JP2013038990A - Motor vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent a driver from feeling noises caused by the operation of an electric pump.SOLUTION: While the operation of an engine is suspended and an air-conditioner is not operated, and a sound level L in a passenger compartment is no less than a threshold value Lref (S110-S130), the driving of the electric pump is stopped when a cooling water temperature Twm is a threshold value Twmref1 or smaller (S160), and the electric pump is controlled so that the electric pump 66 rotates at the number of rotation N1 smaller than a lower limit of a vehicle resonance area, when the cooling water temperature Twm is higher than the threshold value Twmref1, and is a threshold value Twmref2 higher than the same or smaller (S180), and the electric pump is controlled so that the electric pump may rotate at the number of rotation N2 (higher than the number of rotation N1) higher than an upper limit of the vehicle resonance area when the cooling water temperature Twm is higher than the threshold value Twmref2 (S190).

Description

  The present invention relates to an automobile, and more specifically, a motor capable of outputting driving power, an inverter for driving the motor, and a cooling device for circulating a cooling liquid in a circulation flow path including the inverter by driving an electric pump. And an air conditioner that performs air conditioning in the passenger compartment.

  Conventionally, as this type of automobile, an electric motor, an inverter that drives the electric motor, and a water pump for driving the electric motor cool the electric motor and the inverter by circulating cooling water through a circulation path including the electric motor, the inverter, and the electric motor radiator. An electric motor cooling system and a radiator fan that sends air to the electric motor radiator. When changing the flow rate of the cooling water in the electric motor cooling system (when changing the rotation speed of the water pump for the electric motor), the radiator fan Has been proposed to increase the air volume by increasing the rotation speed (see, for example, Patent Document 1). In this automobile, the operation noise of the radiator fan is increased by such processing to increase the noise in the passenger compartment, thereby reducing unpleasant noise caused by the operation sound of the water pump for the motor, which is felt by the passenger.

JP 2008-260442 A

  In such an automobile, when the passenger compartment is relatively quiet, for example, when an air conditioner that performs air conditioning in the passenger compartment is not operating, sound resonance occurs in the vehicle depending on the rotational speed of the water pump for the motor. May cause the driver to feel noise.

  The main object of the automobile of the present invention is to suppress the driver from feeling noise caused by the operation of the electric pump.

  The automobile of the present invention has taken the following means in order to achieve the main object described above.

The automobile of the present invention
A motor capable of outputting driving power, an inverter for driving the motor, a cooling device for circulating cooling liquid in a circulation flow path including the inverter by driving an electric pump, and air conditioning in the passenger compartment An air conditioner to perform,
Electric pump control means for controlling the electric pump so that the rotational speed of the electric pump is outside the resonance region of the vehicle when the sound in the passenger compartment is not less than a predetermined threshold when the air conditioner is not operating;
It is a summary to provide.

  In the automobile of the present invention, when the sound in the passenger compartment is equal to or higher than a predetermined threshold when the air conditioner is not operating, the electric pump is controlled so that the rotational speed of the electric pump is outside the resonance region of the vehicle. This suppresses inconveniences caused by the rotational speed of the electric pump being in the vehicle resonance region (region where sound resonance occurs), for example, causing the driver to feel noise caused by the operation of the electric pump. can do. Here, driving the electric pump out of the resonance region of the vehicle includes stopping the driving of the electric pump.

  In such an automobile of the present invention, the electric pump control means is configured such that when the air conditioner is not operating, the sound in the passenger compartment is equal to or higher than the threshold value, and the temperature of the cooling liquid is equal to or lower than a first predetermined temperature. The electric pump is controlled so that the electric pump is stopped, and when the temperature of the cooling liquid is higher than the first predetermined temperature and lower than the second predetermined temperature higher than the first predetermined temperature, the resonance of the vehicle The electric pump is controlled to be driven at a rotation speed less than the lower limit of the region, and when the temperature of the cooling liquid is higher than the second predetermined temperature, the electric pump is rotated at a rotation speed higher than the upper limit of the resonance region of the vehicle. It can also be a means for controlling the electric pump to be driven.

