JP2015094433A - Vehicle and lubrication control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle that can prevent a state where lubrication is not performed from continuing.SOLUTION: A vehicle includes: an internal combustion engine; a driving wheel to which power from the internal combustion engine is transmitted; a first mechanical oil pump that is operated by using the power from the internal combustion engine to supply lubricating oil to a lubrication target; a second mechanical oil pump that is operated by using rotating power of the driving wheel to supply the lubricating oil to the lubrication target; and a control section for correcting target speed of the internal combustion engine so that the internal combustion engine is operated at speed that is equal to or higher than a predetermined value when the lubrication target is in a lubrication shortage state, so as to secure a state where the first oil pump supplies the lubricating oil to the lubrication target.

Description

  The present invention relates to a vehicle and a lubrication control method for controlling lubrication of a lubrication target.

  A transmission mounted on a vehicle or the like includes a plurality of friction engagement elements such as clutches and gears, and realizes a plurality of shift speeds by a combination of fastening and releasing of each friction engagement element. Lubricating oil is supplied to the transmission to smoothly move each friction engagement element and prevent overheating. If the state in which no lubricating oil is supplied to the transmission continues for a long time, the oil film of the frictional engagement element gradually disappears, and eventually wears or breaks. Therefore, the vehicle is provided with a hydraulic circuit for supplying lubricating oil to each friction engagement element of the transmission.

JP 2007-057057 A

  A hydraulic circuit for supplying lubricating oil to the transmission has an oil pump. A mechanical oil pump is operated by power of an internal combustion engine or the like that is a power source of a vehicle. Therefore, in a vehicle using a mechanical oil pump driven by the power of the internal combustion engine, lubricating oil is supplied to the transmission only while the internal combustion engine is in operation. In other words, the lubricating oil is not supplied to the transmission while the internal combustion engine is stopped. If an electric oil pump is used instead of a mechanical oil pump, there is no restriction, but driving of the electric oil pump involves power consumption and complicates the configuration of the hydraulic circuit. For this reason, oil pumps in hydraulic circuits are often mechanical.

  By the way, in order to improve fuel efficiency, vehicles that perform idle stop while stopping, that is, stop the operation of the internal combustion engine are becoming common. Furthermore, not only when the vehicle is stopped, there is also a vehicle that performs an idle stop when the vehicle speed decreases to a certain speed during deceleration before stopping. If the vehicle is idle-stopped from the time when the vehicle speed before the vehicle has dropped significantly as in the latter vehicle, further improvement in fuel efficiency is expected. However, when the vehicle is coasting with idle stop, the oil pump of the hydraulic circuit cannot be operated, and the lubricating oil is not supplied to the transmission. Even if the vehicle does not perform idle stop, the number of revolutions of the stopped internal combustion engine is very low. Depending on the temperature of the lubricating oil, the oil pump outputs a discharge force that can supply the lubricating oil to the transmission. There are cases where this is not possible. In this case, the lubricating oil is not supplied to the transmission while the vehicle is stopped.

  As described above, the lubricating oil is not supplied to the transmission unless the oil pump of the hydraulic circuit is operated. Therefore, if the idle stop or idling state while the vehicle is stopped continues, the state in which the lubricating oil is not supplied to the transmission may last for a long time, resulting in insufficient lubrication. When trying to periodically supply lubricating oil to the transmission, even during idling stop, the internal combustion engine is periodically driven to operate at a speed higher than the rotation speed at which lubricating oil can be supplied, or periodically The vehicle needs to travel. However, none of these methods are suitable from the viewpoints of fuel consumption, quietness, thermal load, adaptability according to the driving requirements of the driver, and the like.

  An object of the present invention is to provide a vehicle and a lubrication control method capable of preventing a state where lubrication is not performed.

  In order to solve the above problems and achieve the object, a vehicle according to a first aspect of the present invention transmits an internal combustion engine (for example, the internal combustion engine 109 in the embodiment) and power from the internal combustion engine. Driving wheel (for example, driving wheel 129 in the embodiment) and a mechanical first oil pump (for example, in the embodiment) that operates by power from the internal combustion engine and supplies lubricating oil to a lubrication target. Oil pump MOP1), a mechanical second oil pump (for example, oil pump MOP2 in the embodiment) that operates by the rotational power of the drive wheel and supplies lubricating oil to the lubrication target, and the lubrication If the target is under-lubricated, the target rotational speed of the internal combustion engine is corrected so that the internal combustion engine operates at a rotational speed greater than or equal to a predetermined value, and the first oil pump supplies lubricating oil to the lubricating target. State Control unit for holding (e.g., management ECU125 in the embodiment) is characterized by comprising a, a.

