JP2007196954A - Driving controller for hybrid vehicle and hybrid vehicle mounted with same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid vehicle mounted with a mechanical oil pump and an electric oil pump that is prevented from getting out of order as the continuous operation of the electric oil pump exceeds its limit. <P>SOLUTION: When it is preliminarily decided that EOP continuous operation cannot be performed as the continuous operation of the electric oil pump exceeds a predetermined level (S110), engine actuation is requested for mechanical oil pump actuation (S120). When an engine is not still actuated and it is primarily decided that the EOP continuous operation cannot be performed as the continuous operation reaches a limit level (S150), the electric oil pump is stopped (S160) and processing for securing a vehicle condition for restarting a vehicle travel even when oil pressure supply is stopped as the electric oil pump is stopped. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a drive control device for a hybrid vehicle, and more specifically, a drive control device for a hybrid vehicle including an electric oil pump and a mechanical oil pump that is driven in accordance with the operation of an internal combustion engine, and the same. It relates to a hybrid vehicle.

  In a hybrid vehicle equipped with an internal combustion engine and an electric motor as a vehicle driving force source, fuel efficiency is improved by operating the engine only in a high efficiency region. For this reason, in the low-efficiency operation region of the engine, the operation of the engine is stopped and the vehicle traveling (hereinafter also referred to as EV traveling) using only the output of the electric motor is intended. Therefore, in a hybrid vehicle, hydraulic pressure is generated using a mechanical oil pump that is driven along with the operation of the engine when the vehicle travels with the operation of the engine (hereinafter also referred to as engine driving). It is necessary that the hydraulic pressure for operating the hydraulic device is ensured even when the hydraulic pressure supply by the mechanical oil pump is stopped when the engine is stopped.

  For this reason, a configuration in which a mechanical oil pump and an electric oil pump are arranged in parallel to supply necessary hydraulic pressure to a transmission or the like is generally used (for example, Patent Document 1 and Patent Document 2).

  In particular, Japanese Patent Laid-Open No. 2002-155865 (Patent Document 1) discloses a configuration in which an electric oil pump used as an auxiliary is further provided in addition to a mechanical oil pump used as a main oil pump. Furthermore, by operating the electric oil pump for a predetermined allowable operating time, and then starting the engine and supplying hydraulic pressure from the mechanical oil pump, the deterioration of the electric oil pump is suppressed and the life is extended, and the large size Can be avoided.

Japanese Patent Laid-Open No. 9-170533 (Patent Document 3) discloses that the engine output is distributed to the first motor generator and the output member by a distribution mechanism in order to start the engine appropriately in the hybrid vehicle as described above. In a hybrid vehicle configured to charge the power storage device with the first motor generator while the vehicle is driven by the engine and to be able to run using the second motor generator as a power source, the first vehicle is stopped with a parking brake or the like. A configuration is disclosed in which an engine is started by rotationally driving the engine via a distribution mechanism by a motor generator.
JP 2002-155865 A JP-A-2005-207304 JP-A-9-170533 JP 2002-225578 A

  However, in a hybrid vehicle having a mechanical oil pump and an electric oil pump as disclosed in Patent Documents 1 and 2, the electric oil pump is continuously operated beyond the limit when the engine cannot be started. As a result, the electric oil pump may break down. In this regard, none of Patent Documents 1 to 4 mentions oil pump control when the electric oil pump continuously operates beyond the limit.

  The present invention has been made to solve such problems, and an object of the present invention is to limit the continuous operation of the electric oil pump in a hybrid vehicle including a mechanical oil pump and an electric oil pump. It is to prevent failure due to exceeding.

  In the hybrid vehicle drive control device and the hybrid vehicle according to the present invention, the hybrid vehicle generates an internal combustion engine and an electric motor for generating driving force of the drive wheels, a hydraulic device that operates in response to supply of hydraulic pressure, and generates hydraulic pressure. An electric oil pump, a mechanical oil pump configured to generate hydraulic pressure by rotating under mechanical power from an internal combustion engine, and a forced braking mechanism for forcibly generating a braking force of the hybrid vehicle Is provided. The drive control device includes first detection means, first activation request means, and warning means. The first detecting means detects that the continuous operation of the electric oil pump has exceeded a predetermined level during vehicle operation when the internal combustion engine is stopped. The first activation requesting unit generates an activation command for the internal combustion engine when the first detection unit detects that the continuous operation exceeds a predetermined level. The warning means issues a warning that prompts the driver to stop the vehicle and to operate the vehicle stop mechanism when the internal combustion engine does not start in response to the start command from the first start request means.

  Preferably, the forcible braking mechanism includes a parking lock mechanism that generates a braking force when the parking position is selected, and the warning includes a mechanism that prompts the driver to switch the shift position selection to the parking position.

