JP2012232611A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control device that can satisfy both the controlling of the temperature rise of a motor-generator and controlling the deterioration of the fuel consumption.SOLUTION: The vehicle control device includes: a first motor-generator; a second motor-generator; an engine connected with the first motor-generator; a pump that synchronizes with the rotation of the engine, rotates, and supplies the lubricating oil to the second motor-generator. During the EV running in which the vehicle runs by the power of the second motor-generator not by the power of the engine, and when the temperature of the second motor-generator is equal to or more than a first temperature α (S3 affirmative), a first running mode in which the pump is rotated by the first motor-generator is executed (S4). During the EV running, and when the temperature of the second motor-generator is equal to or more than a second temperature β that is higher than the first temperature (S5 affirmative), a second running mode in which the pump is rotated by the power of the engine is executed (S6).

Description

  The present invention relates to a vehicle control device.

  2. Description of the Related Art Conventionally, in a vehicle equipped with an engine and a motor generator, a technique for running the vehicle with the power of the motor generator without depending on the power of the engine is known. For example, in Patent Document 1, when the motor reaches a high temperature during the running of the motor, a condition that the vehicle speed V is equal to or lower than the threshold value Vref and a condition that the road surface gradient θ is equal to or higher than the threshold value θref are established. A technology for a hybrid vehicle that starts an engine and a control method thereof is disclosed.

JP 2006-94626 A

  However, if the engine is started each time the motor generator is in a high temperature state, there is a risk that fuel consumption will be reduced. It is desired to be able to satisfy both the suppression of the temperature increase of the motor generator and the suppression of the decrease in fuel consumption.

  An object of the present invention is to provide a vehicle control device capable of satisfying both suppression of a temperature increase of a motor generator and suppression of a decrease in fuel consumption in a vehicle including an engine and a motor generator.

  The vehicle control device of the present invention is arranged on a first motor generator, a second motor generator, an engine connected to the first motor generator, a rotation shaft of the engine, and rotates in conjunction with the rotation of the engine. And a pump for supplying lubricating oil to the second motor generator, and during EV traveling in which the vehicle is driven by the power of the second motor generator without depending on the power of the engine, the second motor generator When the temperature is equal to or higher than the first temperature, the first motor generator rotates the pump to execute the first traveling mode in which lubricating oil is supplied to the second motor generator, and during the EV traveling, the second traveling mode is performed. When the temperature of the motor generator is equal to or higher than the second temperature that is higher than the first temperature, the engine is operated and the engine By the power rotating the pump and executes a second driving mode for supplying the lubricating oil to the second motor generator by.

  In the vehicle control device, the engine is capable of transmitting power to the driving wheels of the vehicle, and the temperature of the second motor generator becomes a third temperature higher than the second temperature during the EV traveling. The vehicle is preferably driven by the power of the engine.

  In the vehicle control apparatus, the engine, the first motor generator, the second motor generator, and the drive wheels of the vehicle are connected to each other via a planetary gear mechanism, and the first motor generator is In the second traveling mode, it is preferable that a reaction force against the power of the engine is generated to restrict transmission of power from the engine to the drive wheels.

  A vehicle control device according to the present invention is arranged on a first motor generator, a second motor generator, an engine connected to the first motor generator, a rotation shaft of the engine, and rotates in conjunction with the rotation of the engine. And a pump for supplying lubricating oil to the second motor generator. When the temperature of the second motor generator is equal to or higher than the first temperature during EV traveling, the vehicle control device rotates the pump by the first motor generator and supplies the second motor generator with lubricant. Run. In the first travel mode, the temperature increase of the second motor generator can be suppressed without consuming fuel.

  Further, the vehicle control device operates the engine when the temperature of the second motor generator is equal to or higher than the second temperature higher than the first temperature during EV traveling, and rotates the pump with the power of the engine to rotate the second motor. The second traveling mode for supplying lubricating oil to the generator is executed. According to the vehicle control device of the present invention, there is an effect that it is possible to achieve both suppression of a temperature increase of the motor generator and suppression of a decrease in fuel consumption.