  Further, in the vehicle of the invention according to claim 2, the control unit is configured such that the traveling speed of the vehicle is less than a first threshold (for example, #VPLUBOK in the embodiment), and the internal combustion engine is the second Counts the time during the under-lubricated progress state operating at a rotational speed less than a threshold (for example, #NELUBOK in the embodiment), and the count value of the time during the under-lubricated progress state is a predetermined value (for example, implementation If TMNELUBNG = 0) in the above form, it is characterized in that the lubrication target is judged to be in a state of insufficient lubrication.

  Furthermore, in the vehicle according to the third aspect of the invention, the control unit determines that the lubrication target is in the insufficient lubrication state, and the first oil pump supplies lubricating oil to the lubrication target. If the lubrication of the lubrication target by the second oil pump is completed before a certain time elapses or before the certain time elapses, the correction of the target rotational speed of the internal combustion engine is stopped.

  Furthermore, in the vehicle of the invention according to claim 4, the control unit counts the time during which the lubrication is insufficient, and the vehicle is stopped and the internal combustion engine is stopped. In this case, the count value is held when the engine is in the low-lubrication state, and the count is restarted when the insufficient lubrication progresses again.

  Further, in the vehicle of the invention according to claim 5, the control unit counts the time during which the lubrication is insufficient, and the vehicle is stopped, and the internal combustion engine is The count value is held when operating at a rotation speed equal to or higher than the second threshold, and the count is restarted when the lubrication is insufficient again.

  Furthermore, in the vehicle of the invention according to claim 6, when the control unit is counting the time during which the lubrication is insufficient, the traveling speed of the vehicle is equal to or higher than the second threshold. The count is held, and the count is restarted when the lubrication deficiency progresses again.

  Furthermore, in the vehicle according to the seventh aspect of the invention, the second threshold value is set to a higher value as the temperature of the lubricating oil is higher.

  Furthermore, in the lubrication control method according to the eighth aspect of the present invention, an internal combustion engine (for example, the internal combustion engine 109 in the embodiment) and a generator that generates electric power by driving the internal combustion engine (for example, power generation in the embodiment). 111), a battery that supplies power to the motor (for example, battery 101 in the embodiment), and the motor that is driven by power supply from at least one of the battery and the generator (for example, in the embodiment) Motor 107), driving wheels (for example, driving wheels 129 in the embodiment) to which power from the internal combustion engine is transmitted, and power from the internal combustion engine to supply lubricating oil to the lubrication target A mechanical first oil pump (for example, oil pump MOP1 in the embodiment) and a machine that operates by the rotational power of the drive wheel to supply lubricating oil to the lubrication target A second oil pump of the formula (for example, oil pump MOP2 in the embodiment), and a lubrication control method in a hybrid vehicle that travels by power from the electric motor or the internal combustion engine, wherein the object to be lubricated is lubricated It is determined whether or not the engine is in an insufficiency state. If the object to be lubricated is in an inadequate lubrication state, the target engine speed of the internal combustion engine is corrected so that the engine operates at a speed greater than a predetermined value, and the first oil It is characterized by ensuring a state in which the pump supplies lubricating oil to the object to be lubricated.

  According to the vehicle of the invention of the first to seventh aspects and the lubrication control method of the invention of the eighth aspect, the object to be lubricated is lubricated in a timely manner, and continuation of a state in which no lubrication is performed can be prevented.

