of the operation of the engine.
[0016]
In 4th invention, the water temperature in the 1st cooling circuit can be raised by guide | inducing the cooling water which flows in the 2nd cooling circuit of the control part of a drive motor in the 1st cooling circuit of an engine by a bypass channel. it can. Therefore, the water temperature of the cylinder block with many sliding parts can be raised, so the friction loss can be reduced by increasing the oil film temperature of the sliding parts, and the engine startability and power generation efficiency are improved regardless of engine operation. Can be made.
[0018]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[0019]
FIG. 1 shows a cooling device for a hybrid electric vehicle according to a first embodiment. The vehicle drive motor 10 is composed of, for example, a three-phase induction motor, and drives vehicle drive wheels (not shown). This drive motor 10 is basically driven by the power of a battery (not shown), a converter that converts the DC voltage of the battery into a three-phase AC voltage, and a motor drive control device that controls the speed of the converter. The control part (henceforth a motor control part) 11 which consists of is provided.
[0020]
The engine 12 is a gasoline engine, for example, and drives the generator 13. The generator 13 is basically configured to charge a battery by driving.
[0021]
The engine 12 and the motor control unit 11 include a first cooling circuit 14 and a second cooling circuit 15 that cool each of them.
[0022]
The first cooling circuit 14 for cooling the engine includes a first radiator 16, a water pump 17 driven by the engine 12, and a piping system. The outlet of the water pump 17 is provided at the inlet of the cooling water channel of the engine 12. In the middle of the piping system, when the cooling water temperature is low, the passage to the first radiator 16 is closed so that the cooling water that has passed through the engine 12 does not flow to the first radiator 16 and led to the bypass passage 18. When the temperature reaches a set temperature (for example, 80 ° C.) or higher, a first thermostat 19 is provided that gradually opens the passage to the first radiator 16, closes the bypass passage 18, and guides the cooling water to the first radiator 16. A first water temperature sensor 20 that detects the cooling water temperature is installed at the cooling water channel outlet of the engine 12.
[0023]
The second cooling circuit 15 that cools the motor control unit 11 includes an electric water pump 21, a second radiator 22, and a piping system. The outlet of the electric water pump 21 is provided at the cooling water channel inlet of the motor controller 11. A second water temperature sensor 23 for detecting the cooling water temperature is installed at the cooling water channel outlet of the motor control unit 11.
[0024]
The first cooling circuit 14 includes a first switching of the flow path between the cooling water channel outlet side of the engine 12 and the bypass passage 18 of the first radiator 16 or the first thermostat 19 that opens and closes the bypass passage 18. Means (for example, a three-way solenoid valve) 24 are provided. The first switching means 24 branches to the inlet portion of the electric water pump 21 of the second cooling circuit 15 and the inlet side of the cooling water passage of the second radiator 22 respectively. A first bypass passage 27 that is connected via 25 and 26 is provided. The first switching means 24 switches and connects the coolant channel outlet side of the engine 12 to the first thermostat 19 side and the first bypass passage 27. In the first bypass passage 27, when the cooling water temperature upstream of the branch passages 25 and 26 is low, the branch passage 25 is opened and the branch passage 26 is closed, and when the cooling water temperature exceeds the set temperature, the branch passage 25 is gradually closed and branched. A second thermostat 28 is provided that opens the path 26.
[0025]
The second cooling circuit 15 is provided with second switching means (for example, a three-way solenoid valve) 29 on the outlet side of the cooling water passage of the motor control unit 11 (upstream side of the connecting portion of the branch passage 26). A second bypass passage 30 connected from the second switching means 29 to the inlet of the water pump 17 of the first cooling circuit 14 (which may be between the inlet of the water pump 17 and the first radiator 16) is provided.
[0026]
On the other hand, the detection signals of the first water temperature sensor 20 and the second water temperature sensor 23 are input to a control device (control means) 35 that controls the cooling circuit together with the detection signal of the operation state detection means of the engine 12.
[0027]
The control device 35 controls the driving of the first switching means 24 and the second switching means 29 based on detection signals from the first water temperature sensor 20, the second water temperature sensor 23, and the operating state detection means.
[0028]
Note that the cooling fans of the first radiator 16 and the second radiator 22 are not shown.