FIG. 1 is a flowchart showing the contents of control by the vehicle control apparatus according to the embodiment. FIG. 2 is a diagram illustrating a schematic configuration of the vehicle according to the embodiment. FIG. 3 is an explanatory diagram of the contents of each travel mode. FIG. 4 is a collinear diagram related to the first planetary gear mechanism during EV traveling. FIG. 5 is a collinear diagram related to the first planetary gear mechanism in the first traveling mode. FIG. 6 is a collinear diagram related to the first planetary gear mechanism in the second traveling mode. FIG. 7 is a collinear diagram related to the first planetary gear mechanism during HV traveling. FIG. 8 is a diagram illustrating an example of the transition of the MG2 temperature according to the control of the embodiment.

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

[Embodiment]
The embodiment will be described with reference to FIGS. 1 to 8. The present embodiment relates to a vehicle control device. FIG. 1 is a flowchart showing the contents of control by the vehicle control apparatus according to the embodiment, FIG. 2 is a diagram showing a schematic configuration of the vehicle according to the embodiment, and FIG. 3 is an explanatory diagram of the contents of each travel mode.

  In a hybrid system such as THS, when the motor generator is cooled by a mechanical oil pump linked to the engine, there is a problem that the oil pump is also stopped when the engine is stopped during EV traveling, and the motor generator cannot be cooled. When the motor generator is at a high temperature, it is possible to reduce the load on the motor generator by starting the engine and adding the driving force of the engine, and to suppress the temperature rise of the motor generator. However, starting the engine and consuming fuel due to a rise in the temperature of the motor generator despite the fact that the amount of electricity stored in the battery has not decreased may result in control that does not conform to the user's intention.

  The vehicle control device (see reference numeral 1-1 in FIG. 2) of the present embodiment is configured such that a power source that drives a pump (see reference numeral 4 in FIG. 2) during EV traveling is a second motor generator (see reference numeral 3 in FIG. 2). Switch according to the temperature. Specifically, the temperature range in which the pump 4 is operated during EV traveling is divided into two. The vehicle control device 1-1 operates the pump 4 by the first motor generator (see reference numeral 2 in FIG. 2) in the temperature range relatively low in the two temperature ranges. Further, when the temperature of the second motor generator 3 reaches a relatively high temperature range value, the vehicle control device 1-1 starts the engine (see reference numeral 1 in FIG. 4 is activated.

  Therefore, according to the vehicle control device 1-1 of the present embodiment, the operation of the engine 1 for driving the pump during EV traveling is suppressed, the temperature increase of the second motor generator 3 is suppressed, and the fuel consumption is reduced. It is possible to achieve both suppression.

  A hybrid vehicle 100 shown in FIG. 2 includes an engine 1, a first motor generator 2, a second motor generator 3, a pump 4, a planetary gear mechanism 5, an ECU 30, and a hybrid control controller 40. Further, the vehicle control device 1-1 of the present embodiment includes an engine 1, a first motor generator 2, a second motor generator 3, a pump 4, an ECU 30, and a controller for hybrid control 40.

  The engine 1 is one of the power sources of the hybrid vehicle 100. The engine 1 converts the combustion energy of the fuel into a rotary motion of the rotary shaft 6 and outputs it.

  The first motor generator 2 and the second motor generator 3 each have a function as a motor (electric motor) and a function as a generator. The motor generators 2 and 3 can convert electric power supplied from a battery (not shown) into mechanical power and output it, and can be driven by input power to convert mechanical power into electric power. it can. The first motor generator 2 and the second motor generator 3 can function as a power source of the hybrid vehicle 100. In the following description, the first motor generator 2 is also referred to as “MG1”, and the second motor generator 3 is also referred to as “MG2”.