  According to the hybrid vehicle drive control device and the hybrid vehicle equipped with the hybrid vehicle drive control device, when the continuous operation of the electric oil pump exceeds a predetermined level and the engine cannot be started, the vehicle is stopped and forcedly braked. It is possible to prompt an operation (preferably a parking position selection operation) for operating the. As a result, even when the hydraulic oil pressure cannot be ensured by stopping the electric oil pump, it is possible to obtain a vehicle situation in which the engine activation does not become a driving disturbance. Therefore, it is possible to prevent the failure by stopping the continuously operating electric oil pump.

  Preferably, in the hybrid vehicle drive control device and the hybrid vehicle according to the present invention, the forced braking mechanism includes a parking lock mechanism that generates a braking force when the parking position is selected, and the warning means shifts when the hybrid vehicle is stopped. The position selection is automatically switched to the parking position.

  According to the hybrid vehicle drive control device and the hybrid vehicle equipped with the hybrid vehicle, when the hybrid vehicle is stopped, the above-mentioned safe vehicle condition is accompanied by the driver's operation in a state where hydraulic pressure cannot be secured by stopping the electric oil pump. Can be obtained automatically.

  More preferably, in the hybrid vehicle drive control device and the hybrid vehicle according to the present invention, the drive control device includes a parking position detection means for detecting that the shift position selection is the parking position after the warning by the warning means, and the parking position. And a second start requesting means for generating a start command for the internal combustion engine in response to detection by the detecting means.

  According to the hybrid vehicle drive control device and the hybrid vehicle equipped with the hybrid vehicle, when the safe vehicle situation is ensured, the engine is automatically started to return to the normal traveling state of the hybrid vehicle. Can do.

  Alternatively, preferably, in the drive control device and the hybrid vehicle of the hybrid vehicle according to the present invention, the hydraulic device includes a transmission provided in a path through which the drive force from the electric motor is transmitted to the drive wheels, and the warning means includes Means for forcibly stopping the output of the electric motor is included.

  According to the hybrid vehicle drive control device and the hybrid vehicle described above, clutch slippage in the hydraulically controlled transformer can be prevented when it is necessary to stop the electric oil pump that has operated continuously for a long period of time. Thereby, it is possible to protect the clutch friction material and protect the equipment of the hydraulic transmission.

  Preferably, in the hybrid vehicle drive control device and the hybrid vehicle according to the present invention, the drive control device is configured such that the continuous operation of the electric oil pump is set higher than a predetermined level when the vehicle is operated with the internal combustion engine stopped. Second detection means for detecting that the level has been reached is further provided. Further, the warning means is when the internal combustion engine is not started in response to the start command from the first start request means, and the second detecting means detects that the continuous operation has reached the limit level. Operates on. The electric oil pump is stopped when the continuous operation reaches the limit level.

  According to the hybrid vehicle drive control device and the hybrid vehicle, when the continuous operation of the electric oil pump reaches the limit, it is possible to request engine start-up and to quickly stop the electric oil pump to prevent occurrence of a failure.

  According to the present invention, in a hybrid vehicle including a mechanical oil pump and an electric oil pump, it is possible to prevent failure due to the continuous operation of the electric oil pump exceeding a limit.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following, the same or corresponding parts in the drawings are denoted by the same reference numerals, and detailed description thereof will not be repeated in principle.

  FIG. 1 is a block diagram illustrating a configuration of a drive device for a hybrid vehicle shown as an example of an embodiment of the present invention.

  Referring to FIG. 1, a hybrid vehicle 5 according to an embodiment of the present invention includes a main power source 10 including an internal combustion engine 110 and a planetary gear mechanism 112, an output shaft 20, a differential gear 30, and a drive. A wheel 40, an assist power source 50, and a hydraulically controlled transmission 60 are provided. A hybrid ECU (HV-ECU) 100 constituted by an electronic control unit controls the overall operation of the drive device shown in FIG. 1 so that the hybrid vehicle 5 travels in accordance with the operation of the driver. That is, the HV-ECU 100 corresponds to the drive control device according to the present invention.

  The output torque of the main power source 10 is transmitted to the output shaft 20, and the torque is transmitted from the output shaft 20 to the drive wheels 40 via the differential gear 30. On the other hand, an assist power source 50 is provided that includes an electric motor capable of powering control for outputting driving force for traveling or regenerative control for recovering energy. The driving force from the assist power source 50 is transmitted to the output shaft 20 and the drive wheels 40 via a hydraulically controlled transmission 60 (hereinafter also simply referred to as the transmission 60). Thus, the torque transmitted between the assist power source 50 and the output shaft 20 can be increased or decreased according to the gear ratio set by the transmission 60.

  The transmission 60 can be configured such that the speed ratio to be set is “1” or more. With this configuration, the assist power source 50 outputs the torque when the assist power source 50 outputs torque. Since the torque thus increased can be transmitted to the output shaft 20, the assist power source 50 can be of low capacity or small size. However, since it is preferable to maintain the driving efficiency of the assist power source 50 in a good state, for example, when the rotation speed of the output shaft 20 increases according to the vehicle speed, the gear ratio is decreased to reduce the assist power source 50. Reduce the speed. Further, when the rotational speed of the output shaft 20 decreases, the gear ratio may be increased.