Block diagram showing internal configuration of series / parallel HEV The figure which shows the internal structure of the hydraulic circuit 120, and the relationship between the hydraulic circuit 120, the gearbox 119, etc. The figure which showed roughly the principal part of the drive system in the vehicle shown in FIG. (A) is a figure which shows the drive state when a vehicle is in EV drive mode, (b) is a figure which shows the drive state when a vehicle is in ECVT drive mode, (c) is the drive when a vehicle is in OD drive mode. Diagram showing state The block diagram which shows the internal structure of management ECU125 Flow chart showing lubrication control by management ECU 125 The flowchart which shows the process which the vehicle state determination part 151 of management ECU125 performs at a vehicle state determination step. Graph showing the amount of lubrication according to the temperature of the lubricating oil with a constant pumping force Graph showing the relationship between the first lubricating state flag with respect to the temperature T _ATF rotational speed of the internal combustion engine 109 (NE) and lubricants (F_NELUBOK) Graph showing the relationship of the second lubrication status flag (F_VPLUBOK) to vehicle speed (VP) and lubricating oil temperature T _ATF The flowchart which shows the process which the lubrication condition determination part 153 of management ECU125 performs at a lubrication condition determination step. The flowchart which shows the process which the lubrication condition determination part 153 of management ECU125 performs at a lubrication condition determination step. The flowchart which shows the process which the insufficient lubrication determination part 155 of management ECU125 performs at the insufficient lubrication determination step. The flowchart which shows the process which the ENG rotation speed increase request part 157 of management ECU125 performs in the rotation speed increase request step of the internal combustion engine 109. State transition diagram by lubrication control of management ECU125 Time chart when the idling of the internal combustion engine 109 is continued while the vehicle is stopped Time chart when lubrication is performed by running the vehicle Time chart when lubrication by rotation of the internal combustion engine 109 is performed even when the vehicle is running

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  A HEV (Hybrid Electrical Vehicle) includes an electric motor and an internal combustion engine, and travels by the driving force of the electric motor and / or the internal combustion engine according to the traveling state of the vehicle. There are two types of HEVs: a series method and a parallel method. The series-type HEV travels by the power of the electric motor. The internal combustion engine is used only for power generation, and the electric power generated by the power generator by the power of the internal combustion engine is charged in the capacitor or supplied to the electric motor.

  There are two series-type HEV driving modes: “EV driving mode” and “ECVT driving mode”. In the EV travel mode, HEV travels by the driving force of an electric motor that is driven by power supply from a capacitor. At this time, the internal combustion engine is not driven. In the ECVT travel mode, the HEV travels by the driving force of an electric motor that is driven by the supply of power from both the power storage device and the generator or the supply of power from only the generator. At this time, the internal combustion engine is driven for power generation in the generator.

  The parallel HEV travels by the driving force of one or both of the electric motor and the internal combustion engine. In particular, a mode in which a parallel HEV travels using only the driving force of the internal combustion engine is referred to as an “overdrive (OD) travel mode”.

  A series / parallel HEV in which both the above systems are combined is also known. In this method, the driving force transmission system is switched between the series method and the parallel method by opening or closing (engaging / disconnecting) the clutch according to the running state of the vehicle. In particular, the clutch is disengaged during low-to-medium speed acceleration traveling and is configured as a series system, and the clutch is engaged during medium-to-high speed steady traveling (cruise traveling) to form a parallel structure.

  FIG. 1 is a block diagram showing the internal configuration of a series / parallel HEV. As shown in FIG. 1, a series / parallel HEV (hereinafter simply referred to as a “vehicle”) includes a battery (BATT) 101, a converter (CONV) 103, a first inverter (first INV) 105, an electric motor ( Mot) 107, an internal combustion engine (ENG) 109, a generator (GEN) 111, a second inverter (second INV) 113, a lock-up clutch (hereinafter simply referred to as “clutch”) 115, and a transmission mechanism. A gear box 119, a hydraulic circuit 120, a vehicle speed sensor 121, a rotation speed sensor 123, an oil temperature sensor 124, and a management ECU (MG ECU) 125 are provided. In FIG. 1, dotted arrows indicate value data, solid arrows indicate control signals including instruction contents, and double arrows indicate power transmission.

  The storage battery 101 has a plurality of storage cells connected in series, and supplies a high voltage of, for example, 100 to 200V. The storage cell is, for example, a lithium ion battery or a nickel metal hydride battery. Converter 103 boosts or steps down the DC output voltage of battery 101 while maintaining DC. The first inverter 105 converts a DC voltage into an AC voltage and supplies a three-phase current to the electric motor 107. Further, the first inverter 105 converts the AC voltage input during the regenerative operation of the electric motor 107 into a DC voltage and charges the battery 101.

