Control device for electric vehicle engines

Abstract

The present invention provides a control device for an electric vehicle engine that can accelerate the warm-up of the engine before starting, in an engine installed in an electric vehicle. [Solution] A first warm-up control is performed when the temperature of the coolant in the motor-side cooling passage 11 rises to a predetermined determination temperature, and the coolant supply device 17 supplies the coolant to the engine body 21. A second warm-up control is performed after the first warm-up control has been performed and when the battery's SOC has dropped to a predetermined first SOC, and the heater 52 raises the temperature of the engine oil. A third warm-up control is performed after the second warm-up control has been performed and when the battery's SOC has dropped to a second SOC, and the EGR valve 35B is opened and the starter 4 motors the engine body 21.

Description

Technical Field

[0001] The present invention relates to a control device for an engine for an electric vehicle.

Background Art

[0002] Development of an electric vehicle equipped with a motor as a driving source, a battery for supplying power to the motor, a generator for charging the battery, and an engine for driving the generator has been carried out.

[0003] In an electric vehicle as described above, since the engine is not always driven, there is a risk that the engine starts in a state where warm-up is not sufficient. In contrast, for example, Patent Document 1 discloses an electric vehicle that temporarily exchanges heat of cooling water for cooling the engine with a motor to raise the temperature, and then starts the engine after supplying this to the engine.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

[0007] The control device for an electric vehicle engine according to the present invention is an engine control device for an electric vehicle engine equipped with an engine body having a combustion chamber formed therein, a motor used as a driving source, a generator that generates electricity driven by the engine, a battery that is charged by the generator, and a starter that rotates the engine, the control device comprising: a motor-side cooling passage through which coolant for cooling the motor flows; a coolant supply device that supplies the coolant in the motor-side cooling passage after the motor has been cooled to the engine body; a heater that raises the temperature of engine oil supplied to a lubricated part provided in the engine body; an EGR passage provided in the engine that connects the exhaust passage and the intake passage of the engine and recirculates the gas in the exhaust passage to the intake passage; an EGR valve that opens and closes the EGR passage; and the coolant supply device. The invention provides a control unit that controls the heater and the EGR valve to perform warm-up control for warming up the engine before starting the engine, wherein the warm-up control includes: a first warm-up control performed when the temperature of the coolant in the motor-side cooling passage rises to a predetermined determination temperature, and the coolant is supplied to the engine body by the coolant supply device; a second warm-up control performed after the first warm-up control and when the SOC of the battery drops to a predetermined first SOC, and the engine oil is heated by the heater; and a third warm-up control performed after the second warm-up control and when the SOC of the battery drops to a second SOC lower than the first SOC, and the EGR valve is opened and the engine body is motored by the starter (Claim 1).

[0008] In this invention, the engine body can be warmed by coolant heated by a motor (first warm-up control), and the engine body can also be warmed by engine oil heated by a heater (second warm-up control). Furthermore, when the battery's SOC drops to the first SOC, that is, when the power generation demand from the generator increases and the engine start timing approaches, the second warm-up control is performed, thereby warming the engine body while keeping the heater operating time short.

[0009] Furthermore, after the second warm-up control has been implemented, and when the battery's SOC has dropped to a second SOC lower than the first SOC, and the engine is approaching its starting timing, the EGR valve is open and the engine is motored (third warm-up control). The air in the combustion chamber, heated by the frictional heat generated in the combustion chamber by motoring, is repeatedly introduced into the combustion chamber through the exhaust passage, EGR passage, and intake passage. As a result, the temperature of the engine body, especially around the combustion chamber, can be further increased.

[0010] Therefore, according to the present invention, it is possible to promote the warming up of the engine body, particularly the area around the combustion chamber, before starting the engine.

[0011] Preferably, the configuration includes an oil pan for storing engine oil and a stirring device for stirring the engine oil in the oil pan, and the control unit drives the stirring device to stir the engine oil while the second warm-up control is being performed (Claim 2).

[0012] This configuration allows the entire engine oil in the oil pan to be heated through agitation. As a result, the heated engine oil can be reliably supplied to the engine body, accelerating the warm-up of the engine.

[0013] In the above configuration, preferably, an oil supply passage is provided that connects the oil pan and the lubricated part and supplies engine oil from the oil pan to the lubricated part, and an oil pump is provided in the oil supply passage to pump up the engine oil from the oil pan and to function as the agitator, wherein the control unit drives the oil pump so that the engine oil in the oil supply passage returns to the oil pan before it reaches the lubricated part during the execution of the second warm-up control (Claim 3).

[0014] With this configuration, the pumping of engine oil and its supply to the lubricated parts, as well as the agitation of the engine oil, can all be achieved by a single oil pump.

[0015] In the above configuration, preferably, the oil pump is configured to be switchable between a first mode in which it operates so that the engine oil in the oil supply passage returns to the oil pan before it reaches the lubricated part, and a second mode in which it operates so that the engine oil in the oil supply passage reaches the lubricated part, and the control unit sets the operating mode of the oil pump to the first mode when the oil temperature, which is the temperature of the engine oil in the oil pan, is below a predetermined determination oil temperature, and sets the operating mode of the oil pump to the second mode when the oil temperature is equal to or greater than the determination oil temperature (Claim 4).

[0016] With this configuration, when the oil temperature is below the target oil temperature, the engine oil can be agitated to raise the overall temperature of the engine oil, and the supply of relatively cold engine oil to the engine body can prevent the engine body temperature from actually decreasing. On the other hand, when the oil temperature is above the target oil temperature, the supply of hot engine oil to the lubricated parts can raise the temperature of the engine body.

[0017] In the above configuration, preferably, the control unit supplies the coolant to the engine body by the coolant supply device while the second warm-up control is being performed, and stops supplying the coolant to the engine body by the coolant supply device when the third warm-up control is started (Claim 5).

[0018] This configuration prevents the engine body, which has been heated by the first and second warm-up controls, from being cooled further by the coolant, thereby ensuring that the engine body temperature is reliably raised during startup.

[0019] In the above configuration, preferably, a coolant pump for transferring the coolant within the engine body is provided, and the control unit stops the coolant pump while the third warm-up control is being performed (Claim 6).

[0020] With this configuration, the movement of the relatively cold coolant within the engine body is stopped when the third warm-up control is implemented, thereby more reliably preventing the engine body from being cooled by the coolant.

[0021] In the above configuration, preferably, an exhaust shutter valve is provided in the portion of the exhaust passage downstream of the connection portion of the EGR passage, and the control unit closes the exhaust shutter valve while the third warm-up control is being performed (Claim 7).

[0022] This configuration allows more of the high-temperature air that has been directed from the combustion chamber to the exhaust passage to be returned to the combustion chamber via the EGR passage and intake passage, thereby accelerating the warm-up of the engine body, especially the warm-up of the area around the combustion chamber.

[0023] In the above configuration, preferably, an oil injection device capable of injecting engine oil into the combustion chamber forming portion that partitions the combustion chamber is provided, and the control unit causes the oil injection device to inject engine oil into the combustion chamber forming portion during the execution of the third warm-up control (Claim 8).

[0024] According to this configuration, the engine oil heated by the implementation of the second warm-up control can further increase the temperature of the combustion chamber forming portion, that is, the temperature around the combustion chamber.