  The first motor generator 2 has a stator 2a, a rotor 2b, and a rotor shaft 2c. The second motor generator 3 has a stator 3a, a rotor 3b, and a rotor shaft 3c. The first motor generator 2 and the second motor generator 3 are arranged coaxially with the rotating shaft 6 in a serial positional relationship. The rotor shaft 2c and the rotor shaft 3c are hollow, and the rotating shaft 6 is inserted into the rotor shaft 2c and the rotor shaft 3c. The first motor generator 2 and the second motor generator 3 face each other in the axial direction of the rotary shaft 6 with the planetary gear mechanism 5 interposed therebetween.

  In this embodiment, unless otherwise specified, the “axial direction” indicates the axial direction of the rotary shaft 6, and the “radial direction” indicates the radial direction of the rotary shaft 6.

  The planetary gear mechanism 5 is arranged coaxially with the rotation shaft 6. The planetary gear mechanism 5 has a first planetary gear mechanism 7 and a second planetary gear mechanism 8. The first planetary gear mechanism 7 and the second planetary gear mechanism 8 are adjacent to each other in the axial direction and face each other.

  The first planetary gear mechanism 7 includes a ring gear 7a, a pinion gear 7b, a sun gear 7c, and a carrier 7d. In the radial direction, the sun gear 7c is arranged inside the pinion gear 7b, and the ring gear 7a is arranged outside the pinion gear 7b. The ring gear 7a and the pinion gear 7b, and the pinion gear 7b and the sun gear 7c are engaged with each other. The carrier 7d supports the pinion gear 7b so as to rotate freely, and is connected to the rotating shaft 6 and rotates integrally with the rotating shaft 6. Accordingly, the pinion gear 7b is supported by the carrier 7d so as to be able to revolve. The sun gear 7 c is connected to the rotor shaft 2 c of the first motor generator 2.

  The second planetary gear mechanism 8 includes a ring gear 8a, a pinion gear 8b, and a sun gear 8c. In the radial direction, the sun gear 8c is arranged inside the pinion gear 8b, and the ring gear 8a is arranged outside the pinion gear 8b. The ring gear 8a and the pinion gear 8b, and the pinion gear 8b and the sun gear 8c are engaged with each other. The pinion gear 8b is supported so that it can rotate and cannot revolve around the rotation shaft 6. The sun gear 8 c is connected to the rotor shaft 3 c of the second motor generator 3.

  The ring gear 7a of the first planetary gear mechanism 7 and the ring gear 8a of the second planetary gear mechanism 8 are connected to each other and rotate integrally. Accordingly, the rotating shaft 6 of the engine 1 is connected to the first motor generator 2 via the carrier 7d, the pinion gear 7b, and the sun gear 7c. The rotating shaft 6 of the engine 1 is connected to the second motor generator 3 via a carrier 7d, a pinion gear 7b, ring gears 7a and 8a, a pinion gear 8b, and a sun gear 8c. In the first planetary gear mechanism 7, the engine 1 is connected to the carrier 7d, the first motor generator 2 is connected to the sun gear 7c, and the second motor generator 3 and the drive wheels 15 are connected to the ring gear 7a. . That is, the engine 1, the first motor generator 2, the second motor generator 3, and the drive wheel 15 are connected to each other via the first planetary gear mechanism 7.

  A counter drive gear 9 is connected to the outer side in the radial direction of the ring gears 7a and 8a. The counter drive gear 9 meshes with the counter driven gear 10. The counter driven gear 10 is connected to the drive pinion gear 11. The counter driven gear 10 and the drive pinion gear 11 are adjacent in the axial direction and rotate integrally. The drive pinion gear 11 meshes with the diff ring gear 12 of the differential mechanism 13. The differential mechanism 13 is connected to the left and right drive wheels 15, 15, respectively.

  The power output from the engine 1 is input from the rotary shaft 6 to the carrier 7 d and distributed to the first motor generator 2 and the counter drive gear 9 by the first planetary gear mechanism 7. The power output from the second motor generator 3 is input from the rotor shaft 3 c to the sun gear 8 c and transmitted to the counter drive gear 9 by the second planetary gear mechanism 8. The power transmitted to the counter drive gear 9 is transmitted from the differential mechanism 13 to each drive wheel 15 via the counter driven gear 10, the drive pinion gear 11, and the diff ring gear 12.

