JP7124722B2 - hybrid car - Google Patents

Description

TECHNICAL FIELD The present invention relates to a hybrid vehicle, and more particularly to a hybrid vehicle including an engine, a motor, a heat pump system, and a control device.

Conventionally, hybrid vehicles of this type have been proposed that include an engine, a motor, and a heat pump system (see Patent Document 1, for example). The engine outputs power for running. The motor outputs power for running. The heat pump system transfers heat from the refrigerant used to air condition the passenger compartment to the cooling water used to cool the engine. This hybrid vehicle can run while intermittently operating the engine.

Japanese Patent Application Laid-Open No. 2008-180215

In order to suppress the deterioration of emissions in the above-described automobile, when the coolant temperature after starting the engine is below a predetermined temperature, intermittent operation of the engine may be stopped and the engine may continue to operate. In this case, the engine continues to operate until the cooling water temperature exceeds the predetermined temperature, which may reduce the energy efficiency.

A main object of the hybrid vehicle of the present invention is to improve energy efficiency.

The hybrid vehicle of the present invention employs the following means in order to achieve the above main object.

The hybrid vehicle of the present invention is
an engine that outputs power for running;
a motor that outputs power for running;
a heat pump system that transfers the heat of the refrigerant used for air conditioning of the passenger compartment to the cooling water of the engine;
a control device that controls the engine and the motor and controls the heat pump system so that the vehicle travels with intermittent operation of the engine;
A hybrid vehicle comprising
The control device controls the engine and the motor so that when the temperature of the cooling water is less than a predetermined temperature, the intermittent operation of the engine is stopped and the vehicle is driven while the engine is continuously operated,
The control device further
When the engine is automatically stopped, the time for which emissions can be secured is set based on the temperature of the cooling water, and the set time for which emissions can be secured is the elapsed time after the engine is automatically stopped. is exceeded, the heat pump system is operated, and thereafter, when the temperature of the cooling water reaches the predetermined temperature or higher, the heat pump system is stopped.
This is the gist of it.

In the hybrid vehicle of the present invention, when the engine is automatically stopped, the securityable time is set based on the temperature of the cooling water to ensure that the emissions are kept within the allowable range. Here, the "time for which emission can be guaranteed" is the time from when the engine is automatically stopped until the temperature of the engine drops to a predetermined temperature. The predetermined temperature is a temperature at which it is assumed that if the automatic stop of the engine continues further, the temperature of the engine will drop to a temperature at which the amount or concentration of emissions exceeds a predetermined reference value at the time of starting. Then, when the elapsed time from the automatic stop of the engine exceeds the set time for which the emission can be guaranteed, the heat pump system is operated. When the elapsed time from the automatic stop of the engine exceeds the set time for which the emission can be guaranteed, if the automatic stop continues beyond this time, it is assumed that the emission will deteriorate at the next start. In this case, by operating the heat pump system, the temperature of the cooling water is raised before the temperature of the engine drops to a temperature that deteriorates emissions, thereby suppressing the drop in the temperature of the engine. In general, a heat pump system has better energy efficiency than an engine, so operating the heat pump system can improve the energy efficiency. Then, when the temperature of the cooling water reaches or exceeds a predetermined temperature, the heat pump system is stopped. As a result, it is possible to prevent the intermittent operation from being stopped due to the temperature of the cooling water falling below the predetermined temperature at the next start-up, thereby improving the energy efficiency. Moreover, since the heat pump system is stopped when the temperature of the cooling water reaches or exceeds the predetermined temperature, the heat pump system is more energy efficient than the heat pump system which continues to operate when the temperature of the cooling water reaches or exceeds the predetermined temperature. can be improved. As a result, energy efficiency can be improved.

In such a hybrid vehicle of the present invention, the heat pump system includes a first circulation system that circulates the cooling water in the engine and a second circulation system that circulates the refrigerant, and the first circulation system includes the cooling water. and a heat exchanger that exchanges heat with the refrigerant.

1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the invention; FIG. FIG. 2 is an explanatory diagram showing the outline of the configuration of a heat pump system 56; 4 is a flowchart showing an example of an automatic stop control routine executed by an HVECU 90;

Next, a mode for carrying out the present invention will be described using examples.

FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the invention, and FIG. 2 is an explanatory diagram showing an outline of the configuration of a heat pump system 56. As shown in FIG. As shown in FIG. 1, the hybrid vehicle 20 of the embodiment includes an engine 22, a heat pump system 56, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50, a brake actuator 94, a hybrid and an electronic control unit (hereinafter referred to as “HVECU”) 90 for the vehicle.

The engine 22 is configured as an internal combustion engine that outputs power using gasoline, light oil, or the like as fuel. The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24 .

The heat pump system 56 functions as a so-called cooling device for the engine 22 that cools or warms up the engine 22 and also functions as an air conditioner that conditions the passenger compartment 21 . As shown in FIG. 2, the heat pump system 56 includes a first circulation system 60 in which cooling water (LLC (long-life coolant)) circulates, and a second circulation system 70 in which a refrigerant (hydrofluorocarbon, etc.) circulates. have.

The first circulation system 60 has cooling water flow paths 61 and 62 , a radiator 63 , a thermostat 64 , an electric pump 65 , a heater core 66 , and a heat exchanger 73 . The flow path 61 is configured such that cooling water circulates through the radiator 63, the thermostat 64, the electric pump 65, the engine 22, and the radiator 63 in this order. The flow path 62 branches from the flow path 61 between the engine 22 and the radiator 63, passes through the heat exchanger 73 and the heater core 66, and joins the flow path 61 between the thermostat 64 and the electric pump 65. It is configured. The radiator 63 exchanges heat between the cooling water and the outside air. The thermostat 64 operates when the coolant temperature condition (for example, the condition that the coolant temperature is equal to or higher than a predetermined temperature (eg, 75° C., 80° C., 85° C., etc.)) is not satisfied. side (electric pump 65 side), and allows the cooling water after passing through the radiator 63 to flow into the engine 22 side when the water temperature condition is satisfied. The electric pump 65 pumps the cooling water to the engine 22 side. The heater core 66 is arranged in an air-conditioning duct (not shown), and heats air blown into the passenger compartment 21 by a blower (not shown) with cooling water that has passed through the engine 22 . Heat exchanger 73 exchanges heat between the cooling water in first circulation system 60 and the refrigerant in second circulation system 70 .

The second circulation system 70 is configured as a heat pump (refrigeration cycle). FIG. 2 illustrates the configuration required when the second circulation system 70 functions as a heat pump. This second circulation system 70 includes a flow path 71 , a compressor 72 , a heat exchanger 73 , an expansion valve 74 , a heat exchanger 75 and an accumulator 76 . The flow path 71 is configured such that the refrigerant circulates through the compressor 72, the heat exchanger 73, the expansion valve 74, the heat exchanger 75, the accumulator 76, and the compressor 72 in this order. Compressor 72 compresses a gaseous refrigerant at low temperature and low pressure into a semi-liquid at high temperature and high pressure. The compressor 72 is connected to the power line 54 via an inverter 72a and driven by the inverter 72a. The heat exchanger 73 functions as a condenser in the heat pump, and converts the high-temperature, high-pressure, semi-liquid refrigerant after passing through the compressor 72 into a normal-temperature, high-pressure liquid. At this time, the heat exchanger 73 exchanges heat between the refrigerant that has passed through the compressor 72 in the second circulation system 70 and the cooling water that has passed through the engine 22 in the first circulation system 60 . Basically, since the temperature of the former is higher than the temperature of the latter, the heat of the refrigerant in the second circulation system 70 is transferred to the cooling water in the first circulation system 60 . The expansion valve 74 converts the normal-temperature, high-pressure liquid refrigerant after passing through the heat exchanger 73 into a low-temperature, low-pressure liquid. The heat exchanger 75 functions as an evaporator in the heat pump, and converts the low-temperature, low-pressure liquid after passing through the expansion valve 74 into a low-temperature, low-pressure gas. At this time, the heat exchanger 75 exchanges heat between the refrigerant and the outside air. Accumulator 76 is used to supply gaseous refrigerant to compressor 72 . When the second circulation system 70 functions as a refrigeration cycle, the refrigerant circulates as follows, although details are omitted. After passing through the compressor 72 , the refrigerant flows to the heat exchanger 75 without passing through the heat exchanger 73 and the expansion valve 74 . In this case, the heat exchanger 75 functions as a condenser in the refrigeration cycle, and converts the high-temperature, high-pressure, semi-liquid refrigerant after passing through the compressor 72 into a normal-temperature, high-pressure liquid. After passing through the heat exchanger 75, the refrigerant flows through an expansion valve (not shown), an evaporator (not shown) arranged in an air conditioning duct, an accumulator 76, and a compressor 72 in this order. This evaporator (not shown) cools the air blown into the passenger compartment 21 by the blower.

