JP2008172927A - Controller for vehicle equipped with manual speed changing mode - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To properly suppress the excessive temperature rise of cooling oil in a motor generator. <P>SOLUTION: An MG<SB>-</SB>ECU executes a program which includes a step (S1100) of changing the threshold temperature T to start cooling the cooling oil of a motor generator by an oil cooler when a sequential mode is selected (YES in S1000), a step (S1200) of detecting the temperature TMG of MG(2), and a step (S1400) of starting cooling the cooling oil of the motor generator by an oil cooler when TMG gets over the threshold T (YES in S1300). <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to control of a vehicle having a manual shift mode called sequential shift or the like, and more particularly to a control device that appropriately cools a power train when the manual shift mode is selected.

  An automatic transmission mounted on a vehicle has a complicated internal structure. In order to make this operation smooth, ATF (Automatic Transmission Fluid) is filled. This ATF is used to transmit power as a working fluid of the torque converter, operate a lock-up clutch, maintain the friction characteristics of the clutch and brake, which are friction coupling elements provided in the automatic transmission, and lubricate. Or used for lubrication of planetary gears, bearings, etc., or operates a control valve for switching the gear ratio. This ATF has an appropriate friction coefficient so that it can be smoothly connected with little shock when the clutch is connected, it is difficult to generate bubbles, it has excellent fluidity at low temperature, and there is little change in viscosity index, It is required to be excellent in heat resistance and acid resistance, to generate less sludge, and to have no adverse effect on the oil seal material.

  The ATF deteriorates due to a temperature rise due to a severe use state of the automatic transmission, slipping of a clutch inside the automatic transmission, and long-term use of the ATF itself. In particular, it is said that the friction characteristics of ATF are generally remarkably lowered when ATF is oxidized (deteriorated). As a factor for promoting this oxidation, there is an increase in the temperature of ATF. When ATF is oxidized, sludge and the like accumulate on the clutch disk, and the clutch slips.

  Therefore, ATF is supplied to each part of the automatic transmission using an oil pump provided in the automatic transmission, and an ATF cooler (hereinafter referred to as an oil cooler) provided in the vicinity of a radiator that is a radiator of engine cooling water. ATF is circulated between the automatic transmission and the automatic transmission to avoid excessive temperature rise.

  In such an automatic transmission, an oil temperature sensor is generally provided, and when the oil temperature exceeds an allowable temperature, an oil temperature lowering control is performed to prevent an increase in the oil temperature by performing lock-up or shift-down. It is supposed to be executed. If an oil temperature sensor is provided only on the automatic transmission body side, the oil temperature of the torque converter is detected from the measured value, and if oil temperature lowering control is executed early, vibration during lockup, shock during gear shifting, etc. Occurrence frequency increases and drivability deteriorates. Japanese Patent Laid-Open No. 6-235450 (Patent Document 1) discloses a control device for an automatic transmission that solves such a problem. This control device is a control device for an automatic transmission that controls a frictional engagement element of a transmission with hydraulic pressure and performs shift control according to a predetermined shift map according to an operating state, and directly controls the oil temperature of the transmission. Alternatively, an oil temperature detection unit that detects indirectly, an oil temperature rise suppression unit that operates when the oil temperature exceeds the set oil temperature, and a set oil temperature change unit that changes the set oil temperature according to the gear position Have

According to this automatic transmission control device, the allowable temperature of the oil temperature is set to a constant value regardless of the gear position. Therefore, depending on the gear position, the control for lowering the oil temperature at the oil temperature below the allowable temperature. As a result, lockup vibrations, shift shocks, and the like may occur, but an appropriate allowable oil temperature is set for each shift stage. As a result, it is possible to solve the problem that arises because the temperature of both the automatic transmission main body and the torque converter must be detected from only one oil temperature detection unit.
JP-A-6-235450

  By the way, an engine that operates with the combustion energy of fuel and a motor that operates with electric energy are provided as a power source when the vehicle travels, and an automatic transmission (by a power split mechanism) is provided between the power source and the drive wheels. Hybrid vehicles equipped with a continuously variable automatic transmission mechanism (including a case where a continuously variable automatic transmission mechanism is realized) have been put into practical use. In such a hybrid vehicle, for example, an engine and a motor (this motor functions as a generator during regenerative braking, so that the motor is described as synonymous with a motor generator) are used separately according to the driving state. Thus, it is possible to reduce the fuel consumption amount and the exhaust gas amount while maintaining the predetermined traveling performance. Specifically, an engine running mode in which only the engine is used as a power source, a motor running mode in which the vehicle is run using only the motor as a power source (with the engine stopped), and an engine + motor that runs using both the engine and the motor as power sources. It has a plurality of operation modes with different operating states of the engine and the motor, such as a driving mode, and a power source map or the like that has a predetermined parameter such as a vehicle speed (or a power source rotation speed) and an operation amount of an accelerator is predetermined. Switching is automatically performed according to mode switching conditions.