  A parking lock mechanism 230 for locking the rotation of the output shaft 20 when the parking position (P position) is selected by the shift selection lever 240 is provided for the output shaft 20. Although not shown in detail, the parking lock mechanism 230 can be configured by a mechanism that can mechanically lock the output shaft 20 or the rotation of the gear interlocked with the output shaft 20 when the P position is selected.

  In addition to the shift selection lever 240, a push button switch (P position switch) for selecting the P position can be provided. In any case, the parking lock mechanism 230 can forcefully generate the braking force of the hybrid vehicle 5 by fixing the rotation of the output shaft 20 when the P position is selected. That is, the parking lock mechanism 230 is shown as an example of the “forced braking mechanism” in the present invention.

  The drive device configuration of the hybrid vehicle 5 will be described in more detail. The main power source 10 includes an internal combustion engine 110, a motor generator 111 (hereinafter referred to as a first motor generator 111 or MG1), and a planet for synthesizing or distributing torque between the internal combustion engine 110 and the first motor generator 111. The gear mechanism 112 is mainly used. An internal combustion engine (hereinafter referred to as an engine) 110 is a known power device that outputs power by burning fuel such as a gasoline engine or a diesel engine, and includes a throttle opening (intake amount), a fuel supply amount, and ignition. It is configured so that the operation state such as time can be electrically controlled. The control is performed by, for example, an electronic control unit (E-ECU) 113 mainly composed of a microcomputer. The engine speed is detected by an engine speed sensor (not shown) and sent to the HV-ECU 100 via the E-ECU 113.

  The mechanical oil pump 32 is configured to be able to generate hydraulic pressure as the engine 110 rotates, that is, by receiving mechanical power from the engine and rotating. For example, the mechanical oil pump 32 is coaxially disposed on the output shaft of the damper 120 and operates by receiving torque from the engine 110 to generate hydraulic pressure.

  The first motor generator 111 is composed of, for example, a permanent magnet synchronous motor, and is configured to generate both a function as a motor and a function as a generator, and is connected to a power storage device 115 such as a battery via an inverter 114. It is connected. By controlling the inverter 114, the output torque (power running torque or regenerative torque) of the first motor generator 111 is appropriately set. In order to perform the setting, an electronic control unit (MG1-ECU) 116 mainly including a microcomputer is provided.

  The planetary gear mechanism 112 rotates a sun gear 117 that is an external gear, a ring gear 118 that is an internal gear arranged concentrically with the sun gear 117, and a pinion gear that meshes with the sun gear 117 and the ring gear 118. In addition, the gear 119 is a known gear mechanism that generates a differential action using the carrier 119 that is held revolving freely as three rotating elements. The output of the internal combustion engine 110 is connected to the carrier 119 via a damper 120. That is, the carrier 119 is an input element of the planetary gear mechanism 112.

  On the other hand, the rotor (not shown) of the first motor generator 111 is connected to the sun gear 117. Therefore, the sun gear 117 is a so-called reaction force element, and the ring gear 118 is an output element. And the ring gear 118 is connected with the output shaft 20 as an output member.

  In the configuration example shown in FIG. 1, the transmission 60 is configured by a set of Ravigneaux type planetary gear mechanisms. That is, the transmission 60 is provided with a first sun gear 121 and a second sun gear 122 that are external gears, respectively, and the first pinion 123 meshes with the first sun gear 121 and the first pinion. 123 meshes with the second pinion 124. The second pinion 124 meshes with a ring gear 125 arranged concentrically with the sun gears 121 and 122. Each pinion 123 and 124 is held by a carrier 126 so as to rotate and revolve freely. Further, the second sun gear 122 meshes with the second pinion 124. Therefore, the first sun gear 121 and the ring gear 125 constitute a mechanism corresponding to a double pinion type planetary gear mechanism together with the respective pinions 123 and 124, and the second sun gear 122 and the ring gear 125 together with the second pinion 124 are single pinions. A mechanism corresponding to the type planetary gear mechanism is configured.

  A first brake B1 that selectively fixes the first sun gear 121 and a second brake B2 that selectively fixes the ring gear 125 are provided. These brakes B1 and B2 are so-called friction engagement devices that generate an engagement force by a friction force, and a multi-plate type engagement device or a band type engagement device can be adopted. And these brakes B1 and B2 are comprised so that the torque capacity may change continuously according to the engaging force by oil_pressure | hydraulic. Further, the assist power source 50 described above is connected to the second sun gear 122, and the carrier 126 is connected to the output shaft 20.

  Therefore, in the transmission 60, the second sun gear 122 is a so-called input element, and the carrier 126 is an output element. By engaging the first brake B1, a high speed (H) with a gear ratio larger than “1” is set, and by engaging the second brake B2 instead of the first brake B1, the speed is changed from the high speed. A low speed stage (L) having a large ratio is set.