In this heat pump system 56, the electric pump 65 of the first circulation system 60 is controlled by the engine ECU 24, and the compressor 72 of the second circulation system 70 is controlled by an air conditioning electronic control unit (hereinafter referred to as "air conditioning ECU") 78. controlled by

Although not shown, the engine ECU 24 is configured as a microprocessor centering on a CPU, and in addition to the CPU, it has a ROM for storing processing programs, a RAM for temporarily storing data, an input/output port, and a communication port. .

As shown in FIGS. 1 and 2, the engine ECU 24 receives signals from various sensors necessary for controlling the operation of the engine 22 through an input port. Signals from various sensors include the crank angle θcr from the crank position sensor 23 that detects the rotational position of the crankshaft 26 of the engine 22, the throttle opening TH from the throttle valve position sensor that detects the position of the throttle valve, and the heat pump system. The cooling water temperature Tw from the water temperature sensor 68 that detects the temperature of the cooling water of the engine 22 at 56 can be increased.

Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via an output port. The various control signals include a drive control signal to the fuel injection valve, a drive control signal to the throttle motor that adjusts the position of the throttle valve, a drive control signal to the ignition coil integrated with the igniter, and a second control signal in the heat pump system 56. A drive control signal to the electric pump 65 of the 1 circulatory system 60 can be mentioned.

The engine ECU 24 is connected to the HVECU 90 via a communication port. The engine ECU 24 controls the operation of the engine 22 based on control signals from the HVECU 90 . The engine ECU 24 also outputs data regarding the operating state of the engine 22 to the HVECU 90 as necessary. The engine ECU 24 calculates the rotation speed Ne of the crankshaft 26 , that is, the rotation speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor 23 .

Although not shown, the air conditioning ECU 78 is configured as a microprocessor centered on a CPU, and in addition to the CPU, includes a ROM for storing processing programs, a RAM for temporarily storing data, an input/output port, and a communication port. .

As shown in FIGS. 1 and 2, the air conditioning ECU 78 receives signals from various sensors via input ports. Signals from various sensors include an on/off signal from a blower switch 77a attached to the operation panel 77 for turning air conditioning on and off, and an on/off signal from a set temperature switch 77b attached to the operation panel 77 for setting the temperature in the passenger compartment 21. , the passenger room temperature Tin from a temperature sensor 77c attached to the operation panel 77 that detects the temperature in the passenger compartment 21, and the rotation speed Nc from a rotation speed sensor 72b that detects the rotation speed of the compressor 72. can be mentioned.

Various control signals are output from the air conditioning ECU 78 through an output port. Examples of various control signals include a drive control signal to the blower, a drive control signal to the inverter 72a for driving the compressor 72, and the like.

The air conditioning ECU 78 is connected to the HVECU 90 via a communication port. The air conditioning ECU 78 transmits various data to the HVECU 90 and receives control signals from the HVECU 90 as necessary.

The planetary gear 30 is configured as a single pinion planetary gear mechanism. As shown in FIG. 1, the sun gear of the planetary gear 30 is connected to the rotor of the motor MG1. A ring gear of the planetary gear 30 is connected to a drive shaft 36, which is connected to drive wheels 38a and 38b via a differential gear 37, and a rotor of a motor MG2. A crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30 .

The motor MG1 is configured as, for example, a synchronous generator motor. The rotor of the motor MG1 is connected to the sun gear of the planetary gear 30 as described above. The motor MG2 is configured as, for example, a synchronous generator motor. The rotor of the motor MG2 is connected to the drive shaft 36 as described above. Inverters 41 and 42 are connected to power line 54 together with battery 50 . The motors MG1 and MG2 are rotationally driven by switching control of a plurality of switching elements (not shown) of the inverters 41 and 42 by a motor electronic control unit (hereinafter referred to as "motor ECU") 40. FIG.