  The pump 4 is disposed at the tip of the rotating shaft 6. The pump 4 has a rotor 4 a connected to the rotary shaft 6. The rotor 4a is disposed in a rotor chamber (not shown), and discharges lubricating oil (for example, ATF) in the rotor chamber by rotating. The lubricating oil discharged from the rotor chamber is supplied to the second motor generator 3 through the oil passage 16. The oil passage 16 communicates the rotor chamber of the pump 4 and the stator 3 a of the second motor generator 3. For example, the oil passage 16 allows the lubricating oil to flow out to the top of the stator 3a. The rotor 4 a of the pump 4 rotates integrally with the rotary shaft 6. That is, the pump 4 rotates in conjunction with the rotation of the engine 1 and supplies lubricating oil to the second motor generator 3.

  An oil cooler 17 is disposed in the oil passage 16. The oil cooler 17 cools the lubricating oil by heat exchange. Lubricating oil discharged from the pump 4 is supplied to the second motor generator 3 through the oil passage 16 and the oil cooler 17. The lubricating oil supplied to the second motor generator 3 lubricates and cools the second motor generator 3.

  The ECU 30 and the hybrid control controller 40 are electronic control units having a computer. The ECU 30 is connected to the engine 1 and the hybrid control controller 40. The ECU 30 can control the engine 1, for example, control of the fuel injection amount, injection timing, ignition timing, and the like. Further, the ECU 30 can communicate with the hybrid control controller 40 and can control the traveling of the hybrid vehicle 100 in cooperation with the hybrid control controller 40.

  The hybrid control controller 40 has a function as a control device that performs comprehensive control of the hybrid system. The hybrid control controller 40 can control the first motor generator 2, the second motor generator 3, and the battery. The hybrid control controller 40 determines a target value of power output from the engine 1, the first motor generator 2, and the second motor generator 3 based on the required torque or the like. Moreover, the controller 40 for hybrid control determines the target value of the electric power generation amount by the 1st motor generator 2 and the 2nd motor generator 3, and the charge amount with respect to a battery based on a request torque, the charge condition of a battery, etc., for example.

  The hybrid control controller 40 controls the power to be output to the first motor generator 2 and the second motor generator 3 and the power generation amounts of the first motor generator 2 and the second motor generator 3 so as to realize the determined target value. . The hybrid control controller 40 communicates with the ECU 30 to control the engine 1 via the ECU 30.

  The hybrid vehicle 100 can execute hybrid traveling (HV traveling) and EV traveling. The EV traveling is to drive the hybrid vehicle 100 with the power of the second motor generator 3 without depending on the power of the engine 1. FIG. 4 is a collinear diagram related to the first planetary gear mechanism 7 during EV traveling.

  In FIG. 4, the vertical axis indicates the rotation speed. The S axis indicates the rotational speed of the sun gear 7 c, that is, the first motor generator 2. The C axis indicates the number of rotations of the carrier 7d, that is, the rotating shaft 6. The R axis indicates the rotation speed corresponding to the rotation speed of the ring gear 7 a, that is, the second motor generator 3. In EV traveling, the hybrid vehicle 100 is caused to travel by the power of the second motor generator 3. The rotation direction of the R-axis is normal rotation, that is, rotation in a direction in which the hybrid vehicle 100 moves forward. The engine 1 has stopped rotating, and the rotation direction of the S axis is opposite to the rotation direction of the R axis.

  In FIG. 4, the white arrow written on the R axis indicates the power output from the second motor generator 3 to the ring gear 7a (ring gear 8a). Similarly, when an arrow is described on the C-axis, the arrow indicates the power output from the engine 1 to the carrier 7d. When an arrow is described on the S-axis, the arrow indicates the first The power output from the motor generator 2 to the sun gear 7c is shown.