  Shifting between the respective gears is executed based on the running state such as the vehicle speed and the required driving force (or accelerator opening). More specifically, the shift speed region is determined in advance as a map (shift diagram), and control is performed so as to set one of the shift speeds according to the detected motion state. An electronic control unit (T-ECU) 127 mainly including a microcomputer for performing the control is provided.

  In the configuration example shown in FIG. 1, a power generator that outputs torque and a regenerative motor generator that collects energy (hereinafter referred to as a second motor generator 50 or MG2) are employed as the assist power source 50. Yes. The second motor generator 50 is, for example, a permanent magnet type synchronous motor, and its rotor (not shown) is connected to the second sun gear 122. Further, second motor generator 50 is connected to power storage device (battery) 129 via inverter 128. The inverter 128 is controlled by an electronic control unit (MG2-ECU) 130 mainly composed of a microcomputer, so that power running and regeneration and output torque in each case are controlled.

  The power storage device (battery) 129 and the electronic control device 130 can be integrated with the battery (power storage device) 115 and the electronic control device 116 corresponding to the first motor generator 111 described above.

  Further, the HV-ECU 100 and each of the electronic control devices 113, 116, 127, and 130 are connected so that they can communicate data with each other. HV-ECU 100 issues an operation command to E-ECU 113, MG1-ECU 116, MG2-ECU 130, and T-ECU 127.

  The hybrid vehicle 5 further includes a display device 210 capable of displaying a predetermined message and an alarm device 220 capable of generating a predetermined alarm sound / message in response to an instruction from the HV-ECU 100. As the display device 210, for example, a monitor screen visible from the driver's seat can be used. Further, the alarm device 220 is configured to be able to generate a predetermined electronic sound message, a melody, or the like in response to a command from the HV-ECU 100.

  FIG. 2 is a collinear diagram of a single pinion type planetary gear mechanism 112 as an output distribution mechanism of the main power source.

  Referring to FIG. 2, when the reaction torque generated by first motor generator 111 is input to sun gear 117 with respect to the output torque of engine 110 input to carrier 119, a torque having a magnitude obtained by adding and subtracting these torques is output. It appears in the ring gear 118 that is an element. In that case, the rotor of the first motor generator 111 is rotated by the torque, and the first motor generator 111 functions as a generator.

  Further, when the rotation speed (output rotation speed) of the ring gear 118 is constant, the rotation speed of the engine 110 is changed continuously (steplessly) by changing the rotation speed of the first motor generator 111 to a larger or smaller value. be able to. That is, control for setting the rotation speed of engine 110 to, for example, the rotation speed with the best fuel efficiency can be performed by controlling first motor generator 111.

  Further, if the engine 110 is stopped during traveling, the first motor generator 111 is rotating in the reverse direction, and when the first motor generator 111 is operated as an electric motor from that state to output torque in the forward rotation direction, Torque in the direction of forward rotation of the engine 110 to which the carrier 119 is connected acts, so that the engine 110 can be started (motored or cranked) by the first motor generator 111. In that case, torque in a direction to stop the rotation acts on the output shaft 20. Therefore, the driving torque for traveling can be maintained by controlling the reaction torque output from the second motor generator 50, and at the same time, the engine can be started smoothly. In general, this type of hybrid type is called a mechanical distribution type or a split type.

  FIG. 3 shows a collinear diagram for the Ravigneaux type planetary gear mechanism included in the transmission 60.

  With reference to FIG. 3, the low speed stage L is set by fixing the ring gear 125 by the second brake B2. When the low speed stage L is set, the torque output from the second motor generator 50 is amplified according to the gear ratio and added to the output shaft 20.

  On the other hand, when the first sun gear 121 is fixed by the first brake B1, the high speed stage H having a smaller gear ratio than the low speed stage L is set. Since the gear ratio at the high speed stage H is also larger than “1”, the torque output from the second motor generator 50 is increased according to the gear ratio and added to the output shaft 20.

  Note that, in a state where the gears L and H are constantly set, the torque applied to the output shaft 20 is a torque obtained by increasing the output torque of the second motor generator 50 in accordance with the gear ratio. In the shift transition state, the torque is affected by the torque capacity at each brake B1, B2 and the inertia torque accompanying the change in the rotational speed. The torque applied to the output shaft 20 is a positive torque when the second motor generator 50 is driven, and is a negative torque when the second motor generator 50 is driven.

  A hydraulic control device 31 shown in FIG. 4 is provided so as to control the engagement and disengagement by supplying and discharging the hydraulic pressure to and from the brakes B1 and B2 in the hydraulic control type transmission 60 described above.

  Referring to FIG. 4, the hydraulic control device 31 includes a mechanical oil pump 32, an electric oil pump 33, an oil pan 34, and a hydraulic circuit 38. The hydraulic circuit 38 adjusts the hydraulic pressure generated by the oil pumps 32 and 33 to the line pressure, and supplies and discharges the hydraulic pressure boosted by using the line pressure as the original pressure to the brakes B1 and B2, and at appropriate places. Supply oil for lubrication.

  As shown in FIG. 1, the mechanical oil pump 32 generates hydraulic pressure by being driven along with the operation of the engine 110.

