JP2012166737A - Drive control device of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a drive control device of a hybrid vehicle that can decrease starting frequency of an engine.SOLUTION: In the drive control device 2 of the hybrid vehicle, where the engine 5 and MG2 that is an electric motor are used as the motive power of the vehicle 1 in traveling, and the MG2 has a power generation function, and in addition, the vehicle 1 can be travelled in the state where the engine 5 is stopped, the temperature of the MG2 is forecasted based on the information of the road where the vehicle 1 travels at EV traveling that is the traveling of the vehicle in the state where the engine 5 is stopped, and the power generation by the MG2 is prohibited when the forecasted temperature of the MG2 becomes equal to or more than the prescribed value. Thereby, the temperature rise of the MG2 at EV traveling can be controlled and the frequency that needs the cooling of the MG2 that is performed by starting the engine 5 and making the lubricating oil circulate can be decreased. As a result, the starting frequency of the engine 5 can be decreased.

Description

  The present invention relates to a drive control device for a hybrid vehicle.

  In recent vehicles, so-called hybrid vehicles that use a motor in addition to an engine that is an internal combustion engine as a power source have been increasing for the purpose of improving fuel consumption. In such a hybrid vehicle, there are various forms depending on the configuration of the drive system and the drive control method. For example, in the hybrid vehicle described in Patent Document 1, it is determined that the motor temperature becomes a predetermined value or higher when the motor is running, or that the motor temperature becomes a predetermined value or higher after a predetermined time from the rate of change of the motor temperature. In such a case, the engine is prevented from starting too high by starting the engine.

JP 2006-94626 A

  However, when it is determined that the motor temperature is equal to or higher than a predetermined value when the motor is running, the engine may be frequently started if the motor temperature is prevented from becoming too high only by starting the engine. . By satisfying the conditions that allow motor travel, if the engine is frequently started during motor travel that travels only with the power generated by the motor, the driver may feel uncomfortable.

  The present invention has been made in view of the above, and an object of the present invention is to provide a drive control device for a hybrid vehicle that can reduce the engine start frequency.

  In order to solve the above-described problems and achieve the object, a drive control apparatus for a hybrid vehicle according to the present invention uses an engine and an electric motor as power sources when the vehicle travels, and the electric motor has a power generation function. In addition, in the hybrid vehicle drive control device capable of running the vehicle with the engine stopped, the vehicle is running when the vehicle is running with the engine stopped. The temperature of the electric motor is predicted based on road information, and when the predicted temperature of the electric motor exceeds a predetermined value, power generation by the electric motor is prohibited.

  In the hybrid vehicle drive control device, when power generation by the motor is prohibited, it is preferable to set a period during which power generation is prohibited based on the predicted temperature of the motor.

  In the hybrid vehicle drive control device, it is preferable that information on a road on which the vehicle is traveling is acquired from map information of a car navigation system provided in the vehicle.

  In the hybrid vehicle drive control device, when the vehicle is running with the engine stopped, the electric motor generates power when the vehicle runs downhill, and the predicted temperature of the electric motor is predetermined. When power generation by the motor is prohibited by exceeding the value, it is preferable to prohibit power generation by the motor during downhill travel.

  The hybrid vehicle drive control device further includes an electric motor temperature acquisition unit that acquires the temperature of the electric motor, and the electric motor temperature acquisition unit is configured to run the vehicle while the engine is stopped. When the acquired temperature of the electric motor is equal to or higher than the predetermined value, it is preferable to prohibit power generation by the electric motor.

  In the hybrid vehicle drive control apparatus, it is preferable that the electric motor temperature acquisition unit acquires the temperature of the electric motor based on the temperature of oil supplied to the electric motor.

  The drive control apparatus for a hybrid vehicle according to the present invention can suppress an increase in the temperature of the electric motor during traveling of the vehicle with the engine stopped, and the electric motor is operated by starting the engine and circulating the lubricating oil. Since the frequency with which the engine needs to be cooled can be reduced, the engine start frequency can be reduced.

FIG. 1 is a schematic diagram of a vehicle including a drive control device for a hybrid vehicle according to an embodiment. FIG. 2 is an explanatory diagram showing the relationship between the running state of the vehicle and the temperature of MG2. FIG. 3 is an explanatory diagram showing the relationship between the running state of the vehicle and the temperature of the MG 2 when the prohibition of regeneration is introduced. FIG. 4 is a flowchart illustrating an outline of a processing procedure of the drive control device according to the embodiment.

  Hereinafter, embodiments of a drive control device for a hybrid vehicle according to the present invention will be described in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily replaced by those skilled in the art or those that are substantially the same.

Embodiment
FIG. 1 is a schematic diagram of a vehicle including a drive control device for a hybrid vehicle according to an embodiment. A drive control device 2 according to the present embodiment is mounted on a vehicle 1 shown in the figure, and the vehicle 1 includes an engine 5 that is an internal combustion engine and a motor generator 10 that is driven by electricity. Thus, the vehicle 1 is provided as a so-called hybrid vehicle in which the engine 5 and the motor generator 10 are used together or selected and used as a power source during traveling. Among these, the motor generator 10 constitutes the drive device 20 together with the power split and integration mechanism 30, the speed reduction mechanism 50, and the differential device 55. The vehicle 1 includes the engine 5 and the motor generator 10 of The vehicle travels through coordinated control by an ECU (Electronic Control Unit) 90 that controls each part.