  In the HV traveling, the hybrid vehicle 100 is caused to travel at least by the power of the engine 1. In HV traveling, it is possible to cause the second motor generator 3 to output assist torque as appropriate based on the required torque or the like. In HV traveling, at least one of the first motor generator 2 and the second motor generator 3 can generate power. For example, the first motor generator 2 can generate power with the power of the engine 1 and the second motor generator 3 can output torque with the generated power. Further, during regeneration, the first motor generator 2 and the second motor generator 3 can each generate power.

  For example, the hybrid control controller 40 selects either EV traveling or HV traveling based on the vehicle speed, the load of the hybrid vehicle 100, the state of charge of the battery, and the like. As an example, the hybrid control controller 40 may select EV travel during light load and low speed travel.

  Here, during EV travel, the second motor generator 3 is a power source, and the load on the second motor generator 3 increases, and the temperature of the second motor generator 3 tends to rise. Further, during EV travel, the pump 4 stops as the engine 1 stops. For this reason, the supply of lubricating oil to the second motor generator 3 by the pump 4 is stopped, and the cooling capacity for the second motor generator 3 is reduced. In order to suppress the temperature rise of the second motor generator 3 during EV traveling and maintain the temperature of the second motor generator 3 within an appropriate range, the engine 1 is started and the power of the engine 1 is added to the second motor. It is conceivable to reduce the load on the generator 3.

  However, when fuel is consumed by starting and operating the engine 1, there is a problem that fuel consumption is reduced. If the engine 1 is operated on the basis of the temperature of the second motor generator 3 and the fuel is consumed despite the fact that the amount of electricity stored in the battery has not decreased, there is a risk of vehicle control that does not conform to the user's intention. . For example, if the cruising distance of EV traveling is long, such as a PHV (plug-in hybrid) that can charge a battery with an external power source, it is considered that the number of scenes where the temperature of the second motor generator 3 becomes high during EV traveling increases. In such a situation, when the engine 1 is started even though the battery storage amount is not insufficient for EV running, there is a possibility that the fuel consumption may be lowered or the driver may feel uncomfortable.

  The vehicle control device 1-1 of the present embodiment drives the pump 4 based on the temperature of the second motor generator 3 during EV travel (hereinafter simply referred to as “MG2 temperature”), and the second motor generator 3. Cool down. Moreover, the vehicle control apparatus 1-1 suppresses the driving | operation of the engine 1 by switching the power source which drives the pump 4 according to MG2 temperature. Thereby, as will be described below, it is possible to suppress the fuel consumption necessary for cooling the second motor generator 3.

  As shown in FIG. 2, a temperature sensor 18 is disposed in the second motor generator 3. The temperature sensor 18 is a sensor that detects the temperature of the second motor generator 3, and detects the temperature of the stator 3a, for example. The temperature sensor 18 may detect a temperature related to the temperature of the second motor generator 3, for example, the temperature of the lubricating oil, instead of detecting the temperature of the second motor generator 3. The temperature sensor 18 is connected to the hybrid control controller 40, and a signal indicating the detection result of the temperature sensor 18 is output to the hybrid control controller 40.

  The hybrid control controller 40 executes the following first traveling mode or second traveling mode based on the MG2 temperature detected by the temperature sensor 18 during EV traveling. The first traveling mode and the second traveling mode are each a form of EV traveling, and are modes in which the pump 4 is driven to rotate and lubricating oil is supplied to the second motor generator 3. In the following description, the first travel mode is also referred to as “mode 1 EV travel”, and the second travel mode is also referred to as “mode 2 EV travel”.

  FIG. 5 is an alignment chart related to the first planetary gear mechanism 7 in the first traveling mode, and FIG. 6 is an alignment chart related to the first planetary gear mechanism 7 in the second traveling mode.

