vehicle

Abstract

To provide a vehicle that can further improve energy efficiency.SOLUTION: A vehicle V is configured to be able to take a normal mode and a fuel saving control mode in which variation in output of an electric motor 20 can be suppressed in comparison with the normal mode. When the vehicle V is in the normal mode, a control device ECU that controls the vehicle V starts to cool a first temperature-adjustment medium TCM1 on the basis of the fact that a temperature of the first temperature-adjustment medium TCM1, which circulates through a first temperature-adjustment circuit 61 and adjusts temperatures of the electric motor 20 and of a transmission device 40 and lubricates the motor and the device, becomes a first temperature. When the vehicle V is in the fuel saving control mode, the control device ECU starts to cool the first temperature-adjustment medium TCM1 on the basis of the fact that the temperature of the first temperature-adjustment medium TCM1 becomes a second temperature higher than the first temperature.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a vehicle. [Background technology]

[0002] In recent years, efforts to realize a low-carbon or carbon-free society have been gaining momentum as a concrete measure against global climate change. There is also a demand for reducing CO2 emissions and improving energy efficiency in automobiles and other vehicles, and the electrification of drive sources is progressing. For example, electric vehicles and hybrid electric vehicles have been developed that are equipped with a motor (also called a "traction motor") as a drive source that drives the drive wheels and a battery as a power source that supplies electricity to the motor.

[0003] For example, Patent Document 1 listed below discloses a temperature control system for a vehicle that includes a first temperature control circuit that controls the temperature of an electric motor and a generator, a second temperature control circuit that controls the temperature of a power conversion device, and a heat exchanger that exchanges heat between the first temperature control medium circulating through the first temperature control circuit and the second temperature control medium circulating through the second temperature control circuit. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2022-108684 A Summary of the Invention [Problem to be solved by the invention]

[0005] However, the conventional technology has room for improvement in terms of improving the energy efficiency of vehicles.

[0006] The present invention provides a vehicle that allows for improved energy efficiency. [Means for solving the problem]

[0007] One aspect of the present invention is A vehicle including an electric motor, a gearbox, a temperature control circuit through which a predetermined temperature control medium circulates to control the temperature of the electric motor and the gearbox, a cooling device capable of cooling the temperature control medium circulating through the temperature control circuit, and a control device for controlling the cooling device, The temperature control medium is oil capable of lubricating and controlling the temperature of the electric motor and the gear box, The vehicle is configured to be capable of operating in a first mode and a second mode in which output fluctuation of the electric motor is suppressed compared to the first mode, The control device includes: When the vehicle is in the first mode, cooling by the cooling device is started based on the temperature of the temperature control medium reaching a first temperature; When the vehicle is in the second mode, the cooling of the temperature control medium by the cooling device is started based on the temperature of the temperature control medium reaching a second temperature higher than the first temperature. It is a vehicle. Effect of the Invention

[0008] According to the present invention, it is possible to provide a vehicle that can improve energy efficiency. [Brief description of the drawings]

[0009] [Figure 1] 1 is a diagram showing an example of a schematic configuration of a vehicle V. [Diagram 2] FIG. 4 is a diagram showing an example of the relationship between the AP opening degree and the target drive force in each of a fuel saving control mode and a normal mode. [Diagram 3] 4 is a time chart showing an example of the operation of a vehicle V in a fuel saving control mode. [Figure 4] 1 is a flowchart (part 1) illustrating an example of processing executed by a control device ECU. [Diagram 5] 11 is a flowchart (part 2) illustrating an example of the process executed by the control device ECU. [Figure 6]11 is a flowchart (part 3) illustrating an example of the process executed by the control device ECU. [Figure 7] 10 is a flowchart showing another example of the process executed by the control device ECU. [Figure 8] 5 is a flowchart showing an example of a temperature adjustment system abnormality detection process. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0010] Hereinafter, an embodiment of the vehicle of the present invention will be described with reference to the drawings. Note that the following embodiment does not limit the invention described in the claims, and not all combinations of features described in the embodiment are necessarily essential to the invention. Two or more features among the multiple features described in the embodiment may be arbitrarily combined. In addition, in the following, the same or similar elements are given the same or similar symbols, and their description may be omitted or simplified as appropriate. In addition, the drawings are to be viewed in the direction of the symbols.

[0011] [vehicle] As shown in FIG. 1, the vehicle V of this embodiment is a hybrid electric vehicle including an internal combustion engine ICE, a control device ECU, a vehicle temperature control system 10, an electric motor 20, a generator 30, a transmission 40, a power conversion device (PCU: Power Control Unit) 50, and a temperature control circuit 60.

[0012] The electric motor 20 is a rotating electric machine that outputs power to drive the vehicle V using electric power stored in a power storage device (not shown) mounted on the vehicle V or electric power generated by a generator 30. The electric motor 20 may also generate electric power using kinetic energy of driving wheels (not shown) of the vehicle V when braking the vehicle V, and charge the aforementioned power storage device. For example, a three-phase AC motor can be used as the electric motor 20.

[0013] The electric motor 20 is also provided with an electric motor temperature sensor 20a that detects the temperature of the electric motor 20. The electric motor temperature sensor 20a outputs a detection value of the temperature of the electric motor 20 to the control device ECU. This allows the control device ECU to acquire the temperature of the electric motor 20. The electric motor temperature sensor 20a may detect the temperature of the coil portion of the electric motor 20 as the temperature of the electric motor 20, or may detect the temperature of the magnet portion of the electric motor 20 as the temperature of the electric motor 20. The electric motor temperature sensor 20a may also detect each of the temperatures of the coil portion and the magnet portion of the electric motor 20.

[0014] The generator 30 is a rotating electric machine that generates electricity using the power of the internal combustion engine ICE and charges the above-mentioned power storage device or supplies electric power to the electric motor 20. As with the electric motor 20, the generator 30 can be, for example, a three-phase AC motor.

[0015] The transmission 40 is a power transmission device provided between the electric motor 20 and the drive wheels of the vehicle V, and configured to enable power transmission between the electric motor 20 and the drive wheels. For example, the transmission 40 is a gear-type power transmission device that reduces the speed of the power output from the electric motor 20 and transmits it to the drive wheels.

[0016] The power conversion device 50 includes a PDU (Power Drive Unit) 51 that converts the power output from the aforementioned power storage device from DC to AC and controls the input / output power of the electric motor 20 and the generator 30, and a VCU (Voltage Control Unit) 52 that boosts the power output from the aforementioned power storage device as necessary. The PDU 51 is, for example, an inverter that can convert DC to AC (for example, three-phase AC). The VCU 52 is, for example, a DC / DC converter. The power conversion device 50 is provided with a PCU temperature sensor 50a that detects the temperature of the power conversion device 50. The PCU temperature sensor 50a outputs a detection value of the temperature of the power conversion device 50 to the control device ECU. This allows the control device ECU to acquire the temperature of the power conversion device 50.

[0017] The temperature control circuit 60 has a first temperature control circuit 61, a second temperature control circuit 62, and a heat exchanger 63. The first temperature control circuit 61 circulates a non-conductive first temperature control medium TCM1, and controls the temperature of the electric motor 20, the generator 30, and the transmission 40. The second temperature control circuit 62 circulates a conductive second temperature control medium TCM2, and controls the temperature of the power conversion device 50. The heat exchanger 63 exchanges heat between the first temperature control medium TCM1 circulating in the first temperature control circuit 61 and the second temperature control medium TCM2 circulating in the second temperature control circuit 62. The temperature control circuit 60 including the second temperature control circuit 62 and the heat exchanger 63 is an example of a cooling device capable of cooling the first temperature control medium TCM1 circulating in the first temperature control circuit 61.

[0018] The non-conductive first temperature control medium TCM1 is, for example, oil called ATF (Automatic Transmission Fluid) that can lubricate and control the temperature of the electric motor 20, the generator 30, and the transmission 40. The conductive second temperature control medium TCM2 is, for example, cooling water called LLC (Long Life Coolant).