  In such a hybrid vehicle, when the frequency of use of the motor generator increases, the stator windings and the like of the motor generator become hot. When the motor generator becomes hot, there is a possibility that a desired output of the motor generator cannot be generated, or a failure of the motor generator may occur. For this reason, it is necessary to avoid an excessive temperature rise in the motor generator.

  For this reason, insulating oil is supplied to the motor generator using an oil pump provided in the vicinity of the motor generator, and between the oil cooler provided in the vicinity of the radiator that is a radiator of the engine cooling water and the motor generator. The cooling oil is circulated in order to avoid excessive temperature rise.

  Further, in such a hybrid vehicle and a vehicle equipped only with an engine, in addition to the automatic transmission mode, one transmission gear is selected from a plurality of predetermined transmission gears in the same manner as a conventional manual transmission. Those with a manual mode are known. This is because the gear ratio of the automatic transmission is set according to the shift position of the shift lever, and the driver can select the desired gear ratio regardless of the vehicle speed and throttle opening (regardless of the gear shift map). It is a thing. Normally, in the manual mode of the automatic transmission, in addition to the selector switch of the shift lever (and may be provided as a paddle shift switch in front of the steering), an upshift (+) switch and a downshift (−) switch are provided respectively. Depending on the operation of the shift lever, a gear ratio (such as a gear ratio in an automatic transmission, a gear ratio set discretely in a continuously variable transmission, a hybrid vehicle having no speed change mechanism, as in a manual transmission) , The output of the motor generator connected to the power split mechanism between the engine and the motor generator is changed. Such shift control is sometimes referred to as sequential shift. In this manual shift mode, upshifts and downshifts are performed by the driver's operation regardless of the shift map, so the use environment of the automatic transmission and motor generator becomes more severe than in the automatic shift mode, and the temperature is increased. It tends to rise.

  However, the above-described patent document does not disclose a technique for avoiding such a temperature increase.

  The present invention has been made to solve the above-described problems, and its purpose is to manually suppress an excessive temperature rise in cooling oil of an electric motor (motor generator) and hydraulic oil in an automatic transmission. To provide a control device for a vehicle having a shift mode.

  According to a first aspect of the present invention, a control device for a vehicle having a manual shift mode controls a vehicle having at least an electric motor as a travel source. This vehicle is equipped with a cooling mechanism that cools cooling oil that cools the electric motor based on the temperature of the electric motor. The control device includes a shift mode switching means for selectively switching between the automatic shift mode and the manual shift mode, and when the manual shift mode is selected, the temperature at which cooling of the cooling oil is started by the cooling mechanism is lowered. Change means for changing.

  According to the first aspect of the invention, when the manual shift mode in which the load on the electric motor becomes larger is selected, the temperature at which the cooling oil starts to be cooled is changed to be lower by the cooling mechanism that cools the cooling oil that cools the electric motor. For this reason, cooling of the cooling oil can be started from an earlier time. As a result, it is possible to provide a vehicle control device having a manual transmission mode that can appropriately suppress an excessive temperature rise in the cooling oil of the electric motor.

  According to a second aspect of the present invention, a control device for a vehicle having a manual shift mode controls a vehicle having at least an electric motor as a travel source. This vehicle is equipped with a cooling mechanism that cools cooling oil that cools the electric motor based on the temperature of the electric motor. The control device includes a shift mode switching means for selectively switching between the automatic shift mode and the manual shift mode, and, when the manual shift mode is selected, the amount of cooling oil that circulates between the electric motor and the cooling mechanism. Change means for changing to increase.

  According to the second aspect of the present invention, when the manual shift mode in which the load on the motor becomes larger is selected, the amount of cooling oil that cools the motor and the amount that circulates between the motor and the cooling mechanism increases. The For this reason, more cooling oil can be cooled. As a result, it is possible to provide a vehicle control device having a manual transmission mode that can appropriately suppress an excessive temperature rise in the cooling oil of the electric motor.

  According to a third aspect of the present invention, a vehicle control device having a manual shift mode controls a vehicle equipped with an automatic transmission that is operated by hydraulic oil. This vehicle is equipped with a cooling mechanism for cooling the hydraulic oil based on the temperature of the hydraulic oil. The control device includes a shift mode switching means for selectively switching between an automatic shift mode and a manual shift mode of the automatic transmission, and when the manual shift mode is selected, cooling of the hydraulic oil is started by the cooling mechanism. Changing means for changing the temperature to be lowered.

  According to the third invention, when the manual transmission mode in which the load of the automatic transmission becomes larger is selected, the temperature at which the cooling of the hydraulic oil starts is changed by the cooling mechanism that cools the hydraulic oil of the automatic transmission. . For this reason, the cooling of the hydraulic oil can be started from an earlier time. As a result, it is possible to provide a control device for a vehicle having a manual shift mode that can appropriately suppress an excessive temperature rise in hydraulic oil of the automatic transmission.