  The electric motor 107 generates power for the vehicle to travel. Torque generated by the electric motor 107 is transmitted to the drive wheels 129 via the gear box 119 and the drive shaft 127. The rotor of the electric motor 107 is directly connected to the gear box 119. In addition, the electric motor 107 operates as a generator during regenerative braking, and the electric power generated by the electric motor 107 is charged in the capacitor 101.

  The internal combustion engine 109 is used only for driving the generator 111 when the clutch 115 is released and the vehicle travels in series. However, when the clutch 115 is engaged, the output of the internal combustion engine 109 is transmitted to the drive wheels 129 via the generator 111, the clutch 115, the gear box 119, and the drive shaft 127 as mechanical energy for running the vehicle. The

  The generator 111 is driven by the power of the internal combustion engine 109 to generate electric power. The electric power generated by the generator 111 is charged in the battery 101 or supplied to the electric motor 107 via the second inverter 113 and the first inverter 105. The second inverter 113 converts the AC voltage generated by the generator 111 into a DC voltage. The electric power converted by the second inverter 113 is charged in the battery 101 or supplied to the electric motor 107 via the first inverter 105.

  The clutch 115 connects and disconnects the transmission path of the driving force from the internal combustion engine 109 to the driving wheel 129 based on an instruction from the management ECU 125.

  The gear box 119 is a transmission mechanism having a gear, a clutch, and the like that can select any of a plurality of different transmission ratios. The gear box 119 converts the driving force from the electric motor 107 and / or the internal combustion engine 111 into a rotation speed and torque at a selected gear ratio, and transmits the rotation speed and torque to the driving shaft 127. Internal components such as gears of the gear box 119 are lubricated by the lubricating oil supplied from the hydraulic circuit 120.

  The hydraulic circuit 120 supplies lubricating oil to the inside of the gear box 119. The hydraulic circuit 120 supplies a predetermined operating pressure to the clutch in the gear box 119 via the lubricating oil. FIG. 2 is a diagram illustrating an internal configuration of the hydraulic circuit 120 and a relationship between the hydraulic circuit 120 and the gear box 119 and the like. As shown in FIG. 2, the hydraulic circuit 120 has two mechanical oil pumps. The oil pump MOP1 shown in FIG. 2 is operated by the power of the internal combustion engine 109. The oil pump MOP1 is mainly used to supply operating pressure to the clutch inside the gear box 119, and is also used to supply lubricating oil to the gear box 119. On the other hand, the oil pump MOP2 is operated by the rotational power of the drive wheels 129 via the drive shaft 127. The oil pump MOP2 is used to supply lubricating oil to the gear box 119.

The vehicle speed sensor 121 detects the traveling speed of the vehicle (vehicle speed VP). A signal indicating the vehicle speed VP detected by the vehicle speed sensor 121 is sent to the management ECU 125. The rotational speed sensor 123 detects the rotational speed NE of the internal combustion engine 109. A signal indicating the rotational speed NE detected by the rotational speed sensor 123 is sent to the management ECU 125. The oil temperature sensor 124 measures the temperature of the lubricating oil that lubricates the inside of the gear box 119. A signal indicating the lubricant temperature T _ATF measured by the oil temperature sensor 124 is sent to the management ECU 125.

  The management ECU 125 performs control of the electric motor 107, the internal combustion engine 109, and the generator 111, connection / disconnection of the clutch 115, switching of a travel mode described below, and the like. Further, the management ECU 125 performs control according to the vehicle state and the lubrication state in the gear box 119. Details of the management ECU 125 will be described later.

  FIG. 3 schematically shows a main part of the drive system in the vehicle shown in FIG. FIG. 4A is a diagram illustrating a driving state when the vehicle is in the EV traveling mode. FIG. 4B is a diagram illustrating a driving state when the vehicle is in the ECVT traveling mode. FIG. 4C is a diagram illustrating a driving state when the vehicle is in the OD travel mode.

