JP2014043164A - Vehicle control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control system wherein a mechanical coolant pump is made available even if engine stops.SOLUTION: A vehicle control system 10 includes a cooling structure 12 comprising two rotary electric machines 20 and 22, and a controller 100. In the cooling structure 12, a first clutch 38 is provided between an engine 16 and a mechanical oil pump 50, and a second clutch 40 is provided between the rotary electric machine 20 and the mechanical oil pump 50. When the engine 16 stops, the controller 100 opens the first clutch 38 and connects the second clutch 40, and operates an MG1 drive circuit 90 for driving the rotary electric machine 20 in a drive mode and activates the mechanical oil pump 50 through the rotary electric machine 20. One more mechanical oil pump may be provided to reduce the number of clutches to one.

Description

  The present invention relates to a vehicle control system, and more particularly to a vehicle control system including a refrigerant pump used for cooling a rotating electrical machine.

  Vehicles equipped with an engine and a rotating electrical machine are driven by a battery, etc., even when the engine is stopped, in addition to a mechanical oil pump driven by the engine in order to cool the rotating electrical machine, automatic transmission, etc. An oil pump called an electric type or an electric type is used.

  For example, Patent Document 1 describes that, for a vehicle including an electric oil pump in addition to a mechanical oil pump, the automatic stop of the engine is controlled according to the driving state of the electric oil pump. . Here, when the actual number of revolutions of the motor of the electric oil pump exceeds the predetermined upper limit value or falls below the predetermined lower limit value, the hydraulic pressure required during automatic engine stop is supplied by the electric oil pump. It is disclosed that the automatic stop of the engine is prohibited by determining that it is not possible.

JP 2011-106296 A

  In a vehicle equipped with an engine and a rotating electrical machine, fuel consumption can be improved by stopping the engine and running on the rotating electrical machine. However, when the rotary electric machine needs to be cooled while the engine is stopped and the engine is running, the electric oil pump is driven exclusively because the mechanical refrigerant pump cannot be used. Therefore, it becomes necessary to increase the size of the electric oil pump, and as a result, the power of the power storage device is consumed, leading to a reduction in fuel consumption of the entire vehicle.

  The objective of this invention is providing the vehicle control system which can utilize a mechanical refrigerant | coolant pump when an engine stops.

  A vehicle control system according to the present invention is an internal combustion engine, a rotating electric machine for driving a vehicle, and a refrigerant pump that supplies a refrigerant to the rotating electric machine for driving the vehicle, and is a rotating electric machine different from the rotating electric machine for driving the vehicle. And a mechanical refrigerant pump that can be driven by the motor.

  In the vehicle control system according to the present invention, when the internal combustion engine is stopped, a rotating electric machine different from the rotating electric machine for driving the vehicle and the mechanical refrigerant pump are connected, and when the internal combustion engine is operated, It is preferable to provide a mechanism that opens between a rotating electrical machine different from the rotating electrical machine and a mechanical refrigerant pump.

  In the vehicle control system according to the present invention, it is preferable that the vehicle control system includes an electric refrigerant pump that is driven by the power storage device and supplies the refrigerant to the rotating electric machine for driving the vehicle.

  In the vehicle control system according to the present invention, the rotating electrical machine different from the rotating electrical machine for driving the vehicle is the first rotating electrical machine driven by the internal combustion engine, and the rotating electrical machine for driving the vehicle is the second rotating electrical machine. A first clutch provided between the engine and the mechanical refrigerant pump, a second clutch provided between the first rotating electrical machine and the mechanical refrigerant pump, and the first clutch and the first clutch according to the operating state of the internal combustion engine. And a control device that controls the operation of the two clutches and the drive circuit of the first rotating electrical machine. The control device opens the first clutch and connects the second clutch when the internal combustion engine is stopped. And operating the drive circuit of the first rotating electrical machine in the drive mode to drive the mechanical refrigerant pump by the first rotating electrical machine, and when the internal combustion engine is operating, the first clutch is connected and the second clutch is opened. A state, a drive circuit of the first rotating electric machine is operated in a generating mode, to drive the first rotating electric machine by the internal combustion engine, it is preferable to drive the mechanical coolant pump by an internal combustion engine.