  As shown in FIG. 5, in the first traveling mode, the engine 1 and the pump 4 are rotated by the first motor generator 2. The hybrid control controller 40 causes the first motor generator 2 to generate power. The first motor generator 2 generates a reaction force against the power of the second motor generator 3 by power generation. In other words, the hybrid control controller 40 causes the first motor generator 2 to output power in the same direction as the rotation direction of the ring gear 7a. Thereby, the carrier 7d and the rotating shaft 6 rotate. As the rotating shaft 6 of the engine 1 rotates, the rotor 4 a of the pump 4 rotates, and lubricating oil is supplied to the second motor generator 3 by the pump 4.

  In the first traveling mode, the driving force of the hybrid vehicle 100 is generated by the second motor generator 3. In the first travel mode, the rotating shaft 6 and the pump 4 of the engine 1 are rotated by the first motor generator 2 and the second motor generator 3. That is, in the first traveling mode, the engine 1 is idling (driven state) and no fuel is consumed.

  As shown in FIG. 6, in the second traveling mode, the engine 1 is started and the engine 1 is operated, and the engine 1 outputs power. That is, in the second traveling mode, the rotating shaft 6 is rotated by the power of the engine 1, the pump 4 is operated, and lubricating oil is supplied to the second motor generator 3. In the second traveling mode, the engine 1 is operated only for rotating the pump 4, and the power of the engine 1 is not used for driving the hybrid vehicle 100. That is, the second travel mode is a travel mode in which the hybrid vehicle 100 travels with the power of the second motor generator 3 without depending on the power of the engine 1. In the second travel mode, the first motor generator 2 takes the reaction force of the engine 1 and maintains the rotation speed of the R axis.

  As shown in FIG. 3, the ability to cool the second motor generator 3 in the second running mode is higher than the ability to cool the second motor generator 3 in the first running mode. This is because in the first traveling mode, the power required for the second motor generator 3 to rotate the rotating shaft 6 increases. On the other hand, in the second traveling mode, the required output for the second motor generator 3 does not increase because the rotating shaft 6 is rotated. For this reason, in the second traveling mode, the lubricating oil can be supplied to the second motor generator 3 without increasing the load of the second motor generator 3, and the cooling capacity for the second motor generator 3 can be increased. it can.

  Thus, the hybrid vehicle 100 of the present embodiment can execute two travel modes that increase the cooling capacity for the second motor generator 3 during EV travel. Below, with reference to FIG.1, FIG.7 and FIG.8, the control by the vehicle control apparatus 1-1 of this embodiment is demonstrated. FIG. 7 is a collinear diagram related to the first planetary gear mechanism 7 during HV traveling, and FIG. 8 is a diagram illustrating an example of the transition of the MG2 temperature related to the control of the present embodiment. The control flow shown in FIG. 1 is executed, for example, while the hybrid vehicle 100 is traveling, and is repeatedly executed at predetermined intervals.

  First, in step S1, the hybrid control controller 40 determines whether or not the MG2 temperature is lower than the first temperature α (° C.). The first temperature α is determined from the viewpoint of protecting the second motor generator 3 by suppressing the second motor generator 3 from becoming a high temperature state, for example. As a result of the determination in step S1, if it is determined that the MG2 temperature is lower than the first temperature α (step S1-Y), the process proceeds to step S2, and if not (step S1-N), the process proceeds to step S3. .

  In step S2, the EV control is selected by the hybrid control controller 40. Here, the EV travel selected in step S2 is to travel the hybrid vehicle 100 without driving the pump 4 to rotate. In other words, in step S <b> 2, it is selected that EV traveling is performed without supplying lubricating oil to the second motor generator 3 by the pump 4. When step S2 is executed, this control flow ends.

  In step S3, the hybrid control controller 40 determines whether or not the MG2 temperature is equal to or higher than the first temperature α and lower than the second temperature β (° C.). The second temperature β is a value larger than the first temperature α. As a result of the determination in step S3, when it is determined that the MG2 temperature is equal to or higher than the first temperature α and lower than the second temperature β (step S3-Y), the process proceeds to step S4, and otherwise (step S3-N). ) Proceeds to step S5.