  The motor vehicle according to the present invention further includes an engine capable of outputting driving power, and the electric pump control means is configured to generate a sound in the passenger compartment when the engine is stopped and the air conditioner is not operating. When the value is equal to or greater than a predetermined threshold value, the electric pump may be a means for controlling the electric pump so that the rotational speed of the electric pump is outside the resonance region of the vehicle.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 3 is a flowchart showing an example of an electric pump control routine executed by an HVECU 70. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 320 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 420 according to a modification.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the drawing, the hybrid vehicle 20 of the embodiment includes an engine 22 that outputs power using gasoline or light oil as a fuel, an engine electronic control unit (hereinafter referred to as an engine ECU) 24 that controls the drive of the engine 22, an engine, and the like. A planetary gear 30 having a carrier connected to the crankshaft 26 and a ring gear connected to a drive shaft 36 connected to drive wheels 38a and 38b via a differential gear 37, and a rotor configured as a synchronous generator motor, for example. Motor MG1 connected to the sun gear of planetary gear 30, motor MG2 configured as, for example, a synchronous generator motor with the rotor connected to drive shaft 36, and motors MG1 and MG2 driven by switching of a plurality of switching elements (not shown). Inverters 41 and 4 And a motor electronic control unit (hereinafter referred to as a motor ECU) 40 that controls driving of the motors MG1 and MG2 by switching control of a plurality of switching elements of the inverters 41 and 42, and a lithium ion secondary battery, for example. A battery 50 that exchanges power with the motors MG1 and MG2 via the inverters 41 and 42, a battery electronic control unit (hereinafter referred to as a battery ECU) 52 that manages the battery 50, and the motors MG1 and MG2 and the inverters 41 and 42 A cooling device 60 for cooling, an air conditioning device 90 for air conditioning in the passenger compartment, and a hybrid electronic control unit (hereinafter referred to as HVECU) 70 for controlling the entire vehicle are provided.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, for example, a water temperature sensor that detects the crank position θcr from the crank position sensor that detects the rotational position of the crankshaft 26 and the coolant temperature of the engine 22. Cooling water temperature Twe from the cylinder, in-cylinder pressure Pin from a pressure sensor installed in the combustion chamber, cam from a cam position sensor that detects the rotational position of an intake valve that performs intake and exhaust to the combustion chamber and a camshaft that opens and closes the exhaust valve Position θca, throttle position TP from a throttle valve position sensor that detects the position of the throttle valve, intake air amount Qa from an air flow meter attached to the intake pipe, intake air temperature Ta from a temperature sensor also attached to the intake pipe, Take the exhaust system The air-fuel ratio AF from the attached air-fuel ratio sensor, the oxygen signal O2 from the oxygen sensor attached to the exhaust system, and the like are input via the input port, and the engine ECU 24 is for driving the engine 22. Various control signals, such as the drive signal to the fuel injection valve, the drive signal to the throttle motor that adjusts the throttle valve position, the control signal to the ignition coil integrated with the igniter, and the opening / closing timing of the intake valve can be changed A control signal to the variable valve timing mechanism is output via the output port. The engine ECU 24 is in communication with the HVECU 70, controls the operation of the engine 22 by a control signal from the HVECU 70, and outputs data related to the operation state of the engine 22 to the HVECU 70 as necessary. The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on a signal from a crank position sensor (not shown) attached to the crankshaft 26.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The motor ECU 40 receives signals necessary for driving and controlling the motors MG1 and MG2, for example, rotational positions θm1 and θm2 from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and not shown. A phase current applied to the motors MG1 and MG2 detected by the current sensor is input via the input port, and the motor ECU 40 outputs a switching control signal to switching elements (not shown) of the inverters 41 and 42. It is output through the port. The motor ECU 40 is in communication with the HVECU 70, controls the driving of the motors MG1 and MG2 by a control signal from the HVECU 70, and outputs data related to the operating state of the motors MG1 and MG2 to the HVECU 70 as necessary. The motor ECU 40 also calculates the rotational angular velocities ωm1, ωm2 and the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2 from the rotational position detection sensors 43, 44. ing.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The battery ECU 52 receives signals necessary for managing the battery 50, for example, an inter-terminal voltage Vb from a voltage sensor (not shown) installed between the terminals of the battery 50 and a power line connected to the output terminal of the battery 50. The charging / discharging current Ib from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor (not shown) attached to the battery 50, and the like are input. Send to. Further, in order to manage the battery 50, the battery ECU 52 is a power storage that is a ratio of the capacity of the electric power that can be discharged from the battery 50 at that time based on the integrated value of the charge / discharge current Ib detected by the current sensor. The ratio SOC is calculated, and the input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the calculated storage ratio SOC and the battery temperature Tb. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input limiting limit are set based on the storage ratio SOC of the battery 50. It can be set by setting a correction coefficient and multiplying the basic value of the set input / output limits Win and Wout by the correction coefficient.