  The electric oil pump 33 is a pump driven by a motor (not shown), is attached to an appropriate location such as the outside of a casing (not shown), and receives electric power from a DC power source 39 such as a battery and operates. And is configured to generate hydraulic pressure. Actual rotation speed Neop of electric oil pump 33 is detected by rotation speed sensor 39 #. The pump temperature Teop of the electric oil pump 33 is detected by a temperature sensor 33 # attached to the electric oil pump 33. Outputs of temperature sensor 33 # and rotation speed sensor 39 # are sent to HV-ECU 100.

  An oil temperature sensor 37 is provided in the hydraulic path in which the hydraulic pressure is controlled by the hydraulic control device 31. The oil temperature sensor 37 is attached to the valve body, for example, and outputs a voltage corresponding to the temperature of the oil to be measured. The output of the oil temperature sensor 37 indicating the oil temperature Toil is sent to the HV-ECU 100. Alternatively, the driver temperature, which is the temperature of the drive circuit of the electric oil pump 33 (typically, the temperature of a power semiconductor element such as a transistor that controls the supply current to the pump) is also sent to the HV-ECU 100. (Not shown).

  The hydraulic circuit 38 includes a plurality of solenoid valves, switching valves, or pressure regulating valves (not shown), and is configured to be able to electrically control pressure regulation and hydraulic supply / discharge. On the discharge side of the oil pumps 32 and 33, check valves 35 and 36 are provided that open at the discharge pressure of the oil pumps 32 and 33 and close in the opposite direction. Further, the mechanical oil pump 32 and the electric oil pump 33 are connected in parallel to the hydraulic circuit 38. A valve (not shown) that regulates the line pressure is configured to control the line pressure in two states, a high pressure state and a low pressure state.

  The hybrid vehicle described above includes two power sources, ie, the main power source 10 and the assist power source (second motor generator) 50. Therefore, these are effectively used to perform driving with low fuel consumption and a small amount of exhaust gas. It is. Even when the engine 110 is driven, the rotation speed of the engine 110 is controlled by the first motor generator 111 so that the optimum fuel consumption is achieved. Furthermore, the regenerative energy of the vehicle is regenerated as electric power during deceleration or braking. When torque assist is performed by driving the second motor generator 50, the transmission 60 is set to the gear stage L when the vehicle speed is low, the torque applied to the output shaft 20 is increased, and the gear shift is performed when the vehicle speed is increased. By setting the machine 60 to the high speed stage H, the rotational speed of the second motor generator 50 is relatively lowered to reduce loss, and efficient torque assist can be executed.

  The hybrid vehicle described above can perform any of travel using the power of the engine 110, travel using the engine 110 and the second motor generator 50, and travel using only the second motor generator 50 (EV travel). These travel modes are determined and selected by the HV-ECU 100 based on the required drive amount such as the accelerator opening, the vehicle speed, and the like. For example, when the amount of charge of the battery is sufficient and the required drive amount is relatively small, or when a quiet start is manually selected, the vehicle travels like an electric vehicle using the second motor generator 50. The configuration is selected and engine 110 is stopped.

  The engine 110 is started when the requested amount of driving increases, such as when the accelerator pedal is greatly depressed from that state, or when the battery charge level decreases, or when the vehicle is manually switched from quiet start to normal driving. The mode is switched to traveling using the engine 110 (hereinafter also referred to as engine traveling).

  The engine 110 is activated by motoring (cranking) that causes the first motor generator 111 to function as a motor. In this case, as shown in FIG. 2, when torque is applied to the sun gear 117 by the first motor generator 111 in a direction in which the sun gear 117 is normally rotated, the torque is applied to the ring gear 118 in a direction in which it is reversely rotated. Since this ring gear 118 is connected to the output shaft 20, the torque accompanying the startup of the engine 110 becomes the torque in the direction of decelerating the vehicle. Therefore, when the engine 110 is started, the torque is output by the second motor generator 50 so as to cancel such a so-called reaction torque.

  FIG. 5 is an operation waveform diagram showing a control operation by drive control of the hybrid vehicle according to the embodiment of the present invention.

  Referring to FIG. 5, before time t <b> 0, hybrid vehicle 5 executes EV traveling in a state where engine speed = 0 rpm. In this case, since the hydraulic pressure is not generated by the mechanical oil pump 32, the rotational speed command (EOP rotational speed command) of the electric oil pump 33 is set, and the hydraulic control type transmission 60 is controlled by the electric oil pump 33. Hydraulic pressure is supplied to the first hydraulic device.

  Until the time t0, the continuous operation of the electric oil pump 33 is within a predetermined level, and the operating conditions of the electric oil pump 33 are not limited. Therefore, torque limitation is not performed for second motor generator 50 (MG2) that generates vehicle driving force via hydraulically controlled transmission 60.