  In step S4, the hybrid control controller 40 selects mode 1 EV travel, that is, the first travel mode. The hybrid control controller 40 determines a target value of the power to be output to each of the first motor generator 2 and the second motor generator 3 based on the power necessary for rotating the engine 1 and the pump 4. The hybrid control controller 40 controls the first motor generator 2 and the second motor generator 3 based on the determined power target value. When step S4 is executed, the control flow ends.

  In step S5, the hybrid control controller 40 determines whether or not the MG2 temperature is equal to or higher than the second temperature β and lower than the third temperature γ (° C.). The third temperature γ is larger than the second temperature β. The first temperature α, the second temperature β, and the third temperature γ are all determined as values lower than the upper limit temperature allowed in the second motor generator 3. As a result of the determination in step S5, when it is determined that the MG2 temperature is equal to or higher than the second temperature β and lower than the third temperature γ (step S5-Y), the process proceeds to step S6, and otherwise (step S5-N ) Proceeds to step S7.

  In step S6, the hybrid control controller 40 selects EV travel in mode 2, that is, the second travel mode. The hybrid control controller 40 causes the ECU 30 to start the engine 1 and causes the engine 1 to operate. The target value of power to be output to the engine 1 is a value at which at least the pump 4 can be operated to supply lubricating oil to the second motor generator 3. The target value of power may be determined based on an operating point at which the fuel consumption of the engine 1 is optimal.

  The ECU 30 controls the engine 1 based on this power target value. The controller 40 for hybrid control takes the reaction force of the engine 1 by the first motor generator 2 and maintains the rotation speed of the R axis. In other words, the hybrid control controller 40 causes the first motor generator 2 to output a reaction force against the power of the engine 1 and regulates the transmission of power from the engine 1 to the drive wheels 15. When step S6 is executed, the control flow ends.

  In step S7, the hybrid control controller 40 determines whether the MG2 temperature is equal to or higher than the third temperature γ. As a result of the determination in step S7, if it is determined that the MG2 temperature is equal to or higher than the third temperature γ (step S7-Y), the process proceeds to step S8. If not (step S7-N), the control flow is as follows. finish.

  In step S8, the hybrid control controller 40 selects HV traveling. In HV traveling, the load on the second motor generator 3 is reduced by causing the hybrid vehicle 100 to travel using the power of the engine 1. In HV traveling, for example, as shown in FIG. 7, power may be output to each of the engine 1 and the second motor generator 3. The hybrid control controller 40 mainly outputs the driving force of the hybrid vehicle 100 to the engine 1. The power output from the engine 1 rotates the drive wheels 15 as power for driving the hybrid vehicle 100 and rotates the pump 4. The pump 4 rotates to supply lubricating oil to the second motor generator 3, whereby the second motor generator 3 is cooled.

  The ability to cool the second motor generator 3 by HV running is higher than the ability to cool the second motor generator 3 by the second running mode. This is because the second motor generator 3 is cooled by the lubricating oil supplied by the pump 4 and the hybrid vehicle 100 is driven by the engine 1 so that the load on the second motor generator 3 is higher than in the case of EV traveling. Is reduced. According to HV traveling, the MG2 temperature can be lowered. When the MG2 temperature decreases due to the HV traveling, an affirmative determination is made in any one of steps S1, S3, and S5, and the process proceeds to EV traveling again. When step S8 is executed, the control flow ends.

  As described above, the vehicle control device 1-1 of the present embodiment switches the travel mode based on the MG2 temperature. As shown in FIG. 8, when the MG2 temperature is equal to or higher than the first temperature α and lower than the second temperature β, the first traveling mode is selected, and the pump 4 is operated by the first motor generator 2. Thereby, the temperature rise of the second motor generator 3 can be suppressed without causing fuel consumption by the engine 1.