  Cooling device 60 includes a radiator 62 that performs heat exchange between cooling water and outside air, a circulation channel 64 that includes motors MG 1, MG 2, inverters 41, 42, and radiator 62, and circulates the cooling water in circulation channel 64. An electric pump 66 to be provided.

  Although not shown, the air conditioner 90 uses a refrigeration cycle including a compressor, a condenser, an expansion valve, and an evaporator, and air cooled by heat exchange with the evaporator of the refrigeration cycle or warmed air to an outlet of the passenger compartment. It has a blower that blows air and an operation panel attached to the passenger compartment.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. The HVECU 70 includes a cooling water temperature Twm from the temperature sensor 68 that detects the temperature of the cooling water in the circulation flow path 64 of the cooling device 60, a microphone that collects sound in the passenger compartment, and the like, and the sound level in the passenger compartment. The sound level L in the passenger compartment from the sound level detection device 89 to be detected, the shift signal SP from the shift position sensor 82 that detects the ignition signal from the ignition switch 80 and the operation position of the shift lever 81, and the depression of the accelerator pedal 83 The accelerator opening Acc from the accelerator pedal position sensor 84 for detecting the amount, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, etc. via the input port. Have been entered. Further, the HVECU 70 outputs a control signal to the electric pump 66 of the cooling device 60, a control signal to the air conditioner 90 that performs air conditioning in the passenger compartment, and the like through the output port. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52.

  In the hybrid vehicle 20 of the embodiment thus configured, the required torque Tr * to be output to the drive shaft 36 is calculated based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal by the driver. The operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque Tr * is output to the drive shaft 36. As the operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that the power corresponding to the required power is output from the engine 22, and all the power output from the engine 22 is transmitted to the planetary gear 30 and the motor. The torque conversion operation mode in which the motor MG1 and the motor MG2 are driven and controlled so that the torque is converted by the MG1 and the motor MG2 and output to the drive shaft 36, and the sum of the required power and the power required for charging and discharging the battery 50 is met. Operation of the engine 22 is controlled so that power is output from the engine 22, and all or part of the power output from the engine 22 with charge / discharge of the battery 50 is torque generated by the planetary gear 30, the motor MG1, and the motor MG2. The required power is output to the drive shaft 36 with conversion. Charge-discharge drive mode for driving and controlling the motors MG1 and MG2, there is a motor operation mode in which operation control to output a power commensurate to stop the operation of the engine 22 to the required power from the motor MG2 to the drive shaft 36. The torque conversion operation mode and the charge / discharge operation mode are modes in which the engine 22, the motor MG1, and the motor MG2 are controlled so that the required power is output to the drive shaft 36 with the operation of the engine 22. Since there is no substantial difference in control, both are hereinafter referred to as the engine operation mode.

  In the engine operation mode, the HVECU 70 sets the required torque Tr * to be output to the drive shaft 36 based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88, and the set required torque The travel power Pdrv * required for travel is calculated by multiplying Tr * by the rotational speed Nr of the drive shaft 36 (for example, the rotational speed obtained by multiplying the rotational speed Nm2 of the motor MG2 and the vehicle speed V by the conversion factor). The power to be output from the engine 22 by subtracting the charge / discharge required power Pb * (positive value when discharging from the battery 50) of the battery 50 obtained from the calculated traveling power Pdrv * based on the storage ratio SOC of the battery 50 Is set as the required power Pe *. Then, the target rotational speed Ne of the engine 22 is obtained using an operation line (for example, a fuel efficiency optimal operation line) as a relationship between the rotational speed Ne of the engine 22 and the torque Te that can efficiently output the required power Pe * from the engine 22. * And the target torque Te * are set, and the motor is controlled by the rotational speed feedback control so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne * within the range of the input / output limits Win and Wout of the battery 50. A torque command Tm1 * as a torque to be output from MG1 is set, and when the motor MG1 is driven by the torque command Tm1 *, the torque acting on the drive shaft 36 via the planetary gear 30 is subtracted from the required torque Tr * to reduce the motor MG2. Torque command Tm2 * is set, and the target rotational speed Ne * and target torque Te * are set. In its sent to the engine ECU 24, the torque command Tm1 *, the Tm2 * is sent to the motor ECU 40. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te *, controls the intake air amount, fuel injection control, and ignition of the engine 22 so that the engine 22 is operated by the target rotational speed Ne * and the target torque Te *. The motor ECU 40 that performs the control and receives the torque commands Tm1 * and Tm2 * performs switching control of the plurality of switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. .