  Further, the motor generator 10 functions as an electric motor that converts electric power supplied from a battery (not shown) mounted on the vehicle 1 as a power source into mechanical power, and power generation that converts input mechanical power into electric power. The two motor generators 10 of MG1 which is a first motor generator 10 and MG2 which is a second motor generator 10 are provided. Of these, MG1 is mainly used as a generator, and MG2 is mainly used as an electric motor.

  Further, the drive device 20 has a power for dividing the mechanical power output from the engine 5 as a power transmission mechanism when the mechanical power output from the engine 5 and the motor generator 10 is transmitted to the drive wheels 62 of the vehicle 1. The division / integration mechanism 30, the reduction mechanism 50 that decelerates the rotation transmitted from the power division / integration mechanism 30 and increases the torque, and the mechanical power transmitted from the reduction mechanism 50 is distributed to the left and right drive wheels 62 and output. A differential device 55 is provided.

  Among these, the power split and integration mechanism 30 is configured by two single pinion planetary gear mechanisms. Specifically, the power split and integration mechanism 30 includes a power split planetary gear 31 that can split mechanical power output from the engine 5 into mechanical power that drives the MG1 and mechanical power that drives the speed reduction mechanism 50, and MG2. Is constituted by two planetary gear mechanisms, which are a reduction planetary gear 41 capable of transmitting the mechanical power output from the motor to the reduction mechanism 50 by reducing the rotational speed and increasing the torque.

  Of these power split planetary gear 31 and reduction planetary gear 41, power split planetary gear 31 includes sun gear 32 and ring gear 33 arranged coaxially with each other, and a plurality of planetary gears interposed between these gears. 34 and a planetary carrier 35 that supports the planetary gear 34 so as to be capable of rotating and revolving around the rotation shaft of the sun gear 32 or the ring gear 33. Similarly, the reduction planetary gear 41 includes a sun gear 42 and a ring gear 43 that are arranged coaxially with each other, a plurality of planetary gears 44 interposed between these gears, and a planetary carrier that supports the planetary gear 44 so as to be capable of rotating. 45.

  The power split planetary gear 31 and the reduction planetary gear 41 provided in this manner are arranged concentrically, and the ring gear 33 of the power split planetary gear 31 and the ring gear 43 of the reduction planetary gear 41 are integrally coupled. . Further, a counter drive gear 48 that drives a counter shaft 53 of the speed reduction mechanism 50 is provided on the outer peripheral side of the ring gears 33 and 43 that are integrally coupled.

  Further, the input shaft 22 of the drive device 20 provided as a rotation shaft when the output of the engine 5 is input to the drive device 20 is connected to the planetary carrier 35 of the power split planetary gear 31 so as to be integrally rotatable. As a result, the power split planetary gear 31 can split the output of the engine 5 into mechanical power transmitted from the planetary gear 34 supported by the planetary carrier 35 to the sun gear 32 and mechanical power transmitted to the ring gear 33. It has become.

  The MG 1 is connected to the power split and integration mechanism 30, the drive shaft 12 of the MG 1 is formed in a hollow shape coaxial with the input shaft 22 of the drive device 20, and the sun gear 32 of the power split planetary gear 31. It is connected so that it can rotate integrally. As a result, the mechanical power input from the engine 5 to the power split planetary gear 31 can be transmitted to the MG 1 via the planetary carrier 35, the planetary gear 34 and the sun gear 32, and MG 1 is transmitted from the engine 5. It is possible to generate electricity by using mechanical power.

  On the other hand, the planetary carrier 45 of the reduction planetary gear 41 is fixed to the housing of the drive device 20, and the sun gear 42 of the reduction planetary gear 41 is formed in a hollow shape like the drive shaft 12 of MG1. 14. Further, since the sun gear 42 is provided so as to be able to transmit rotation to the ring gear 43 via the planetary gear 44 supported by the planetary carrier 45, the reduction planetary gear 41 receives the mechanical power output by the MG 2 from the sun gear 42. In addition, transmission to the ring gear 43 is possible via the planetary gear 44. At that time, the reduction planetary gear 41 can reduce the rotational speed of the mechanical power output by the MG 2 and increase the torque to be transmitted to the ring gear 43.

  Since this ring gear 43 is integrally coupled with the ring gear 33 of the power split planetary gear 31, the power split integration mechanism 30 has mechanical power transmitted from the MG 2 to the ring gear 43 of the reduction planetary gear 41, and The mechanical power transmitted from the engine 5 to the ring gear 33 of the power split planetary gear 31 can be integrated and transmitted from the counter drive gear 48 to the speed reduction mechanism 50.