[0029]
Next, the operation of the cooling device for the hybrid electric vehicle will be described.
[0030]
First, the water temperature of the cooling circuit of the engine 12 and the motor control unit 11 will be described. In order to drive the motor 10 when the vehicle travels, in the motor control unit 11, the motor control unit 11 generates heat from the converter that converts the DC voltage of the battery into a three-phase AC voltage and the motor drive control device that controls the speed of the converter. The water temperature in the second cooling circuit 15 for cooling 11 rises. Here, since the motor control unit 15 is an electronic device, the water temperature in the second cooling circuit 15 needs to be kept below a certain constant temperature (for example, 50 to 70 ° C.).
[0031]
On the other hand, when the battery terminal voltage becomes equal to or lower than the set value and the engine 12 is operated to drive the generator 13, the water temperature in the first cooling circuit 14 that cools the engine 12 also rises due to heat generated from the engine 12. At this time, in order to smooth the sliding portion in the engine 12 to reduce friction loss and increase the combustion efficiency of the engine 12, it is necessary to keep the cooling water temperature high (for example, 100 ° C.). However, since the engine 12 for the generator 13 is not always in operation, the water temperature in the first cooling circuit 14 is low when the engine 12 is stopped including when the vehicle is running or when it is stopped. When the engine 12 is lowered due to the temperature of the internal atmosphere and the engine 12 is stopped for a long time, it is substantially the same as the outside air temperature.
[0032]
This cooling device increases the water temperature in the first cooling circuit 14 of the engine 12 by the water temperature in the second cooling circuit 15 of the motor control unit 11.
[0033]
Hereinafter, the control operation content of the cooling device will be described based on the flowchart of FIG. 2 and the operation state diagrams of FIGS.
[0034]
In FIG. 2, when the power switch of the hybrid electric vehicle is turned on in step 1, the engine switch (operating state detection means) of the engine 12 is switched from the ON-OFF state to the operating state of the engine 12 and from the first water temperature sensor 20. The water temperature Tw and the water temperature Te from the second water temperature sensor 23 are detected.
[0035]
In a state in which the battery is sufficiently charged, immediately after the vehicle starts running, that is, the switching means set temperature Te0 (for example, 5% higher than the upper limit temperature) where the water temperature Tw from the first water temperature sensor 20 is lower than the upper limit temperature of the cooling water temperature of the motor controller When the engine 12 is stopped and the water temperature Te from the second water temperature sensor 23 is lower than the switching means set temperature Te0, the process proceeds from step 2, 3, 4 to step 6, and the cooling circuit Pattern 2 is formed.
[0036]
In this cooling circuit pattern 2, as shown in FIG. 3, the cooling water from the cooling water channel outlet of the motor control unit 11 is switched to the second bypass passage 30 by the second switching means 29, and to the second radiator 22. The flow path is blocked. The cooling water from the cooling water passage outlet of the engine 12 is switched to the first bypass passage 27 by the first switching means 24, and the flow paths to the first radiator 16 and the first thermostat 19 are blocked. The cooling water flowing into the first bypass passage 27 is guided to the inlet side of the electric water pump 21 via the branch path 25 by the second thermostat 28 whose switching temperature is set to be the same as the switching means set temperature Te0. Therefore, the cooling water that has cooled the motor control unit 11 passes through the inside of the engine 12 and is circulated to the motor control unit 11 without passing through the radiator.
[0037]
As a result, the cooling water heated by the motor control unit 11 flows inside the engine 12, so that the inside of the engine 12 is warmed and the internal temperature of the engine 12 is kept constant. For this reason, when the battery terminal voltage becomes lower than the set value and the engine 12 starts, the temperature inside the engine 12 rises, so the startability is improved and the oil film temperature of the sliding portion inside the engine 12 is improved. Due to the decrease in the viscosity of the oil accompanying the increase, the friction loss at the sliding portion decreases, so that the combustion efficiency and power generation efficiency of the engine 12 are improved. Furthermore, a heater pipe (not shown) for heating the passenger compartment can be connected only to the main body of the engine 12, the temperature of the cooling water to the heater can be raised at an early stage, and the performance of the heater in a cold region is improved. be able to.