  In the vehicle control system according to the present invention, the rotating electrical machine different from the rotating electrical machine for driving the vehicle is the first rotating electrical machine driven by the internal combustion engine, and the rotating electrical machine for driving the vehicle is the second rotating electrical machine. A mechanical refrigerant pump driven by an engine is provided as a first mechanical refrigerant pump, and a mechanical refrigerant pump that can be driven by a first rotating electric machine is used as a second mechanical refrigerant pump. The first rotating electric machine and the second mechanical refrigerant A switching clutch provided between the pump and a control device that controls the operation of the switching clutch according to the operating state of the internal combustion engine and controls the drive circuit of the first rotating electrical machine. When the engine is stopped, the first mechanical refrigerant pump is stopped, so that the drive circuit of the first rotating electrical machine is operated in the drive mode, the switching clutch is in the connected state, and the first rotating electrical machine When the mechanical refrigerant pump is driven and the internal combustion engine is operated, the switching clutch is opened to stop the second mechanical refrigerant pump, the drive circuit of the first rotating electrical machine is operated in the power generation mode, and the first internal combustion engine operates. While driving a rotary electric machine, it is preferable to drive a 1st mechanical refrigerant | coolant pump with an internal combustion engine.

  With the above configuration, the vehicle control system includes a mechanical refrigerant pump that can be driven by a rotating electrical machine different from the rotating electrical machine for driving the vehicle. As a result, the mechanical refrigerant pump can be used even when the engine is stopped.

  Further, the vehicle control system includes a mechanism that connects or opens a rotating electric machine different from the rotating electric machine for driving the vehicle and the mechanical refrigerant pump. By operating this mechanism according to whether the engine is operating or stopped, the mechanical refrigerant pump can be used even when the engine is stopped.

  In addition, since the vehicle control system includes the electric refrigerant pump that is driven by the power storage device and supplies the refrigerant to the rotating electric machine for driving the vehicle, the cooling method of the rotating electric machine is expanded and the convenience is improved.

  The vehicle control system further includes a first clutch provided between the internal combustion engine and the mechanical refrigerant pump, and a second clutch provided between the first rotating electrical machine and the mechanical refrigerant pump. By controlling the operation of the first clutch and the second clutch according to the operating state of the engine and the drive circuit of the first rotating electrical machine, the mechanical refrigerant pump is driven by the engine when the engine is operating. When stopped, the mechanical refrigerant pump can be driven by the first rotating electrical machine. As a result, the mechanical refrigerant pump can be used even when the engine is stopped.

  In the vehicle control system, a second mechanical refrigerant pump that can be driven by the first rotating electric machine is provided separately from the first mechanical refrigerant pump driven by the internal combustion engine, and the first rotating electric machine and the second mechanical refrigerant pump are provided. A switching clutch is provided. By controlling the operation of the switching clutch according to the operating state of the engine and the drive circuit of the first rotating electrical machine, the engine drives the first mechanical refrigerant pump when the engine is operating, and the first when the engine is stopped. The second mechanical refrigerant pump can be driven by one rotating electric machine. Thus, the mechanical refrigerant pump can be used even when the engine is stopped by the operation control of one switching clutch.

1 is a configuration diagram of a vehicle control system in an embodiment according to the present invention. FIG. 2 is a diagram showing an action during operation of the engine in the configuration of FIG. 1. FIG. 2 is a diagram illustrating an operation when the engine is stopped in the configuration of FIG. 1. It is a figure which shows the other structural example in embodiment which concerns on this invention. FIG. 5 is a diagram showing an action during operation of the engine in the configuration of FIG. 4. FIG. 5 is a diagram showing an operation when the engine is stopped in the configuration of FIG. 4.

  Embodiments according to the present invention will be described below in detail with reference to the drawings. In the following, an engine and two rotating electric machines are described as a power device for a hybrid vehicle, and one of the rotating electric machines is used for driving a mechanical oil pump. This is an illustrative example. The mechanical oil pump may be driven by an independent rotating electrical machine that does not constitute a power unit.

  In addition, a planetary gear mechanism is described as a power transmission mechanism provided between the engine and the two rotating electric machines, but this is an illustrative example. The power transmission mechanism may be any mechanism that distributes power between the output of the engine and the outputs of the two rotating electrical machines, and may be a transmission mechanism such as a gear or a belt other than the planetary gear mechanism.