  The reduction mechanism 50 is coupled to the counter driven gear 51 that meshes with the counter drive gear 48 of the power split and integration mechanism 30, the counter shaft 53 coupled to the counter driven gear 51, the counter shaft 53, and the differential device 55. And a final drive gear 54 that meshes with a ring gear 56 of Therefore, the speed reduction mechanism 50 can transmit the mechanical power transmitted from the ring gears 33 and 43 of the power split and integration mechanism 30 to the ring gear 56 of the differential device 55 by reducing the rotational speed and increasing the torque. It has become.

  Further, the differential 55 is provided with a ring gear 56, a pair of left and right side gears 58 that are provided in a direction coaxial with the ring gear 56 and coupled to the left and right drive shafts 61 of the vehicle 1, respectively. Two differential pinions 59 that engage with the side gear 58 at right angles are provided. Further, the left and right drive shafts 61 are respectively coupled to the side gears 58, and the drive shafts 61 are coupled to the left and right drive wheels 62 of the vehicle 1, respectively.

  Further, the drive device 20 is provided with an oil pump 70 that is driven by the power generated by the engine 5, and the oil pump 70 supplies lubricating oil that lubricates each part of the drive device 20 to the inside of the drive device 20. It is possible to circulate. The oil pump 70 can circulate the lubricating oil by being driven by the power of the engine 5 in this way, but the power generated by the engine 5 rotates integrally with the input shaft 22 of the drive device 20. Transmission to the oil pump 70 is possible by a pump drive shaft 71 provided as possible. The oil pump 70 is disposed on the opposite side of the drive device 20 from the side where the engine 5 is located, and the pump drive shaft 71 is provided coaxially with the input shaft 22 of the drive device 20 and is formed in a hollow shape. The oil pump 70 is connected to the inside of the drive shaft 14 of the MG2.

  An oil cooler 75 that cools the lubricating oil is provided in an oil path 74 that is a path through which the lubricating oil flows. The oil cooler 75 can cool the lubricating oil flowing into the oil cooler 75 and flow it through the oil path 74. Further, in the drive device 20, the temperature of the MG 2 that is mainly used as an electric motor tends to increase. For this reason, an oil path 74 that is located downstream of the oil cooler 75 in the flow direction of the lubricating oil and flows through the lubricating oil immediately after being cooled by the oil cooler 75 is connected to MG2 or in the vicinity of MG2. MG2 can be cooled by supplying lubricating oil having a lowered temperature to MG2. Furthermore, the MG temperature sensor 78 that detects the temperature of the MG2 is provided in the MG2 in which the temperature is likely to increase.

  In addition, the vehicle 1 is provided with operation means that is operated by the driver when the vehicle 1 is traveling, and a part of the operation means is connected to the ECU 90. For example, the ECU 90 is connected to an accelerator sensor 81 that detects the opening degree of the accelerator pedal 80, a car navigation system 85 that is provided in the vehicle 1 and displays map information or a traveling position of the vehicle 1. ing.

  The vehicle 1 is a hybrid vehicle that can travel using the power generated by the engine 5 and the power generated by the motor generator 10, but the ECU 90 that controls the engine 5 and the motor generator 10 has a hybrid travel. A hybrid control device 95 that performs various controls is connected. The MG temperature sensor 78 provided in the MG 2 is connected to the hybrid control device 95, and the car navigation system 85 is also connected to the hybrid control device 95.

  As described above, each hardware configuration of the hybrid control device 95 capable of controlling hybrid travel and the ECU 90 capable of controlling each device of the vehicle 1 includes a processing unit including a CPU (Central Processing Unit), a RAM, and the like. Since this is a known configuration including a storage unit such as (Random Access Memory), description thereof is omitted.

  The drive control device 2 according to the present embodiment is configured as described above, and the operation thereof will be described below. When the vehicle 1 is traveling, the accelerator opening, which is the operation amount of the accelerator pedal 80 operated by the driver, is detected by the accelerator sensor 81, and the detection result is acquired by the ECU 90. The ECU 90 sets the target driving force based on the accelerator opening degree, the vehicle speed, and the like acquired as described above, and causes the engine 5 and the motor generator 10 to generate power that can generate the target driving force.

  Further, the hybrid control device 95 distributes the power generated by the engine 5 and the motor generator 10. The hybrid control device 95 acquires from the ECU 90 the operating state of the driver, the traveling state of the vehicle 1, and the charging state of a battery (not shown) that is a power source when the motor generator 10 generates power.

  The hybrid control device 95 that has acquired the information performs a cooperative control between the engine 5 and the motor generator 10 in accordance with the acquired information, thereby requesting according to the driving operation state, the traveling state of the vehicle 1, and the like. Travel control is performed that enables reduction of fuel consumption while generating driving force. That is, the hybrid control device 95 transmits a control signal to the ECU 90 according to the acquired various information, and controls the engine 5 and the motor generator 10 via the ECU 90, thereby generating the required driving force and reducing the fuel consumption amount. Run control that can be reduced. In this case, the motor generator 10 generates power mainly by MG2, and MG1 is used for electric power generation used by MG2.