  According to a fourth aspect of the present invention, a vehicle control device having a manual transmission mode controls a vehicle equipped with an automatic transmission that is operated by hydraulic oil. This vehicle is equipped with a cooling mechanism for cooling the hydraulic oil based on the temperature of the hydraulic oil. The control device circulates between a transmission mode switching means for selectively switching between an automatic transmission mode and a manual transmission mode of the automatic transmission, and when the manual transmission mode is selected, the automatic transmission and the cooling mechanism are circulated. Changing means for changing to increase the amount of hydraulic oil to be increased.

  According to the fourth aspect of the invention, when the manual transmission mode in which the load of the automatic transmission becomes larger is selected, the amount of hydraulic oil in the automatic transmission that circulates between the automatic transmission and the cooling mechanism increases. Will be changed as follows. For this reason, more hydraulic fluid can be cooled. As a result, it is possible to provide a control device for a vehicle having a manual shift mode that can appropriately suppress an excessive temperature rise in hydraulic oil of the automatic transmission.

  In the control device according to the fifth invention, in addition to the configuration of any one of the first to fourth inventions, the cooling mechanism is configured by an oil cooler and an oil pump.

  According to the fifth aspect of the invention, the oil cooled by the oil cooler is circulated between the oil cooler and the electric motor or automatic transmission by using the oil pump to circulate the cooling oil of the electric motor or the hydraulic oil of the automatic transmission. The electric motor can be cooled and the automatic transmission can be operated.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

<First Embodiment>
With reference to FIG. 1, the control block diagram of the whole hybrid vehicle including the control apparatus which concerns on embodiment of this invention is demonstrated. The present invention is not limited to the hybrid vehicle shown in FIG. In the present invention, an internal combustion engine such as a gasoline engine (hereinafter referred to as an engine) as a power source may be a drive source for running a vehicle and a generator drive source. Further, the drive source is an engine and a motor generator, and the vehicle is capable of traveling by the power of the motor generator, and has a hybrid mode having a traveling motor generator and a traveling power storage mechanism (battery or the like). It may be a vehicle. The battery as the power storage mechanism is a nickel metal hydride battery or a lithium ion battery, and the kind thereof is not particularly limited. A capacitor may be used instead of the battery. Furthermore, the present invention can be applied to an electric vehicle or a fuel cell vehicle from which the engine is removed from the control block diagram of FIG.

  The hybrid vehicle includes an engine 120 and a motor generator (MG) 140. In the following, for convenience of explanation, the motor generator 140 is expressed as a motor generator 140A (or MG (2) 140A) and a motor generator 140B (or MG (1) 140B). Accordingly, motor generator 140A functions as a generator, or motor generator 140B functions as a motor. Regenerative braking is performed when this motor generator functions as a generator. When the motor generator functions as a generator, the kinetic energy of the vehicle is converted into electric energy, and the vehicle is decelerated.

  In addition to this, the hybrid vehicle transmits a power generated by the engine 120 and the motor generator 140 to the drive wheels 160, and transmits a drive of the drive wheels 160 to the engine 120 and the motor generator 140, and an engine. Power split mechanism (for example, a planetary gear mechanism described later) 200 that distributes the power generated by 120 to two paths of drive wheel 160 and motor generator 140B (MG (1) 140B), and motor generator 140 for driving Traveling battery 220 for charging electric power, and inverter that performs current control while converting the direct current of traveling battery 220 and the alternating current of motor generator 140A (MG (2) 140A) and motor generator 140B (MG (1) 140B) 240 and charging / discharging of traveling battery 220 A battery control unit (hereinafter referred to as a battery ECU (Electronic Control Unit)) 260 that manages and controls a state (for example, SOC (State Of Charge)), an engine ECU 280 that controls the operating state of the engine 120, and a hybrid vehicle state. Accordingly, MG_ECU 300 that controls motor generator 140, battery ECU 260, inverter 240, and the like, and battery ECU 260, engine ECU 280, MG_ECU 300, etc. are mutually managed and controlled so that the hybrid vehicle can operate most efficiently. HV_ECU 320 and the like are included.

  In the present embodiment, boost converter 242 is provided between battery for traveling 220 and inverter 240. This is because the rated voltage of battery for traveling 220 is lower than the rated voltage of motor 140A (MG (2) 140A) or motor generator 140B (MG (1) 140B), so that motor generator 140A (MG (2) When power is supplied to 140A) or motor generator 140B (MG (1) 140B), the boost converter 242 boosts the power.

  In FIG. 1, each ECU is configured separately, but may be configured as an ECU in which two or more ECUs are integrated (for example, MG_ECU 300 and HV_ECU 320 are integrated as shown by a dotted line in FIG. 1). An example of this is the ECU.