  At time t1, in response to the continuous operation of the electric oil pump 33 exceeding a predetermined level, it is preliminarily determined that the electric oil pump 33 cannot be operated continuously. Accordingly, in order to drive the mechanical oil pump 32 instead of the electric oil pump 33, the engine start request is turned “ON” and a start command for the engine 110 is generated. In response to the engine start request, the line pressure command required for the hydraulic control device 31 is switched to a high pressure, and accordingly, the EOP rotation speed command is also appropriately changed.

  As shown in FIG. 5, when the state where engine 110 cannot be started despite the engine start request after time t1 (the state where engine speed = 0 rpm) is continued, electric oil pump 33 is not stopped. Continue further operation. In this state, at time t2 when the time Ta further elapses from time t1, the continuous operation of the electric oil pump 33 reaches a predetermined limit level. At this time, it is determined that continuous operation of the electric oil pump 33 is impossible.

  In response to this, after time t2, the EOP rotational speed command is set to 0 rpm, and the electric oil pump 33 is forcibly stopped. Since the hydraulic pressure cannot be supplied by stopping the electric oil pump 33, in order to suppress the influence of the hydraulic supply stop, in other words, to enable the electric oil pump 33 to be stopped, the following treatment is further performed after time t2. Executed.

  First, considering that the sufficient hydraulic pressure is not supplied to the hydraulically controlled transmission 60, the torque limit value of the second motor generator 50 (MG2) is set to 0 for the purpose of preventing the occurrence of clutch slip. Therefore, the torque output is prohibited. For this reason, the reaction torque described with reference to FIG. 2 cannot be generated when the engine is started. Therefore, when the engine 110 is started in this state, the reaction force of starting the engine can be a driving disturbance.

  Further, since normal operation cannot be continued due to a decrease in hydraulic pressure, the vehicle travel prohibition determination is turned “on” in response to the main determination that the EOP continuous operation is impossible, and a predetermined warning display request is made to the user. The content of the warning display is basically guidance for stopping the vehicle and selecting the P position for the driver.

  By stopping the vehicle and selecting the P position, the engine can be started in a state where the output shaft 20 is fixed by the operation of the parking lock mechanism 230 (FIG. 1) and the stop of the hybrid vehicle 5 is forcibly maintained. Therefore, even when the hydraulic pressure cannot be ensured, the reaction force for starting the engine does not become a driving disturbance. That is, it is possible to ensure a vehicle condition for smoothly starting the engine and resuming vehicle travel.

  After the vehicle travel prohibition determination is “ON”, the shift position selection is automatically switched to the P position on condition that the vehicle has stopped (vehicle speed = 0), and a message output is sent to inform the driver accordingly. It is also possible to adopt a configuration to be performed.

  Engine activation is prohibited during a period Tb (time t2 to t3) from when the vehicle travel prohibition determination is “ON” until the conditions for stopping the vehicle and selecting the P position are satisfied.

  When the above condition is satisfied at time t3, the engine start request is turned on again, and a start command for the engine 110 is automatically generated. Thereby, cranking of engine 110 by first motor generator 111 is executed in a state where parking lock mechanism 230 (FIG. 1) is activated. As a result, even when the hydraulic pressure cannot be secured, the engine 110 can be started smoothly without the reaction force of starting the engine becoming a driving disturbance.

  After the engine is started (period Tc), at time t4, the engine 110 is determined to be completely exhausted when the engine speed increases from a predetermined speed. Furthermore, the hydraulic pressure is returned to the normal level at time t5 by the hydraulic pressure supplied by the mechanical oil pump 32 when the engine 110 is started. Accordingly, normal operation can be resumed, and the hybrid vehicle 5 can be returned to a state in which it can normally travel.

  FIG. 6 is a flowchart illustrating a control structure of drive control of the hybrid vehicle according to the embodiment of the present invention.

  Referring to FIG. 6, HV-ECU 100 determines whether or not the engine running engine 110 is running in step S100. Since the mechanical oil pump 32 is driven when the engine is running (when YES is determined in step S100), the control is performed without executing the processing described below related to the continuous operation determination of the electric oil pump 33. Is terminated.

  At the time of NO determination in step S100, that is, during EV traveling in which the engine 110 is stopped, the HV-ECU 100 performs preliminary determination on whether the continuous operation of the electric oil pump 33 exceeds a predetermined level in step S110.

  If step S110 is NO and the continuous operation of the electric oil pump 33 does not exceed the predetermined level, the control is terminated without executing the subsequent processing.

  On the other hand, when the continuous operation of the electric oil pump 33 (hereinafter also referred to as EOP continuous operation) exceeds a predetermined level (when YES is determined in step S110), the continuous operation of the electric oil pump 33 is not possible (hereinafter referred to as “YES”). , Which is also referred to as “impossible continuous EOP operation”). When it is determined in advance that the EOP continuous operation is impossible, the HV-ECU 100 turns on an engine start request and generates a start command for the engine 110 in step S120. These correspond to the control operation at time t1 in FIG.