Although not shown, the motor ECU 40 is configured as a microprocessor centering on a CPU, and in addition to the CPU, includes a ROM for storing processing programs, a RAM for temporarily storing data, an input/output port, and a communication port. .

Signals from various sensors necessary for driving and controlling the motors MG1 and MG2 are input to the motor ECU 40 via input ports. Signals from various sensors include rotational positions θm1 and θm2 from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and currents that detect currents flowing through the respective phases of the motors MG1 and MG2. A phase current from a sensor can be mentioned.

The motor ECU 40 outputs switching control signals to switching elements (not shown) of the inverters 41 and 42 through output ports.

The motor ECU 40 is connected to the HVECU 90 via a communication port. The motor ECU 40 drives and controls the motors MG1 and MG2 according to control signals from the HVECU 90 . Further, the motor ECU 40 outputs data regarding the drive state of the motors MG1 and MG2 to the HVECU 90 as necessary. The motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on the rotational positions .theta.m1 and .theta.m2 of the rotors of the motors MG1 and MG2 from the rotational position detection sensors 43 and 44, respectively.

The battery 50 is configured as, for example, a lithium-ion secondary battery or a nickel-hydrogen secondary battery. This battery 50 is connected to the power line 54 together with the inverters 41 and 42 as described above. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 52 .

Although not shown, the battery ECU 52 is configured as a microprocessor centering on a CPU, and in addition to the CPU, includes a ROM for storing processing programs, a RAM for temporarily storing data, an input/output port, and a communication port. .

Signals from various sensors necessary for managing the battery 50 are input to the battery ECU 52 through an input port. Signals from various sensors include battery voltage Vb from a voltage sensor 51a installed between the terminals of the battery 50 and battery current Ib from a current sensor 51b attached to the output terminal of the battery 50 (when the battery 50 is discharged). is a positive value), the battery temperature Tb from the temperature sensor 51c attached to the battery 50, and the like.

The battery ECU 52 is connected to the HVECU 90 via a communication port. The battery ECU 52 outputs data regarding the state of the battery 50 to the HVECU 90 as needed. The battery ECU 52 calculates the charge/discharge power Pb as the product of the battery voltage Vb from the voltage sensor 51a and the battery current Ib from the current sensor 51b. Further, the battery ECU 52 calculates the power storage ratio SOC based on the integrated value of the battery current Ib from the current sensor 51b. The power storage ratio SOC is the ratio of the amount of electric power that can be discharged from the battery 50 to the total capacity of the battery 50 . Further, the battery ECU 52 calculates the input/output limits Win and Wout based on the calculated power storage ratio SOC and the battery temperature Tb from the temperature sensor 51c. The input/output limits Win, Wout are the maximum allowable power that the battery 50 may be charged and discharged.

Although not shown, the HVECU 90 is configured as a microprocessor centering on a CPU, and in addition to the CPU, it has a ROM for storing processing programs, a RAM for temporarily storing data, an input/output port, and a communication port. Signals from various sensors are input to the HVECU 90 through input ports. Signals from various sensors include an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operating position of a shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of an accelerator pedal 83. accelerator opening Acc, brake pedal position BP from a brake pedal position sensor 86 that detects the amount of depression of the brake pedal 85, vehicle speed V from a vehicle speed sensor 88, and the like. The HVECU 90 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, and the air conditioning ECU 78 via communication ports, as described above. The HVECU 90 exchanges various control signals and data with the engine ECU 24, the motor ECU 40, the battery ECU 52, and the air conditioning ECU 78.

The hybrid vehicle 20 of the embodiment configured in this manner runs in a hybrid running mode (HV running mode) or in an electric running mode (EV running mode). In the HV travel mode, the vehicle travels while the engine 22 is being operated. In the EV travel mode, the vehicle travels with the engine 22 stopped. That is, the hybrid vehicle 20 runs with the engine 22 operating intermittently.