[0038]
In addition, the battery terminal voltage is lower than the set value immediately after the vehicle starts running, and the engine 12 is in operation. The water temperature Tw from the first water temperature sensor 20 is lower than the switching means set temperature Te0, and the second water temperature sensor. When the water temperature Te from 23 is higher than the water temperature Tw and lower than the switching means set temperature Te0, the process proceeds from step 2, 3, 5 to step 6 to form the cooling circuit pattern 2 similar to the above.
[0039]
In this case, in addition to further improving the above-described effect, the first switching means 24 and the second switching means also against the water temperature rise due to the heat generation amount from the engine 12 having a larger heat generation amount than the motor control unit 11. Since sufficient time for performing the 29 flow path switching control is secured, it is possible to suppress the inflow of the cooling water having a water temperature equal to or higher than the switching means set temperature Te0 to the motor control unit 11.
[0040]
Next, in a state in which the battery is sufficiently charged and the vehicle is running without the engine 12 running, the water temperature Tw from the first water temperature sensor 20 is equal to or lower than the switching means set temperature Te0, and the second water temperature sensor 23. When the water temperature Te is higher than the switching means set temperature Te0, the process proceeds from step 2, 3, 4 to step 7, and the cooling circuit pattern 3 is formed.
[0041]
In this cooling circuit pattern 3, the control of the first switching means 24 and the second switching means 29 is the same as in the cooling circuit pattern 2, but the water temperature flowing through the first bypass passage 25 is the same as that of the second thermostat 28 as shown in FIG. 4. Since the temperature is higher than the switching temperature, the branch passage 26 of the first bypass passage 27 is opened, and the cooling water flowing into the first bypass passage 27 is guided to the cooling water passage inlet side of the second radiator 22 via the branch passage 26. Therefore, the cooling water that has cooled the motor control unit 11 passes through the inside of the engine 12 and is circulated to the motor control unit 11 via the second radiator 22.
[0042]
In this case, similarly to the cooling circuit pattern 2, the inside of the engine 12 is warmed by the cooling water warmed by the motor control unit 11 flowing inside the engine 12. The effect given to the engine 12 is the same as that of the cooling circuit pattern 2. Furthermore, in the case of the cooling circuit pattern 3, the amount of heat received by the motor control unit 11 is given to the main body of the engine 11, thereby reducing the load on the second radiator 22. As a result, the temperature of the cooling water passing through the second radiator 22 is lowered, so that the radiator passing air temperature is lowered and the ambient temperature in the engine room is lowered.
[0043]
Next, when the battery terminal voltage is lower than the set value and the engine 12 is operating, the water temperature Te of the second water temperature sensor 23 is lower than the water temperature Tw of the first water temperature sensor 20 or higher than the switching means set temperature Te0. Steps 2, 3, and 5 to Step 8, and regardless of whether the engine 12 is operating or not, if the water temperature Tw of the first water temperature sensor 20 is equal to or higher than the switching means set temperature Te0, Step 2 to Step 8, respectively. Then, the cooling circuit pattern 1 is formed.
[0044]
In the cooling circuit pattern 1, the cooling water from the cooling water channel outlet of the motor control unit 11 is switched to the second radiator 22 side by the second switching means 29 as shown in FIG. The flow path is blocked. The cooling water from the cooling water channel outlet of the engine 12 is switched to the first radiator 16 side by the first switching means 24 and the flow path to the first bypass passage 27 is blocked. Therefore, the cooling circuit 15 for cooling the motor control unit 11 and the cooling circuit 14 for cooling the engine 12 are completely independent.
[0045]
In this case, the amount of heat received by the engine 12 and the motor control unit 11 is controlled to an independent water temperature by dissipating heat by the radiators 16 and 22 provided in the respective cooling circuits 14 and 15. There is no concern that the cooling water for cooling the cooling water for cooling the motor control unit 11, that is, the temperature of the cooling water for the motor control unit 11 is increased.
[0046]
FIG. 6 shows a cooling device for a hybrid electric vehicle according to the second embodiment. This cooling apparatus has the same configuration as that of the first embodiment except for the second bypass passage from the second switching means 29 to the first cooling circuit 14 of the engine 11 and the installation position of the water pump 17 driven by the engine 12. Is the same. In addition, the same code | symbol is attached | subjected to the part of the same structure as 1st Embodiment.