  Specifically, when power is generated by both the engine 5 and the MG 2, a part of the power generated by the engine 5 according to the vehicle speed and the required driving force is transferred to the planetary gear 34 of the power split planetary gear 31, By transmitting to the MG1 via the sun gear 32, a part of the power generated in the engine 5 is used for power generation in the MG1. As a result, the remaining power of the engine 5 and the power generated by the MG 2 are transmitted to the drive wheel 62 via the speed reduction mechanism 50 and the like, and the drive wheel 62 generates a driving force by the transmitted power. To do.

  Further, the vehicle 1 stops the engine 5 depending on the traveling state, and also performs EV traveling that is traveling by only the power generated by the motor generator 10. That is, when a predetermined engine stop condition is satisfied while the vehicle 1 is traveling, the engine 5 is stopped and EV traveling is performed. In this EV traveling, the vehicle travels mainly by power generated by the MG2. The engine stop conditions are, for example, (1) the vehicle speed has not reached a predetermined speed since the vehicle 1 started, (2) the vehicle speed has been kept below a predetermined speed for a certain period, (3) the vehicle speed and brake From the operation information, it is possible to set conditions such that the vehicle 1 is in a deceleration state or a braking state, and (4) EV travel is selected as the travel mode of the vehicle 1 by a driver's manual operation. When the hybrid control device 95 determines that the state during travel of the vehicle 1 satisfies the engine stop condition, the hybrid control device 95 requests the ECU 90 to stop the engine 5. As a result, the ECU 90 performs stop control of the engine 5 to stop the engine 5.

  Further, when the vehicle 1 is decelerated, the inertial energy when the vehicle 1 is traveling becomes a rotational torque input from the drive wheels 62 and is transmitted to the power split and integration mechanism 30 via the differential device 55 and the speed reduction mechanism 50. , MG2 generates electric power using this rotational torque. That is, when the vehicle 1 is decelerated, MG2 is used as a generator, and MG2 generates power.

  Generally, when power is generated by a generator by inputting rotational torque to the generator, the generator generates a resistance force against the rotational torque. Resistance is generated against it. Since this resistance force becomes a resistance against the rotational torque input from the drive wheel 62, it becomes a resistance force against the rotation of the drive wheel 62, in other words, a resistance against the inertia energy of the vehicle 1. For this reason, the driving wheel 62 generates a braking force against the road surface. When the vehicle 1 is decelerated, regenerative braking is performed by generating power with the MG 2 using the inertial energy of the vehicle 1 in this way.

  When the vehicle 1 travels, cooperative control between the engine 5 and the motor generator 10 is performed as described above. However, depending on the traveling state of the vehicle 1, the engine 5 is stopped and EV traveling is performed only by the MG2. In this case, since the oil pump 70 driven by the power generated by the engine 5 is also stopped, each part of the drive device 20 cannot be lubricated or the MG 2 cannot be cooled by the lubricating oil lubricated by the oil pump 70. . For this reason, when the temperature of MG2 becomes a predetermined value or more during EV traveling, the engine 5 is started and the oil pump 70 is driven to circulate the lubricating oil and cool the MG2.

  On the other hand, when the engine 5 is started for the purpose of lowering the temperature of the MG2 when the driver does not make a large acceleration request during EV traveling and the battery charge is sufficient, the EV traveling is performed. Nevertheless, the engine 5 may be frequently started and stopped repeatedly. In this case, since the driver feels uncomfortable, the drive control device 2 according to the present embodiment performs control to suppress the temperature increase of the MG 2 as much as possible during EV traveling.

  As a situation in which the temperature of MG2 rises during EV traveling, the temperature rises not only when power is generated by MG2, but also when regeneration is performed. That is, the motor generator 10 not only generates power by electricity supplied from the battery, but also rises in temperature when generating power using a force input from the outside. In addition, regenerative braking during travel of the vehicle 1 is performed by generating power with the MG 2 using the inertial energy of the vehicle 1. For this reason, MG2 not only generates power, but also rises in temperature during regenerative braking.

  Suppression of the temperature rise of MG2 can be realized by reducing the power generated in MG2 or reducing regenerative braking, but EV travel uses only the power generated in MG2, so during EV travel It is impossible to reduce the power generated in MG2. For this reason, when suppressing the temperature rise of MG2 at the time of EV driving, regenerative braking by performing regeneration with MG2 is reduced.

  Specifically, the hybrid control device 95 acquires map information from the car navigation system 85, and predicts a temperature change of MG2 when the vehicle continues to travel on a traveling road based on the acquired map information. Further, based on the predicted temperature change of MG2, control of MG2 during EV traveling is performed so that the temperature of MG2 does not rise too much.

  FIG. 2 is an explanatory diagram showing the relationship between the running state of the vehicle and the temperature of MG2. Here, the temperature change of MG2 with respect to the traveling state according to the road 100 on which the vehicle 1 travels will be described. First, when the traveling state of the vehicle 1 is classified, the vehicle 100 can be classified according to the gradient state of the road 100, and travels on a flat traveling Flt that is a traveling state traveling on the flat road 100 and an uphill with respect to the traveling direction of the vehicle 1. It is possible to classify it into an uphill traveling Clb that is a traveling state in which the vehicle 1 travels and a downhill traveling Dwn that is a traveling state in which the vehicle 1 travels on a downhill with respect to the traveling direction.