[0025] In the above configuration, preferably, during the implementation of the third warm-up control, when the temperature of the combustion chamber forming portion becomes equal to or higher than the oil temperature which is the temperature of the engine oil in the oil pan, the control unit stops the injection of the engine oil to the combustion chamber forming portion by the oil injection device (Claim 9).

[0026] According to this configuration, it is possible to prevent the heated combustion chamber forming portion from being cooled by the engine oil.

[0027] In the above configuration, preferably, an oil supply passage for injection connecting the oil injection device and the oil pan, a hydraulic pressure changing device provided in the oil supply passage for injection and capable of changing the pressure of the engine oil in the oil supply passage for injection, and a check valve provided between the hydraulic pressure changing device and the oil injection device and opening only when the hydraulic pressure is equal to or higher than a predetermined injectable pressure are provided. During the implementation of the third warm-up control and when the temperature of the combustion chamber forming portion is lower than the oil temperature, the control unit controls the hydraulic pressure changing device so that the pressure of the engine oil in the oil supply passage for injection becomes lower than the injectable pressure. During the implementation of the third warm-up control and when the temperature of the combustion chamber forming portion is equal to or higher than the oil temperature, the control unit controls the hydraulic pressure changing device so that the pressure of the engine oil in the oil supply passage for injection becomes equal to or higher than the injectable pressure (Claim 10).

[0028] According to this configuration, by changing the pressure of the engine oil supplied to the oil injection device by the hydraulic pressure changing device, it is possible to switch between the injection and stop of the engine oil to the combustion chamber forming portion.

[0029] In the above configuration, preferably, during the implementation of the third warm-up control, when the temperature becomes equal to or higher than the oil temperature which is the temperature of the engine oil in the oil pan, the control unit stops the heater (Claim 11).

[0030] This configuration prevents the heater from continuing to operate when the engine oil does not need to be heated. [Effects of the Invention]

[0031] As described above, the present invention can accelerate the warm-up of an engine installed in an electric vehicle. [Brief explanation of the drawing]

[0032] [Figure 1] This is a schematic diagram showing a part of a vehicle to which a control device for an electric vehicle engine according to an embodiment of the present invention is applied. [Figure 2] This is a schematic diagram showing the distribution route of engine oil. [Figure 3] This is a functional block diagram showing the vehicle's control system. [Figure 4] This is a flowchart showing the control procedures during engine startup. [Figure 5] This is a schematic diagram showing the state of each device after the start of operation. [Figure 6] This is a schematic diagram showing the state of each component after the electric drive unit has finished warming up. [Figure 7] This is a schematic diagram illustrating the state of each device when the battery SOC falls below the first SOC. [Figure 8] This is a schematic diagram illustrating the state of each device when the oil temperature exceeds the predetermined oil temperature. [Figure 9] This is a schematic diagram illustrating the state of each device when the battery SOC falls below the second SOC. [Figure 10] This is a schematic diagram illustrating the state of each component when the rotor temperature exceeds the oil temperature. [Figure 11] This is a schematic diagram illustrating the state of each device when the rotor temperature exceeds the judgment rotor temperature. [Figure 12]This is a time chart that schematically shows the time changes of each parameter during engine startup. [Modes for carrying out the invention]

[0033] Figure 1 is a schematic diagram showing a part of a vehicle to which a control device for an electric vehicle engine according to an embodiment of the present invention is applied. Vehicle 1 is an electric vehicle that uses a motor 4 as its driving source. Vehicle 1 is equipped with an electric drive unit 3 including the motor 4 and a starter-generator 5, a battery 6, and an engine 20. The motor 4 rotates by receiving power from the battery 6 to drive the wheels. The starter-generator 5 is connected to the engine 20. The starter-generator 5 has the functions of both a starter and a generator, and rotates the engine 20 by receiving power from the battery 6, and generates electricity by being rotated by the engine 20. The battery 6 is charged by the starter-generator 5. The above-mentioned starter-generator 5 corresponds to "generator" and "starter".

[0034] Vehicle 1 is equipped with a cooling system 10 for cooling the electric drive unit 3. In this embodiment, water is used as the coolant, and the cooling system 10 cools the electric drive unit 3 by heat exchange with the coolant. The cooling system 10 includes a coolant circuit 11 through which coolant flows, a radiator 12 provided on the coolant circuit 11, an oil cooler 16 provided on the coolant circuit 11, a grill shutter 13, an electric fan 14, and a first water pump (first-W / P) 15. The electric drive unit 3 is provided on the coolant circuit 11. The coolant circulates sequentially through each component of the electric drive unit 3, cooling them by heat exchange with each component. The electric drive unit 3 includes a motor 4 and a starter-generator 5, as well as a reduction gear and inverter (not shown). The coolant circuit 11 described above corresponds to the "motor-side cooling passage" of the present invention.

[0035] As vehicle 1 starts moving, the first water pump 15 is driven, and the coolant circulates through the coolant circuit 11 as the first water pump 15 is driven. The radiator 12 is a heat exchanger and cools the coolant after it has cooled the electric drive unit 3 by heat exchange with the airflow. The electric fan 14 promotes the inflow of airflow into the radiator 12 and, consequently, the heat exchange in the radiator 12. The grill shutter 13 opens and closes an opening provided in front of the radiator 12 to change the amount of airflow entering the radiator 12. The oil cooler 16 cools the ATF (Automatic Transmission Fluid), which is the lubricant for the transmission mounted on vehicle 1. The oil cooler 16 cools the ATF by heat exchange with the coolant circulating in the coolant circuit 11.

[0036] The engine 20 includes an engine body 21, an intake passage 30, an exhaust passage 32, an EGR device 35, and an oil pan 51.

[0037] In this embodiment, the engine body 21 is a rotary piston engine. The engine body 21 has an eccentric shaft 24 extending in a predetermined direction and a rotor 23 that rotates around the eccentric shaft 24. Inside the engine body 21, a rotor housing chamber 22 is formed to house the rotor 23. The inner circumferential surface of the rotor housing chamber 22 follows a 2-node peritrochoidal curve. The rotor 23 rotates along the inner circumferential surface of the rotor housing chamber 22 by planetary rotational motion relative to the eccentric shaft 24.

[0038] The engine body 21 has an intake port 27 for introducing intake air into the rotor chamber 22 and an exhaust port 28 for guiding the gas from the rotor chamber 22 to the outside. The engine body 21 is fitted with an injector 25 for injecting fuel into the rotor chamber 22 and a spark plug 26 for generating a spark in the rotor chamber 22. In this embodiment, the injector 25 injects fuel mainly composed of gasoline. The mixture of fuel injected from the injector 25 into the rotor chamber 22 and air introduced into the rotor chamber 22 from the intake port 27 is ignited by the spark plug 26 and burns in the rotor chamber 22. Specifically, the mixture of fuel and air burns in the working chamber R1 partitioned between the inner surface of the rotor chamber 22 and the outer surface of the rotor 23. The rotor 23 and, consequently the eccentric shaft 24, rotate due to the expansion force caused by this combustion. The above-mentioned working chamber R1 corresponds to the "combustion chamber" of the present invention, and the rotor 23 corresponds to the "combustion chamber forming part" that defines the "combustion chamber". As shown in Figure 1, three working chambers R1 are defined within the rotor housing chamber 22 by the rotor 23.