[0019] The first temperature control circuit 61 is provided with a first pump 611 and a storage unit 612. The first pump 611 is a mechanical pump that is driven by the power of the internal combustion engine ICE and the rotational force of an axle (not shown) of the vehicle V, and pumps out the first temperature control medium TCM1. The storage unit 612 stores the first temperature control medium TCM1 circulating through the first temperature control circuit 61. The storage unit 612 is, for example, an oil pan provided at the bottom of a housing (not shown) that accommodates the electric motor 20, the generator 30, and the transmission 40.

[0020] The first temperature control circuit 61 also has a pressure transfer flow path 610a in which a first pump 611 is provided, a first branch flow path 610b1 in which an electric motor 20 and a generator 30 are provided, a second branch flow path 610b2 in which a transmission 40 is provided, and a branch section 613 that branches into the first branch flow path 610b1 or the second branch flow path 610b2.

[0021] The pumping flow path 610a has an upstream end connected to the storage section 612, and passes through the first pump 611, and has a downstream end connected to the branch section 613. The first branch flow path 610b1 has an upstream end connected to the branch section 613, and passes through the electric motor 20 and the generator 30, and has a downstream end connected to the storage section 612. The second branch flow path 610b2 has an upstream end connected to the branch section 613, and passes through the transmission 40, and has a downstream end connected to the storage section 612.

[0022] In the first temperature control circuit 61, the heat exchanger 63 is disposed upstream of the electric motor 20 and the generator 30 in the first branch flow path 610b1. Thus, in the first temperature control circuit 61, a "first flow path" is formed in parallel, in which the first temperature control medium TCM1 pumped by the first pump 611 passes through the branch portion 613 and the first branch flow path 610b1, is cooled by heat exchange with the second temperature control medium TCM2 in the heat exchanger 63, is supplied to the electric motor 20 and the generator 30 to lubricate and regulate the temperature of the electric motor 20 and the generator 30, and is then stored in the storage portion 612, and a "second flow path" is formed in parallel, in which the first temperature control medium TCM1 pumped by the first pump 611 passes through the branch portion 613 and the second branch flow path 610b2, is supplied to the transmission 40 to lubricate and regulate the temperature of the transmission 40, and is then stored in the storage portion 612. The first temperature control medium TCM1 stored in the storage portion 612 is supplied to the first pump 611 via the pressure-feeding passage 610a, and circulated through the first temperature control circuit 61 by being pressure-fed by the first pump 611.

[0023] In this embodiment, the first branch flow path 610b1 and the second branch flow path 610b2 are formed so that the flow rate of the first temperature control medium TCM1 flowing through the first branch flow path 610b1 is greater than the flow rate of the first temperature control medium TCM1 flowing through the second branch flow path 610b2.

[0024] The first temperature control circuit 61 is provided with a first temperature sensor 61a and a second temperature sensor 61b for detecting the temperature of the first temperature control medium TCM1 circulating through the first temperature control circuit 61. In this embodiment, the first temperature sensor 61a is provided near a cooling medium outlet 63a of the heat exchanger 63, detects the temperature of the first temperature control medium TCM1 flowing between the heat exchanger 63 and the electric motor 20 and the generator 30, and outputs the detected value to the control device ECU. This allows the control device ECU to obtain the temperature of the first temperature control medium TCM1 flowing between the heat exchanger 63 and the electric motor 20 and the generator 30.

[0025] The first temperature sensor 61a detects the temperature of the first temperature control medium TCM1 flowing between the heat exchanger 63 and the electric motor 20 and the generator 30, i.e., the temperature of the first temperature control medium TCM1 after heat exchange by the heat exchanger 63. This makes it possible for the first temperature sensor 61a to detect a temperature closer to the temperature of the first temperature control medium TCM1 supplied to the electric motor 20 and the generator 30, compared to a case in which the first temperature sensor 61a is provided on the cooling medium inlet 63b side of the heat exchanger 63 to detect the temperature of the first temperature control medium TCM1 before heat exchange. The temperature of the first temperature control medium TCM1 detected by the first temperature sensor 61a is hereinafter also referred to as the "supply medium temperature."

[0026] In this embodiment, the second temperature sensor 61b is provided in the storage unit 612, detects the temperature of the first temperature control medium TCM1 stored in the storage unit 612, and outputs the detected value to the control unit ECU. This allows the control unit ECU to obtain the temperature of the first temperature control medium TCM1 stored in the storage unit 612. The temperature of the first temperature control medium TCM1 detected by the second temperature sensor 61b is hereinafter also referred to as the "stored medium temperature."

[0027] The first temperature control circuit 61 further includes a pressure control circuit 610c provided with a pressure control valve 619. The pressure control circuit 610c has an upstream end connected to the reservoir 612 and a downstream end connected to the downstream of the first pump 611 in the pressure-feeding flow path 610a. The pressure control valve 619 may be a check valve or an electromagnetic valve such as a solenoid valve. When the liquid pressure of the first temperature control medium TCM1 pumped from the first pump 611 reaches a predetermined pressure or higher, the pressure control valve 619 opens, and a portion of the first temperature control medium TCM1 pumped from the first pump 611 is returned to the reservoir 612. As a result, the liquid pressure of the first temperature control medium TCM1 flowing through the first branch flow path 610b1 and the second branch flow path 610b2 is maintained at a predetermined pressure or lower.

[0028] The second temperature control circuit 62 is provided with a second pump 621, a radiator 622, and a storage tank 623. The second pump 621 is an electric pump that is driven by, for example, the electric power stored in the above-mentioned power storage device or the electric power generated by the generator 30, and pumps the second temperature control medium TCM2, and is controlled by the control device ECU.

[0029] Further, a rotation speed sensor 621a that detects the rotation speed of the second pump 621 is attached to the second pump 621. The rotation speed sensor 621a outputs a detection value of the rotation speed of the second pump 621 to the control device ECU. The control device ECU can estimate the flow rate of the second pump 621 based on the detection value of the rotation speed sensor 621a, i.e., the rotation speed of the second pump 621.

[0030] The radiator 622 is disposed at the front of the vehicle V, and is a heat dissipation device that cools the second temperature control medium TCM2 by wind generated when the vehicle V is traveling. The storage tank 623 is a tank that temporarily stores the second temperature control medium TCM2 circulating through the second temperature control circuit 62. Even if cavitation occurs in the second temperature control medium TCM2 circulating through the second temperature control circuit 62, the second temperature control medium TCM2 circulating through the second temperature control circuit 62 is temporarily stored in the storage tank 623, so that the cavitation occurring in the second temperature control medium TCM2 disappears.

[0031] The second temperature control circuit 62 has a branching section 624 and a junction section 625. The second temperature control circuit 62 has a storage tank 623, a second pump 621, and a radiator 622 provided in this order from the upstream side. The second temperature control circuit 62 further has a pressure-feeding flow path 620a. The upstream end of the pressure-feeding flow path 620a is connected to the junction section 625, and passes through the storage tank 623, the second pump 621, and the radiator 622, and is connected to the branching section 624 at the downstream end. The second temperature control medium TCM2 stored in the storage tank 623 is pressure-fed by the second pump 621 through the pressure-feeding flow path 620a, and is cooled by the radiator 622.

[0032] The second temperature adjustment circuit 62 further includes a first branch flow path 620b1 in which the power converter 50 is provided, and a second branch flow path 620b2 in which a heat exchanger 63 is provided and which is provided in parallel to the first branch flow path 620b1.

[0033] Specifically, the first branch flow path 620b1 has an upstream end connected to the branching section 624, passes through the power converter 50, and has a downstream end connected to the junction 625. The second branch flow path 620b2 has an upstream end connected to the branching section 624, passes through the heat exchanger 63, and has a downstream end connected to the junction 625.

[0034] In this embodiment, a valve device 626 is provided in the second branch passage 620b2 upstream of the heat exchanger 63 as a flow rate adjustment valve for adjusting the flow rate of the second temperature control medium TCM2 flowing through the second branch passage 620b2 (in other words, the flow rate of the second temperature control medium TCM2 flowing through the first branch passage 620b1). In this embodiment, the valve device 626 is an ON-OFF valve. That is, the valve device 626 fully opens the second branch passage 620b2 when opened, and fully closes the second branch passage 620b2 when closed. The valve device 626 is not limited to an ON-OFF valve, and may be a variable flow rate valve capable of adjusting the flow rate of the second temperature control medium TCM2 flowing through the second branch passage 620b2. The valve device 626 is controlled by the control device ECU.