  In the following description, it is assumed that the two rotating electric machines and the power transmission mechanism are housed in one case body, and the refrigerant circulates between the case and the oil pump. It is an example. For example, it is good also as a structure which a refrigerant | coolant circulates between two rotary electric machines, a power transmission mechanism, and an oil pump, without putting it together in one case.

  Below, the same code | symbol is attached | subjected to the same element in all the drawings, and the overlapping description is abbreviate | omitted. In the description in the text, the symbols described before are used as necessary.

  FIG. 1 is a diagram showing a configuration of a vehicle control system 10 for a hybrid vehicle. The vehicle control system 10 is a system including a cooling structure 12 for two rotating electrical machines 20 and 22 mounted on a hybrid vehicle, and a control device 100.

  Cooling structure 12 includes engine 16, rotating electric machine 20 indicated as MG <b> 1 in FIG. 1, and rotating electric machine 22 indicated as MG <b> 2 as power unit 14 that is a drive source of the hybrid vehicle. Cooling structure 12 includes an oil pump that circulates and supplies refrigerant 72 into case body 70 that includes rotating electrical machines 20 and 22. In FIG. 1, the oil pump includes a mechanical oil pump 50 indicated as MOP1 and an electric oil pump 60 indicated as EOP. The cooling structure 12 includes, as an electric circuit system, an MG1 drive circuit 90 connected to the rotating electrical machine 20, an MG2 drive circuit 92 connected to the rotating electrical machine 22, a high voltage power supply 94 that is a power source thereof, An EOP drive circuit 96 connected to the oil pump 60 and a low voltage power supply 98 as a power source thereof are included.

  The power unit 14 includes an engine 16, rotating electrical machines 20 and 22, and a power transmission mechanism 18 provided therebetween. The engine 16 is an internal combustion engine.

  The rotating electrical machine 20 and the rotating electrical machine 22 are motor generators (MG) mounted on a vehicle, and function as a motor when electric power is supplied, and as a generator during braking, a three-phase synchronous rotating electrical machine. is there. Here, of the two rotary electric machines 20 and 22, the rotary electric machine 20 is mainly used as a generator for charging the high voltage power supply 94, and the rotary electric machine 22 is mainly used as a drive motor for driving a vehicle. When the rotating electrical machines 20 and 22 are distinguished, the rotating electrical machine 20 can be referred to as a first rotating electrical machine, and the rotating electrical machine 22 can be referred to as a second rotating electrical machine. In FIG. 1, the rotating electrical machine 20 that is the first rotating electrical machine is indicated as MG1, and the rotating electrical machine 22 that is the second rotating electrical machine is indicated as MG2. Hereinafter, the description will be continued assuming that the rotating electrical machine 20 is used as a generator and the rotating electrical machine 22 is used as a drive motor while the engine 16 is operating.

  That is, the rotary electric machine 20 is driven by the engine 16 to be used as a generator, and the generated electric power is used to supply the low voltage power supply 98 via a high voltage power supply 94 and a DCDC converter (not shown). In addition, the rotating electrical machine 22 is used for running the vehicle, receives power from the high voltage power supply 94 during power running, functions as a motor to drive the vehicle axle, and functions as a generator during braking to provide braking energy. It can be regenerated and supplied to the low voltage power supply 98 via the high voltage power supply 94 and the DCDC converter.

  The power transmission mechanism 18 is a mechanism having a function of distributing the power supplied to the hybrid vehicle between the output of the engine 16 and the outputs of the rotating electrical machines 20 and 22. As the power transmission mechanism 18, a planetary gear mechanism connected to three shafts, that is, an output shaft of the engine 16, an output shaft of the rotating electrical machines 20 and 22, and an output shaft to an axle (not shown) can be used. In FIG. 1, the output shaft 30 of the engine 16 is connected to the carrier of the planetary gear mechanism, the output shaft 32 of the rotating electrical machine 20 is connected to the sun gear, and the output shaft of the rotating electrical machine 22 is connected to the ring gear. The output shaft 30 of the engine 16 is disposed through the hollow shaft of the sun gear of the power transmission mechanism 18. The function of the output shaft 30 protruding through the sun gear to the opposite side of the engine 16 will be described later.