  During EV travel, MG2 is controlled according to these travel conditions. Explaining the control of MG2 in accordance with the traveling state, when both the flat traveling Flt and the uphill traveling Clb are performed by constant speed traveling, both MG2 generates power to be used as driving force during traveling. At that time, it is necessary to generate a larger power during uphill traveling Clb than during flat traveling Flt. In addition, MG2 generates heat when power is generated, so the temperature is high during flat travel Flt and uphill travel Clb, but during hill travel Clb, it generates greater power than during flat travel Flt. The temperature of MG2 is more likely to rise during uphill running Clb than during flat running Flt.

  The MG 2 performs regeneration when the vehicle 1 decelerates, but also performs regeneration when the vehicle 1 performs downhill traveling Dwn at a constant speed. That is, when the downhill traveling Dwn is performed, an acceleration force is generated due to the height difference of the road 100, and thus the downhill traveling Dwn can be performed at a constant speed even if a deceleration force is generated. Further, when performing downhill traveling Dwn at a constant speed, it is necessary to generate a deceleration force. Therefore, in these cases, the MG 2 regenerates and generates electric power to generate a deceleration force, and the downhill traveling Dwn is performed at a constant speed. Accordingly, the temperature of MG2 rises even when downhill traveling Dwn is performed during EV traveling.

  During EV traveling, the temperature of the MG 2 rises in any of the traveling states as described above, and the degree of temperature increase varies depending on the traveling state of the vehicle 1, that is, the state of the road 100 on which the vehicle travels. Therefore, when the map information is acquired from the car navigation system 85 by the hybrid control device 95, information on the road 100 related to the temperature change of the MG 2 such as information on the slope angle and distance of the road 100 in the traveling direction of the vehicle 1 is obtained. get. The hybrid control device 95 predicts the travel state of the vehicle 1 based on the information on the road 100 thus acquired, and predicts the temperature change of the MG2 by predicting the temperature of the MG2.

  The MG2 predicted temperature 110, which is the temperature of the MG2 predicted based on the information on the road 100 during normal control of the EV travel, is a flat travel Flt, an uphill travel Clb, which is the travel state of the vehicle 1 according to the state of the road 100, And the degree of temperature rise of MG2 changes according to downhill running Dwn. That is, the degree of temperature increase is greater during uphill traveling Clb at the MG2 predicted temperature 110 than during flat traveling Flt. Moreover, since the MG2 predicted temperature 110 rises also during the downhill running Dwn, the MG2 predicted temperature 110 during EV running rises in any running state.

  For this reason, when the EV traveling is continued without starting the engine 5, the MG2 predicted temperature 110 is equal to or higher than a predetermined temperature X ° C. at which it can be determined that the temperature of the MG2 is excessively increased. As this X ° C., for example, an upper limit value of the MG2 temperature that can be operated without cooling the MG2 is set. As described above, when the EV traveling is continued, the electricity charged in the battery is only consumed except during regeneration, so that the amount of charge decreases as the EV traveling continues, and the MG2 can be driven. Disappear. When the vehicle 1 is in EV travel, the amount of charge of the battery decreases in this way, and if it becomes impossible to perform EV travel due to the decrease in the amount of charge of the battery, the engine 5 is started and the power of the engine 5 is increased. The MG 1 generates power using the power generated by the engine 5. In this case, since the MG2 is not driven until the charge amount of the battery reaches a charge amount that can drive the MG2, the predicted MG2 temperature 110 decreases.

  During EV traveling, the temperature of MG2 rises regardless of the traveling state of the vehicle 1 as indicated by the predicted MG2 temperature 110, so it is predicted that the temperature of MG2 tends to be higher than X ° C. For this reason, in the drive control device 2 according to the present embodiment, in order to suppress the temperature increase of MG2 during EV traveling, when the temperature of MG2 predicted based on the information on the road 100 is equal to or higher than X ° C., MG2 Introduce the prohibition of regeneration by

  FIG. 3 is an explanatory diagram showing the relationship between the running state of the vehicle and the temperature of the MG 2 when the prohibition of regeneration is introduced. The control for introducing the prohibition of regeneration during EV traveling will be described. When the predicted MG2 temperature 110 predicted based on the road 100 information acquired from the car navigation system 85 during EV traveling is equal to or higher than X ° C, MG2 regeneration is prohibited. That is, when no power is generated by MG2 and regeneration is not performed, MG2 does not generate heat, so the temperature gradually decreases. Also, during flat travel Flt and uphill travel Clb during EV travel, power must be generated by MG2.