  In power split mechanism 200, a planetary gear mechanism (planetary gear) is used to distribute the power of engine 120 to both drive wheel 160 and motor generator 140B (MG (1) 140B). By controlling the rotation speed of motor generator 140B (MG (1) 140B), power split device 200 also functions as a continuously variable transmission. The rotational force of the engine 120 is input to the carrier (C), which is output to the motor generator 140B (MG (1) 140B) by the sun gear (S), and the motor generator 140A (MG (2) 140A) and output by the ring gear (R). It is transmitted to the shaft (drive wheel 160 side). When the rotating engine 120 is stopped, since the engine 120 is rotating, the kinetic energy of this rotation is converted into electric energy by the motor generator 140B (MG (1) 140B), and the rotational speed of the engine 120 is reduced. Let

  In a hybrid vehicle equipped with a hybrid system as shown in FIG. 1, if a predetermined condition is satisfied for the state of the vehicle, HV_ECU 320 uses only motor generator 140A (MG (2) 140A) of motor generator 140 to hybrid vehicle. The engine 120 is controlled via motor generator 140A (MG (2) 140A) and engine ECU 280 so as to perform the following traveling. For example, the predetermined condition is a condition that the SOC of traveling battery 220 is equal to or greater than a predetermined value. In this way, the hybrid vehicle can be driven only by the motor generator 140A (MG (2) 140A) when the engine 120 is inefficient at the time of starting or running at a low speed. As a result, the SOC of the traveling battery 220 can be reduced (the traveling battery 220 can be charged when the vehicle is subsequently stopped).

  Further, during normal travel, for example, the power split mechanism 200 divides the power of the engine 120 into two paths, and on the other hand, the drive wheels 160 are directly driven, and on the other hand, the motor generator 140B (MG (1) 140B) is driven to generate power. To do. At this time, motor generator 140A (MG (2) 140A) is driven by the generated electric power to assist driving of driving wheels 160. Further, at the time of high speed traveling, the electric power from the traveling battery 220 is further supplied to the motor generator 140A (MG (2) 140A) to increase the output of the motor generator 140A (MG (2) 140A) to the driving wheel 160. To add driving force. On the other hand, at the time of deceleration, motor generator 140 </ b> A (MG (2) 140 </ b> A) driven by drive wheel 160 functions as a generator to perform regenerative power generation, and the collected power is stored in traveling battery 220. When the amount of charge of traveling battery 220 is reduced and charging is particularly necessary, the output of engine 120 is increased to increase the amount of power generated by motor generator 140B (MG (1) 140B), and traveling battery 220 is increased. Increase the amount of charge for.

  In addition, the target SOC of traveling battery 220 is normally set to about 60% so that energy can be recovered no matter when regeneration is performed. Further, the upper limit value and the lower limit value of the SOC are set, for example, with the upper limit value set to 80% and the lower limit value set to 30% in order to suppress the deterioration of the battery of the traveling battery 220. The HV_ECU 320 is set via the MG_ECU 300. Thus, power generation and regeneration by the motor generator 140 and motor output are controlled so that the SOC does not exceed the upper limit value and the lower limit value. In addition, the value quoted here is an example and is not a particularly limited value.

  The power split mechanism 200 will be further described with reference to FIG. The power split mechanism 200 includes a sun gear (S) 202 (hereinafter simply referred to as the sun gear 202), a pinion gear 204, a carrier (C) 206 (hereinafter simply referred to as the carrier 206), and a ring gear (R) 208 ( Hereinafter, it is composed of a planetary gear including a ring gear 208).

  Pinion gear 204 is engaged with sun gear 202 and ring gear 208. The carrier 206 supports the pinion gear 204 so that it can rotate. Sun gear 202 is coupled to the rotation shaft of MG (1) 140B. Carrier 206 is connected to the crankshaft of engine 120. Ring gear 208 is connected to the rotation shaft of MG (2) 140A and reduction gear 180.

  Engine 120, MG (1) 140B and MG (2) 140A are connected via power split mechanism 200 formed of a planetary gear, so that the rotational speeds of engine 120, MG (1) 140B and MG (2) 140A Are connected by a straight line in the nomograph.

  As shown in FIG. 2, the hybrid vehicle includes a cooling system that cools the power train (MG (2) 140A, MG (1) 140B). This cooling system is an electric motor for driving the vehicle, and cools MG (1) 140B and MG (2) 140A, which function as a generator during regenerative braking, with cooling oil. An oil pan (not shown) is formed in the lower part of the housing of MG (1) 140B and MG (2) 140A, and is connected to the oil cooler 420 through the oil pipe from the oil pan, and further to the electric oil pump through the oil pipe. 400 is connected.

  Electric oil pump 400 supplies cooling oil to MG (1) 140B and MG (2) 140A through an oil pipe to the top of the housing. Electric oil pump 400 supplies cooling oil to oil cooler 420 from MG (1) 140B and MG (2) 140A. That is, electric oil pump 400 circulates cooling oil between MG (1) 140B and MG (2) 140A and oil cooler 420 through an oil pipe.

  An MG (2) temperature sensor is attached to the stator coil of MG (2) 140A. The MG (2) temperature TMG detected by the MG (2) temperature sensor is input to the MG_ECU 300. The motor generator provided with the temperature sensor is not limited to MG (2) 140A, and the position where the temperature sensor is attached is not limited to the stator coil. For example, a motor generator with the highest temperature may be provided, and a temperature sensor may be provided at a position with the highest temperature in the motor generator. The stator coil of MG (2) 140A is an example.