[0035] The second temperature control medium TCM2, which is pumped by the second pump 621 in the pumping passage 620a and cooled by the radiator 622, branches into a first branch passage 620b1 and a second branch passage 620b2 at the branching portion 624. The second temperature control medium TCM2 flowing through the first branch passage 620b1 cools the power converter 50 and merges with the second branch passage 620b2 and the pumping passage 620a at the merging portion 625. The second temperature control medium TCM2 flowing through the second branch passage 620b2 cools the first temperature control medium TCM1 by exchanging heat with the first temperature control medium TCM1 in the heat exchanger 63, and merges with the first branch passage 620b1 and the pumping passage 620a at the merging portion 625. The second temperature control medium TCM2 that has flowed through the first branch flow path 620b1 and the second temperature control medium TCM2 that has flowed through the second branch flow path 620b2 join at the junction 625, flow through the pumping flow path 620a, and are temporarily stored in the storage tank 623. The second temperature control medium TCM2 stored in the storage tank 623 is then supplied again to the second pump 621 through the pumping flow path 620a, and the second temperature control medium TCM2 circulates through the second temperature control circuit 62.

[0036] In this embodiment, the first branch flow path 620b1 and the second branch flow path 620b2 are formed so that the flow rate of the second temperature control medium TCM2 flowing through the first branch flow path 620b1 is greater than the flow rate of the second temperature control medium TCM2 flowing through the second branch flow path 620b2 even when the valve device 626 is open.

[0037] The second temperature control circuit 62 is provided with a coolant temperature sensor 62a that detects the temperature of the second temperature control medium TCM2 circulating through the second temperature control circuit 62. In this embodiment, the coolant temperature sensor 62a is provided between the radiator 622 and the branching portion 624 in the pressure-feeding flow path 620a, and detects the temperature of the second temperature control medium TCM2 discharged from the radiator 622, i.e., the second temperature control medium TCM2 supplied to the power conversion device 50, and outputs the detected value to the control device ECU. This allows the control device ECU to obtain the temperature of the second temperature control medium TCM2 supplied to the power conversion device 50.

[0038] In the first temperature control circuit 61, if the temperature of the first temperature control medium TCM1 stored in the storage section 612 after cooling the electric motor 20, the generator 30, and the transmission 40 is approximately 100°C, the first temperature control medium TCM1 of approximately 100°C is supplied to the heat exchanger 63.

[0039] On the other hand, in the second temperature control circuit 62, if the temperature of the second temperature control medium TCM2 cooled by the radiator 622 is approximately 40°C, the second temperature control medium TCM2 supplied to the heat exchanger 63 does not pass through the power conversion device 50, which is the temperature-controlled device, and therefore the second temperature control medium TCM2 of approximately 40°C is supplied to the heat exchanger 63.

[0040] In this case, the heat exchanger 63 exchanges heat between the first temperature control medium TCM1 of about 100° C. and the second temperature control medium TCM2 of about 40° C., both of which are supplied to the heat exchanger 63. Then, for example, the first temperature control medium TCM1 of about 80° C. is discharged from the heat exchanger 63 to the downstream side of the first branch flow path 610b1 in the first temperature control circuit 61, and the second temperature control medium TCM2 of about 70° C. is discharged to the downstream side of the second branch flow path 620b2 in the second temperature control circuit 62.

[0041] In this way, the first temperature control medium TCM1 is cooled by the heat exchanger 63, so that the first temperature control medium TCM1 can be cooled without a separate radiator for cooling the first temperature control medium TCM1 being provided in the temperature control circuit 60. Therefore, the temperature control circuit 60 can cool the first temperature control medium TCM1 flowing through the first temperature control circuit 61 and the second temperature control medium TCM2 flowing through the second temperature control circuit 62 with one radiator 622, so that the temperature control circuit 60 can be made compact and the configuration of the vehicle V can be simplified.

[0042] The control device ECU is realized by an ECU (Electronic Control Unit) including, for example, a processor that performs various calculations, a storage device having a non-transitory storage medium that stores various information (data and programs), and an input / output device that controls input and output of data between the inside and outside of the control device ECU, and performs overall control of the entire vehicle V. The control device ECU may be realized by one ECU or may be realized by multiple ECUs. The control device ECU controls, for example, the internal combustion engine ICE, the power conversion device 50, the second pump 621, the valve device 626, etc.

[0043] [Vehicle possible modes] The vehicle V is configured to be able to take a normal mode and a fuel-saving control mode in which output fluctuations of the electric motor 20 are suppressed compared to the normal mode. The normal mode is an example of a first mode. The fuel-saving control mode is a mode in which the internal combustion engine ICE, the electric motor 20, the generator 30, the transmission 40, etc. are controlled by settings that prioritize fuel efficiency more than the normal mode, and is an example of a second mode.

[0044] Now, an example of the fuel-saving control mode will be described in more detail with reference to Fig. 2. Fig. 2 shows AP opening-target driving force characteristics, which are the relationship between the AP (accelerator position) opening, which indicates the amount of operation of the accelerator pedal of the vehicle V, and the target driving force, which is a target value of the driving force to be output from the vehicle V. In Fig. 2, the AP opening-target driving force characteristics labeled with the symbol α are the AP opening-target driving force characteristics in the fuel-saving control mode. On the other hand, the AP opening-target driving force characteristics labeled with the symbol β are the AP opening-target driving force characteristics in the normal mode.

[0045] 2, even if the AP opening is the same X [%], in normal mode the target driving force is set to F1 [N], whereas in fuel-saving control mode the target driving force is set to F2 [N], which is smaller than F1 [N]. Furthermore, in fuel-saving control mode, the rate of change in the target driving force when the AP opening changes from X [%] to Y [%] (e.g. Y>X) is smaller than in normal mode.

[0046] In this way, in the fuel-saving control mode, by making the AP opening-target driving force characteristics more gentle than in the normal mode, even if the driver of the vehicle V operates the accelerator pedal somewhat roughly, the output from the electric motor 20, which is the power source of the vehicle V, is less likely to change suddenly than in the normal mode. In the fuel-saving control mode, the output fluctuation of the electric motor 20 is suppressed, so that the fluctuation in the power supplied to the electric motor 20 is also smaller than in the normal mode, and as a result, the output fluctuation of the generator 30 and the internal combustion engine ICE can also be suppressed compared to the normal mode.

[0047] The control device ECU switches between the normal mode and the fuel-saving control mode, for example, based on an operation of a predetermined operation button provided on the vehicle V. This makes it possible to control the vehicle V in the mode desired by the driver, either the normal mode or the fuel-saving control mode. More specifically, when the ignition power supply of the vehicle V is turned on, the control device ECU sets the mode in which the ignition power supply was previously turned off. Then, when the ignition power supply of the vehicle V is on and the vehicle V is in the normal mode, the control device ECU switches from the normal mode to the fuel-saving control mode when the above-mentioned operation button is pressed. On the other hand, when the ignition power supply of the vehicle V is on and the vehicle V is in the fuel-saving control mode, the control device ECU switches from the fuel-saving control mode to the normal mode when the above-mentioned operation button is pressed.

[0048] [Temperature control of the first temperature control medium by the control device] When the vehicle V is in the normal mode, the control device ECU starts cooling the first temperature control medium TCM1 by the temperature control circuit 60 based on the temperature of the first temperature control medium TCM1 reaching a first temperature T1 (e.g., 80°C). On the other hand, when the vehicle V is in the fuel saving control mode, the control device ECU can start cooling the first temperature control medium TCM1 by the temperature control circuit 60 based on the temperature of the first temperature control medium TCM1 reaching a second temperature T2 (e.g., 90°C) higher than the first temperature T1. The cooling of the first temperature control medium TCM1 can be realized, for example, by opening the valve device 626 of the second temperature control circuit 62 to cause the heat exchanger 63 to exchange heat between the first temperature control medium TCM1 and the second temperature control medium TCM2.