[0047]
In the first cooling circuit 14 for cooling the engine 12, the flow path from the first radiator 16 is connected to the cylinder head portion 40 of the engine 12, and the water pump 17 is connected to the cooling water channel inlet of the cylinder head portion 40. It is provided with the outlet portion of the water pump 17 facing the head portion 40. The second bypass passage 41 from the motor control unit 11 is connected to the cylinder block unit 42 of the engine 12. The control operation is the same as in the first embodiment.
[0048]
In this cooling device, when the battery terminal voltage is lower than the set value and the engine 12 is operated, the cooling water from the water pump 17 driven by the engine 12 is allowed to flow only to the cylinder head portion 40. The amount of heat received from the cylinder block portion 42 is transmitted to the cylinder head portion 40 side by natural convection of the cooling water, thereby raising the water temperature of the cylinder block portion 42. Thereby, the oil film temperature of the sliding part of the cylinder block part 42 rises, friction loss is reduced, and the combustion efficiency and power generation efficiency of the engine 12 are improved.
[0049]
Further, when the second switching means 29 switches the flow path of the second cooling circuit 15 to the second bypass passage 41 and the cooling water for cooling the motor control unit 11 flows into the cylinder block portion 42 of the engine 12, In contrast to this embodiment, since the water pump 17 is not routed, resistance by the water pump 17 is eliminated, and a decrease in the flow rate of the cooling water is suppressed. Furthermore, since the cooling water from the motor control unit 11 flows into the cylinder block portion 42, the temperature rise of the engine 12 due to the cooling water becomes the cylinder block portion 42 with many sliding portions, and thereby the sliding of the cylinder block portion 42 The oil film temperature of the part rises, the friction loss is reduced, and the combustion efficiency and power generation efficiency of the engine 12 are improved compared to the first embodiment.
[Brief description of the drawings]
FIG. 1 is a configuration diagram showing a first embodiment;
FIG. 2 is a flowchart showing the contents of a control operation.
FIG. 3 is an operational state diagram.
FIG. 4 is an operation state diagram.
FIG. 5 is an operation state diagram.
FIG. 6 is a configuration diagram showing a second embodiment.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 10 Drive motor 11 Motor control part 12 Engine 13 Generator 14 1st cooling circuit 15 2nd cooling circuit 16 1st radiator 17 Water pump 18 Bypass passage 19 1st thermostat 20 1st water temperature sensor 21 Electric water pump 22 2nd radiator 23 Second water temperature sensor 24 First switching means 25, 26 Branch path 27 First bypass passage 28 Second thermostat 29 Second switching means 30 Second bypass passage 35 Controller 40 Cylinder head portion 41 Second bypass passage 42 Cylinder block portion

Claims (4)

駆動モータにより走行可能なハイブリッド型電気自動車であって、
第１ラジエータが設けられ、エンジンを冷却する第１冷却回路と、
前記駆動モータを制御する制御部を冷却する第２ラジエータが設けられた第２冷却回路と、
前記第１冷却回路内の水温を検出する第１の水温センサと、
前記第２冷却回路内の水温を検出する第２の水温センサと、
前記第１冷却回路内及び前記第２冷却回路内の水温が所定値より低いとき、前記第１冷却回路と前記第２冷却回路を繋ぎ、前記第１ラジエータ及び前記第２ラジエータへの流路を遮断し、前記第１冷却回路と前記第２冷却回路で冷却水を循環させるバイパス通路と、
を備えることを特徴とするハイブリッド型電気自動車の冷却装置。A hybrid electric vehicle that can be driven by a drive motor,
A first radiator provided with a first cooling circuit for cooling the engine ;
A second cooling circuit provided with a second radiator for cooling the control unit for controlling the drive motor;
A first water temperature sensor for detecting a water temperature in the first cooling circuit;
A second water temperature sensor for detecting a water temperature in the second cooling circuit;