  On the other hand, since it is not always necessary to perform regeneration during downhill travel Dwn, in order to prevent the temperature of MG2 from exceeding X ° C., power generation by MG2 is prohibited by prohibiting regeneration, and MG2 Suppresses the temperature rise. In other words, when the MG2 power generation is prohibited due to the predicted temperature of the MG2 being equal to or higher than the predetermined value, the power generation in the MG2 during the downhill travel Dwn is prohibited.

  Thus, when prohibiting regeneration of MG2, regeneration during EV traveling may be completely prohibited, or a period during which regeneration is prohibited may be appropriately set according to the traveling state. When setting the period during which regeneration of MG2 is prohibited, it is preferable to set according to the MG2 predicted temperature 110. That is, when the power generation by MG2 is prohibited by prohibiting regeneration, it is preferable to set the period during which power generation is prohibited based on the predicted MG2 temperature 110. Specifically, when the predicted MG2 temperature 110 greatly exceeds X ° C, the period for prohibiting regeneration is lengthened, and when the amount of the predicted MG2 temperature 110 exceeding X ° C is small, the period for prohibiting regeneration. To shorten. Thus, by introducing the prohibition of regeneration of MG2 during EV traveling, the predicted temperature 112 at the time of regeneration prohibition introduction, which is the temperature of MG2 predicted by combining the information on the road 100 and the prohibition state of regeneration, is MG2. So that the temperature does not exceed X ° C.

  FIG. 4 is a flowchart illustrating an outline of a processing procedure of the drive control device according to the embodiment. Next, the control method of the drive control device 2 according to the present embodiment, that is, the outline of the processing procedure of the drive control device 2 will be described. In the drive control apparatus 2 according to the present embodiment, first, it is determined whether or not EV traveling is ON (step ST101). That is, it is determined whether or not the current vehicle 1 is performing EV traveling. When it is determined that the engine stop condition is satisfied, the hybrid control device 95 requests the ECU 90 to stop the engine 5 and turns on an EV travel flag that is a flag indicating the execution state of the EV travel. The EV travel flag is set in the hybrid control device 95 as a flag indicating whether or not the vehicle 1 is in an EV travel execution state. When the EV travel is performed, the EV travel flag is switched to ON to execute the EV travel. If not, switch it off. For this reason, when it is determined whether or not EV traveling is ON, the determination is made based on the EV traveling flag. If it is determined by this determination that the EV traveling is not ON (step ST101, No determination), the processing procedure is exited.

  On the other hand, when it is determined that EV traveling is ON (step ST101, Yes determination), map information is acquired (step ST102). Specifically, by using the map information used in the car navigation system 85, when the vehicle 1 continues to travel on the currently traveling road, the road information such as the slope angle of the road and the travel distance at each angle is hybrid-controlled. Obtained by the device 95.

  Next, the temperature change of MG2 is predicted (step ST103). The prediction of this temperature change is based on the road information acquired based on the map information used in the car navigation system 85, and the driving state of the vehicle 1 is predicted by the hybrid controller 95. Further, based on this driving state, the temperature of the MG2 is predicted. Predict changes.

  Next, it is determined whether or not the predicted temperature of MG2 is equal to or higher than X ° C. (step ST104). X ° C., which is a predetermined value when this determination is performed, is preset as an upper limit value of the temperature that can be operated without cooling the MG 2 and stored in the hybrid control device 95. It is determined whether or not the predicted temperature of MG2 is equal to or higher than this X ° C.

  If it is determined by this determination that the predicted temperature of MG2 is equal to or higher than X ° C. (step ST104, Yes determination), prohibition of regeneration of MG2 is introduced (step ST105). As a result, the opportunity for MG2 to generate heat during EV traveling is reduced, so that the temperature increase of MG2 when vehicle 1 actually performs EV traveling is suppressed.

  On the other hand, when it is determined that the predicted temperature of MG2 does not exceed X ° C. (step ST104, No determination), regeneration of MG2 is permitted (step ST106). If it is determined that the predicted temperature of MG2 does not exceed X ° C., it is determined that the temperature of MG2 is not too high even when regeneration is performed during EV traveling. EV traveling is performed while appropriately performing regenerative braking according to the conditions.

  If EV travel is continued while introducing regenerative prohibition (step ST105) or regenerative braking (step ST106) according to the predicted temperature of MG2, the temperature of MG2 while performing EV travel Is acquired (step ST107). Since the MG temperature sensor 78 for detecting the temperature of MG2 is connected to the hybrid control device 95, the hybrid control device 95 acquires the temperature of MG2 detected by the MG temperature sensor 78. The hybrid control device 95 is also provided as an electric motor temperature acquisition unit that acquires the temperature of the MG 2 in this way.

  Next, it is determined whether the temperature of MG2 is equal to or higher than X ° C. (step ST108). That is, the hybrid controller 95 determines whether or not the temperature of MG2 acquired from the detection result of the MG temperature sensor 78 is equal to or higher than X ° C. If it is determined by this determination that the temperature of MG2 is not equal to or higher than X ° C. (step ST108, No determination), the processing procedure is exited.