  The MG_ECU 300 receives a shift mode signal (a signal indicating that the sequential shift mode, which is a manual mode), which will be described later, is input. The MG_ECU 300 outputs an operation command signal and an operation stop signal to the electric oil pump 400 (or outputs only the operation command signal, and when this operation command signal is output, the electric oil is output. When the pump 400 is activated and this operation command signal is not output, the electric oil pump 400 may be stopped).

  The housings of MG (1) 140B and MG (2) 140A are provided with cooling oil dropping portions that drop cooling oil onto the stator core and the stator coil ends at positions above the stator core and the stator coil ends. This cooling oil dripping part is comprised by the nozzle etc. which dripping, spraying, and injecting the cooling oil supplied by the electric oil pump 400 to a stator core or a stator coil end, for example. The stator core and the stator coil end are cooled by the cooling oil supplied from the cooling oil dropping portion to the stator core and the stator coil end. Further, an oil passage may be provided inside the rotor, and cooling oil may be supplied from an oil passage provided at the center of the rotating shaft to an oil passage provided in the rotor to cool the rotor.

  As shown in the arrow in FIG. 2, that is, when the electric oil pump 400 is operated, the cooling oil is circulated. Therefore, the cooling oil that has cooled the stator core, the stator coil, the stator coil end, and the rotor is It is cooled and supplied again to the cooling oil dropping part provided in the upper part of the housing.

  Note that a bypass pipe that bypasses the oil cooler 420 and an electromagnetic valve that switches between the bypass pipe and the oil cooler 420 to which the cooling oil flows may be provided. In this case, when it is necessary to cool MG (1) 140B and MG (2) 140A, MG_ECU 300 controls the solenoid valve so that the cooling oil flows through the bypass pipe (does not flow into oil cooler 420), The electric oil pump 400 is operated. When the temperature of the cooling oil rises by cooling MG (1) 140B and MG (2) 140A in this way and the cooling oil needs to be cooled, the cooling oil flows through the oil cooler 420 (bypass The electric oil pump 400 is operated by the MG_ECU 300 controlling the solenoid valve so that it does not flow into the piping.

  In addition, this vehicle does not have an automatic transmission itself, but the power split mechanism 200 functions like a continuously variable transmission mechanism. Further, this vehicle is equipped with a sequential shiftmatic mechanism having a sequential shift pattern as shown in FIG. 3, for example. Here, the sequential shiftmatic mechanism means that the shift lever is switched to the “M” position set to the side of the “D” position, and when the shift lever is pushed forward, it is upshifted (+), and when it is pulled backward, it is downshifted. It is a mechanism that can be operated like a manual (-) (or vice versa). A sequential shift signal (upshift request signal) is input to the ECU in response to the driver pushing the shift lever forward, and a sequential shift signal in response to the driver pulling the shift lever backward. (Downshift request signal) down) is input to the ECU. When the shift lever is set to the “D” position, control is performed in the automatic transmission mode instead of the manual mode. Further, a paddle shift switch may be provided in front of the steering and near the left and right hands of the driver. The MG_ECU 300 selects the shift mode signal (sequential shift mode, which is an on / off signal and the on state is the manual mode) in response to the shift lever being switched to the “M” position in the sequential shiftmatic mechanism. Signal) is input.

  Note that the present invention can be applied even to such a hybrid vehicle that includes a stepped or continuously variable transmission mechanism in addition to / in place of the power split mechanism.

  In a vehicle having such a sequential shiftmatic mechanism, MG_ECU 300, which is a control device according to the present embodiment, operates electric oil pump 400 in the cooling system when the sequential shift mode that is the manual mode is selected. The temperature of MG (2) 140A that starts cooling the cooling oil that cools MG (1) 140B and MG (2) 140A by oil cooler 420 is changed.

  Such a control device according to the present embodiment is read out from a CPU (Central Processing Unit) and a memory included in the ECU and executed by the CPU even in hardware mainly composed of a digital circuit or an analog circuit. It can also be realized by software mainly composed of programs to be executed. In general, it is said that it is advantageous in terms of operation speed when realized by hardware, and advantageous in terms of design change when realized by software. Below, the case where a control apparatus is implement | achieved as software is demonstrated. Note that a recording medium on which such a program is recorded is also an embodiment of the present invention.

  With reference to FIG. 4, a control structure of a program executed by MG_ECU 300 in order to realize the control device according to the present embodiment will be described. This program is a subroutine and is repeatedly executed at a predetermined cycle time. Furthermore, the ECU that executes this program may be any ECU in FIG. 1 or an ECU not shown in FIG.

  In step (hereinafter, step is abbreviated as S) 1000, MG_ECU 300 determines whether or not sequential mode is selected. This determination is made based on a shift mode signal (an on / off signal indicating that the sequential shift mode is selected in the on state) input to MG_ECU 300. If sequential mode is selected (YES in S1000), the process proceeds to S1100. Otherwise (NO in S1000), this process ends.