[0049] In this way, in the normal mode in which output fluctuations of the electric motor 20, etc. may become large, cooling of the first temperature control medium TCM1 is started based on the temperature of the first temperature control medium TCM1, which lubricates and regulates the temperature of the electric motor 20, the transmission 40, etc., reaching a relatively low first temperature T1, thereby keeping the first temperature control medium TCM1 at a relatively low temperature and appropriately cooling the electric motor 20, etc. even if the output (i.e., heat generation) of the electric motor 20, etc. increases suddenly.

[0050] On the other hand, in the fuel-saving control mode in which the output fluctuation of the electric motor 20 and the like is suppressed, it is unlikely that the output of the electric motor 20 and the like will increase suddenly. Therefore, in the fuel-saving control mode in which the output fluctuation of the electric motor 20 and the like is suppressed, by starting cooling of the first temperature control medium TCM1 based on the temperature of the first temperature control medium TCM1 reaching the relatively high second temperature T2, the first temperature control medium TCM1 is kept at a relatively high temperature, and an increase in friction loss of the electric motor 20, the transmission 40, and the like due to the low temperature of the first temperature control medium TCM1 can be suppressed. Therefore, while suppressing the electric motor 20 and the like from becoming too hot, the friction loss of the electric motor 20, the transmission 40, and the like can be reduced, thereby improving the energy efficiency of the vehicle V.

[0051] [Example of vehicle operation] 3 is a time chart showing an example of the operation of the vehicle V in the fuel saving control mode. In the following description, the stored medium temperature, which is the temperature of the first temperature control medium TCM1 stored in the storage unit 612, is also referred to as the "stored medium temperature TATF1." The temperature of the first temperature control medium TCM1 flowing between the heat exchanger 63 and the electric motor 20 and the generator 30 is also referred to as the "supply medium temperature TATF2." The temperature of the electric motor 20 is also referred to as the "motor temperature TMOT."

[0052] 3, (a) indicates whether the ignition power of the vehicle V is on or not, (b) indicates whether the mode of the vehicle V is the fuel saving control mode or not, and (c) indicates the vehicle speed, which is the traveling speed of the vehicle V. In addition, (d) indicates the stored medium temperature TATF1, (e) indicates the supply medium temperature TATF2, (f) indicates whether the valve device 626 is open or closed, and (g) indicates the motor temperature TMOT.

[0053] In the vehicle V, a third temperature T3 (75[°C] in the example shown in FIG. 3) and a fourth temperature T4 (85[°C] in the example shown in FIG. 3) higher than the third temperature T3 are previously determined by the manufacturer of the vehicle V or the like as threshold values ​​for the stored medium temperature TATF1. Although details will be described later, the threshold value for the stored medium temperature TATF1 is used to determine whether or not to close the valve device 626, that is, whether or not to stop cooling the first temperature control medium TCM1. In other words, the control device ECU can stop cooling the first temperature control medium TCM1 based on the stored medium temperature TATF1, which is the relatively high temperature of the first temperature control medium TCM1 after temperature control of the electric motor 20, the generator 30, etc. This makes it possible to prevent the temperature of the first temperature control medium TCM1 from becoming too high, compared to a case in which cooling of the first temperature control medium TCM1 is stopped based on the relatively low temperature of the first temperature control medium TCM1 among the first temperature control media TCM1 circulating in the first temperature control circuit 61.

[0054] In addition, in the vehicle V, the above-mentioned first temperature T1 (80[°C] in the example shown in FIG. 3) and the second temperature T2 (90[°C] in the example shown in FIG. 3) are previously determined by the manufacturer of the vehicle V or the like as threshold values ​​for the supply medium temperature TATF2. Although details will be described later, the threshold value for the supply medium temperature TATF2 is used to determine whether or not to open the valve device 626, that is, whether or not to start cooling the first temperature control medium TCM1. In other words, the control device ECU can start cooling the first temperature control medium TCM1 based on the supply medium temperature TATF2, which is the relatively low temperature temperature of the first temperature control medium TCM1 after heat exchange with the second temperature control medium TCM2 by the heat exchanger 63. This makes it possible to suppress excessive cooling of the first temperature control medium TCM1 compared to a case in which cooling of the first temperature control medium TCM1 is started based on the relatively high temperature temperature of the first temperature control medium TCM1 circulating in the first temperature control circuit 61.

[0055] When the vehicle V is in a fuel saving control mode, when a predetermined threshold change condition is met after the ignition power is turned on, the control unit ECU changes the threshold for the stored medium temperature TATF1 from a third temperature T3 to a fourth temperature T4, and changes the threshold for the supply medium temperature TATF2 from the first temperature T1 to the second temperature T2.

[0056] More specifically, when the first temperature control medium TCM1 is cooled a predetermined number of times (twice in this embodiment) with the threshold for the storage medium temperature TATF1 set to the third temperature T3 and the threshold for the supply medium temperature TATF2 set to the first temperature T1, and it is confirmed that the motor temperature TMOT does not exceed a predetermined Tth [°C], the control unit ECU determines that the threshold change condition is met and changes the above thresholds. With this change, the threshold for the storage medium temperature TATF1 is set to the fourth temperature T4 and the threshold for the supply medium temperature TATF2 is set to the second temperature T2, making it possible to keep the first temperature control medium TCM1 at a higher temperature than before the change.

[0057] 3, the ignition power of the vehicle V is turned on, and the mode of the vehicle V is set to the fuel saving control mode. At time t1, the supply medium temperature TATF2 is less than 80°C (i.e., the first temperature T1), so the control unit ECU closes the valve device 626. This allows the temperature of the first temperature control medium TCM1 to be raised quickly.

[0058] Then, assume that the supply medium temperature TATF2 reaches 80° C. at time t2 after time t1. In this case, the control device ECU starts cooling the first temperature control medium TCM1 by opening the valve device 626 from time t2. This allows the temperature of the first temperature control medium TCM1, i.e., the stored medium temperature TATF1 and the supply medium temperature TATF2, to decrease from time t2.

[0059] Then, at time t3 after time t2, the stored medium temperature TATF1 drops to 75°C (i.e., the third temperature T3). In this case, the control unit ECU closes the valve device 626 at time t3 to terminate the cooling of the first temperature control medium TCM1. This allows the temperature of the first temperature control medium TCM1 to rise again from time t3.

[0060] Then, at time t4 after time t3, the supply medium temperature TATF2 again reaches 80°C. In this case, the control unit ECU opens the valve device 626 from time t4 to start cooling the first temperature control medium TCM1 again. This allows the temperature of the first temperature control medium TCM1 to decrease from time t4.

[0061] Then, at time t5 after time t4, the stored medium temperature TATF1 drops again to 75° C. In this case, the control device ECU closes the valve device 626 at time t5 to end the cooling of the first temperature control medium TCM1.

[0062] In this way, after cooling the first temperature control medium TCM1 a predetermined number of times (here, two times) with the threshold value for the stored medium temperature TATF1 set to the third temperature T3 (here, 75°C) and the threshold value for the supply medium temperature TATF2 set to the first temperature T1 (here, 80°C), if the motor temperature TMOT does not exceed Tth [°C], the control unit ECU changes the threshold values.

[0063] More specifically, as indicated by the arrow indicated by the symbol γ in Fig. 3, the control device ECU changes the threshold value for the stored medium temperature TATF1 from 75 [°C] (i.e., the third temperature T3) to 85 [°C] (i.e., the fourth temperature T4). Furthermore, as indicated by the arrow indicated by the symbol δ in Fig. 3, the control device ECU changes the threshold value for the supply medium temperature TATF2 from 80 [°C] (i.e., the first temperature T1) to 90 [°C] (i.e., the second temperature T2). As a result, even if the supply medium temperature TATF2 reaches 80 [°C] after time t5, the control device ECU does not open the valve device 626, and the first temperature control medium TCM1 can be heated to a higher temperature.

[0064] Then, at time t6 after time t5, the supply medium temperature TATF2 reaches 90°C. In this case, the control unit ECU starts cooling the first temperature control medium TCM1 by opening the valve device 626 from time t6. This makes it possible to prevent the first temperature control medium TCM1 from becoming too hot.

[0065] 3, when the stored medium temperature TATF1 drops to 85° C. after time t6, the control device ECU closes the valve device 626 at that point in time to terminate cooling of the first temperature control medium TCM1. This makes it possible to prevent the first temperature control medium TCM1 from being cooled too much.