  On the other hand, when it is determined that the temperature of MG2 is equal to or higher than X ° C. (step ST108, Yes determination), the engine 5 is started (step ST109). That is, when the hybrid controller 95 makes a request for starting the engine 5 to the ECU 90, the ECU 90 performs start control of the engine 5. When starting control of the engine 5 is performed, the MG1 is controlled so that the rotational speed of the MG1 is set to a rotational speed corresponding to the vehicle speed, and the power generated by the MG2 is transmitted to the engine 5 while the fuel injection control and ignition of the engine 5 are performed. Take control. Thereby, the engine 5 is started. When the engine 5 is started in this way, the oil pump 70 is driven by the power generated by the engine 5, and thus the oil pump 70 circulates the lubricating oil of the driving device 20. Thereby, the lubricating oil cooled by the oil cooler 75 flows into MG2, and MG2 is cooled by this lubricating oil.

  When the engine 5 is started, the hybrid control device 95 acquires the temperature of the MG 2 in a state where it is cooled by the operation of the engine 5 from the detection result of the MG temperature sensor 78 (step ST110).

  Next, it is determined whether the temperature of MG2 is equal to or lower than Y ° C. (step ST111). In this determination, as in the case of determining whether or not the temperature of MG2 is equal to or higher than X ° C. (step ST108), the temperature of MG2 acquired from the detection result of the MG temperature sensor 78 is set in advance and hybrid. The hybrid controller 95 determines whether the temperature is equal to or lower than Y ° C. stored in the controller 95. Y ° C. used for this determination is set in advance as an upper limit value of the MG2 temperature that can be allowed to operate without cooling the MG2. Moreover, this Y degreeC is set as a temperature lower than X degreeC.

  If it is determined by this determination that the temperature of MG2 is not equal to or lower than Y ° C. (step ST111, No determination), cooling of MG2 with lubricating oil by the oil pump 70 driven by the power generated by the engine 5 is continued. However, the temperature of MG2 is acquired (step ST110), and the determination of whether the temperature of MG2 is equal to or lower than Y ° C. (step ST111) is repeated.

  On the other hand, when it is determined that the temperature of MG2 is equal to or lower than Y ° C. (step ST111, Yes determination), the engine 5 is stopped (step ST112). That is, when it is determined that the temperature of the MG 2 has decreased due to cooling with the lubricating oil, the ECU 90 performs a stop control of the engine 5 by making a request to the ECU 90 to stop the engine 5 from the hybrid controller 95. . As a result, the traveling vehicle 1 continues the EV traveling by the MG 2 in which the engine 5 is stopped and the temperature is lowered.

  When the temperature of MG2 predicted based on the information on the road on which the vehicle 1 is traveling is equal to or higher than X ° C. during EV traveling, the drive control device 2 is based on MG2 by prohibiting regeneration of MG2. Since power generation is prohibited, an increase in the temperature of MG2 during EV traveling can be suppressed. When the engine 5 is stopped and EV traveling is performed, if the temperature of the MG 2 becomes X ° C. or higher, the engine 5 is started to drive the oil pump 70 and circulate the lubricating oil. Although the MG2 is cooled, the frequency at which the MG2 needs to be cooled during EV traveling can be reduced by performing control to suppress the temperature rise of the MG2. As a result, the starting frequency of the engine 5 can be reduced.

  In addition, in the case of the vehicle 1 that can charge the battery from the power source external to the vehicle 1, the battery often has a sufficient charge amount. Therefore, when the vehicle 1 is running on EV, When 5 is started frequently, the driver easily feels uncomfortable. Therefore, in the case of the vehicle 1 that can be charged from the power supply external to the vehicle 1 in this way, by reducing the start frequency of the engine 5, the driver feels uncomfortable with frequently starting the engine 5. Can be suppressed. As a result, comfort when the vehicle 1 is traveling can be improved.

  Further, since road information used for predicting the temperature of MG2 during EV traveling is obtained from the map information of the car navigation system 85, the power required during EV traveling and the degree of regeneration are predicted more accurately. Can do. Therefore, the change in the temperature of MG2 when EV traveling is continued can be predicted more accurately, and the temperature increase of MG2 can be more reliably suppressed. As a result, the starting frequency of the engine 5 can be more reliably reduced.

  Also, during EV travel, the MG 2 generates power by regenerating when the vehicle 1 performs downhill travel Dwn, and when MG2 power generation is prohibited, the MG2 prohibits regeneration during the downhill travel Dwn. , It is possible to more reliably suppress power generation when the temperature of MG2 is predicted to increase. As a result, it is possible to more reliably suppress the temperature of MG2 from becoming excessively high, and it is possible to more reliably reduce the starting frequency of the engine 5 during EV traveling.

  In addition, when prohibiting power generation by MG2 during EV travel, if the period during which power generation is prohibited is set based on the predicted temperature of MG2, the temperature increase of MG2 can be suppressed while performing power generation as much as possible. it can. Therefore, it is possible to suppress the power consumption of the electricity charged in the battery during EV travel, and it is possible to increase the chances of generating power in the MG2, thereby reducing the fuel consumption. As a result, the combustion consumption can be reduced by reducing the starting frequency of the engine 5, and the fuel consumption can be improved more reliably.