  In S1100, MG_ECU 300 corrects oil cooling start temperature (threshold value) T to T-α (α> 0). That is, the oil cooling start temperature (threshold value) T is lowered.

  In S1200, MG_ECU 300 detects temperature TMG of MG (2) 140A. At this time, MG_ECU 300 detects temperature TMG of MG (2) 140A based on the signal input from the MG (2) temperature sensor attached to the stator coil of MG (2) 140A.

  In S1300, MG_ECU 300 determines whether or not temperature TMG of MG (2) 140A has risen to the corrected oil cooling start temperature (threshold value) T or higher. If temperature TMG of MG (2) 140A ≧ corrected oil cooling start temperature (threshold value) T (YES in S1300), the process proceeds to S1400. Otherwise (NO in S1300), this process ends.

  In S1400, MG_ECU 300 starts cooling the cooling oil with oil cooler 420. At this time, an operation start command signal is output to the electric oil pump 400 to operate the electric oil pump 400, and cooling oil is supplied between the MG (1) 140B and MG (2) 140A and the oil cooler 420 through the oil pipe. Circulate. Alternatively, from the state where the solenoid valve is controlled so that the cooling oil flows into the bypass pipe and does not flow into the oil cooler 420, the electric oil pump 400 is activated and the MG (1) 140B and MG (2) 140A are cooled. The MG_ECU 300 outputs a switching command signal to the solenoid valve while the electric oil pump 400 is operated, and the solenoid valve is switched so that the cooling oil does not flow to the oil cooler 420 and does not flow to the bypass pipe. You may switch to the state to cool.

  The operation of the cooling system in the vehicle controlled by the ECU that is the control device according to the present embodiment based on the above-described structure and flowchart will be described.

  When the driver operates the shift lever to move to the “M” position shown in FIG. 3 (YES in S1000), the oil cooling start temperature (threshold value) T decreases to T−α (α> 0). (S1100).

  The temperature TMG of MG (2) 140A is detected (S1200), and the TMG, which is the temperature of the motor generator that has the highest temperature, is the corrected oil cooling start temperature ( When threshold value rises to T or more (YES in S1300), cooling of cooling oil by oil cooler 420 is started (S1400).

  At this time, as described above, even if the electric oil pump 400 is only started to operate, the solenoid valve is switched so that the cooling oil flows to the oil cooler 420 side when the electric oil pump 400 is operated. It doesn't matter. That is, when the temperature TMG of MG (2) 140A rises to the corrected oil cooling start temperature (threshold value) T or higher, the cooling oil starts to be cooled, which is a feature of the control device according to the present embodiment. It is.

  As described above, according to MG_ECU which is the control device according to the present embodiment, when the sequential shift mode is selected, the cooling oil for cooling the motor generator is changed to the temperature of the motor generator for starting the cooling by the oil cooler. The correction was made to reduce. Accordingly, in response to the selection of the sequential shift mode in which the use environment becomes severe, cooling of the motor generator cooling oil with the oil cooler starts to be executed early. As a result, an excessive temperature rise of the motor generator can be avoided.

Note that the value of α may be a function of the outside air temperature, for example.
<Modification in the first embodiment>
Hereinafter, modifications of the first embodiment of the present invention will be described. In the above-described embodiment, when the sequential shift mode is selected, the cooling oil that cools the motor generator is corrected so as to lower the temperature of the motor generator that starts cooling by the oil cooler. Performs different processing.

  In the present modification, instead of the process of S1100 in FIG. 4 or in addition to the process of S1100, a process of increasing the amount of cooling oil to be circulated is executed. More specifically, when the sequential mode is selected, the correction is made so that the cooling oil amount Q is increased by a predetermined amount. When the temperature TMG of MG (2) 140A rises to an uncorrected oil cooling start temperature (threshold value) T or a corrected oil cooling start temperature (threshold value) T or more, a predetermined amount of cooling is performed. The oil amount is increased and the cooling oil is cooled by the oil cooler 420. At this time, in order to increase a predetermined amount of cooling oil, the rotational speed of the motor that operates the electric oil pump 400 is increased.

  As described above, an excessive temperature rise of the motor generator can be avoided also in this modification.

<Second Embodiment>
Hereinafter, a second embodiment of the present invention will be described. Although the above-described embodiment avoids an excessive temperature rise of the cooling oil of the motor generator of the hybrid vehicle, the present embodiment is an automatic transmission (even a stepped type is a stepless type). The temperature rise of the ATF, which is a hydraulic fluid, may be avoided. Since the sequential shiftmatic mechanism is the same as that in the first embodiment, detailed description thereof will not be repeated here.

  Referring to FIG. 5, a control block diagram of the cooling system for the automatic transmission according to the present embodiment is shown. The control device according to the present embodiment is realized by a program executed by engine ECU 1500. Note that, as in the first embodiment, the ECU that executes the program is not limited.

  As shown in FIG. 5, this automatic transmission cooling system cools the hydraulic oil (ATF) of the automatic transmission 1200 by an ATF cooler (oil cooler) 1110 provided in the vicinity of the radiator 1100.