[0039] The intake passage 30 forms a passage through which intake air is introduced into the engine body 21. The intake passage 30 is connected to the engine body 21 in communication with the intake port 27. The intake passage 30 is provided with a throttle valve 31 that can be opened and closed to adjust the amount of intake air introduced into the engine body 21.

[0040] The exhaust passage 32 forms a passage through which gases discharged from the engine body 21 pass. The exhaust passage 32 is connected to the engine body 21 in communication with the exhaust port 28. The exhaust passage 32 is equipped with a purification device 34 for purifying the exhaust gas, which is the combustion gas generated in the rotor chamber 22. The purification device 34 includes, for example, a catalyst, and purifies the exhaust gas through the action of the catalyst.

[0041] The exhaust passage 32 is provided with an exhaust shutter valve 33 that opens and closes it. By opening and closing the exhaust shutter valve 33, the amount of gas flowing downstream from the exhaust shutter valve 33 (in the direction of gas flow through the exhaust passage 32) of the gas discharged from the engine body 21 is changed. The exhaust shutter valve 33 is located upstream of the purification device 34 in the exhaust passage 32.

[0042] The EGR device 35 is a device for recirculating a portion of the gas flowing through the exhaust passage 32 to the intake passage 30. The EGR device 35 includes an EGR passage 35A that connects the exhaust passage 32 and the intake passage 30. The EGR passage 35A is equipped with an EGR valve 35B that opens and closes it. When the EGR valve 35B is open, it becomes possible to recirculate the gas in the exhaust passage 32 to the intake passage 30. In addition, the amount of gas introduced from the exhaust passage 32 to the intake passage 30 is changed by changing the opening degree of the EGR valve 35B.

[0043] One end of the EGR passage 35A is connected to the exhaust passage 32 upstream of the exhaust shutter valve 33 (in terms of the direction of gas flow through the exhaust passage 32). As a result, the smaller the opening of the exhaust shutter valve 33 (the closer it is to the closed side), the greater the amount of gas flowing through the exhaust passage 32 that flows into the EGR passage 35A.

[0044] A water jacket 21W is formed in the engine body 21 through which coolant flows. The outlet of the water jacket 21W communicates with the coolant circuit 11 via a coolant outlet passage 42. The coolant outlet passage 42 is connected to the part of the coolant circuit 11 that is on the radiator 12 side relative to the electric drive unit 3. The inlet of the water jacket 21W communicates with the coolant circuit 11 via a coolant introduction passage 41. The coolant introduction passage 41 is connected to the part of the coolant circuit 11 between the oil cooler 16 and the radiator 12, through which the coolant passes after passing the electric drive unit 3 and before flowing into the radiator 12.

[0045] A three-way valve 17 is provided at the connection point between the coolant introduction passage 41 and the coolant circuit 11. The three-way valve 17 switches the destination of the first passage 11A, which extends from the three-way valve 17 toward the oil cooler 16, between only the second passage 11B, which goes from the three-way valve 17 toward the radiator 12, and both the second passage 11B and the coolant introduction passage 41.

[0046] If the first passage 11A is connected only to the second passage 11B, the coolant is not introduced into the coolant introduction passage 41 but circulates within the coolant circuit 11. On the other hand, if the first passage 11A is connected to both the second passage 11B and the coolant introduction passage 41, the coolant is branched at the three-way valve 17 to the second passage 11B and the coolant introduction passage 41. The coolant branched into the coolant introduction passage 41 is introduced into the water jacket 21W, i.e., into the engine body 21.

[0047] Hereinafter, the state of the three-way valve 17 will be described as follows: when the first passage 11A is connected only to the second passage 11B, the three-way valve 17 is closed; and when the first passage 11A is connected to both the second passage 11B and the coolant introduction passage 41, the three-way valve 17 is open. As described above, the three-way valve 17 is provided in the part through which the coolant passes after passing the electric drive unit 3 and before flowing into the radiator 12. In this embodiment, this three-way valve 17 corresponds to a device that supplies the coolant in the coolant circuit 11, which has cooled the electric drive unit 3 including the motor 4, to the engine body 21, that is, the "coolant supply device" of the present invention.

[0048] A second water pump (2nd-W / P) 43 is provided near the inlet of the water jacket 21W. The second water pump 43 is a pump for transferring coolant within the water jacket 21W, that is, within the engine body 21. The second water pump 43 corresponds to the "coolant pump" of the present invention.

[0049] The second water pump 43 is a mechanical pump with a clutch. Specifically, the second water pump 43 is connected to the engine body 21 via a clutch. When the clutch is engaged, the second water pump 43 is driven in accordance with the rotation of the engine body 21 (rotation of the eccentric shaft 24). On the other hand, when the clutch is disengaged, the second water pump 43 does not drive even if the engine body 21 rotates, and remains in a stopped state. The clutch of the second water pump 43 is electrically operated and connects and disconnects the second water pump 43 and the engine body 21 by receiving power.

[0050] Figure 2 is a schematic diagram showing the flow path of engine oil for lubricating the lubricated parts provided in the engine body 21. The lubricated parts include at least the bearing portion 21A of the eccentric shaft 24 and a passage formed inside the eccentric shaft 24 and the rotor 23. Below the engine body 21 is an oil pan 51 for storing engine oil. An oil pan heater 52 is attached to the oil pan 51 for raising the temperature of the engine oil stored in the oil pan 51. The oil pan heater 52 generates heat when power is supplied to warm the engine oil. The oil pan heater 52 corresponds to the "heater" of the present invention.

[0051] The engine 20 is equipped with a first oil supply device 60 and a second oil supply device 70, which supply engine oil from the oil pan 51 to various parts of the engine body 21, including the parts that are lubricated. The engine 20 is also equipped with a drain passage 53 that returns the engine oil that has passed through the various parts of the engine body 21 back to the oil pan 51.

[0052] The first oil supply device 60 has an oil jet 65 provided on the eccentric shaft 24 that injects engine oil onto the rotor 23. The first oil supply device 60 has a main oil passage 61 connecting the oil pan 51 and the oil jet 65. The bearing portion 21A is located in the middle of the main oil passage 61. The main oil passage 61 corresponds to the "injection oil supply passage" of the present invention, and the oil jet 65 corresponds to the "oil injection device" of the present invention.

[0053] In the main oil passage 61, on the side of the bearing portion 21A that is closer to the oil pan 51, i.e., upstream in the direction of engine oil flow, a first oil pump (first-O / P) 62 and a hydraulic pressure changer 63 are provided. The hydraulic pressure changer 63 is provided downstream of the first oil pump 62 (in the direction of engine oil flow). The first oil pump 62 is a pump that draws up engine oil from the oil pan 51. The first oil pump 62 is a mechanical pump. Specifically, the first oil pump 62 is connected to the engine body 21 and is driven in accordance with the rotation of the engine body 21 (rotation of the eccentric shaft 24) to draw up engine oil. Although not shown in the diagram, the first oil supply device 60 is provided with a relief valve that returns the engine oil in the main oil passage 61 to the oil pan 51 when the discharge pressure of the first oil pump 62 exceeds a predetermined pressure. Although not shown in the diagram, a filter for removing impurities from the engine oil is provided between the first oil pump 62 and the hydraulic pressure changer 63 in the main oil passage 61.