  In the vehicle in the EV travel mode, as shown in FIG. 4A, the clutch 115 is released and the internal combustion engine 109 is stopped. The vehicle travels by the driving force of the electric motor 107 that is driven by the power supply from the battery 101. In the vehicle in the ECVT travel mode, as shown in FIG. 4 (b), the clutch 115 is disengaged, and electric power that can be output by the electric motor 107 is supplied based on the accelerator pedal opening (AP opening), the vehicle speed, and the like. Therefore, the internal combustion engine 109 is operated. The vehicle travels by the driving force of an electric motor 107 that is driven by the supply of electric power from a generator that generates electricity according to the power of the internal combustion engine 109. In the vehicle in the OD travel mode, the clutch 115 is engaged and travels by the driving force of the internal combustion engine 109 as shown in FIG.

  As described above, the clutch 115 is disengaged and set in the EV travel mode during low-medium speed acceleration travel, and the clutch 115 is engaged and set in the OD travel mode during medium-high speed steady travel (cruise travel). During acceleration running, the clutch 115 is released and the ECVT running mode is set. The travel mode is set after the management ECU 125 shown in FIG. 1 determines the travel phase based on the accelerator pedal opening (AP opening), the vehicle speed, and the like. For example, when the travel phase changes from “start / acceleration travel” to “medium-speed steady travel”, the management ECU 125 engages the clutch 115 and switches the travel mode from “EV travel mode” to “OD travel mode”. When the travel phase changes from “medium speed steady travel” to “passing acceleration travel”, the management ECU 125 switches the travel mode from “OD travel mode” to “ECVT travel mode”.

  The management ECU 125 determines the lubrication state inside the gear box 119, and controls the internal combustion engine 109 to operate at a rotational speed of a predetermined value or more for a certain period of time if the lubrication is insufficient. Hereinafter, the control performed by the management ECU 125 will be described. FIG. 5 is a block diagram showing an internal configuration of the management ECU 125. FIG. 6 is a flowchart showing the lubrication control by the management ECU 125. As shown in FIG. 6, the management ECU 125 performs a vehicle state determination step, a lubrication condition determination step, a lack of lubrication determination step, and a rotation speed increase request step of the internal combustion engine 109. The vehicle state determination step is performed by the vehicle state determination unit 151 shown in FIG. 5, the lubrication state determination step is performed by the lubrication state determination unit 153 by each oil pump (MOP1, MOP2), and the insufficient lubrication determination step is the insufficient lubrication determination step. The engine speed increase request step of the internal combustion engine 109 is performed by the ENG engine speed increase request unit 157. Hereinafter, details of processing performed in each step will be described.

<Vehicle state determination step>
FIG. 7 is a flowchart showing processing performed by the vehicle state determination unit 151 of the management ECU 125 in the vehicle state determination step. As shown in FIG. 7, a vehicle state determination unit 151 (hereinafter simply referred to as “management ECU 125”) of the management ECU 125 sets a state determination threshold value (#NEENGRUN) in which the rotational speed (NE) of the internal combustion engine 109 is set in advance. ), It is determined whether or not the internal combustion engine 109 is operating (step S101). If NE ≧ # NEENGRUN as a result of step S101, the management ECU 125 determines that the internal combustion engine 109 is operating, proceeds to step S103, and sets an internal combustion engine operation flag (F_ENG_RUN ← 1). On the other hand, if NE <#NEENGRUN, the management ECU 125 determines that the internal combustion engine 109 is stopped, proceeds to step S105, and does not raise or lowers the internal combustion engine operation flag (F_ENG_RUN ← 0).

  Next, the management ECU 125 compares the rotational speed (NE) of the internal combustion engine 109 with a preset state determination threshold value (#NELUBOK), and the operation of the oil pump MOP1 of the hydraulic circuit 120 causes lubricating oil to enter the gear box 119. It is determined whether or not it is in a supplied state (step S111). If NE ≧ # NELUBOK as a result of step S111, the management ECU 125 determines that the lubricating oil is being supplied by the oil pump MOP1, advances to step S113, and sets the first lubricating state flag (F_NELUBOK ← 1). ). On the other hand, if NE <#NELUBOK, the management ECU 125 determines that the lubricating oil is not being supplied by the oil pump MOP1 and proceeds to step S115 to not raise or lower the first lubricating state flag (F_NELUBOK ← 0 ).