  In the motor operation mode, the HVECU 70 sets a required torque Tr * to be output to the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V, sets a value 0 to the torque command Tm1 * of the motor MG1, and sets the battery 50. The torque command Tm2 * of the motor MG2 is set and transmitted to the motor ECU 40 so that the required torque Tr * is output to the drive shaft 36 within the range of the input / output limits Win, Wout. The motor ECU 40 that receives the torque commands Tm1 * and Tm2 * performs switching control of the plurality of switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *.

  Further, in the hybrid vehicle 20 of the embodiment configured as described above, the electric pump 66 is operated at the water temperature corresponding rotation speed Ntwm as the rotation speed corresponding to the cooling water temperature Twm as the cooling water temperature in the circulation flow path 64 of the cooling device 60. By controlling the electric pump 66 to rotate, the cooling water is circulated in the circulation channel 66 to cool the motors MG1 and MG2 and the inverters 41 and 42. Note that the water temperature corresponding rotation speed Ntwm is stored in a ROM (not shown) as a map by predetermining the relationship between the cooling water temperature Twm and the water temperature corresponding rotation speed Ntwm so that the higher the cooling water temperature Twm, the higher the water temperature corresponding rotation speed Ntwm. If the cooling water temperature Twm is given, it can be set by deriving the corresponding water temperature corresponding rotational speed Ntwm from the stored map.

  Next, the operation of the hybrid vehicle 20 of the embodiment, particularly the control of the electric pump 66 will be described. FIG. 2 is a flowchart showing an example of an electric pump control routine executed by the HVECU 70. This routine is repeatedly executed every predetermined time (for example, every few minutes).

  When the electric pump control routine is executed, first, the HVECU 70 first detects the cooling water temperature (temperature of the cooling water in the circulation passage 64 of the cooling device 60) Twm from the temperature sensor 68 and the passenger compartment from the sound level detection device 89. The process of inputting the sound level L is executed (step S100), it is determined whether or not the engine 22 is stopped (step S110), and whether or not the air conditioner 90 is operating (step S110). Step S120). Here, the processing in steps S110 and S120 is performed in the vehicle resonance region where the electric pump-induced sound as the sound resulting from the operation of the electric pump 66 (the region where the rotational speed Np of the electric pump 66 causes sound resonance in the vehicle). This is a process for determining whether or not a sound that is considered to be particularly loud when the engine is turned into a sound caused by the operation of the engine 22 or the operation of the air conditioner 90.

  When the engine 22 is in operation or when the air conditioner 90 is in operation, it is determined that the noise caused by the electric pump is mixed with the sound resulting from the operation of the engine 22 or the operation of the air conditioner 90, and the water temperature corresponding rotation speed Ntwm. Then, the electric pump 66 is controlled so that the electric pump 66 rotates (step S140), and this routine is finished. The control of the electric pump 66 is continued until this routine is executed next time (several minutes in the embodiment) (in this case, the control to rotate the electric pump 66 at the water temperature corresponding rotational speed Ntwm). .

  In steps S110 and S120, when the operation of the engine 22 is stopped and the air conditioner 90 is not operating, it is determined that the noise caused by the electric pump is not mixed with the sound caused by the operation of the engine 22 or the operation of the air conditioner 90. The sound level L in the passenger compartment is compared with the threshold value Lref (step S130). Here, the threshold value Lref is determined as a value slightly lower than a value at which the driver feels the sound due to the electric pump. For example, 25 dB, 30 dB, 35 dB, or the like can be used. In the embodiment, the case where the driver feels the noise due to the electric pump is considered when the rotational speed Np of the electric pump 66 is in the vehicle resonance region.