[0054] The hydraulic pressure changer 63 is a device for changing the hydraulic pressure, which is the pressure of the engine oil supplied to the bearing section 21A. The hydraulic pressure changer 63 switches the hydraulic pressure supplied to the bearing section 21A between a low hydraulic pressure state and a high hydraulic pressure state with a higher pressure. For example, the hydraulic pressure changer 63 is equipped with a passage for returning a portion of the engine oil supplied to the hydraulic pressure changer 63 back to the drain passage 53, and the hydraulic pressure is switched between a low hydraulic pressure state and a high hydraulic pressure state by opening and closing this passage using a solenoid valve or the like.

[0055] A check valve 64 is provided in the main oil passage 61 between the oil jet 65 and the bearing section 21A. The check valve 64 opens only when the oil pressure from the hydraulic pressure converter 63 is equal to or greater than a predetermined injection pressure. The injection pressure is set to be greater than the maximum oil pressure when the oil pressure supplied to the bearing section 21A is low, and less than the minimum oil pressure when the oil pressure is high. Thus, when the hydraulic pressure converter 63 is in a high oil pressure state, engine oil is introduced into the oil jet 65, and the oil jet 65 injects the engine oil toward the rotor 23. Specifically, when the hydraulic pressure converter 63 is in a high oil pressure state, engine oil is supplied from the oil pan 51 to the bearing section 21A, then passes through the inside of the eccentric shaft 24 and through the check valve 64 to be supplied to the oil jet 65, and then injected from the oil jet 65 toward the rotor 23. On the other hand, when the hydraulic pressure changer 63 is in a low-pressure state, engine oil is not injected from the oil jet 65 to the rotor 23, and the engine oil introduced into the bearing section 21A returns to the oil pan 51 through the drain passage 53 without going towards the oil jet 65.

[0056] The second oil supply device 70 has a sub-oil passage 71 that connects the oil pan 51 and the rotor 23. Specifically, the sub-oil passage 71 includes a passage formed inside the eccentric shaft 24 and a passage formed inside the rotor 23 that communicates with it, and connects the oil pan 51 and the rotor 23 through these passages. A second oil pump (second-oil pump) 73 is provided in the sub-oil passage 71. The second oil pump 73 is a pump that draws up engine oil from the oil pan 51. The second oil pump 73 is an electric pump including a motor, which is driven by power supply to draw up engine oil. The above-described sub-oil passage 71 corresponds to the "oil supply passage" of the present invention.

[0057] The second oil pump 73 is provided with a return outlet 73A for returning the engine oil in the second oil pump 73 back to the oil pan 51. The rotational speed of the second oil pump 73 can be switched between two values, and the operating mode of the second oil pump 73 can be switched between a low-speed mode and a high-speed mode with a higher rotational speed. When the operating mode of the second oil pump 73 is in low-speed mode, the engine oil introduced into the second oil pump 73 is not discharged towards the rotor 23, as shown by the dashed arrow Y10, but is returned to the oil pan 51 through the return outlet 73A. On the other hand, when the operating mode of the second oil pump 73 is in high-speed mode, the engine oil introduced into the second oil pump 73 is discharged towards the rotor 23, as shown by the arrow Y11, and supplied to the rotor 23. The low-speed mode described above corresponds to the "first mode" of the present invention, and the high-speed mode corresponds to the "second mode" of the present invention. In this embodiment, the return outlet 73A also functions as an air vent for removing air from inside the second oil pump 73. Although not shown in the figures, a filter for removing impurities from the engine oil is provided between the second oil pump 73 and the rotor 23 in the sub-oil passage 71, similar to the main oil passage 61.

[0058] (Control system) Figure 3 is a functional block diagram showing the control system of vehicle 1. The PCM100 shown in this figure is a device mounted on the vehicle for comprehensively controlling various parts of vehicle 1. The PCM100 consists of a microcomputer that includes a processor (CPU) for performing various calculations, memory such as ROM and RAM, and various input / output buses. The PCM100 corresponds to the "control unit" in this invention.

[0059] The PCM100 is electrically connected to the water temperature sensor SN1, the ambient temperature sensor SN2, the battery current sensor SN3, and the engine water temperature sensor SN4. Signals from these sensors are input to the PCM100 sequentially. The water temperature sensor SN1 is a sensor that detects the temperature of the coolant and is installed in the coolant circuit 11. Specifically, the water temperature sensor SN1 is installed in the coolant circuit 11 between the three-way valve 17 and the radiator 12, in the part through which the coolant passes after passing the electric drive unit 3 and before flowing into the radiator 12, and detects the temperature of the coolant passing through this part. The ambient temperature sensor SN2 is a sensor that detects the temperature of the ambient air. The battery current sensor SN3 is a sensor that detects the input and output current of the battery 6. The engine water temperature sensor SN4 is a sensor that detects the temperature of the coolant in the water jacket 21W. Hereinafter, the temperature of the coolant passing through the installation area of ​​the water temperature sensor SN1, after passing through the electric drive unit 3 and before flowing into the radiator 12, will be referred to as the electric drive water temperature, and the temperature of the coolant passing through the installation area of ​​the engine water temperature sensor SN4, which circulates within the engine body 21, will be referred to as the engine water temperature.

[0060] The PCM100 controls various parts of the vehicle 1 while performing various judgments and calculations based on input information from the water temperature sensor SN1 and the like. The PCM100 is electrically connected to the first water pump (1st-W / P) 15, three-way valve 17, second water pump (2nd-W / P) 43 (specifically, the clutch of the second water pump 43), oil pan heater 52, second oil pump (2nd-O / P) 73, hydraulic pressure changer 63, EGR valve (EGRV) 35B, exhaust shutter valve (exhaust SV) 33, injector 25, and spark plug 26, and outputs control signals to each of these devices based on the results of the above calculations.

[0061] (Engine warm-up control) Next, we will explain the warm-up control performed by the PCM100, which is a feature of the present invention, for warming up the engine 20. Figure 4 is a flowchart showing the control performed by the PCM100 during engine startup. Figures 5 to 11 are schematic diagrams showing the state of each device of the vehicle 1 during engine startup. Figure 12 is a time chart schematically showing the time change of each parameter during engine startup. Figure 12 shows graphs, from top to bottom, for the following: battery SOC (State of Charge), the operating state of the first water pump (1st-W / P) 15, which is the water pump on the electric drive unit 3 side, electric drive water temperature, the operating state of the three-way valve 17, engine water temperature, the operating state of the oil pan heater 52, the operating state of the second oil pump (2nd-O / P) 73, the oil temperature, which is the temperature of the engine oil in the oil pan 51, the operating state of the first oil pump (1st-O / P) 62, the operating state of the second water pump (2nd-W / P) 43, the open / closed state of the exhaust shutter valve (exhaust SV) 33, the open / closed state of the EGR valve (EGRV) 35B, the operating state of the hydraulic pressure change device 63, the operating state of the injector 25, and the rotor temperature, which is the temperature of the rotor 23.