  The automatic transmission 1200 is provided with a torque converter 1210 that is a fluid coupling and a plurality of friction engagement elements (clutch and brake) provided on the output shaft side of the torque converter 1210. The automatic transmission 1200 incorporates an oil pump, and supplies the ATF stored in the oil pan 1230 to each component of the automatic transmission 1200 such as the torque converter 1210, a friction engagement element, and a control valve.

  The automatic transmission 1200 is connected to the engine side by an automatic transmission input shaft 1220 and to the drive wheel side by an automatic transmission output shaft (propeller shaft) 1300.

  ATF is supplied to the oil cooler 1110 by an oil pump built in the automatic transmission 1200, and heat exchange is performed between the ATF and air in the oil cooler 1110, and the temperature of the ATF is lowered. The heat-exchanged ATF is returned to the automatic transmission 1200 again and supplied from the oil pan 1230 to each part of the automatic transmission 1200. As will be described in detail later, this cooling system has a bypass pipe so as to realize a state where ATF does not flow through the oil cooler 1110.

  In addition, the automatic transmission 1200 is provided with a hydraulic oil sensor 1240 that measures the temperature of the ATF. In FIG. 5, the hydraulic oil sensor 1240 is provided below the oil pan 1230, but the position of the hydraulic oil sensor 1240 is not limited to this position.

  ECT (Electronically Controlled Automatic Transmission) -ECU 1400 executes shift control of automatic transmission 1200, or executes slip control of lockup clutch when torque converter 1210 is provided with a lockup clutch. The ECT-ECU 1400 receives a signal representing the oil temperature TATF of the ATF that is the working oil from the working oil sensor 1240.

  An engine ECU 1500 that controls the engine is provided separately from the ECT-ECU 1400. From engine ECU 1500 to ECT-ECU 1400, for example, signals representing engine speed NE and engine torque are transmitted. ECT-ECU 1400 transmits to engine ECU 1500 a shift mode signal (an on / off signal indicating that a sequential shift mode in which the on state is the manual mode is selected) and a signal representing the ATF temperature.

  The cooling system is provided with a bypass pipe that bypasses the oil cooler 1110 and an electromagnetic valve 1120 that switches between the bypass pipe and the oil cooler 1110 through which the ATF flows. In this case, when it is not necessary to cool the ATF by the oil cooler 1110, the solenoid valve 1120 is controlled by the engine ECU 1500 so that the ATF flows through the bypass pipe (does not flow through the oil cooler 1110). When the temperature of the ATF rises and the ATF needs to be cooled by the oil cooler 1110, the solenoid valve 1120 is controlled by the engine ECU 1500 so that the ATF flows through the oil cooler 1110 (does not flow through the bypass pipe). As described above, in the present embodiment, the ATF is circulated not by the electric oil pump but by the oil pump that is incorporated in the automatic transmission 1200 and is operated by the rotating shaft of the automatic transmission 1200. In such a case, when the ATF needs to be cooled, the solenoid valve 1120 is switched so that the ATF flows through the oil cooler 1110 (does not flow through the bypass pipe). Note that the present invention can be applied even if an electric oil pump for ATF is provided.

  With reference to FIG. 6, a control structure of a program executed by engine ECU 1500 in order to realize the control device according to the present embodiment will be described. This program is a subroutine and is repeatedly executed at a predetermined cycle time. Further, the ECU that executes this program is not limited to the engine ECU. Note that the processing of S1000 shown in FIG. 6 is the same as that of the first embodiment, and therefore description thereof will not be repeated here. In the initial state in which this program is executed, the solenoid valve 1120 is switched so as to flow ATF to the bypass piping side.

  In S2100, engine ECU 1500 corrects ATF cooling start temperature (threshold value) T to T-β (β> 0). That is, the ATF cooling start temperature (threshold value) T is lowered.

  In S2200, engine ECU 1500 detects ATF temperature TATF. At this time, engine ECU 1500 detects ATF temperature TATF based on the signal detected by hydraulic oil sensor 1240 via ECT-ECU 1400.

  In S2300, engine ECU 1500 determines whether or not ATF temperature TATF has risen to a corrected ATF cooling start temperature (threshold value) T or higher. If ATF temperature TATF ≧ corrected ATF cooling start temperature (threshold value) T (YES in S2300), the process proceeds to S2400. Otherwise (NO in S2300), this process ends.

  In S2400, engine ECU 1500 starts cooling ATF by oil cooler 1100. At this time, from the state in which the electromagnetic valve 1120 is controlled so that ATF flows through the bypass pipe and does not flow into the oil cooler 1110, the engine ECU 1500 outputs a switching command signal to the electromagnetic valve 1120, and ATF flows into the oil cooler 1110. The solenoid valve 1120 is switched so that it does not flow to the bypass pipe, and the ATF is switched to the state cooled by the oil cooler 1110.

  The operation of the cooling system in the vehicle controlled by the ECU that is the control device according to the present embodiment based on the above-described structure and flowchart will be described.