  The power unit 14 mounted on the hybrid vehicle has an engine 16 and two rotating electric machines 20, under the control of the control unit 100, so as to optimize fuel consumption and output characteristics in accordance with the driving situation requested by the user. Power distribution between 22 is performed. As a running state of the hybrid vehicle, the rotating electrical machine 22 is always used as a drive motor, and the engine 16 is started when necessary. Therefore, the hybrid vehicle has two travel modes. One is a mode in which the rotating electrical machine 22 and the engine 16 are used as a drive source for traveling, and is referred to as an HV mode. HV mode is an abbreviation for Hybrid Vehicle mode, and EV mode is an abbreviation for Electric Vehicle mode.

  While the engine 16 is in operation, the rotating electrical machine 20 is exceptionally acting as a motor depending on the traveling conditions of the hybrid vehicle. Under general traveling conditions, the rotating electrical machine 20 receives power from the engine 16 to generate power. Act as a machine. The operation of the rotating electrical machine 20 when the engine 16 is stopped will be described later.

  The MG1 drive circuit 90 and the MG2 drive circuit 92 have different electric capacities depending on the difference in power output from the rotary electric machines 20 and 22, but the basic configuration is the same circuit. These are circuits including an inverter that performs power conversion between the DC power of the high voltage power supply 94 and the AC power that drives the rotating electrical machines 20 and 22. The inverter is a circuit that generates a three-phase drive signal by PWM (Pulse Width Modulation) control that appropriately adjusts on / off timings of a plurality of switching elements and supplies the three-phase drive signal to the rotating electrical machine 22.

  When the rotating electrical machine 20 acts as a generator, the MG1 drive circuit 90 converts the three-phase AC power generated by the rotating electrical machine 20 into DC power using an inverter and supplies the DC power to the high voltage power supply 94. This is a typical operation of the MG1 driving circuit 90, which can be called a power generation mode. Here, when the rotary electric machine 20 acts as a motor, the MG1 drive circuit 90 converts the DC power of the high voltage power supply 94 into three-phase AC power by an inverter and supplies the three-phase AC power to the rotary electric machine 20. This mode can be called a drive mode.

  Similarly, when the rotary electric machine 22 acts as a motor, the MG2 drive circuit 92 converts the DC power of the high voltage power supply 94 into three-phase AC power using an inverter and supplies the three-phase AC power to the rotary electric machine 22. This is a typical operation of the MG2 drive circuit 92. Here, when the rotating electrical machine 22 acts as a generator, the MG2 drive circuit 92 converts the three-phase AC power generated by the rotating electrical machine 22 into DC power by an inverter and supplies it to the high voltage power supply 94. .

  As described above, the MG1 drive circuit 90 and the MG2 drive circuit 92 both have an AC / DC conversion function and an orthogonal conversion function. Which function is used depends on the driving conditions of the hybrid vehicle and the operating conditions of the rotating electrical machines 20 and 22. Based on the above, the control device 100 controls.

  The high voltage power supply 94 is a chargeable / dischargeable high voltage power storage device. Specifically, it can be composed of a lithium ion assembled battery having a terminal voltage of about 200V to about 300V. The assembled battery is obtained by combining a plurality of batteries each having a terminal voltage of 1 V to several V, called a single battery or a battery cell, to obtain the predetermined terminal voltage. As the high voltage power supply 94, a large capacity capacitor or the like can be used in addition to a secondary battery such as a lithium ion assembled battery or a nickel hydride assembled battery.

  The case body 70 is a housing that includes the power transmission mechanism 18 and the rotating electrical machines 20 and 22 inside. In the internal space of the case body 70, a coolant 72 for storing the movable parts of the power transmission mechanism 18 and the rotary electric machines 20 and 22 and cooling the power transmission mechanism 18 and the rotary electric machines 20 and 22 is stored. As the refrigerant 72, a lubricating oil called ATF can be used.

  As the oil pump, a mechanical oil pump 50 shown as MOP1 and an electric oil pump 60 are shown. These oil pumps have a function of circulating and supplying the refrigerant 72 to the internal space of the case body 70.