In the HV running mode, the HVECU 90 first sets a required torque Td* required for the drive shaft 36 (required for running) based on the accelerator opening Acc and the vehicle speed V, and then reduces the required torque Td* to the set required torque Td*. A required power Pd* required for the drive shaft 36 is calculated by multiplying the rotation speed Nd of the drive shaft 36 (the rotation speed Nm2 of the motor MG2). Subsequently, the target power Pe* of the engine 22 is calculated by subtracting the required charging power Pb* of the battery 50 (a positive value when the battery 50 is discharged) from the required power Pd*. Then, the engine 22 is operated so that the target power Pe* is output from the engine 22 and the required torque Td* (required power Pd*) is output to the drive shaft 36 within the range of the input/output limits Win, Wout of the battery 50. A target rotational speed Ne*, a target torque Te*, and torque commands Tm1* and Tm2* for the motors MG1 and MG2 are set. Then, the target rotational speed Ne* and the target torque Te* of the engine 22 are transmitted to the engine ECU 24, and the torque commands Tm1* and Tm2* of the motors MG1 and MG2 are transmitted to the motor ECU 40. When the engine ECU 24 receives the target rotational speed Ne* and the target torque Te* of the engine 22, the engine ECU 24 controls the intake air amount of the engine 22 so that the engine 22 is operated based on the target rotational speed Ne* and the target torque Te*. , fuel injection control, ignition control, and the like. The engine ECU 24 also controls the electric pump 65 of the first circulation system 60 in the heat pump system 56 so that the cooling water temperature Tw of the engine 22 becomes a predetermined temperature. When the motor ECU 40 receives the torque commands Tm1* and Tm2* for the motors MG1 and MG2, the motor ECU 40 controls switching of a plurality of switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1* and Tm2*. do In the HV driving mode, when the condition that the target power Pe* is less than the stop threshold value Pstop is satisfied, the operation of the engine 22 is regarded as being satisfied, and the operation of the engine 22 is stopped to shift to the EV driving mode.

In the EV running mode, the HVECU 90 sets the required torque Td* required for the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V, sets the torque command Tm1* for the motor MG1 to 0, and sets the battery 50 The torque command Tm2* for the motor MG2 is set so that the required torque Td* is output to the drive shaft 36 within the range of the input/output limits Win and Wout, and the torque commands Tm1* and Tm2* for the motors MG1 and MG2 are set to the motor It transmits to ECU40. The control of the inverters 41 and 42 by the motor ECU 40 has been described above. Since the engine 22 is not running at this time, the engine ECU 24 basically stops the electric pump 65 of the first circulation system 60 in the heat pump system 56 . In the EV running mode, when the condition that the target power Pe* calculated in the same manner as in the HV running mode is equal to or greater than the starting threshold value Pstart is satisfied, the starting condition for the engine 22 is assumed to be satisfied, and the engine 22 is started to start the HV running. mode. Note that the starting threshold value Pstart is set to a value larger than the stopping threshold value Pstop by a margin (for example, about several kW) in order to suppress frequent starting and stopping of the engine 22 in a short period of time. is preferred.

In the hybrid vehicle 20 of the embodiment, when the cooling water temperature Tw from the water temperature sensor 68 is less than the threshold value Twref, the intermittent operation of the engine 22 is stopped to continue running in the HV running mode. At this time, even when the condition that the target power Pe* is less than the stop threshold value Pstop is satisfied, the HV running mode is not shifted to the EV running mode until the cooling water temperature Tw from the water temperature sensor 68 becomes equal to or higher than the threshold value Twref. Continue running in mode.

Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when the cooling water temperature Tw is low, will be described. FIG. 3 is a flowchart showing an example of an automatic stop control routine executed by the HVECU 90. As shown in FIG. This routine is executed when the HV driving mode is shifted to the EV driving mode and the engine 22 is automatically stopped.

When this routine is executed, the CPU of the HVECU 90 executes processing for inputting the cooling water temperature Tw (step S100). A coolant temperature Tw detected by a water temperature sensor 68 is input via the engine ECU 24 .