The state determination threshold value (#NELUBOK) to be compared with the rotational speed (NE) of the internal combustion engine 109 in step S111 is set to a higher value as the lubricating oil temperature T _ATF measured by the oil temperature sensor 124 is higher. . FIG. 8 is a graph showing the amount of lubrication according to the temperature of the lubricating oil with a constant pumping force. As shown in FIG. 8, the higher the temperature T _ATF of the lubricating oil, the higher the rotational speed (NE) of the internal combustion engine 109 is required in order to achieve the required amount of lubrication. Therefore, as shown in FIG. 9, even if the internal combustion engine 109 speed (NE) compared with the state determination threshold value (#NELUBOK) indicated by the dotted line is high to some extent, if the lubricating oil temperature T _ATF is high, 1 Lubrication status flag (F_NELUBOK) does not stand.

Finally, the management ECU 125 compares the vehicle speed (VP) with a preset state determination threshold value (#VPLUBOK), and a state in which the lubricating oil is supplied to the gear box 119 by the operation of the oil pump MOP2 of the hydraulic circuit 120. It is determined whether or not (step S121). If VP ≧ # VPLUBOK as a result of step S121, the management ECU 125 determines that the lubricating oil is being supplied by the oil pump MOP2, advances to step S123, and sets the second lubricating state flag (F_VPLUBOK ← 1). ). On the other hand, if VP <#VPLUBOK, the management ECU 125 determines that the lubricating oil is not being supplied by the oil pump MOP2 and proceeds to step S125 to not raise or lower the second lubrication state flag (F_VPLUBOK ← 0 ). Note that the state determination threshold value (#VPLUBOK) to be compared with the vehicle speed (VP) in step S121 is set to a constant value regardless of the level of the lubricating oil temperature T _ATF as shown in FIG.

<Lubrication status judgment step>
FIGS. 11 and 12 are flowcharts showing processing performed by the lubrication status determination unit 153 of the management ECU 125 in the lubrication status determination step. As shown in FIG. 11, the lubrication status determination unit 153 of the management ECU 125 (hereinafter simply referred to as “management ECU 125”) first determines the lubrication status by the oil pump MOP2, and then, as shown in FIG. Then, the lubrication status by the oil pump MOP1 is determined. As shown in FIG. 5, the management ECU 125 includes a second lubrication completion determination timer 161 that measures an elapsed time from the start of lubrication by the oil pump MOP2. The second lubrication completion determination timer 161 counts down by decrementing from a preset full count value. Further, as shown in FIG. 5, the management ECU 125 includes a first lubrication completion determination timer 163 that measures an elapsed time from the start of lubrication by the oil pump MOP1. The first lubrication completion determination timer 163 counts down by decrementing from a preset full count value.

  In the subroutine shown in FIG. 11, the management ECU 125 determines whether or not the second lubrication state flag (F_VPLUBOK) set in the vehicle state determination step is off (F_VPLUBOK = 0) (step S201), and F_VPLUBOK = 0. If so, the process proceeds to step S203, and if F_VPLUBOK = 1, the process proceeds to step S211. In step S203, it is determined that the oil pump MOP2 is not lubricated because the vehicle is running or stopped at a low vehicle speed. At this time, the management ECU 125 sets the full count value of the second lubrication completion determination timer 161 to the lubrication completion determination count value (TMVPLUBOK) by the oil pump MOP2 (TMVPLUBOK ← # TMVPLUBOK) and sets the lubrication completion flag by the oil pump MOP2 Do not stand or lower (F_VPLUBFIN ← 0).

  On the other hand, in step S211, it is determined that the vehicle is traveling at a high vehicle speed. At this time, the management ECU 125 determines whether or not the lubrication completion determination count value (TMVPLUBOK) by the oil pump MOP2 is 0 in order to determine the progress of lubrication by the oil pump MOP2, and if TMVPLUBOK = 0, the process proceeds to step S213. If TMVPLUBOK = 0, the process proceeds to step S215. In step S213, it is determined that lubrication by the oil pump MOP2 has been performed until the count of the second lubrication completion determination timer 161 ends. At this time, the management ECU 125 sets a lubrication completion flag by the oil pump MOP2 (F_VPLUBFIN ← 1). Also, the management ECU 125 holds the lubrication completion determination count value (TMVPLUBOK) by the oil pump MOP2 as 0. On the other hand, in step S215, it is determined that the countdown of the second lubrication completion determination timer 161 is in progress and lubrication by the oil pump MOP2 is being performed. At this time, the management ECU 125 does not set the lubrication completion flag by the oil pump MOP2 (F_VPLUBFIN ← 0). Also, the management ECU 125 sets the value decremented by the second lubrication completion determination timer 161 to the lubrication completion determination count value (TMVPLUBOK) by the oil pump MOP2.