[0062] The flowchart in Figure 4 starts when vehicle 1 begins to move. Before vehicle 1 starts moving, pumps 15, 43, 62, and 73 are stopped. The three-way valve 17 is closed. The engine body 21 is stopped. The EGR valve 35B is fully closed. The exhaust shutter valve 33 is fully open.

[0063] When vehicle 1 starts moving, the PCM 100 turns on the first water pump (1st-W / P) 15 and starts driving it (step S1). When the first water pump 15 is driven, coolant circulates within the coolant circuit 11. Immediately after step S1 is performed, that is, immediately after starting to drive, the three-way valve 17 is closed, and as shown in Figure 5, the coolant in the coolant circuit 11 is not supplied to the engine 20 side but circulates within the coolant circuit 11.

[0064] In the example shown in Figure 12, at time t1, vehicle 1 starts moving, power is supplied to the electric drive unit 3, and the motor 4 and other components are driven. Also at time t1, the first water pump (1st-W / P) 15 switches from OFF to ON, and coolant circulates within the coolant circuit 11. As power is supplied and the operation begins, the temperature of the electric drive unit 3 gradually rises after time t1, and the electric drive water temperature rises accordingly.

[0065] Returning to the flowchart in Figure 4, after step S1, the PCM100 determines whether the warm-up of the electric drive unit 3 is complete (step S2). Specifically, the PCM100 determines that the warm-up of the electric drive unit 3 is complete when the electric drive water temperature detected by the water temperature sensor SN1 rises to a predetermined determination temperature. The determination temperature is pre-set and stored in the PCM100. The PCM100 waits for the warm-up of the electric drive unit 3 to be complete and for the determination in step S2 to be YES before proceeding to the next step S3. The determination temperature is set to, for example, about 50°C. The above determination temperature corresponds to the "determination temperature" of the present invention.

[0066] In step S3, the PCM100 opens the three-way valve 17.

[0067] When the three-way valve 17 opens, as shown by arrow Y101 in Figure 6, a portion of the coolant in the coolant circuit 11 is introduced into the engine body 21 (water jacket 21W) through the coolant introduction passage 41. After passing through the engine body 21, this coolant returns to the coolant circuit 11 through the coolant outlet passage 42, as shown by arrow Y102. As described above, the three-way valve 17 is installed in the part of the coolant circuit 11 through which the coolant passes after passing the electric drive unit 3 and before flowing into the radiator 12. Therefore, the engine body 21 is introduced with coolant heated by the electric drive unit 3. Consequently, the engine body 21 is warmed by this coolant. At this point, the engine 20 is stopped, so the mechanical second water pump 43 is also stopped. Therefore, the coolant flows through the engine body 21 more slowly than when the second water pump 43 is running.

[0068] In the example shown in Figure 12, at time t2, the electric drive water temperature reaches the judgment temperature and the three-way valve 17 opens. Consequently, from time t2 onward, the engine water temperature and, consequently, the temperature of the engine body 21 rise. In the example shown in Figure 12, some time after time t2, the engine water temperature rises to the same temperature as the electric drive water temperature, and the rise in engine water temperature stops.

[0069] Returning to the flowchart in Figure 4, after step S3, the PCM 100 determines whether the battery SOC has fallen below a predetermined first SOC (step S4). The first SOC is pre-set and stored in the PCM 100. Specifically, the PCM 100 is configured to drive the engine 20 and cause the starter generator 5 to generate electricity when the battery SOC falls below a predetermined power generation request SOC. The first SOC is set to a value higher than the power generation request SOC. Furthermore, the first SOC is set such that the period during which the battery SOC decreases from the first SOC to the power generation request SOC is equivalent to the period during which the temperature of the rotor 23 rises to a predetermined determination rotor temperature after the start of step S5, which will be described later.

[0070] The PCM100 waits for the battery SOC to fall below the 1st SOC and for the determination in step S4 to be YES before proceeding to the next step, S5.

[0071] In step S5, the PCM 100 drives (turns on) the oil pan heater 52 to heat the engine oil in the oil pan 51. Also in step S5, the PCM 100 drives the second oil pump (second-oil pump) 73. At this time, the PCM 100 sets the operating mode of the second oil pump 73 to low-speed mode and operates the second oil pump 73 intermittently. That is, the PCM 100 repeatedly performs a cycle in which the second oil pump 73 is driven at a low rotational speed for a predetermined time, and then the second oil pump 73 is stopped for a predetermined time.

[0072] When the second oil pump 73 is driven in low-speed mode, as shown by arrow Y103 in Figure 7, the engine oil introduced into the second oil pump 73 is not discharged towards the rotor 23 but is returned to the oil pan 51 through the return outlet 73A. This agitates the engine oil in the oil pan 51, promoting contact between the heated engine oil and the relatively colder engine oil. In particular, intermittent operation of the second oil pump 73 promotes this contact.

[0073] In the example shown in Figure 12, at time t3, as the battery SOC falls below the first SOC, the oil pan heater 52 is activated (turned ON), and the second oil pump (second-O / P) 73 starts intermittent operation in low-speed mode. As a result, the oil temperature rises from time t3 onward. In this embodiment, as the engine oil is agitated as described above, the entire engine oil in the oil pan 51 heats up.

[0074] Returning to the flowchart in Figure 4, after step S5, the PCM100 determines whether the oil temperature is higher than a predetermined judgment oil temperature (step S6). The PCM100 has separately estimated the oil temperature, and the estimated oil temperature is used in the determination in step S6. Specifically, the PCM100 estimates the oil temperature based on the electric drive water temperature detected by the water temperature sensor SN1, the ambient temperature detected by the ambient temperature sensor SN2, the engine water temperature detected by the engine water temperature sensor SN4, the energizing time of the oil pan heater 52, etc. The judgment oil temperature is set in advance and stored in the PCM100. The judgment oil temperature is set to, for example, about 70°C.

[0075] PCM100 waits for the oil temperature to rise above the judgment oil temperature and for the judgment in step S6 to become YES, then proceeds to the next step S7.

[0076] In step S7, the PCM100 switches the operating mode of the second oil pump (2nd-O / P) 73 to high-speed mode. As a result, the engine oil introduced into the second oil pump 73 is discharged towards the rotor 23. In other words, as shown by arrow Y104 in Figure 8, the engine oil in the oil pan 51 is supplied to the rotor 23 through the sub-oil passage 71.

[0077] In the example shown in Figure 12, at time t4, as the oil temperature rises above the predetermined oil temperature, the operating mode of the second oil pump (2nd-O / P) 73 is set to high-speed mode, and the supply of engine oil to the rotor 23 begins. At this point, the engine oil in the oil pan 51 has been heated to a temperature higher than the predetermined oil temperature. Therefore, with the supply of this relatively high-temperature engine oil, the temperature of the rotor 23 rises from time t4 onward.

[0078] Returning to the flowchart in Figure 4, after step S7, the PCM 100 determines whether the battery SOC is less than or equal to the second SOC (step S8). The second SOC is pre-set and stored in the PCM 100. The second SOC is set to a value higher than the power generation request SOC and lower than the first SOC. Furthermore, the second SOC is set such that the period during which the battery SOC decreases from the second SOC to the power generation request SOC is equal to the period during which the temperature of the rotor 23 rises to a predetermined determination rotor temperature after the start of step S9, which will be described later.