  When the sound level L in the passenger compartment is less than the threshold value Lref, the electric pump 66 is controlled so that the electric pump 66 rotates at the water temperature corresponding rotation speed Ntwm (step S140), and this routine is terminated.

  When the sound level L in the passenger compartment is equal to or higher than the threshold value Lref, the cooling water temperature Twm is compared with the threshold value Twmref1 (step S150). When the cooling water temperature Twm is equal to or lower than the threshold value Twmref1, the electric pump 66 is stopped (step S160). This routine is terminated. Here, the threshold value Twmref1 is used to determine whether or not a thermal problem occurs in the motors MG1 and MG2 and the inverters 41 and 42 even when the electric pump 66 is stopped. ° C, 20 ° C, 25 ° C, etc. can be used. In this case, by stopping the driving of the electric pump 66, it is possible to suppress the driver from feeling the noise caused by the electric pump.

  When the coolant temperature Twm is higher than the threshold value Twmref1 in step S150, it is determined that there is a possibility that a thermal problem may occur in the motors MG1 and MG2 and the inverters 41 and 42 when the electric pump 66 is stopped, and the coolant temperature Twm is set to the threshold value Twmref1. Compared with the higher threshold value Twmref2 (step S170), when the cooling water temperature Twm is equal to or lower than the threshold value Twmref2, the electric pump 66 is controlled to rotate at a rotational speed N1 lower than the lower limit of the vehicle resonance region (step S180). When the coolant temperature Twm is higher than the threshold value Twmref2, the electric pump 66 is controlled so that the electric pump 66 rotates at a rotational speed N2 higher than the upper limit of the vehicle resonance region (higher than the rotational speed N1) (step S190). Exit. Here, the threshold value Tref2 is used to determine whether or not there is a thermal problem in the motors MG1 and MG2 and the inverters 41 and 42 even if the rotational speed Np of the electric pump 66 is lower than the rotational speed Ntwm corresponding to the water temperature. For example, 30 ° C., 35 ° C., 40 ° C., or the like can be used. In addition, the rotation speed N1 and the rotation speed N2 can use values determined in advance through experiments and analysis. In this way, by rotating the electric pump 66 at a rotational speed N1 lower than the lower limit of the vehicle resonance region or a rotational speed N2 higher than the upper limit of the vehicle resonance region according to the coolant temperature Twm, the sound caused by the electric pump is given to the driver. It can suppress feeling.

  Now, consider the case where the electric pump 66 is rotated at the water temperature corresponding rotation speed Ntwm when the engine 22 is stopped and the air conditioner 90 is not operating. At this time, there is no problem when the sound level L in the passenger compartment is less than the threshold value Lref. However, when the sound level L in the passenger compartment is equal to or higher than the threshold value Lref, the driver may feel the noise caused by the electric pump. On the other hand, in the embodiment, when the sound level L in the passenger compartment becomes equal to or higher than the threshold value Lref, the electric pump 66 is stopped driving or the lower limit of the vehicle resonance region is determined according to the cooling water temperature Twm at that time. By causing the electric pump 66 to rotate at a low rotation speed N1 or a rotation speed N2 higher than the upper limit of the vehicle resonance region, it is possible to suppress the driver from feeling the sound due to the electric pump.

  According to the hybrid vehicle 20 of the embodiment described above, the cooling water temperature Twm is obtained when the sound level L in the passenger compartment is equal to or higher than the threshold Lref when the engine 22 is stopped and the air conditioner 90 is not operating. Is lower than the threshold value Twmref1, the electric pump 66 is stopped. When the cooling water temperature Twm is higher than the threshold value Twmref1 and lower than the threshold value Twmref2, the electric pump 66 is rotated at a rotational speed N1 lower than the lower limit of the vehicle resonance region. The electric pump 66 is controlled such that when the coolant temperature Twm is higher than the threshold value Twmref2, the electric pump 66 is controlled to rotate at a rotational speed N2 higher than the upper limit of the vehicle resonance region (higher than the rotational speed N1). It is possible to suppress the driver from feeling the resulting sound.