  In the drive control device 2 described above, when the temperature of MG2 acquired during EV traveling is equal to or higher than X ° C., MG2 is cooled by starting the engine 5, but the temperature of MG2 is X When the temperature is higher than or equal to ° C., power generation by MG2 may be prohibited by prohibiting regeneration. That is, in the drive control device 2 according to the embodiment, when the temperature of the MG2 predicted based on the road information is equal to or higher than X ° C., the temperature increase of the MG2 is suppressed by prohibiting regeneration of the MG2. However, the predicted MG2 temperature may be different from the actual MG2 temperature. For this reason, when the temperature increase of MG2 is suppressed by switching between execution and prohibition of regeneration based on the predicted temperature of MG2, the suppression of the temperature increase may be insufficient. Further, depending on the traveling state of the vehicle 1 during EV traveling, the temperature of the MG2 increases too much, and even if regeneration is prohibited, the temperature of the MG2 may be equal to or higher than X ° C. For this reason, in these cases, regeneration of MG2 may be prohibited not only when the temperature of MG2 predicted based on the road information but also when the actual temperature of MG2 is equal to or higher than X ° C. Thereby, it can suppress more reliably that the temperature of MG2 rises too much. As a result, it is possible to suppress damage to MG2 due to excessive increase in the temperature of MG2.

  Moreover, the hybrid control apparatus 95 may acquire the temperature of MG2 based on the temperature of the lubricating oil which is the oil supplied to MG2. That is, since MG2 is cooled by the lubricating oil circulated by the oil pump 70, the temperature of MG2 can be estimated by detecting the temperature of this lubricating oil. Therefore, when it is difficult to detect the temperature of MG2, the temperature of the lubricating oil supplied to MG2 is detected, and the engine 5 is started according to the temperature of MG2 estimated based on the temperature of the lubricating oil. Or you may switch regeneration. In this way, by estimating and acquiring the temperature of MG2 based on the temperature of the lubricant supplied to MG2, regardless of the configuration of drive device 20, regeneration of MG2 is prohibited according to the temperature of MG2. The engine 5 can be started. As a result, damage to MG2 due to excessive increase in the temperature of MG2 can be more reliably suppressed.

  Further, in the drive control device 2 described above, the drive device 20 is connected to both the MG 2 and the drive wheel 62 so as to be able to transmit rotational torque using the power split and integration mechanism 30. Alternatively, the MG 2 and the drive wheel 62 may be connected using a device other than the power split and integration mechanism 30. The driving device 20 generates driving force by the driving wheels 62 by transmitting the power generated by the MG 2 to the driving wheels 62 with the engine 5 stopped, and the kinetic energy when the vehicle 1 travels from the driving wheels 62. If it is provided so that it can be regenerated by MG2 by being transmitted to MG2, its configuration is not limited.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Drive control apparatus 5 Engine 10 Motor generator 20 Drive apparatus 22 Input shaft 30 Power split integration mechanism 31 Power split planetary gear 41 Reduction planetary gear 50 Reduction mechanism 55 Differential gear 61 Drive shaft 62 Drive wheel 70 Oil pump 71 Pump drive Shaft 74 Oil path 75 Oil cooler 78 MG temperature sensor 80 Accelerator pedal 85 Car navigation system 90 ECU
95 Hybrid controller

Claims (6)

An engine and an electric motor are used as a power source when the vehicle is running, the electric motor has a power generation function, and the hybrid vehicle drive control device can run the vehicle with the engine stopped. In
When the vehicle is traveling with the engine stopped, the temperature of the electric motor is predicted based on information on the road on which the vehicle is traveling, and the predicted temperature of the electric motor is equal to or higher than a predetermined value. Is a drive control device for a hybrid vehicle, wherein power generation by the electric motor is prohibited.   The hybrid vehicle drive control device according to claim 1, wherein when power generation by the motor is prohibited, a period during which power generation is prohibited is set based on a predicted temperature of the motor.   3. The drive control apparatus for a hybrid vehicle according to claim 1, wherein information on a road on which the vehicle is traveling is acquired from map information of a car navigation system provided in the vehicle. During travel of the vehicle with the engine stopped, the electric motor generates power when the vehicle travels downhill,
The power generation by the motor during the downhill traveling is prohibited when power generation by the motor is prohibited due to the predicted temperature of the motor becoming a predetermined value or more. The drive control apparatus of the hybrid vehicle of any one of Claims. Furthermore, it has an electric motor temperature acquisition unit for acquiring the temperature of the electric motor,
When the vehicle is running with the engine stopped, power generation by the motor is prohibited when the temperature of the motor acquired by the motor temperature acquisition unit is equal to or higher than the predetermined value. The drive control apparatus for a hybrid vehicle according to any one of claims 1 to 4.   The drive control apparatus for a hybrid vehicle according to claim 5, wherein the electric motor temperature acquisition unit acquires the temperature of the electric motor based on the temperature of oil supplied to the electric motor.

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