[0079] The PCM100 waits for the battery SOC to drop below the 2nd SOC and for the judgment in step S8 to be YES before proceeding to the next step, S9.

[0080] In step S9, the PCM100 closes the three-way valve 17. Also, the PCM100 stops the second oil pump (2nd-O / P) 73 (step S10).

[0081] Furthermore, the PCM100 closes the exhaust shutter valve (exhaust SV) 33 and opens the EGR valve (EGRV) 35B (step S11). Specifically, the PCM100 completely closes the exhaust shutter valve 33, which was previously fully open, and completely opens the EGR valve 35B, which was previously fully closed.

[0082] Furthermore, the PCM100 starts motoring the engine body 21 (step S12). Specifically, the PCM100 drives the starter generator 5 to forcibly rotate the engine body 21.

[0083] Furthermore, the PCM100 maintains the stop of the second water pump (2nd-W / P) 43 (step S13). Specifically, the PCM100 switches the clutch of the second water pump 43 from ON to OFF, disconnecting the second water pump 43 from the engine body 21. This ensures that the second water pump 43 remains stopped even when the engine body 21 starts motoring. The PCM100 also sets the hydraulic pressure changer 63 to a high hydraulic pressure state (step S14).

[0084] When the three-way valve 17 closes, the branching of coolant from the coolant circuit 11 to the engine body 21 stops, as shown in Figure 9.

[0085] When the engine body 21 starts motoring with the exhaust shutter valve 33 closed and the EGR valve 35B open, as shown by arrow Y105 in Figure 9, the intake air introduced into the rotor housing chamber 22 is initially led from the engine body 21 to the exhaust passage 32, but is blocked by the exhaust shutter valve 33 and returns to the intake passage 30 through the EGR passage 35A. In other words, almost the same intake air repeatedly passes through the rotor housing chamber 22.

[0086] When the engine body 21 starts motoring, the first oil pump (1st-O / P) 62 starts rotating. At this time, when step S14 is performed as described above and the hydraulic pressure change device 63 is set to a high-pressure state, the engine oil in the oil pan 51 is injected into the rotor 23 by the oil jet 65, as shown by arrow Y106 in Figure 9.

[0087] In the example shown in Figure 12, as the battery SOC decreases to the second SOC at time t5, steps S9 to S14 are performed, causing the rotor temperature to rise further after time t5.

[0088] Specifically, when the exhaust shutter valve 33 is closed and the EGR valve 35B is open, the motoring of the engine body 21 is started, causing almost the same intake air to repeatedly pass through the rotor housing chamber 22, as described above. Here, when the engine body 21 is motoring, the intake air introduced into the rotor housing chamber 22 is heated by the frictional heat generated between the inner surface of the rotor housing chamber 22 and the rotor 23. As a result, the rotor 23 and the engine body 21 are heated as this heated intake air repeatedly passes through the rotor housing chamber 22.

[0089] Furthermore, as described above, engine oil is injected onto the rotor 23 by the oil jet 65. As a result, the rotor 23 is directly heated by the engine oil, which also raises the temperature of the rotor 23 and the engine body 21. The oil pan heater 52 is also driven after time t5, that is, while steps S9 to S14 are being performed. Therefore, the rotor 23 is supplied with engine oil heated by the oil pan heater 52.

[0090] Furthermore, when the three-way valve 17 is closed and the second water pump 43 remains stopped, the circulation of coolant within the engine body 21 is stopped. This prevents the engine body 21 and rotor 23 from being cooled by the circulation of coolant within the engine body 21. Consequently, as described above, the rotor temperature will continue to rise after time t5.

[0091] Returning to the flowchart in Figure 4, after step S14, the PCM100 determines whether the rotor temperature is above the oil temperature (step S15). The PCM100 has separately estimated the rotor temperature, and the estimated rotor temperature is used in the determination in step S15. Specifically, the PCM100 estimates the rotor temperature based on the separately estimated oil temperature, the operating time of the second oil pump 73 in a high-oil pressure state, and the motoring time of the engine body 21, that is, the operating time of the first oil pump 62.

[0092] The PCM100 waits for the rotor temperature to exceed the oil temperature and for the judgment in step S15 to become YES before proceeding to the next step S16.

[0093] In step S16, the PCM100 stops (turns off) the oil pan heater 52. Also in step S16, the PCM100 sets the hydraulic pressure change device 63 to a low hydraulic pressure state.

[0094] When the hydraulic pressure changer 63 is set to a low hydraulic pressure state, as shown by arrow Y107 in Figure 10, the injection of engine oil into the rotor 23 by the oil jet 65 is stopped, and engine oil is supplied to the bearing section 21A.

[0095] In the example shown in Figure 12, at time t6, as the rotor temperature rises above the oil temperature, the oil pan heater 52 is stopped (turned off), and the hydraulic pressure change device 63 is set to a low-pressure state, stopping the supply of engine oil to the rotor 23. In this way, after time t6, the supply of engine oil at a temperature lower than the rotor temperature to the rotor 23 is avoided by the execution of step S16. Therefore, the rotor 23 is not cooled by the engine oil. Furthermore, steps S11 and S12 are continued after time t6, and the heated intake air is repeatedly introduced into the rotor housing chamber 22. Therefore, the rotor temperature continues to rise after time t6.

[0096] Returning to the flowchart in Figure 4, after step S16, the PCM 100 determines whether the rotor temperature has risen to or above the determination rotor temperature (step S17). The determination rotor temperature is pre-set and stored in the PCM 100. In this embodiment, the lowest temperature of the rotor 23 at which the amount of HC (hydrocarbons) released from the rotor chamber 22 when fuel injection into the rotor chamber 22 is started falls below a predetermined amount has been pre-determined through experiments, etc. This determined temperature is then set as the determination rotor temperature. For example, the determination rotor temperature is about 60°C. As described above, the second SOC is set so that the period during which the battery SOC decreases from the second SOC to the power generation request SOC is equivalent to the period during which the temperature of the rotor 23 rises to the predetermined determination rotor temperature after the start of step S9, which will be described later. The battery SOC when the rotor temperature rises to or above the determination rotor temperature generally coincides with the power generation request SOC.

[0097] The PCM100 waits for the rotor temperature to exceed the determined rotor temperature and for the determination in step S17 to become YES, then proceeds to the next step S18.

[0098] In step S18, the PCM100 turns on the clutch of the second water pump (2nd-W / P) 43. Also, the PCM100 opens the exhaust shutter valve (exhaust SV) 33 and closes the EGR valve (EGRV) 35B (step S19). Specifically, the exhaust shutter valve 33 is opened from fully closed to fully open, and the EGR valve 35B is closed completely.

[0099] When the clutch of the second water pump (2-W / P) 43 is turned ON, the second water pump 43 is driven by the rotation of the engine body 21. This causes the coolant to circulate within the engine body 21. Also, when the exhaust shutter valve 33 is opened and the EGR valve 35B is closed, the gas discharged from the rotor housing chamber 22 is discharged to the outside of the engine 20 through the exhaust passage 32, as shown by arrow Y108 in Figure 11.