  When the MG2 temperature is further higher and is equal to or higher than the second temperature β and lower than the third temperature γ, the second traveling mode is selected, and the pump 4 is operated by the power of the engine 1. Thereby, the load of the second motor generator 3 is reduced compared to the first travel mode, and the temperature rise of the second motor generator 3 is effectively suppressed. Further, if the engine 1 is operated at an operating point at which the fuel consumption is good, it is possible to suppress a decrease in fuel consumption due to the operation of the engine 1 related to the driving of the pump 4. In the second traveling mode, the driving force of the hybrid vehicle 100 is generated by the second motor generator 3. Therefore, in the second traveling mode, the fuel consumption of the engine 1 is smaller than that during HV traveling.

  When the MG2 temperature is equal to or higher than the third temperature γ, HV traveling is selected. In HV traveling, the load on the second motor generator 3 is reduced, and the cooling capacity for the second motor generator 3 is higher than the cooling capacity during EV traveling. Therefore, it is possible to quickly reduce the temperature of the second motor generator 3 to return to EV traveling.

  Note that the first temperature α, the second temperature β, and the third temperature γ may be variable according to conditions such as a traveling environment and a traveling state, respectively. For example, the first temperature α, the second temperature β, and the third temperature γ are changed based on the predicted temperature of the second motor generator 3, the load of the hybrid vehicle 100, the inter-vehicle distance from the preceding vehicle, the state of charge of the battery, etc. May be. As an example, when it is predicted that a transition from EV traveling to HV traveling is predicted based on conditions other than the MG2 temperature, at least one of each temperature α, β, γ is changed to a value on the high temperature side. Also good.

  The system to which the present embodiment is applicable is not limited to the exemplified system. For example, the present embodiment is also applicable to a series HV in which the second motor generator 3 and the engine 1 are not connected. In the series HV, the power of the engine 1 may not be transmitted to the drive wheels of the vehicle. In a series HV system-equipped vehicle, during HV traveling, the second motor generator 3 generates driving force with the electric power generated by the power of the engine 1 to cause the vehicle to travel. On the other hand, during EV traveling, the second motor generator 3 generates driving force with the electric power from the battery, regardless of the power of the engine 1, and causes the vehicle to travel. When the EV travels, the pump 4 is rotated by the first motor generator 2 in accordance with the temperature of the second motor generator 3, thereby reducing fuel consumption.

  The contents disclosed in the above embodiments can be executed in appropriate combination.

1-1 Vehicle Control Device 1 Engine 2 First Motor Generator 3 Second Motor Generator 4 Pump 5 Planetary Gear Mechanism 6 Rotating Shaft 7 First Planetary Gear Mechanism 8 Second Planetary Gear Mechanism 15 Drive Wheel 30 ECU
40 Hybrid Control Controller 100 Hybrid Vehicle α First Temperature β Second Temperature γ Third Temperature

Claims (3)

A first motor generator;
A second motor generator;
An engine connected to the first motor generator;
A pump disposed on the rotation shaft of the engine and rotating in conjunction with the rotation of the engine to supply lubricating oil to the second motor generator;
With
If the temperature of the second motor generator is equal to or higher than the first temperature during EV traveling in which the vehicle is driven by the power of the second motor generator regardless of the power of the engine, the pump is driven by the first motor generator. Execute the first traveling mode to rotate and supply lubricating oil to the second motor generator,
When the temperature of the second motor generator is equal to or higher than the second temperature higher than the first temperature during the EV traveling, the engine is operated, and the pump is rotated by the power of the engine to cause the second motor to rotate. A vehicle control device that executes a second traveling mode for supplying lubricating oil to a generator. The engine is capable of transmitting power to the drive wheels of the vehicle;
The vehicle control device according to claim 1, wherein the vehicle is driven by the power of the engine when the temperature of the second motor generator becomes equal to or higher than a third temperature higher than the second temperature during the EV traveling. The engine, the first motor generator, the second motor generator, and the drive wheels of the vehicle are connected to each other via a planetary gear mechanism,
3. The vehicle control device according to claim 1, wherein the first motor generator restricts transmission of power from the engine to the drive wheels by generating a reaction force against the power of the engine in the second traveling mode. .

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