[0066] [Example of processing performed by the control device] Next, an example of a process executed by the control unit ECU will be described with reference to Fig. 4 to Fig. 6. For example, when the ignition power supply of the vehicle V is turned on, the control unit ECU executes the process shown in Fig. 4 to Fig. 6.

[0067] 4, the control unit ECU first determines whether the vehicle V is in a fuel-saving control mode (step S1). If it is determined that the vehicle V is not in the fuel-saving control mode (step S1: NO), that is, if it is determined that the vehicle V is in the normal mode, the control unit ECU proceeds to processing of step S16 shown in FIG. 6 (described later).

[0068] When it is determined that the fuel saving control mode is selected (step S1: YES), the control unit ECU determines whether the supply medium temperature TATF2 detected by the first temperature sensor 61a is equal to or higher than 80° C. (i.e., the first temperature T1) (step S2). When it is determined that the supply medium temperature TATF2 is lower than 80° C. (step S2: NO), the control unit ECU repeats the process of step S2 until it determines that the supply medium temperature TATF2 is equal to or higher than 80° C.

[0069] Then, when it is determined that the supply medium temperature TATF2 is 80° C. or higher (step S2: YES), the control device ECU opens the valve device 626 (step S3) and starts cooling the first temperature control medium TCM1.

[0070] Next, the control unit ECU judges whether the stored medium temperature TATF1 detected by the second temperature sensor 61b is equal to or lower than 75°C (i.e., the third temperature T3) (step S4). If it is judged that the stored medium temperature TATF1 is not equal to or lower than 75°C (step S4: NO), the control unit ECU repeats the process of step S4 until it judges that the stored medium temperature TATF1 is equal to or lower than 75°C.

[0071] If it is determined that the stored medium temperature TATF1 is equal to or lower than 75° C. (step S4: YES), the control device ECU closes the valve device 626 (step S5) and ends the cooling of the first temperature control medium TCM1.

[0072] Next, the control unit ECU adds 1 to the count value n of the continuous execution counter of the cooling operation in which the threshold value for the supply medium temperature TATF2 is the first temperature T1 and the threshold value for the storage medium temperature TATF1 is the third temperature T3 (step S6).Then, the control unit ECU determines whether the count value n has reached 2 (step S7).

[0073] When it is determined that the count value n is not 2 (step S7: NO), the control unit ECU returns to the process of step S2. On the other hand, when it is determined that the count value n is 2 (step S7: YES), the control unit ECU resets the count value n to 0 (zero) (step S8) and proceeds to the process of step S9.

[0074] Next, the control device ECU judges whether the motor temperature TMOT detected by the motor temperature sensor 20a is equal to or lower than Tth [°C] (step S9). Here, Tth [°C] is set in advance by the manufacturer of the vehicle V or the like. When it is judged that the motor temperature TMOT exceeds Tth [°C] (step S9: NO), the control device ECU returns to the process of step S2. In this case, the threshold values ​​for the supply medium temperature TATF2 and the storage medium temperature TATF1 are not changed.

[0075] On the other hand, if it is determined that the motor temperature TMOT is equal to or lower than Tth [°C] (step S9: YES), the control unit ECU changes the threshold value for the supply medium temperature TATF2 to a second temperature T2 (e.g., 90 [°C]) and changes the threshold value for the stored medium temperature TATF1 to a fourth temperature T4 (e.g., 85 [°C]), and proceeds to processing of step S10 shown in Figure 5.

[0076] 5, the control unit ECU determines whether the supply medium temperature TATF2 detected by the first temperature sensor 61a is equal to or higher than 90° C. (i.e., the second temperature T2) (step S10). If the control unit ECU determines that the supply medium temperature TATF2 is lower than 90° C. (step S10: NO), the control unit ECU repeats the process of step S10 until the control unit ECU determines that the supply medium temperature TATF2 is equal to or higher than 90° C.

[0077] Then, when it is determined that the supply medium temperature TATF2 is 90° C. or higher (step S10: YES), the control device ECU opens the valve device 626 (step S11) and starts cooling the first temperature control medium TCM1.

[0078] Next, the control unit ECU judges whether the stored medium temperature TATF1 detected by the second temperature sensor 61b is equal to or lower than 85° C. (i.e., the fourth temperature T4) (step S12). If it is judged that the stored medium temperature TATF1 is not equal to or lower than 85° C. (step S12: NO), the control unit ECU repeats the process of step S12 until it judges that the stored medium temperature TATF1 is equal to or lower than 85° C.

[0079] If it is determined that the stored medium temperature TATF1 is equal to or lower than 85° C. (step S12: YES), the control device ECU closes the valve device 626 (step S13) and ends the cooling of the first temperature control medium TCM1.

[0080] Next, the control device ECU determines whether or not the ignition power supply of the vehicle V has been turned off (step S14). If the ignition power supply of the vehicle V has been turned off (step S14: YES), the control device ECU ends the processing shown in Figures 4 to 6. On the other hand, if the ignition power supply of the vehicle V has not been turned off (step S14: NO), the control device ECU determines whether or not the state in which the temperature of the first temperature control medium TCM1 is increased can be continued (step S15).

[0081] In the process of step S15, the control unit ECU determines that the operation can be continued, for example, on the condition that the operation mode has not been changed to the normal mode and the motor temperature TMOT is equal to or lower than Tth [° C.]. In other words, the control unit ECU determines that the operation cannot be continued if the operation mode has been changed to the normal mode or the motor temperature TMOT exceeds Tth [° C.].

[0082] When it is determined that the state in which the temperature of the first temperature adjustment medium TCM1 is increased can be continued (step S15: YES), the control device ECU returns to the process of step S10. When it is determined that the state in which the temperature of the first temperature adjustment medium TCM1 is increased cannot be continued (step S15: NO), the control device ECU proceeds to the process of step S16 shown in FIG.

[0083] When it is determined in the process of step S1 that the fuel saving control mode is not set (step S1: NO), or when it is determined in the process of step S15 that the mode cannot be continued (step S15: NO), the control unit ECU determines whether or not the supply medium temperature TATF2 detected by the first temperature sensor 61a is equal to or higher than 80° C. (i.e., the first temperature T1) (step S16), as shown in Fig. 6. When it is determined that the supply medium temperature TATF2 is lower than 80° C. (step S16: NO), the control unit ECU repeats the process of step S16 until it determines that the supply medium temperature TATF2 is equal to or higher than 80° C.

[0084] Then, when it is determined that the supply medium temperature TATF2 is 80° C. or higher (step S16: YES), the control device ECU opens the valve device 626 (step S17) and starts cooling the first temperature control medium TCM1.

[0085] Next, the control unit ECU judges whether the stored medium temperature TATF1 detected by the second temperature sensor 61b is equal to or lower than 75°C (i.e., the third temperature T3) (step S18). If it is judged that the stored medium temperature TATF1 is not equal to or lower than 75°C (step S18: NO), the control unit ECU repeats the process of step S18 until it judges that the stored medium temperature TATF1 is equal to or lower than 75°C.

[0086] When it is determined that the stored medium temperature TATF1 is equal to or lower than 75° C. (step S18: YES), the control device ECU closes the valve device 626 (step S19) and ends the cooling of the first temperature control medium TCM1.

[0087] Next, the control unit ECU determines whether or not the ignition power supply of the vehicle V has been turned off (step S20). If the ignition power supply of the vehicle V has been turned off (step S20: YES), the control unit ECU ends the processing shown in Figures 4 to 6. On the other hand, if the ignition power supply of the vehicle V has not been turned off (step S20: NO), the control unit ECU returns to the processing of step S16.