[0100] After step S19, the PCM100 starts the engine body 21. Specifically, the PCM100 starts driving the injector 25 to begin fuel injection into the rotor chamber 22, and also starts driving the spark plug 26 to begin ignition of the air-fuel mixture in the rotor chamber 22. As a result, the engine body 21 starts. Specifically, the engine body 21 starts to rotate on its own. At this point, as the engine body 21 starts to rotate on its own, the starter generator 5 is driven to rotate by the engine body 21 and starts generating electricity. The start control of the engine body 21 is completed by performing step S20. For a while after the engine body 21 starts, AWS control is performed to increase the amount of intake air introduced into the rotor chamber 22 and retard the ignition timing.

[0101] In the example shown in Figure 12, at time t7, as the rotor temperature rises above the determined rotor temperature, the clutch of the second water pump (2nd-W / P) 43 is switched ON, the exhaust shutter valve 33 opens, the EGR valve 35B closes, and the engine body 21 is started.

[0102] Here, the control that drives the oil pan heater 52 in step S3 corresponds to the "first warm-up control" of the present invention, and in Figure 12, the period A1 from time t2 to t3 corresponds to the implementation period of the first warm-up control. Furthermore, step S5 corresponds to the "second warm-up control" of the present invention, and in Figure 12, the period A2 from time t3 to t5 corresponds to the implementation period of the second warm-up control. Furthermore, steps S11 and S12 correspond to the "third warm-up control" of the present invention, and in Figure 12, the period A3 from time t5 to t7 corresponds to the implementation period of the third warm-up control. Moreover, the control including these "first warm-up control," "second warm-up control," and "third warm-up control" corresponds to the "warm-up control" of the present invention.

[0103] (summary) As explained above, in the above embodiment, before starting the engine body 21, when the electric drive water temperature rises to the determination water temperature and the warm-up of the electric drive unit 3 is completed (when the determination in step S2 above is YES), the three-way valve 17 is opened (step S3). Therefore, the coolant heated by the electric drive unit 3 is supplied to the engine body 21, and the engine body 21 can be warmed by the relatively high temperature coolant. Furthermore, when the battery SOC subsequently drops to the first SOC (when the determination in step S4 above is YES), the oil pan heater 52 is driven and the engine oil is warmed (step S5). Here, when the battery SOC drops to the first SOC, it means that the battery SOC has become low and there is a high need to start the engine body 21 and have the starter generator 5 generate electricity. Therefore, by activating the oil pan heater 52 when the battery SOC drops to the first SOC, according to the above embodiment, the engine oil, and consequently the engine body 21 to which the engine oil is supplied, can be heated before the engine body 21 is started, while avoiding the oil pan heater 52 being operated for an excessively long time.

[0104] Furthermore, in the above embodiment, when the battery's SOC drops to a second SOC lower than the first SOC (the determination in step S8 becomes YES), and the need to start the engine body 21 increases, the EGR valve 35B is opened and the engine body 21 is motored (steps S11, S12). As a result, intake air heated by the frictional heat generated in the rotor housing chamber 22 by motoring is repeatedly introduced into the rotor housing chamber 22 via the exhaust passage 32, EGR passage 35A, and intake passage 30, thereby increasing the temperature inside the rotor housing chamber 22, that is, the wall temperature of the rotor 23 and the rotor housing chamber 22, before starting the engine body 21.

[0105] In particular, in the above embodiment, the exhaust shutter valve 33 is closed at the same time as the EGR valve 35B is opened. As a result, the high-temperature intake air discharged from the rotor housing chamber 22 is blocked by the exhaust shutter valve 33, and much of it can be reintroduced into the rotor housing chamber 22. Therefore, the wall temperatures of the rotor 23 and the rotor housing chamber 22 can be raised more reliably.

[0106] As described above, according to the above embodiment, the warm-up of the engine body 21 can be promoted before starting the engine body 21. In particular, the wall temperature of the rotor 23 and rotor housing chamber 22 can be increased before starting the engine body 21. Therefore, according to the above embodiment, the combustion state in the rotor housing chamber 22 and consequently the exhaust gas performance can be improved immediately after starting the engine.

[0107] Furthermore, in the above embodiment, when the oil pan heater 52 is driven, the second oil pump 73 operates in low-speed mode (step S5), and the engine oil in the oil pan 51 is agitated. As a result, contact between the engine oil heated by the oil pan heater 52 and the relatively cold engine oil is promoted, and the entire engine oil in the oil pan 51 is heated up. Therefore, high-temperature engine oil can be reliably supplied to the engine body 21, and the warming up of the engine body 21 can be reliably promoted.

[0108] Furthermore, in the above embodiment, a second oil pump 73 capable of supplying engine oil to the rotor 23 is used, and the second oil pump 73 is operated so that the engine oil in the oil pan 51 returns to the oil pan 53 before it reaches the rotor 23, thereby achieving agitation of the engine oil. This eliminates the need to provide a separate agitation device in addition to the pump for supplying engine oil to the rotor 23, thus simplifying the structure.

[0109] Furthermore, in the above embodiment, when the oil pan heater 52 is running, if the oil temperature, which is the temperature of the engine oil in the oil pan 51, exceeds the determination oil temperature (when the determination in step S6 is YES), the second oil pump 73 operates in high-speed mode (step S7), and relatively high-temperature engine oil is supplied to the rotor 23. Therefore, it is possible to avoid the rotor 23 being cooled by the engine oil when the oil temperature is below the determination oil temperature, and the rotor 23 can be reliably heated by engine oil at a temperature of the determination oil temperature or higher.

[0110] Furthermore, in the above embodiment, the three-way valve 17 is open and coolant is introduced into the engine body 21 until the battery SOC drops to the second SOC. However, when the battery SOC drops to the third SOC (when the determination in step S8 is YES), the three-way valve 17 is closed (step S9) and the introduction of coolant into the engine body 21 is stopped. Therefore, the engine body 21 is warmed by the coolant until the battery SOC drops to the second SOC, and then the coolant is supplied to the engine body 21 at the timing when the battery SOC drops to the third SOC and the engine body 21 has been warmed to a certain extent. This prevents the engine body 21 from being cooled by the coolant. Consequently, the temperature of the engine body 21 can be reliably raised before the engine is started.

[0111] Furthermore, in the above embodiment, when the battery SOC drops to the third SOC, the three-way valve 17 is closed, and the clutch of the second water pump 43 is turned off, preventing the second water pump 43 from being driven (step S13). Therefore, it is possible to avoid the engine body 21 being cooled by the coolant as the coolant moves inside the engine body 21 by the second water pump 43.

[0112] Furthermore, in the above embodiment, when the battery SOC drops to the second SOC and has been warmed by the oil pan heater 52, engine oil is injected from the oil jet 65 onto the rotor 23. Therefore, the rotor 23 can be directly heated by the engine oil.

[0113] However, if the engine body 21, including the rotor 23, is warmed up due to the action of motoring, etc., and the temperature of the rotor 23 becomes higher than that of the engine oil, injecting engine oil into the rotor 23 may actually cool the rotor 23. In contrast, in the above embodiment, when the rotor temperature exceeds the oil temperature (when the judgment in step S15 is YES), engine injection from the oil jet 65 to the rotor 23 is stopped (step S16). Therefore, it is possible to avoid the rotor 23 being cooled by the engine oil.