  Shown as S in FIG. 1 is a strainer 74 that removes dust and the like contained in the refrigerant 72. The refrigerant discharge path 76 is connected to the strainer 74, the mechanical oil pump 50, and the electric oil pump via a refrigerant discharge port provided on the lower side of the case body 70 in the direction of gravity, that is, at a location near the bottom of the case body 70. 60 are refrigerant circulation pipes that connect 60 to each other. The refrigerant supply path 78 connects the mechanical oil pump 50, the electric oil pump 60, and the refrigerant supply port provided on the upper side of the case body 70 along the direction of gravity, that is, at a location near the ceiling of the case body 70. Distribution pipe.

  The mechanical oil pump 50 is a refrigerant pump that can send out the refrigerant 72 by mechanically rotating the drive shaft. The electric oil pump 60 is a refrigerant pump capable of delivering the refrigerant 72 by being driven by an electric motor (not shown). The electric motor for the electric oil pump 60 is operated by the EOP drive circuit 96 under a control signal from the control device 100. The EOP drive circuit 96 is supplied with DC power from a low voltage power supply 98. The low voltage means a low voltage compared to the voltage of the high voltage power supply 94, and for example, a voltage of about 12V to 16V can be used. A three-phase synchronous motor can be used as the electric motor that drives the electric oil pump 60. In this case, the EOP drive circuit 96 includes an inverter having a DC / AC conversion function. Moreover, the output of the electric oil pump 60 can be varied by changing the on / off duty in the PWM control of the inverter.

  A single-phase AC motor can be used instead of the three-phase synchronous motor, or a DC motor can be used. The content of the EOP drive circuit 96 is changed according to the motor type used as the electric motor that drives the electric oil pump 60.

  The mechanical oil pump 50 and the electric oil pump 60 are connected in parallel with each other between the refrigerant discharge path 76 and the refrigerant supply path 78. The check valve 82 is a valve provided so that the refrigerant 72 does not flow backward between the mechanical oil pump 50 and the refrigerant supply port of the case body 70. Similarly, the check valve 84 is a valve provided so that the refrigerant 72 does not flow backward between the electric oil pump 60 and the refrigerant supply port of the case body 70. The switching valve 80 is a valve that adjusts so that the refrigerant 72 does not flow back between the mechanical oil pump 50 and the electric oil pump 60 when both the mechanical oil pump 50 and the electric oil pump 60 are operated.

  The first clutch 38 provided between the output shaft 30 of the engine 16 and the central drive shaft of the mechanical oil pump 50 is a mechanism that controls switching between a connected state and an open state under the control device 100. When the engine 16 is operating, the first clutch 38 is in the connected state, and when the engine 16 is stopped, the first clutch is in the released state.

  The second clutch 40 provided between the output shaft 32 of the rotating electrical machine 20 and another drive shaft 36 of the mechanical oil pump 50 is controlled to be switched between a connected state and an opened state under the control device 100. Mechanism. When the engine 16 is operating, the second clutch 38 is released, and when the engine 16 is stopped, the second clutch is connected. Here, another drive shaft 36 of the mechanical oil pump 50 is a hollow shaft through which a drive shaft connected to the engine 16 passes. Therefore, the mechanical oil pump 50 can be driven by two drive shafts.

  The control device 100 has a function of controlling each element of the cooling structure 12 as a whole. In particular, here, the control device 100 controls the operation of the first clutch 38 and the second clutch 40 according to the operating state of the engine 16, and the rotating electrical machine. The MG1 drive circuit 90 connected to the control unit 20 is controlled to have a function of enabling the mechanical oil pump 50 to be operated both when the engine 16 is operating and when it is stopped. Such a control device 100 can be configured by a computer suitable for mounting on a hybrid vehicle. As described above, the control device 100 is a cooling structure control device, but this function may be part of the functions of other control devices mounted on the hybrid vehicle. For example, a part of the function of the integrated control device that controls the entire hybrid vehicle may be used as the control device 100.

  The control device 100 includes an engine operation time control unit 102 that controls the first clutch 38, the second clutch 40, and the MG1 drive circuit 90 when the engine 16 is operating, and the first clutch 38 and the second clutch when the engine 16 is stopped. The engine stop control unit 104 is configured to control the clutch 40 and the MG1 drive circuit 90.