Next, the collateral available time tem is set using the input cooling water temperature Tw (step S110). The collateralable time tem is the time from when the engine 22 is automatically stopped until the temperature of the engine 22 drops to the predetermined temperature Teref. The predetermined temperature Teref is a temperature at which it is assumed that if the automatic stop of the engine 22 is further continued, the temperature of the engine 22 will drop to a temperature at which the emission amount or concentration exceeds a predetermined reference value at the time of starting. In step S110, the available time tem is set using the cooling water temperature Tw and the setting map, which is stored in advance in the ROM of the HVECU 90 as a setting map showing the relationship between the cooling water temperature Tw and the available time tem. In the setting map, the secureable time tem is set such that the secureable time tem is longer when the cooling water temperature Tw is high than when it is low, that is, the secureable time tem is set longer as the cooling water temperature Tw is higher.

After the collateral available time tem is set in this way, the system waits until the elapsed time ts after the automatic stop of the engine 22 exceeds the collateral available time tem (step S120). Since the engine 22 is not running at this time, the temperature decreases with the lapse of time.

When the elapsed time ts exceeds the collateralizable time tem, it is determined that if the automatic stop of the engine 22 is further continued, the temperature of the engine 22 will drop to a temperature at which the emission amount or concentration exceeds a predetermined reference value at start-up. Then, a signal to start driving the compressor 72 is transmitted to the air conditioning ECU 78, and a signal to start driving the electric pump 65 is transmitted to the engine ECU 24 (step S130). The air conditioning ECU 78 that has received the signal to start driving the compressor 72 controls the inverter 72a so that the compressor 72 starts driving. The engine ECU 24 that has received the drive start signal for the electric pump 65 starts driving the electric pump 65 . By such control, the heat pump system 56 starts driving. The heat exchanger 73 exchanges heat between the refrigerant that has passed through the compressor 72 in the second circulation system 70 and the cooling water that has passed through the engine 22 in the first circulation system 60 . Basically, since the former temperature is higher than the latter temperature, the heat of the refrigerant in the second circulation system 70 is transferred to the cooling water in the first circulation system 60, and the temperature of the cooling water in the first circulation system 60 can be raised. As a result, it is possible to suppress a further decrease in the temperature of the engine 22, thereby suppressing deterioration of emissions at the next start-up. Generally, heat pump system 56 operates more energy efficiently than engine 22 . Therefore, when the elapsed time ts exceeds the collateralable time tem, by driving the heat pump system 56, the engine 22 is automatically stopped and the heat pump system 56 is immediately driven, or the engine 22 is replaced with the heat pump system 56. Energy efficiency can be improved compared to the one that is operated.

After the heat pump system 56 is driven in this manner, the cooling water temperature Tw is inputted in the same process as in step S100 (step S140), and the compressor 72 and the electric pump 65 are driven until the cooling water temperature Tw becomes equal to or higher than the threshold value Twref. (Step S150). In this way, as described above, the heat of the refrigerant in the second circulation system 70 can be transferred to the cooling water in the first circulation system 60 to raise the temperature of the cooling water in the first circulation system 60 .

When the cooling water temperature Tw reaches or exceeds the threshold value Twref, a signal to stop driving the compressor 72 is sent to the air conditioning ECU 78 and a signal to stop driving the electric pump 65 is sent to the engine ECU 24 (step S160), and this routine ends. do. The air conditioning ECU 78 that has received the signal to stop driving the compressor 72 controls the inverter 72a so that the driving of the compressor 72 is stopped. The engine ECU 24 that has received the drive stop signal for the electric pump 65 stops driving the electric pump 65 . Such control stops the heat pump system 56 . Through such control, the energy efficiency can be improved compared to the case where the heat pump system 56 continues to be driven even when the cooling water temperature Tw reaches or exceeds the threshold value Twref. Further, since the cooling water temperature Tw becomes equal to or higher than the threshold value Twref, the intermittent operation of the engine 22 can be continued, and the energy efficiency can be improved.

According to the hybrid vehicle 20 of the embodiment described above, when the engine 22 is automatically stopped, the security possible time tem for which the emission can be secured is set based on the cooling water temperature Tw, and the engine 22 is automatically stopped. The heat pump system 56 is operated when the elapsed time ts from the time exceeds the set collateralable time tem, and then the heat pump system 56 is stopped when the cooling water temperature Tw becomes equal to or higher than the threshold value Twref. can be improved.