[0114] Furthermore, once the rotor temperature exceeds the oil temperature, the need to warm the engine oil for warming up the engine body 21 decreases. In contrast, in the above embodiment, the oil pan heater 52 is stopped when the rotor temperature exceeds the oil temperature (step S16). Therefore, it is possible to avoid the oil pan heater 52 being driven for an excessively long period of time.

[0115] (modified version) In the above embodiment, the case where the engine body 21 is a rotary piston engine was described, but the engine body may also be a reciprocating engine.

[0116] In the above embodiment, the case in which the exhaust shutter valve 33 is closed when the engine body 21 is motoring was described, but the control to close the exhaust shutter valve 33 may be omitted. Furthermore, the exhaust shutter valve 33 itself may also be omitted.

[0117] In the above embodiment, a case in which a second oil pump 73 is used as a stirring device for agitating the engine oil was described, but the device for agitating the engine oil is not limited to the second oil pump 73.

[0118] In the above embodiment, the case was described in which the destination of engine oil is changed to both the bearing section 21A and the oil jet 65, or to the bearing section 21A only, by switching the hydraulic pressure change device 63 between a high-pressure state and a low-pressure state. However, the specific configuration for changing the destination of engine oil is not limited to the above. [Explanation of symbols]

[0119] 3. Electric drive unit 4 motors 5. Starter Generator (Starter, Generator) 17. Three-way valve (coolant supply device) 20 Engine 21 Engine body 23. Rotor (combustion chamber forming part) 33 Exhaust shutter valve 35A EGR passage 35B EGR valve 43. Second water pump (coolant pump) 51 Oil pan 52 Oil pan heater (heater) 61 Main oil passage (injection oil supply passage) 63 Hydraulic Changer 64 Check valve 65. Oil jet (oil injection device) 71 Sub-oil passage (oil supply passage) 73. Second oil pump (oil pump, agitator)

Claims

1. A control device for an electric vehicle engine, which includes an engine body with a combustion chamber formed therein, a motor used as a power source, a generator that generates electricity driven by the engine, a battery that is charged by the generator, and a starter that rotates the engine, A motor-side cooling passage through which a cooling liquid for cooling the motor flows, A coolant supply device that supplies the coolant in the motor-side cooling passage, after the motor has been cooled, to the engine body, A heater for raising the temperature of engine oil supplied to a lubricated part of the engine body, The engine is provided with an EGR passage that connects the exhaust passage and the intake passage of the engine and recirculates the gas in the exhaust passage into the intake passage, An EGR valve that opens and closes the aforementioned EGR passage, The system includes a coolant supply device, a heater, and an EGR valve, and a control unit that controls these to perform warm-up control for warming up the engine before starting the engine. The aforementioned warm-up control is, A first warm-up control is performed when the temperature of the coolant in the motor-side cooling passage rises to a predetermined determination temperature, and the coolant is supplied to the engine body by the coolant supply device. A second warm-up control is performed after the first warm-up control has been implemented and when the battery's SOC has dropped to a predetermined first SOC, in which the heater is used to raise the temperature of the engine oil. A control device for an electric vehicle engine, characterized by including a third warm-up control, which is performed after the second warm-up control has been performed and when the State of Charge (SOC) of the battery has fallen to a second SOC that is lower than the first SOC, in which the EGR valve is opened and the engine body is motored by the starter.

2. In the control device for an electric vehicle engine according to claim 1, The oil pan that stores engine oil, The system includes a stirring device for agitating the engine oil in the oil pan, The control unit is characterized in that, during the execution of the second warm-up control, it drives the stirring device to stir the engine oil, thereby providing a control device for an electric vehicle engine.

3. In the control device for an electric vehicle engine according to claim 2, An oil supply passage connects the oil pan and the lubricated part and supplies engine oil from the oil pan to the lubricated part, The oil supply passage is provided with an oil pump that pumps up engine oil from the oil pan and also functions as a stirring device, The control unit is characterized in that, during the execution of the second warm-up control, it drives the oil pump so that the engine oil in the oil supply passage returns to the oil pan before it reaches the lubricated part, thereby providing a control device for an electric vehicle engine.

4. In the control device for an electric vehicle engine according to claim 3, The oil pump is configured to be switchable between a first mode in which it operates so that the engine oil in the oil supply passage returns to the oil pan before reaching the lubricated part, and a second mode in which it operates so that the engine oil in the oil supply passage reaches the lubricated part. The control unit is characterized in that, during the execution of the second warm-up control, if the oil temperature, which is the temperature of the engine oil in the oil pan, is below a predetermined determination oil temperature, the operating mode of the oil pump is set to the first mode, and if the oil temperature is equal to or above the determination oil temperature, the operating mode of the oil pump is set to the second mode.

5. In the control device for an electric vehicle engine according to claim 1, The control unit is characterized in that, while the second warm-up control is being performed, the coolant is supplied to the engine body by the coolant supply device, and when the third warm-up control is started, the supply of the coolant to the engine body by the coolant supply device is stopped.

6. In the control device for an electric vehicle engine according to claim 5, The engine body is equipped with a coolant pump for transferring the coolant, The control unit is characterized in that it stops the coolant pump while the third warm-up control is being performed, and is a control device for an electric vehicle engine.

7. In the control device for an electric vehicle engine according to claim 1, The exhaust passage is provided with an exhaust shutter valve located downstream of the connection portion of the EGR passage, which opens and closes that portion. The control unit is characterized in that it closes the exhaust shutter valve while the third warm-up control is being performed, and is a control device for an electric vehicle engine.

8. In the control device for an electric vehicle engine according to claim 1, The combustion chamber forming section that partitions the combustion chamber is equipped with an oil injection device capable of injecting engine oil, The control unit for an electric vehicle engine is characterized in that, during the execution of the third warm-up control, it injects engine oil into the combustion chamber forming section using the oil injection device.

9. In the control device for an electric vehicle engine according to claim 8, The control unit for an electric vehicle engine is characterized in that, during the execution of the third warm-up control, when the temperature of the combustion chamber forming section rises above the oil temperature, which is the temperature of the engine oil in the oil pan, it stops the injection of engine oil into the combustion chamber forming section by the oil injection device.

10. In the control device for an electric vehicle engine according to claim 9, An oil injection supply passage connecting the oil injection device and the oil pan, A hydraulic pressure change device is provided in the injection oil supply passage and is capable of changing the pressure of the engine oil in the injection oil supply passage, The system includes a check valve provided between the hydraulic pressure change device and the oil injection device, which opens only when the hydraulic pressure is equal to or greater than a predetermined injection pressure, The control unit for an electric vehicle engine is characterized in that, when the third warm-up control is being performed and the temperature of the combustion chamber forming section is below the oil temperature, it controls the hydraulic pressure changing device so that the pressure of the engine oil in the injection oil supply passage is below the injectionable pressure, and when the third warm-up control is being performed and the temperature of the combustion chamber forming section is above the oil temperature, it controls the hydraulic pressure changing device so that the pressure of the engine oil in the injection oil supply passage is above the injectionable pressure.

11. In the control device for an electric vehicle engine according to any one of claims 1 to 10, The control unit for an electric vehicle engine is characterized in that, during the execution of the third warm-up control, it stops the heater when the temperature of the engine oil in the oil pan exceeds the oil temperature.

Images