  The determination in step S110 can be executed based on indicators related to continuous operation such as the continuous operation time of the electric oil pump 33, the oil temperature Toil, the pump temperature Teop, and the driver temperature of the electric oil pump. That is, in step S110, these indexes are compared with a predetermined time Tm1 and a predetermined temperature T1 set in advance. As for the above-mentioned index, a limit time Tm2 and a limit temperature T2 corresponding to the continuous operation limit state of the electric oil pump 33 are also set in advance. The limit time Tm2 and the limit temperature T2 are set higher than the predetermined time Tm1 and the predetermined temperature T1 (that is, Tm2> Tm1, T2> T1). Therefore, before the continuous operation of the electric oil pump 33 reaches the limit level, it is determined in advance in step S110 that the EOP continuous operation is impossible.

  In response to the engine start command from the HV-ECU 100, the first motor generator 111 attempts to crank the engine 110. Then, in step S130, it is checked whether or not the engine startup has been completed. FIG. 5 shows an operation waveform when the engine is not normally started. However, when the engine is normally started (when YES is determined in step S130), the HV-ECU 100 performs step S140. The electric oil pump 33 is stopped and normal engine running is started. It should be noted that the engine complete explosion determination at time t4 in FIG. 5 can be representatively used for the engine activation completion determination in step S130.

  If the engine is not started by the engine activation request (step S120) (NO determination in step S130), the HV-ECU 100 causes the continuous operation of the electric oil pump 33 to be more than the predetermined level related to the preliminary determination in step S150. It is determined whether or not the limit level set higher is reached.

  The determination in step S150 is based on the above-described indicators for continuous operation such as the continuous operation time of the electric oil pump 33, the oil temperature Toil, the pump temperature Teop, the driver temperature of the electric oil pump, and the limit time Tm2 and the limit temperature T2. Can be done by comparison.

  Until the EOP continuous operation reaches the limit level (NO in step S150), the HV-ECU 100 repeats steps S120 and S130 and tries to start the engine 110.

  When the EOP continuous operation reaches the limit level without starting the engine (when YES is determined in step S150), the HV-ECU 100 makes a main determination that the EOP continuous operation is impossible. Accordingly, HV-ECU 100 executes the following process similar to the process at time t2 in FIG. 5 in step S160.

  In step S160, the electric oil pump 33 is forcibly stopped to prevent a failure. As a result, normal hydraulic pressure cannot be supplied from the hydraulic control device 31. Therefore, as described above, the vehicle running prohibition determination is “ON” and the output torque of second motor generator 50 (MG2) is zero for the purpose of preventing the occurrence of clutch slippage in hydraulically controlled transmission 60. Is done. Further, in this state, the engine activation request can be prohibited because the reaction force of the engine activation can become a driving disturbance.

  In addition, a user warning for prompting the vehicle stop and the P position selection operation is generated in order to ensure a vehicle condition for smoothly starting the engine and restarting the vehicle traveling under a situation where the hydraulic pressure cannot be secured. These user alerts can be generated by display device 210 and / or alarm device 220.

  At this time, as described above, after the vehicle travel prohibition determination is “ON”, the shift position selection is automatically switched to the P position on condition that the vehicle is stopped (vehicle speed = 0). It is also possible to adopt a configuration that warns the user. With this configuration, normal vehicle resumption can be automatically executed by a series of processes described below.

  After “ON” the vehicle travel prohibition determination in step S160, the HV-ECU 100 determines in step S170 whether or not the shift position selection is the P position.

  Until the shift position selection reaches the P position (when NO is determined in step S170), the HV-ECU 100 continuously executes step S160 and continues to warn the user.

  When the shift position selection becomes the P position (when YES is determined in step S170), HV-ECU 100 “turns on” the engine start request again and generates a drive command for engine 110 in step S180. This corresponds to the control operation at time t3 in FIG. At this stage, since the output shaft 20 is locked by the operation of the parking lock mechanism 230 in accordance with the P position selection, the engine 110 can be smoothly operated without the reaction force of the engine starting being a driving disturbance even when the hydraulic pressure cannot be secured. Can be started.

  The HV-ECU 100 determines whether or not the complete engine explosion (time t4 in FIG. 5) and the hydraulic pressure rise (time t5 in FIG. 5) have been completed after the engine has been activated in response to the engine activation request (step S180). Until the complete explosion of the engine and the rise of hydraulic pressure are completed (NO determination in step S190), HV-ECU 100 maintains the travel prohibition determination of hybrid vehicle 5 “ON” in step S195. Note that at this stage, it is preferable that the warning content for the user does not prompt the user to select the P position but informs that the vehicle is on standby (waiting for condition return) for resuming vehicle travel.

  When the engine complete explosion and the hydraulic pressure rise are completed (YES in step S190), HV-ECU 100 permits the vehicle to travel in step S200. This corresponds to the control operation at time t5 in FIG.

  As described above, according to the embodiment of the present invention, when the continuous operation of the electric oil pump 33 exceeds the limit level, the electric oil pump 33 is stopped to prevent a failure and accompanying this. When the hydraulic pressure supply is stopped, the vehicle condition for smoothly starting the engine 110 can be adjusted, and normal vehicle travel can be resumed.