  When the driver operates the shift lever to move to the “M” position shown in FIG. 3 (YES in S1000), oil cooling start temperature (threshold value) T decreases to T−β (β> 0). (S2100).

  When the ATF temperature TATF is detected (S2200) and the TATF, which is the ATF temperature, rises to the corrected oil cooling start temperature (threshold) T or more (YES in S2300), the ATF of the oil cooler 1110 Cooling is started (S2400).

  At this time, as described above, when the oil pump is operated, the solenoid valve 1120 is switched so that ATF flows to the oil cooler 1110 side. That is, when the ATF temperature TATF rises to the corrected oil cooling start temperature (threshold) T or more, the feature of the control device according to the present embodiment is that the ATF cooling is started.

  As described above, according to the engine ECU that is the control device according to the present embodiment, when the sequential shift mode is selected, the ATF that is the hydraulic fluid of the automatic transmission is cooled by the oil cooler. Correction was made to reduce the temperature. Accordingly, in response to the selection of the sequential shift mode in which the use environment becomes severe, cooling of the ATF by the oil cooler starts to be executed early. As a result, an excessive temperature rise of ATF can be avoided.

Note that the value of β may be a function of the outside air temperature, for example.
<Modification in Second Embodiment>
Hereinafter, modifications of the second embodiment of the present invention will be described. In the above-described embodiment, when the sequential shift mode is selected, the ATF that is the hydraulic fluid of the automatic transmission is corrected so as to reduce the temperature of the ATF that starts cooling with the oil cooler. In, different processing is executed.

  In this modification, a process for increasing the amount of ATF to be circulated is executed instead of or in addition to the process of S2100 in FIG. More specifically, when the sequential mode is selected, the ATF amount QATF is corrected so as to increase by a predetermined amount. If the ATF temperature TATF rises to an uncorrected ATF cooling start temperature (threshold value) T or a corrected ATF cooling start temperature (threshold value) T or more, a predetermined amount of ATF is increased. Then, the ATF is cooled by the oil cooler 1110. At this time, for example, the rotational speed of the oil pump is increased to increase the ATF by a predetermined amount.

  As described above, also in this modification, it is possible to avoid an excessive temperature increase of ATF.

  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.

1 is a control block diagram of an entire hybrid vehicle including a control device according to a first embodiment of the present invention. It is a figure which shows a power split mechanism. It is a figure which shows a sequential shift pattern. It is a flowchart which shows the control structure of the program performed by engine ECU which is a control apparatus which concerns on the 1st Embodiment of this invention. It is a control block diagram of a cooling system including the control apparatus which concerns on the 2nd Embodiment of this invention. It is a flowchart which shows the control structure of the program performed by engine ECU which is a control apparatus which concerns on the 2nd Embodiment of this invention.

Explanation of symbols

  120 engine, 140 motor generator, 160 drive wheel, 180 speed reducer, 200 power split mechanism, 220 battery for travel, 240 inverter, 242 boost converter, 260 battery ECU, 280 engine ECU, 300 MG_ECU, 320 HV_ECU.

Claims (5)

A vehicle control device using at least an electric motor as a travel source,
The vehicle is equipped with a cooling mechanism that cools cooling oil that cools the electric motor based on the temperature of the electric motor,
The controller is
Shift mode switching means for selectively switching between automatic shift mode and manual shift mode;
When the manual shift mode is selected, a control device for a vehicle having a manual shift mode, including a changing unit for changing a temperature at which the cooling mechanism starts cooling the cooling oil to a low level. A vehicle control device using at least an electric motor as a travel source,
The vehicle is equipped with a cooling mechanism that cools cooling oil that cools the electric motor based on the temperature of the electric motor,
The controller is
Shift mode switching means for selectively switching between automatic shift mode and manual shift mode;
When the manual shift mode is selected, the control of the vehicle with the manual shift mode includes a changing means for changing so as to increase the amount of cooling oil circulating through the electric motor and the cooling mechanism. apparatus. A vehicle control device equipped with an automatic transmission operated by hydraulic fluid,
The vehicle is equipped with a cooling mechanism for cooling the hydraulic oil based on the temperature of the hydraulic oil,
The controller is
Shift mode switching means for selectively switching between an automatic shift mode and a manual shift mode of the automatic transmission;
When the manual shift mode is selected, the vehicle control device having the manual shift mode includes a changing unit for changing a temperature at which the cooling of the hydraulic oil is started to be lowered by the cooling mechanism. A vehicle control device equipped with an automatic transmission operated by hydraulic fluid,
The vehicle is equipped with a cooling mechanism for cooling the hydraulic oil based on the temperature of the hydraulic oil,
The controller is
Shift mode switching means for selectively switching between an automatic shift mode and a manual shift mode of the automatic transmission;
A vehicle having a manual shift mode, including a change means for changing so as to increase the amount of hydraulic oil circulating through the automatic transmission and the cooling mechanism when the manual shift mode is selected. Control device.   The said cooling mechanism is a control apparatus of the vehicle provided with the manual transmission mode in any one of Claims 1-4 comprised with an oil cooler and an oil pump.

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