[0088] As described above, according to this embodiment, when the vehicle V is in the normal mode, the temperature of the first temperature control medium TCM1 is started to be cooled by the temperature control circuit 60 based on the temperature of the first temperature control medium TCM1 becoming the first temperature T1 (for example, 80 [°C]) (see, for example, steps S16 and S17 shown in FIG. 6). On the other hand, when the vehicle V is in the fuel-saving control mode, the temperature of the first temperature control medium TCM1 is started to be cooled by the temperature control circuit 60 based on the temperature of the first temperature control medium TCM1 becoming the second temperature T2 (for example, 90 [°C]) (see, for example, steps S10 and S11 shown in FIG. 5). As a result, in the fuel-saving control mode in which the output fluctuation of the electric motor 20 and the like is suppressed, the first temperature control medium TCM1 is kept at a relatively high temperature, and an increase in friction loss of the electric motor 20 and the transmission 40 due to the low temperature of the first temperature control medium TCM1 can be suppressed. Therefore, the electric motor 20 and the like are prevented from becoming too hot, while the friction loss of the electric motor 20 and the transmission 40 is reduced, thereby improving the energy efficiency of the vehicle V.

[0089] According to the present embodiment, the temperature control circuit 60, which is a cooling device capable of cooling the first temperature control medium TCM1 circulating through the first temperature control circuit 61, is a so-called water-cooled cooling device including a heat exchanger 63 that exchanges heat between the second temperature control medium TCM2, which is cooling water, and the first temperature control medium TCM1. This makes it possible to stably cool the first temperature control medium TCM1 circulating through the first temperature control circuit 61, compared to a so-called air-cooled cooling device that exchanges heat between the outside air and the first temperature control medium TCM1.

[0090] The first temperature T1 and the second temperature T2, which are the conditions for starting cooling of the first temperature control medium TCM1, are set to temperatures with a margin with respect to the allowable temperature, for example, to prevent the motor temperature TMOT from exceeding a predetermined allowable temperature, i.e., to prevent the motor temperature TMOT from becoming too high. According to this embodiment, the first temperature control medium TCM1 can be stably cooled by the temperature control circuit 60, which is a water-cooled cooling device including the heat exchanger 63, so that the first temperature control medium TCM1 can be stably cooled by the temperature control circuit 60, which is a water-cooled cooling device including the heat exchanger 63, and therefore, compared to the case of an air-cooled cooling device, the first temperature T1 and the second temperature T2 with the above-mentioned margin can be adopted, making it possible to keep the first temperature control medium TCM1 at a higher temperature.

[0091] Furthermore, according to this embodiment, the temperature control circuit 60, which is a cooling device capable of cooling the first temperature control medium TCM1 circulating through the first temperature control circuit 61, further includes a radiator 622 that exchanges heat between the second temperature control medium TCM2, which is cooling water, and the outside air. This makes it possible to cool both the second temperature control medium TCM2 and the first temperature control medium TCM1 using one radiator 622, thereby simplifying the configuration of the vehicle V.

[0092] According to the present embodiment, the control device ECU cools the first temperature control medium TCM1 by controlling the temperature control circuit 60 (for example, the valve device 626 of the second temperature control circuit 62) based on the detection value of the second temperature sensor 61b that detects the temperature of the first temperature control medium TCM1 flowing between the heat exchanger 63 and the electric motor 20. This enables the control device ECU to control the second temperature control circuit 62 based on the relatively low temperature of the first temperature control medium TCM1 after heat exchange by the heat exchanger 63, which is closer to the temperature of the first temperature control medium TCM1 supplied to the electric motor 20. This makes it possible to suppress excessive cooling of the first temperature control medium TCM1 compared to a case in which cooling of the first temperature control medium TCM1 is started based on the relatively high temperature of the first temperature control medium TCM1 among the first temperature control media TCM1 circulating in the first temperature control circuit 61.

[0093] According to the present embodiment, the control device ECU starts cooling the first temperature control medium TCM1 based on the temperature of the first temperature control medium TCM1 becoming the first temperature T1, and when the temperature of the first temperature control medium TCM1 becomes the third temperature T3 lower than the first temperature T1 by the cooling, allows the temperature of the first temperature control medium TCM1, which is a condition for starting cooling of the first temperature control medium TCM1, to be the second temperature T2 (see, for example, steps S2 to S9 shown in FIG. 4). Then, when the vehicle V is in the fuel saving control mode and the control device ECU allows the temperature, which is a condition for starting cooling, to be the second temperature T2, the control device ECU starts cooling the first temperature control medium TCM1 based on the temperature of the first temperature control medium TCM1 becoming the second temperature T2 (see, for example, steps S10 and S11 shown in FIG. 5).

[0094] More specifically, the control unit ECU, for example, allows the start of cooling from the second temperature T2 (for example, 90°C) after confirming that the first temperature control medium TCM1 can be cooled at least once from the first temperature T1 (for example, 80°C) to the third temperature T3 (for example, 75°C), i.e., that the temperature of the first temperature control medium TCM1 can be lowered. This makes it possible to prevent a situation in which the first temperature control medium TCM1 is left uncooled until it reaches or exceeds the second temperature T2, even though it is already difficult to lower the temperature of the first temperature control medium TCM1.

[0095] In the above-described example, after confirming that the temperature of the first temperature adjustment medium TCM1 can be lowered in the fuel-saving control mode, the start of cooling from the second temperature T2 is permitted, but this is not limited to the above. For example, when the control device ECU confirms that the first temperature adjustment medium TCM1 can be cooled from the first temperature T1 (e.g., 80°C) to the third temperature T3 (e.g., 75°C) when the vehicle V is in the normal mode, the control device ECU may store the confirmation result in a storage device or the like of the control device. Then, when the vehicle V is set to the fuel-saving control mode, the control device ECU may refer to the confirmation result stored in the storage device or the like and permit the start of cooling from the second temperature T2.

[0096] Although one embodiment of the present invention has been described above with reference to the accompanying drawings, it goes without saying that the present invention is not limited to such an embodiment. It is clear that a person skilled in the art can come up with various modified or altered examples within the scope of the claims, and it is understood that these also naturally belong to the technical scope of the present invention. In addition, the components in the above embodiment may be arbitrarily combined within the scope of the invention.

[0097] For example, in the above-described embodiment, the power converter 50 and the heat exchanger 63 are arranged in parallel, but the power converter 50 and the heat exchanger 63 may be arranged in series. In this case, the power converter 50 may be arranged between the radiator 622 and the branching portion 624 shown in FIG.

[0098] In the above-described embodiment, the second mode of the present invention is the fuel-saving control mode, but the present invention is not limited to this. For example, it is assumed that the vehicle V has a function called ACC (Adaptive Cruise Control) in which a control device ECU or the like automatically controls the driving force of the vehicle V and the braking force for the vehicle V to make the vehicle V run so as to follow a leading vehicle running ahead of the vehicle V. In general, when running by ACC, the output fluctuation of the electric motor 20, which is the power source of the vehicle V, can be suppressed compared to when running by the driver, so that the second mode of the present invention may be ACC. In this case, the first mode of the present invention can be a manual driving mode in which the vehicle V is run by the driver's driving (specifically, by operating the accelerator pedal or the brake pedal).

[0099] It is also assumed that some kind of abnormality occurs in the vehicle temperature regulation system 10, making it impossible to stably cool the first temperature regulation medium TCM1. If the temperature that is the condition for starting cooling of the first temperature regulation medium TCM1 is set to the second temperature T2 when such an abnormality occurs, the first temperature regulation medium TCM1 may not be sufficiently cooled. Therefore, when it is confirmed that no abnormality occurs in the vehicle temperature regulation system 10, the control device ECU may allow the temperature that is the condition for starting cooling of the first temperature regulation medium TCM1 to be set to the second temperature T2.

[0100] [Another example of processing executed by the control device] Another example of the process executed by the control unit ECU will be described below with reference to Fig. 7. Here, the description will focus on the points that are different from the description in Fig. 4 to Fig. 6, and the points that are common to the description in Fig. 4 to Fig. 6 will be given the same reference numerals and the description thereof will be omitted or simplified as appropriate.

[0101] In this example, after the process of step S3, the control device ECU performs a temperature control system abnormality detection process (step S21) to detect an abnormality in the vehicle temperature control system 10. An example of the temperature control system abnormality detection process will be described later with reference to FIG.

[0102] Then, the control device ECU determines whether or not there is an abnormality in the vehicle temperature control system 10 based on the processing result of the temperature control system abnormality detection processing (step S22). If it is determined that there is no abnormality in the vehicle temperature control system 10 (step S22: YES), the control device ECU proceeds to the processing of step S4 described above.