  In the flowchart shown in FIG. 6, step S110 corresponds to the “first detection means” in the present invention, and step S150 corresponds to the “second detection means” in the present invention. Further, step S120 corresponds to the “first activation request unit” in the present invention, and step S180 corresponds to the “second activation request unit” in the present invention. Step S160 corresponds to “warning means” in the present invention, and step S170 corresponds to “parking position detection means” in the present invention.

  Further, in the embodiment of the present invention, the existing parking lock mechanism is used as the “forced braking mechanism”. However, as long as it is possible to exert a braking force so that the reaction force of engine startup does not become a driving disturbance, other It is also possible to use a braking mechanism. In this case, the driver (user) is prompted to perform an operation for operating the braking mechanism used when the vehicle travel prohibition determination is “ON”, and / or the braking mechanism is automatically operated on condition that the vehicle is stopped. It is necessary to make it.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a block diagram explaining the structure of the drive device of the hybrid vehicle shown as an example of embodiment of this invention. It is an alignment chart of the planetary gear mechanism of the main power source. It is an alignment chart of the Ravigneaux type planetary gear mechanism of a transmission. It is a block diagram which shows the structure of the hydraulic control apparatus which supplies hydraulic pressure to a hydraulic control type transmission. It is an operation waveform diagram showing a control operation by drive control of a hybrid vehicle according to an embodiment of the present invention. It is a flowchart illustrating a control structure of drive control of a hybrid vehicle according to the embodiment of the present invention.

Explanation of symbols

  5 Hybrid Vehicle, 10 Main Power Source, 20 Output Shaft, 30 Differential Gear, 31 Hydraulic Control Device, 32 Mechanical Oil Pump, 33 Electric Oil Pump, 33 # Temperature Sensor (Electric Oil Pump), 34 Hydraulic Circuit, 35, 36 Check valve, 37 Oil temperature sensor, 38 Hydraulic circuit, 39 DC power supply, 39 # Rotational speed sensor, 40 Drive wheel, 50 Second motor generator (MG2, assist power source), 60 Hydraulically controlled transmission, 100 HV- ECU (drive control device), 110 internal combustion engine (engine), 111 first motor generator (MG1), 112 single pinion type planetary gear mechanism, 113, 116, 127, 130 electronic control device (ECU), 114, 128 inverter, 115 power storage device, 117, 121, 122 sun gear, 11 , 125 ring gear, 119 and 126 carriers, 120 damper 123 pinion 210 display device, 220 an alarm device, 230 a parking lock mechanism, 240 shift selection lever, B1, B2 brake, Toil oil temperature.

Claims (7)

A drive control device for a hybrid vehicle,
The hybrid vehicle
An internal combustion engine and an electric motor for generating the driving force of the drive wheels;
A hydraulic device that operates in response to the supply of hydraulic pressure;
An electric oil pump for generating the hydraulic pressure;
A mechanical oil pump configured to generate the hydraulic pressure by rotating by receiving mechanical power from the internal combustion engine;
A forced braking mechanism for forcibly generating the braking force of the hybrid vehicle,
The drive control device includes:
First detecting means for detecting that the continuous operation of the electric oil pump exceeds a predetermined level during vehicle operation when the internal combustion engine is stopped;
First activation request means for generating an activation command for the internal combustion engine when the first detection means detects that the continuous operation exceeds the predetermined level;
A warning for issuing a warning that prompts the driver to stop the vehicle and operate the vehicle stop mechanism when the internal combustion engine does not start in response to a start command from the first start request means. And a hybrid vehicle drive control device. The forced braking mechanism includes a parking lock mechanism that generates the braking force when a parking position is selected.
The hybrid vehicle drive control device according to claim 1, wherein the warning includes a warning that prompts the driver to switch the shift position selection to the parking position. The forced braking mechanism includes a parking lock mechanism that generates the braking force when a parking position is selected.
The drive control apparatus for a hybrid vehicle according to claim 1, wherein the warning means automatically switches shift position selection to the parking position when the hybrid vehicle is stopped. A parking position detecting means for detecting that the shift position selection is the parking position after the warning by the warning means;
4. The drive control apparatus for a hybrid vehicle according to claim 2, further comprising: a second start request unit that generates a start command for the internal combustion engine in response to detection by the parking position detection unit. The hydraulic device includes a transmission provided in a path through which driving force from the electric motor is transmitted to the driving wheel,
The drive control apparatus for a hybrid vehicle according to claim 1, wherein the warning means includes means for forcibly stopping the output of the electric motor. A second detecting means for detecting that the continuous operation of the electric oil pump has reached a limit level set higher than the predetermined level during vehicle operation when the internal combustion engine is stopped;
The warning means detects that the internal combustion engine has not started in response to a start command from the first start request means, and that the continuous operation has reached the limit level by the second detection means. Will work if
The drive control apparatus for a hybrid vehicle according to claim 1, wherein the electric oil pump is stopped when the continuous operation reaches the limit level.   A hybrid vehicle equipped with the drive control device according to claim 1.

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