In the hybrid vehicle 20 of the embodiment, the heat pump system 56 is a system having a first circulation system 60 and a second circulation system 70 illustrated in FIG. However, the heat pump system 56 may have any configuration as long as the heat of the refrigerant used for air conditioning the passenger compartment 21 can be transferred to the cooling water of the engine 22 .

In the hybrid vehicle 20 of the embodiment, the battery 50 is used as the power storage device, but instead of the battery 50, a capacitor may be used.

Although the hybrid vehicle 20 of the embodiment includes the engine ECU 24, the air conditioning ECU 78, and the HVECU 90, at least two of them may be configured as a single electronic control unit.

In the hybrid vehicle 20 of the embodiment, the engine 22 and the motor MG1 are connected via the planetary gear 30 to the drive shaft 36 connected to the drive wheels 38a and 38b, the motor MG2 is connected to the drive shaft 36, and the motors MG1 and MG2 are connected. A battery 50 is connected via a power line 54 . However, the hybrid vehicle 20 may be configured to include an engine and a motor that output power for running. 36 may be connected to a motor MG2 for running, and a so-called series hybrid vehicle may be configured in which a battery 50 is connected to the motors MG1 and MG2 via power lines.

The correspondence relationship between the main elements of the embodiments and the main elements of the invention described in the column of Means for Solving the Problems will be described. In the embodiment, the engine 22 corresponds to the "engine", the motor MG2 corresponds to the "motor", the heat pump system 56 corresponds to the "heat pump system", and the engine ECU 24, the air conditioning ECU 78 and the HVECU 90 correspond to the "control device". Equivalent to.

Note that the correspondence relationship between the main elements of the examples and the main elements of the invention described in the column of Means for Solving the Problems is the Since it is an example for specifically explaining the mode for solving the problem, it does not limit the elements of the invention described in the column of the means for solving the problem. That is, the interpretation of the invention described in the column of Means to Solve the Problem should be made based on the description in that column, and the Examples are based on the description of the invention described in the column of Means to Solve the Problem. This is only a specific example.

Although the embodiments for carrying out the present invention have been described above, the present invention is not limited to such embodiments at all, and can be modified in various forms without departing from the scope of the present invention. Of course, it can be implemented.

INDUSTRIAL APPLICABILITY The present invention is applicable to the manufacturing industry of hybrid vehicles and the like.

20 hybrid vehicle, 21 passenger compartment, 22 engine, 23 crank position sensor, 24 engine electronic control unit (engine ECU), 26 crankshaft, 30 planetary gear, 36 drive shaft, 37 differential gear, 38a, 38b drive wheel, 40 motor electronic control unit (motor ECU) 41, 42 inverter 43, 44 rotational position detection sensor 50 battery 51a voltage sensor 51b current sensor 51c temperature sensor 52 electronic control unit for battery (battery ECU) 54 electric power line, 56 heat pump system, 60 first circulation system, 61, 62 flow path, 63 radiator, 64 thermostat, 65 electric pump, 66 heater core, 68 water temperature sensor, 70 second circulation system, 71 flow path, 72 compressor, 72a inverter , 72b rotational speed sensor, 73 heat exchanger, 74 expansion valve, 75 heat exchanger, 76 accumulator, 77a blower switch, 77b set temperature switch, 77c temperature sensor, 78 air conditioning electronic control unit (air conditioning ECU), 80 ignition switch , 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 90 hybrid electronic control unit (HVECU).

Claims (1)

an engine that outputs power for running;
a motor that outputs power for running;
a heat pump system that operates more efficiently than the engine and transfers the heat of the refrigerant used for air conditioning of the passenger compartment to the cooling water of the engine;
a control device that controls the engine and the motor and controls the heat pump system so that the vehicle travels with intermittent operation of the engine;
with
When the temperature of the cooling water is less than a predetermined temperature, the control device controls the engine and the motor so that the intermittent operation of the engine is stopped and the vehicle is driven while the engine is continuously operated.
A hybrid vehicle,
The control device is
When the engine is automatically stopped, the time for which emissions can be secured is set based on the temperature of the cooling water, and the set time for which emissions can be secured is the elapsed time after the engine is automatically stopped. is exceeded, the heat pump system is operated, and thereafter, when the temperature of the cooling water reaches the predetermined temperature or higher, the heat pump system is stopped.
hybrid car.

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