[0103] On the other hand, if it is determined that there is an abnormality in the vehicle temperature adjustment system 10 (step S22: NO), the control unit ECU performs abnormality processing (step S23) and ends the processing shown in Fig. 7. In this case, the threshold values ​​for the supply medium temperature TATF2 and the stored medium temperature TATF1 are not changed.

[0104] In the process of step S23, the control device ECU controls, for example, a predetermined notification device provided in the vehicle V to notify the driver that an abnormality has been detected in the vehicle temperature control system 10 and to urge the driver to have the vehicle V inspected. One example of the notification device is a display device known as a multi-information display (MID).

[0105] [An example of temperature control system abnormality detection processing] Next, an example of the above-mentioned temperature adjustment system abnormality detection process will be described with reference to Fig. 8. In the following description, the temperature of the second temperature adjustment medium TCM2 circulating through the second temperature adjustment circuit 62 is also referred to as the "coolant temperature TW".

[0106] 8, in the temperature adjustment system abnormality detection process, the control unit ECU determines whether the coolant temperature TW detected by the coolant temperature sensor 62a is a normal value (step S31). In the process of step S31, the control unit ECU determines that the coolant temperature TW is a normal value, on condition that the coolant temperature TW is included in a temperature range that is predetermined by, for example, the manufacturer of the vehicle V. If the temperature adjustment circuit 60 is normal, the coolant temperature TW will usually fall within the above temperature range.

[0107] When it is determined that the coolant temperature TW is not a normal value (step S31: NO), the control unit ECU determines the processing result of this temperature regulation system abnormality detection processing to be "abnormal" (step S32), and ends the processing shown in FIG.

[0108] On the other hand, if the coolant temperature TW is determined to be normal (step S31: YES), the control unit ECU compares the supply medium temperature TATF2 detected by the first temperature sensor 61a with the stored medium temperature TATF1 detected by the second temperature sensor 61b to determine whether the supply medium temperature TATF2 is lower than the stored medium temperature TATF1 (step S33).

[0109] As described above, the supply medium temperature TATF2 is usually a temperature relatively lower than the stored medium temperature TATF1. Therefore, if the supply medium temperature TATF2 is not lower than the stored medium temperature TATF1, some abnormality may have occurred in the temperature control circuit 60 (i.e., the vehicle temperature control system 10). Therefore, when it is determined that the supply medium temperature TATF2 is not lower than the stored medium temperature TATF1 (step S33: NO), the control unit ECU proceeds to the process of step S32.

[0110] On the other hand, if it is determined that the supply medium temperature TATF2 is lower than the stored medium temperature TATF1 (step S33: YES), the control unit ECU determines whether the temperature difference ΔT between the supply medium temperature TATF2 detected by the first temperature sensor 61a and the stored medium temperature TATF1 detected by the second temperature sensor 61b is greater than or equal to 10 [°C], which is preset as a predetermined threshold value (step S34).

[0111] If the temperature control circuit 60 is normal, when the first temperature control medium TCM1 is cooled by the processes of steps S2 and S3, the temperature of the first temperature control medium TCM1 supplied from the heat exchanger 63 to the motor 20 (i.e., the supply medium temperature TATF2) drops sharply. On the other hand, the temperature of the first temperature control medium TCM1 stored in the storage section 612 (i.e., the stored medium temperature TATF1) drops more slowly than the supply medium temperature TATF2. Therefore, if the temperature control circuit 60 is normal, the temperature difference ΔT becomes large to some extent. In other words, if the temperature difference ΔT between the supply medium temperature TATF2 and the stored medium temperature TATF1 is too small, some abnormality may have occurred in the temperature control circuit 60. Therefore, if it is determined that the temperature difference ΔT is less than 10° C. (step S34: NO), the process proceeds to step S32.

[0112] On the other hand, if it is determined that the temperature difference ΔT is 10° C. or more (step S34: YES), the processing result of this temperature adjustment system abnormality detection processing is determined to be “normal (in other words, no abnormality)” (step S35), and the processing shown in Fig. 8 is terminated. In this case, the processing proceeds to the above-mentioned step S4, so that the threshold values ​​for each of the supply medium temperature TATF2 and the storage medium temperature TATF1 can be changed.

[0113] Such temperature control system abnormality detection processing enables the control device ECU to accurately detect an abnormality in the temperature control circuit 60 (i.e., vehicle temperature control system 10) using the detection values ​​of the first temperature sensor 61a, the second temperature sensor 61b, and the coolant temperature sensor 62a used for temperature management of the first temperature control medium TCM1 and the second temperature control medium TCM2. Therefore, there is no need to add a separate sensor to the vehicle V for detecting an abnormality in the temperature control circuit 60, and the configuration of the vehicle V can be prevented from becoming complicated due to the addition of such a sensor.

[0114] Then, the control unit ECU confirms that the temperature control circuit 60 is normal based on the characteristics of the supply medium temperature TATF2 and the stored medium temperature TATF1 as described above, and then allows the start of cooling from the second temperature T2. This makes it possible to prevent a situation in which, despite an abnormality occurring in the temperature control circuit 60, the first temperature control medium TCM1 is left uncooled until it reaches the second temperature T2.

[0115] It goes without saying that the specific values ​​(for example, temperatures) in the above-described embodiment are merely examples and are not limited to these.

[0116] Moreover, the control method described in the above-mentioned embodiment can be realized by executing a prepared program by a computer (in other words, a processor). This program (control program) is stored in a computer-readable storage medium and is executed by reading it from the storage medium. Moreover, this program may be provided in a form stored in a non-volatile (non-transient) storage medium such as a flash memory, or may be provided via a network such as the Internet. The computer that executes this program may be included in the vehicle V like the above-mentioned control device ECU, or may be included in an external device (e.g., a server) that can communicate with the vehicle V.

[0117] This specification and the like describes at least the following items. Note that, in parentheses, components corresponding to those in the above-mentioned embodiment are shown, but the present invention is not limited to these.

[0118] (1) A vehicle (vehicle V) including an electric motor (electric motor 20, generator 30), a gearbox (transmission 40), a temperature control circuit (first temperature control circuit 61) through which a predetermined temperature control medium (first temperature control medium TCM1) circulates to control the temperature of the electric motor and the gearbox, a cooling device (temperature control circuit 60) capable of cooling the temperature control medium circulating through the temperature control circuit, and a control device (control device ECU) that controls the cooling device, The temperature control medium is oil capable of lubricating and controlling the temperature of the electric motor and the gear box, The vehicle is configured to be capable of operating in a first mode and a second mode in which output fluctuation of the electric motor is suppressed compared to the first mode, The control device includes: When the vehicle is in the first mode, the cooling device starts cooling the temperature control medium when the temperature of the temperature control medium reaches a first temperature (first temperature T1); When the vehicle is in the second mode, the cooling device starts cooling the temperature control medium when the temperature of the temperature control medium reaches a second temperature (second temperature T2) higher than the first temperature. vehicle.

[0119] According to (1), in the first mode in which the output fluctuation of the electric motor may become large, the temperature control medium is started to be cooled based on the temperature of the temperature control medium that lubricates and controls the temperature of the electric motor reaching a relatively low first temperature, so that the temperature control medium can be kept at a relatively low temperature and the electric motor can be appropriately cooled even if the output (i.e., heat generation) of the electric motor increases suddenly. On the other hand, in the second mode in which the output fluctuation of the electric motor is suppressed, it is unlikely that the output of the electric motor will increase suddenly. According to (1), in the second mode in which the output fluctuation of the electric motor is suppressed, the temperature control medium is started to be cooled based on the temperature of the temperature control medium reaching a relatively high second temperature, so that the temperature control medium can be kept at a relatively high temperature and an increase in friction loss in the electric motor and gear box due to the low temperature of the temperature control medium can be suppressed. Therefore, while suppressing the electric motor from becoming too hot, the friction loss in the electric motor and gear box can be reduced, thereby improving the energy efficiency of the vehicle.

[0120] (2) A vehicle as described in (1), The cooling device includes a heat exchanger (heat exchanger 63) that exchanges heat between the cooling water (second temperature control medium TCM2) and the temperature control medium. vehicle.