When the water temperature in the first cooling circuit and the second cooling circuit is lower than a predetermined value, the first cooling circuit and the second cooling circuit are connected, and a flow path to the first radiator and the second radiator is provided. A bypass passage that shuts off and circulates cooling water in the first cooling circuit and the second cooling circuit;
A cooling apparatus for a hybrid electric vehicle, comprising: 駆動モータにより走行可能なハイブリッド型電気自動車であって、
第１ラジエータが設けられ、エンジンを冷却する第１冷却回路と、
前記駆動モータを制御する制御部を冷却する第２ラジエータが設けられた第２冷却回路と、
前記第１冷却回路内の水温を検出する第１の水温センサと、
前記第２冷却回路内の水温を検出する第２の水温センサと、
前記第１冷却回路内の水温が所定値より低く、前記第２冷却回路内の水温が所定値より高いとき、前記第１冷却回路と前記第２冷却回路を繋ぎ、前記第１ラジエータへの流路を遮断し、前記第１冷却回路と前記第２冷却回路で前記第２ラジエータを経由して冷却水を循環させるバイパス通路と、
を備えることを特徴とするハイブリッド型電気自動車の冷却装置。A hybrid electric vehicle that can be driven by a drive motor,
A first radiator provided with a first cooling circuit for cooling the engine ;
A second cooling circuit provided with a second radiator for cooling the control unit for controlling the drive motor;
A first water temperature sensor for detecting a water temperature in the first cooling circuit;
A second water temperature sensor for detecting a water temperature in the second cooling circuit;
When the water temperature in the first cooling circuit is lower than a predetermined value and the water temperature in the second cooling circuit is higher than a predetermined value, the first cooling circuit and the second cooling circuit are connected to flow to the first radiator. A bypass passage that shuts off a passage and circulates cooling water through the second radiator in the first cooling circuit and the second cooling circuit;
A cooling apparatus for a hybrid electric vehicle, comprising: 前記ハイブリッド型電気自動車に、
前記駆動モータの電源となる充放電可能なバッテリと、
前記バッテリに充電する発電機と、
前記発電機を駆動するエンジンと、
を備えることを特徴とする請求項１または２に記載のハイブリッド型電気自動車の冷却装置。In the hybrid electric vehicle,
A chargeable / dischargeable battery serving as a power source for the drive motor;
A generator for charging the battery;
An engine that drives the generator ;
Cooling device for a hybrid electric vehicle according to claim 1 or 2, characterized in that to obtain Bei a. 車両を駆動する駆動モータと、
前記駆動モータの電源となる充放電可能なバッテリと、
前記バッテリに充電する発電機と、
前記発電機を駆動するエンジンと、
を備えるハイブリッド型電気自動車であって、
前記エンジンのシリンダヘッド部を冷却する第１ラジエータが設けられた第１冷却回路と、
前記駆動モータを制御する制御部を冷却する第２ラジエータが設けられた第２冷却回路と、
前記第１冷却回路内の水温を検出する第１の水温センサと、
前記第１冷却回路内の水温が所定値より低いとき、
前記第１ラジエータへの流路を遮断し、前記第１冷却回路と前記第２冷却回路で冷却水を循環させる
前記エンジンの冷却水路出口側と前記第２ラジエータの冷却水路入口側を繋ぐ第１バイパス通路と、
前記エンジンのシリンダブロック部と前記制御部の冷却水路出口側を繋ぐ第２バイパス通路と、
を備えることを特徴とするハイブリッド型電気自動車の冷却装置。A drive motor for driving the vehicle;
A chargeable / dischargeable battery serving as a power source for the drive motor;
A generator for charging the battery;
An engine that drives the generator;
A hybrid electric vehicle comprising:
A first cooling circuit provided with a first radiator for cooling the cylinder head portion of the engine;
A second cooling circuit provided with a second radiator for cooling the control unit for controlling the drive motor;
A first water temperature sensor for detecting a water temperature in the first cooling circuit;
When the water temperature in the first cooling circuit is lower than a predetermined value,
The flow path to the first radiator is blocked, and the cooling water is circulated by the first cooling circuit and the second cooling circuit. The first connecting the cooling water channel outlet side of the engine and the cooling water channel inlet side of the second radiator. A bypass passage,
A second bypass passage connecting a cylinder block portion of the engine and a cooling water passage outlet side of the control portion;
A cooling apparatus for a hybrid electric vehicle, comprising:
JP17996197A 1997-07-04 1997-07-04 Hybrid electric vehicle cooling system Expired - Fee Related JP3817844B2 (en)

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