  In the hybrid vehicle 20 of the embodiment, the cooling water temperature Twm is equal to or lower than the threshold value Twmref1 when the sound level L in the passenger compartment is equal to or higher than the threshold value Lref when the engine 22 is stopped and the air conditioner 90 is not operating. Sometimes the electric pump 66 is stopped, and when the cooling water temperature Twm is higher than the threshold value Twmref1 and lower than the threshold value Twmref2, the electric pump 66 is controlled so that the electric pump 66 rotates at a rotational speed N1 lower than the lower limit of the vehicle resonance region. However, when the cooling water temperature Twm is equal to or lower than the threshold value Twmref2, the electric pump 66 may be controlled so that the electric pump 66 rotates at the rotation speed N1 regardless of whether the cooling water temperature Twm is higher than the threshold value Twmref1.

  In the hybrid vehicle 20 of the embodiment, the power from the motor MG2 is output to the drive shaft 36. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. 3, the drive shaft 36 transmits the power from the motor MG2. It may be connected to an axle (an axle connected to the wheels 39a and 39b in FIG. 3) different from the connected axle (the axle to which the drive wheels 38a and 38b are connected).

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output to the drive shaft 36 connected to the drive wheels 38a and 38b via the planetary gear 30, but is exemplified in the hybrid vehicle 220 of the modification of FIG. As described above, the inner rotor 232 connected to the crankshaft of the engine 22 and the outer rotor 234 connected to the drive shaft 36 that outputs power to the drive wheels 38a and 38b have a part of the power from the engine 22. A counter-rotor motor 230 that transmits power to the drive shaft 36 and converts remaining power into electric power may be provided.

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output to the drive shaft 36 connected to the drive wheels 38a and 38b via the planetary gear 30, and the power from the motor MG2 is output to the drive shaft 36. However, as illustrated in the hybrid vehicle 320 of the modified example of FIG. 5, a motor MG is attached to the drive shaft 36 connected to the drive wheels 38a and 38b via the transmission 330, and a clutch 329 is attached to the rotation shaft of the motor MG. The power from the engine 22 is output to the drive shaft 36 via the rotation shaft of the motor MG and the transmission 330, and the power from the motor MG is output to the drive shaft via the transmission 330. It is good also as what outputs to. Alternatively, as exemplified in the hybrid vehicle 420 of the modified example of FIG. 6, the power from the engine 22 is output to the drive shaft 36 connected to the drive wheels 38a and 38b via the transmission 430 and the power from the motor MG. May be output to an axle different from the axle to which the drive wheels 38a, 38b are connected (the axle connected to the wheels 39a, 39b in FIG. 6).

  In the embodiment, the hybrid vehicle 20 that travels using the power from the engine 22 and the power from the motor MG2 has been described. However, the present invention is applied to a simple electric vehicle that does not include an engine and travels using only the power from the motor. It is good also as what to do. In this case, in the electric pump control routine of FIG. 2, it is not necessary to execute the process of step S110 for determining whether or not the engine is operating.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the motor MG2 corresponds to the “motor”, the inverter 42 corresponds to the “inverter”, the cooling device 60 corresponds to the “cooling device”, the air conditioner 90 corresponds to the “air conditioner”, and the HVECU 70 It corresponds to “electric pump control means”.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the automobile manufacturing industry.

  20 hybrid vehicle, 22 engine, 24 electronic control unit for engine (engine ECU), 26 crankshaft, 30 planetary gear, 36 drive shaft, 37 differential gear, 38a, 38b drive wheel, 39a, 39b wheel, 40 electronic control unit for motor (Motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 52 electronic control unit for battery (battery ECU), 70 electronic control unit for hybrid (HVECU), 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 89 sound level Detector, 90 an air conditioning apparatus, MG1, MG2 motor.

Claims (1)

A motor capable of outputting driving power, an inverter for driving the motor, a cooling device for circulating cooling liquid in a circulation flow path including the inverter by driving an electric pump, and air conditioning in the passenger compartment An air conditioner to perform,
Electric pump control means for controlling the electric pump so that the rotational speed of the electric pump is outside the resonance region of the vehicle when the sound in the passenger compartment is not less than a predetermined threshold when the air conditioner is not operating;
Automobile equipped with.

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