[0121] The first and second temperatures, which are the conditions for starting cooling of the temperature control medium by the cooling device, are set to temperatures with a margin relative to the allowable temperature of the motor in order to prevent the temperature of the motor from exceeding a predetermined allowable temperature (i.e., the temperature of the motor becoming too high). According to (2), it is possible to stably cool the temperature control medium by a so-called water-cooled cooling device including a heat exchanger that exchanges heat between the cooling water and the temperature control medium. This makes it possible to adopt first and second temperatures with a smaller margin than in the case where the cooling device is a so-called air-cooled type, making it possible to maintain the temperature control medium at a high temperature.

[0122] (3) A vehicle as described in (2), The vehicle further includes a temperature sensor (first temperature sensor 61a) that detects the temperature of the temperature control medium, The control device controls the cooling device based on the temperature of the temperature adjustment medium detected by the temperature sensor. The temperature sensor detects a temperature of the temperature control medium flowing between the heat exchanger and the electric motor. vehicle.

[0123] According to (3), it is possible for the control device to control the cooling device based on the temperature of the temperature-control medium after heat exchange by the heat exchanger, which is closer to the temperature of the temperature-control medium supplied to the electric motor.

[0124] (4) A vehicle as described in (3), The temperature control circuit is configured such that the temperature control medium stored in a storage unit (storage unit 612) capable of storing the temperature control medium is supplied to the electric motor via the heat exchanger, and the temperature control medium that has lubricated and temperature-controlled the electric motor and the gear box is supplied to the storage unit; The first temperature sensor (first temperature sensor 61a) as the temperature sensor detects a supply medium temperature (supply medium temperature TATF2) which is the temperature of the temperature control medium supplied from the heat exchanger to the electric motor, The vehicle further includes a second temperature sensor (second temperature sensor 61b) that detects a stored medium temperature (stored medium temperature TATF1), which is the temperature of the temperature control medium stored in the storage section; The control device includes: determining whether the cooling device is normal or abnormal based on the supply medium temperature detected by the first temperature sensor and the stored medium temperature detected by the second temperature sensor when cooling is performed by the cooling device; When it is determined that the cooling device is normal, the temperature of the temperature adjustment medium, which is a condition for starting cooling by the cooling device, is allowed to be the second temperature; When the vehicle is in the second mode and when the temperature of the temperature control medium, which is a condition for starting cooling by the cooling device, is allowed to reach the second temperature, cooling of the temperature control medium by the cooling device is started based on the temperature of the temperature control medium reaching the second temperature. vehicle.

[0125] If the cooling device is normal, when the cooling device is allowed to cool the temperature control medium, the temperature of the temperature control medium supplied from the heat exchanger to the motor (i.e., the supply medium temperature) drops rapidly, while the temperature of the temperature control medium stored in the storage section (i.e., the stored medium temperature) drops more slowly than the supply medium temperature. According to (4), after confirming that the cooling device is normal based on the characteristics of the supply medium temperature and the stored medium temperature, cooling is allowed to start from the second temperature. This makes it possible to prevent situations from occurring in which the temperature control medium is left uncooled until it reaches the second temperature, even though an abnormality has occurred in the cooling device.

[0126] (5) A vehicle as described in (4), The control device includes: determining that the cooling device is normal when the supply medium temperature is lower than the stored medium temperature and the temperature difference between the supply medium temperature and the stored medium temperature is equal to or greater than a predetermined value; vehicle.

[0127] According to (5), it is possible to accurately determine whether the cooling device is normal or abnormal.

[0128] (6) A vehicle according to any one of (1) to (5), The control device includes: cooling the temperature control medium by the cooling device based on the temperature of the temperature control medium reaching the first temperature, and when the temperature of the temperature control medium reaches a predetermined temperature lower than the first temperature as a result of the cooling, allowing the temperature of the temperature control medium, which is a condition for starting cooling by the cooling device, to be the second temperature; When the vehicle is in the second mode and when the temperature of the temperature control medium, which is a condition for starting cooling by the cooling device, is allowed to reach the second temperature, cooling of the temperature control medium by the cooling device is started based on the temperature of the temperature control medium reaching the second temperature. vehicle.

[0129] According to (6), after it is confirmed that the cooling device can cool the temperature control medium from the first temperature to the predetermined temperature at least once, that is, that the cooling device can lower the temperature of the temperature control medium, the start of cooling from the second temperature is permitted. This makes it possible to prevent the occurrence of a situation in which the temperature control medium is left uncooled until it reaches the second temperature, even though it is already difficult to lower the temperature of the temperature control medium. [Explanation of symbols]

[0130] 20 Electric motor 30 Generator (electric motor) 40 Transmission (Gearbox) 60 Temperature control circuit (cooling device) 61 First temperature control circuit (temperature control circuit) 61a First temperature sensor (temperature sensor) 61b Second temperature sensor ECU Control Unit T1 1st temperature T2 2nd temperature TCM1 1st temperature control medium (temperature control medium) TCM2 Second temperature control medium (cooling water) V Vehicle

Claims

1. A vehicle including an electric motor, a gearbox, a temperature control circuit through which a predetermined temperature control medium circulates to control the temperature of the electric motor and the gearbox, a cooling device capable of cooling the temperature control medium circulating through the temperature control circuit, and a control device for controlling the cooling device, The temperature control medium is oil capable of lubricating and controlling the temperature of the electric motor and the gear box, The vehicle is configured to be capable of operating in a first mode and a second mode in which output fluctuation of the electric motor is suppressed compared to the first mode, The control device includes: When the vehicle is in the first mode, the cooling device starts cooling the temperature control medium when the temperature of the temperature control medium reaches a first temperature; When the vehicle is in the second mode, the cooling of the temperature control medium by the cooling device is started based on the temperature of the temperature control medium reaching a second temperature higher than the first temperature. vehicle.

2. 2. A vehicle as claimed in claim 1, The cooling device includes a heat exchanger that exchanges heat between cooling water and the temperature control medium. vehicle.

3. 3. A vehicle according to claim 2, The vehicle further includes a temperature sensor for detecting a temperature of the temperature control medium. The control device controls the cooling device based on the temperature of the temperature adjustment medium detected by the temperature sensor. The temperature sensor detects a temperature of the temperature control medium flowing between the heat exchanger and the electric motor. vehicle.

4. 4. A vehicle according to claim 3, The temperature control circuit is configured such that the temperature control medium stored in a storage section capable of storing the temperature control medium is supplied to the electric motor via the heat exchanger, and the temperature control medium that has lubricated and controlled the temperature of the electric motor and the gear box is supplied to the storage section, The first temperature sensor detects a supply medium temperature, which is a temperature of the temperature control medium supplied from the heat exchanger to the electric motor; The vehicle further includes a second temperature sensor that detects a temperature of the temperature control medium stored in the storage section, The control device includes: determining whether the cooling device is normal or abnormal based on the supply medium temperature detected by the first temperature sensor and the stored medium temperature detected by the second temperature sensor when cooling is performed by the cooling device; When it is determined that the cooling device is normal, the temperature of the temperature control medium, which is a condition for starting cooling by the cooling device, is allowed to be the second temperature; When the vehicle is in the second mode and the temperature of the temperature control medium, which is a condition for starting cooling by the cooling device, is allowed to reach the second temperature, cooling of the temperature control medium by the cooling device is started based on the temperature of the temperature control medium reaching the second temperature. vehicle.

5. A vehicle according to claim 4, The control device includes: determining that the cooling device is normal when the supply medium temperature is lower than the stored medium temperature and the temperature difference between the supply medium temperature and the stored medium temperature is equal to or greater than a predetermined value; vehicle.

6. A vehicle according to any one of claims 1 to 5, The control device includes: cooling the temperature control medium by the cooling device based on the temperature of the temperature control medium reaching the first temperature, and when the temperature of the temperature control medium reaches a predetermined temperature lower than the first temperature as a result of the cooling, allowing the temperature of the temperature control medium, which is a condition for starting cooling by the cooling device, to be the second temperature; When the vehicle is in the second mode and the temperature of the temperature control medium, which is a condition for starting cooling by the cooling device, is allowed to reach the second temperature, cooling of the temperature control medium by the cooling device is started based on the temperature of the temperature control medium reaching the second temperature. vehicle.

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