  Specifically, the engine operation time control unit 102 sets the first clutch 38 in the connected state, the second clutch 40 in the released state, and operates the MG1 drive circuit 90 in the power generation mode when the engine 16 is operating. The rotary electric machine 20 is driven by 16 to generate electric power, and the mechanical oil pump 50 is driven by the engine 16. When the engine 16 is stopped, the engine stop control unit 104 opens the first clutch 38, connects the second clutch 40, and operates the MG1 drive circuit 90 in the drive mode. The oil pump 50 is driven. Whether the engine 16 is operating or stopped can be determined by a status signal of the engine 16 in the control device 100. Further, when the engine 16 rotation detecting means is provided, the determination can be made based on the detected number of rotations of the engine 16.

  These functions can be realized by executing software. Specifically, it can be realized by executing an EOP control program.

  The operation of the vehicle control system 10 will be described in detail with reference to FIGS. 2 and 3 show the engine 16, its output shaft 30, the first clutch 38, the second clutch 40, the rotating electrical machine 20, its output shaft 32, and the mechanical oil pump 50 in the configuration of FIG. FIG.

  FIG. 2 is a diagram illustrating a state in which the engine 16 is in operation. At this time, the first clutch 38 is brought into the connected state and the second clutch 40 is brought into the released state by the control device 100. The MG1 drive circuit 90 is set to the power generation mode. Therefore, the rotating electrical machine 20 receives power from the engine 16 via the power transmission mechanism 18 and acts as a generator. At this time, since the second clutch 40 is in an open state, power transmission between the rotating electrical machine 20 and the mechanical oil pump 50 is interrupted. Since the first clutch 38 is in a connected state, the mechanical oil pump 50 is directly driven by the engine 16. As a result, the refrigerant 72 is circulated by the mechanical oil pump 50 driven by the engine 16 and supplied to the rotating electrical machines 20 and 22 and the power transmission mechanism 18 to lubricate and cool them.

  FIG. 3 is a diagram illustrating a state where the engine 16 is stopped. At this time, the first clutch 38 is released and the second clutch 40 is connected by the control device 100. When the first clutch 38 is released, the connection relationship between the stopped engine 16 and the mechanical oil pump 50 is cut off. And the output shaft 32 of the rotary electric machine 20 connects with the drive shaft 36 of the mechanical oil pump 50 by the 2nd clutch 40 being a connection state. Here, since the MG1 drive circuit 90 is set to the drive mode, the mechanical oil pump 50 is driven by the rotating electrical machine 20. As a result, the refrigerant 72 is circulated by the mechanical oil pump 50 driven by the rotating electrical machine 20 and supplied to the rotating electrical machines 20 and 22 and the power transmission mechanism 18 to lubricate and cool them.

  In the above description, the drive source of the mechanical oil pump 50 indicated as MOP1 is switched between the engine 16 and the rotating electrical machine 20 using the first clutch 38 and the second clutch 40. By providing another mechanical oil pump, one clutch can be provided.

  The vehicle control system 11 shown in FIG. 4 includes two mechanical oil pumps 50 and 52 as the cooling structure 13. When the two mechanical oil pumps 50 and 52 are distinguished from each other, the mechanical oil pump 50 described in FIG. 1 is referred to as a first mechanical oil pump, and the mechanical oil pump 52 provided separately from the mechanical oil pump 50 is referred to as a second mechanical oil pump. It can be called a pump. In FIG. 4, the mechanical oil pump 50, which is the first mechanical oil pump, is shown as MG1 following FIG. 1, and the mechanical oil pump 52, which is the second mechanical oil pump, is shown as MG2.

  As the cooling structure 13, the second clutch 40 described in FIG. 1 is used as one clutch. When distinguishing from the operation of FIG. 1, the second clutch 40 can be simply referred to as a switching clutch 40. Hereinafter, the description will be continued assuming that one clutch in the cooling structure 13 is referred to as a switching clutch 40.

  One side of the switching clutch 40 is integrated with the output shaft 32 of the rotating electrical machine 20. The other side of the switching clutch 40 is connected to a power transmission device 44 provided between the drive clutch 42 of the second mechanical oil pump 52. The power transmission device 44 has a function of transmitting power between the other side of the switching clutch 40 and the output shaft 42 of the second mechanical oil pump 52, and includes a gear mechanism, a belt mechanism, a friction wheel mechanism, or the like. Can be used.

  Compared with FIG. 1, since the first clutch 38 is omitted, the drive shaft of the first mechanical oil pump 50 is directly connected to the output shaft 30 of the engine 16. Therefore, the first mechanical oil pump 50 can circulate the refrigerant 72 when the engine 16 is operating, but cannot circulate the refrigerant 72 because the engine 16 does not operate when the engine 16 is stopped.

  The second mechanical oil pump 52 is a refrigerant pump arranged in parallel with the first mechanical oil pump 50 between the refrigerant discharge path 76 and the refrigerant supply path 78. A check valve 86 is disposed in the second mechanical oil pump 52 in the same manner as the check valve 82 is provided in the first mechanical oil pump 50.

  The control device 100 controls the operation of the switching clutch 40 and the MG1 drive circuit 90 according to the operating state of the engine 16. Accordingly, the engine operation time control unit 102 and the engine stop time control unit 104 execute the following contents.

  That is, when the engine 16 is in operation, the engine operation time control unit 102 opens the switching clutch 40 to stop the second mechanical oil pump 52 and causes the MG1 drive circuit 90 to operate in the power generation mode. The rotary electric machine 20 is driven by 16 to generate electric power, and at the same time, the first mechanical oil pump 50 is driven by the engine 16. Since the first mechanical oil pump 50 is stopped when the engine 16 is stopped, the engine stop-time control unit 104 operates the MG1 drive circuit 90 in the drive mode, sets the switching clutch 40 to the connected state, and performs the second operation by the rotating electrical machine 20. The mechanical oil pump 52 is driven.

  In the cooling structure 13, the contents of other elements other than those described above are the same as those in FIG.

  The operation of the vehicle control system 11 will be described in detail with reference to FIGS. 5 and 6 show the engine 16, its output shaft 30, the switching clutch 40, the rotating electrical machine 20, its output shaft 32, the first mechanical oil pump 50, and the second mechanical oil pump 52 in the configuration of FIG. FIG. 3 is a diagram showing a portion of the drive shaft 42 and the power transmission device 44 extracted.

  FIG. 5 is a diagram showing a state in which the engine 16 is in operation. At this time, the switching clutch 40 is released by the control device 100. The MG1 drive circuit 90 is set to the power generation mode. Therefore, the rotating electrical machine 20 receives power from the engine 16 via the power transmission mechanism 18 and acts as a generator. At this time, since the switching clutch 40 is in an opened state, power transmission between the rotating electrical machine 20 and the second mechanical oil pump 52 is interrupted. However, the first mechanical oil pump 50 is directly driven by the engine 16. As a result, the refrigerant 72 is circulated by the first mechanical oil pump 50 driven by the engine 16 and supplied to the rotary electric machines 20 and 22 and the power transmission mechanism 18 to lubricate and cool them.

  FIG. 6 is a diagram illustrating a state where the engine 16 is stopped. At this time, the switching clutch 40 is brought into a connected state by the control device 100. Since the engine 16 is stopped, the first mechanical oil pump 50 is not operating. However, when the switching clutch 40 is in the connected state, the output shaft 32 of the rotating electrical machine 20 is connected to the drive shaft 42 of the second mechanical oil pump 52 via the power transmission device 44. Here, since the MG1 drive circuit 90 is set to the drive mode, the second mechanical oil pump 52 is driven by the rotating electrical machine 20. Thus, the refrigerant 72 is circulated by the second mechanical oil pump 52 driven by the rotating electrical machine 20 and supplied to the rotating electrical machines 20 and 22 and the power transmission mechanism 18 to lubricate and cool them.

  Thus, even when the hybrid vehicle travels in the EV mode, the refrigerant can be circulated by operating the mechanical oil pump. As a result, it is possible to reduce the size of the electric oil pump and to reduce the size, and in some cases, the mounting of the electric oil pump can be omitted.

  The vehicle control system according to the present invention can be used for a hybrid vehicle equipped with an oil pump.

  10, 11 Vehicle control system, 12, 13 Cooling structure, 14 Power unit, 16 Engine, 18 Power transmission mechanism, 20, 22 Rotating electric machine, 30, 32, 42 Output shaft, 36, 42 Drive shaft, 38 First clutch, 40 Second clutch (switching clutch), 44 Power transmission device, 50 (First) Mechanical oil pump, 52 Second mechanical oil pump, 60 Electric oil pump, 70 Case body, 72 Refrigerant, 74 Strainer, 76 Refrigerant discharge Path, 78 refrigerant supply path, 80 switching valve, 82, 84, 86 check valve, 90 MG1 drive circuit, 92 MG2 drive circuit, 94 high voltage power supply, 96 EOP drive circuit, 98 low voltage power supply, 100 controller, 102 Engine operation control unit, 104 Engine stop control unit.

Claims (5)

An internal combustion engine;
A rotating electric machine for driving the vehicle;
A refrigerant pump for supplying refrigerant to a rotating electric machine for driving a vehicle, the mechanical refrigerant pump being drivable by a rotating electric machine different from the rotating electric machine for driving a vehicle;
A vehicle control system comprising: The vehicle control system according to claim 1,
When the internal combustion engine is stopped, the rotating electrical machine different from the rotating electrical machine for driving the vehicle is connected to the mechanical refrigerant pump, and when the internal combustion engine is operated, the rotating electrical machine different from the rotating electrical machine for driving the vehicle A vehicle control system comprising a mechanism for opening a space with a mechanical refrigerant pump. The vehicle control system according to claim 1 or 2,
A vehicle control system comprising an electric refrigerant pump driven by a power storage device and supplying refrigerant to a rotating electric machine for driving a vehicle. The vehicle control system according to claim 2,
A rotating electrical machine different from the rotating electrical machine for driving the vehicle is the first rotating electrical machine driven by the internal combustion engine, and the rotating electrical machine for driving the vehicle is the second rotating electrical machine,
A first clutch provided between the internal combustion engine and the mechanical refrigerant pump;
A second clutch provided between the first rotating electric machine and the mechanical refrigerant pump;
A control device for controlling the operation of the first clutch and the second clutch according to the operating state of the internal combustion engine, and controlling the drive circuit of the first rotating electrical machine;
With
The control device
When the internal combustion engine is stopped, the first clutch is disengaged, the second clutch is engaged, the drive circuit of the first rotating electrical machine is operated in the drive mode, and the mechanical refrigerant pump is driven by the first rotating electrical machine,
During operation of the internal combustion engine, the first clutch is in the connected state, the second clutch is in the open state, the drive circuit of the first rotating electrical machine is operated in the power generation mode, and the first rotating electrical machine is driven by the internal combustion engine. A vehicle control system in which a mechanical refrigerant pump is driven by an engine. The vehicle control system according to claim 2,
A rotating electrical machine different from the rotating electrical machine for driving the vehicle is the first rotating electrical machine driven by the internal combustion engine, and the rotating electrical machine for driving the vehicle is the second rotating electrical machine,
A mechanical refrigerant pump driven by an internal combustion engine is provided as a first mechanical refrigerant pump;
The mechanical refrigerant pump that can be driven by the first rotating electrical machine as the second mechanical refrigerant pump,
A switching clutch provided between the first rotating electrical machine and the second mechanical refrigerant pump;
A control device for controlling the operation of the switching clutch and controlling the drive circuit of the first rotating electrical machine in accordance with the operating state of the internal combustion engine;
With
The control device
When the internal combustion engine is stopped, the first mechanical refrigerant pump is stopped. Therefore, the drive circuit of the first rotating electrical machine is operated in the drive mode, the switching clutch is set in the connected state, and the second mechanical refrigerant pump is operated by the first rotating electrical machine. Drive
During operation of the internal combustion engine, the switching clutch is opened to stop the second mechanical refrigerant pump, the drive circuit of the first rotating electrical machine is operated in the power generation mode, and the first rotating electrical machine is driven by the internal combustion engine. A vehicle control system in which a first mechanical refrigerant pump is driven by an engine.

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