  In the subroutine shown in FIG. 12, the management ECU 125 determines whether or not the internal combustion engine operation flag (F_ENG_RUN) set in the vehicle state determination step is in a standing state (F_ENG_RUN = 1) (step S301), and F_ENG_RUN = 1. If there is, the process proceeds to step S311, and if F_ENG_RUN = 0, the process proceeds to step S303. When the process proceeds from step S301 to step S303, since the internal combustion engine 109 is stopped, it is determined that lubrication by the oil pump MOP1 is not performed. At this time, the management ECU 125 sets the full count value of the first lubrication completion determination timer 163 to the lubrication completion determination count value (TMNELUBOK) by the oil pump MOP1 (TMNELUBOK ← # TMNELUBOK).

  On the other hand, in step S311, it is determined that the internal combustion engine 109 is in operation. At this time, the management ECU 125 determines whether or not the first lubrication state flag (F_NELUBOK) set in the vehicle state determination step is set (F_NELUBOK = 1) in order to determine the progress of lubrication by the oil pump MOP1. If F_NELUBOK = 1, the process proceeds to step S321. If F_NELUBOK = 0, the process proceeds to step S303. When the process proceeds from step S311 to step S303, it is determined that the lubrication by the oil pump MOP1 is not performed because the rotational speed of the internal combustion engine 109 is low. At this time, the management ECU 125 sets the full count value of the first lubrication completion determination timer 163 to the lubrication completion determination count value (TMNELUBOK) by the oil pump MOP1 (TMNELUBOK ← # TMNELUBOK).

  On the other hand, in step S321, it is determined that the rotational speed of the internal combustion engine 109 is high. At this time, the management ECU 125 determines whether or not the lubrication completion determination count value (TMNELUBOK) by the oil pump MOP1 is 0 in order to determine the progress of lubrication by the oil pump MOP1, and if TMNELUBOK = 0, the process proceeds to step S323. If not TMNELUBOK = 0, the process proceeds to step S325. In step S323, it is determined that lubrication by the oil pump MOP1 has been performed until the count of the first lubrication completion determination timer 163 is completed. At this time, the management ECU 125 holds the lubrication completion determination count value (TMNELUBOK) by the oil pump MOP1 as 0. On the other hand, in step S325, it is determined that the countdown of the first lubrication completion determination timer 163 is in progress and lubrication by the oil pump MOP1 is being performed. At this time, the management ECU 125 sets the value decremented by the first lubrication completion determination timer 163 to the lubrication completion determination count value (TMNELUBOK) by the oil pump MOP1.

  After step S303, step S323, or step S325, the management ECU 125 determines whether the lubrication completion determination count value (TMNELUBOK) by the oil pump MOP1 is 0 (step S331). If TMNELUBOK = 0, the process proceeds to step S333. If TMNELUBOK = 0, the process proceeds to step S335. In step S333, it is determined that the lubrication by the oil pump MOP1 is completed, and the management ECU 125 sets a lubrication completion flag by the oil pump MOP1 (F_NELUBFIN ← 1). On the other hand, in step S335, it is determined that the lubrication by the oil pump MOP1 is not completed, and the management ECU 125 does not raise or lowers the lubrication completion flag by the oil pump MOP1 (F_NELUBFIN ← 0).

<Lubrication insufficient judgment step>
FIG. 13 is a flowchart illustrating processing performed by the lack of lubrication determination unit 155 of the management ECU 125 in the lack of lubrication determination step. As shown in FIG. 5, the insufficient lubrication determination unit 155 (hereinafter simply referred to as “management ECU 125”) of the management ECU 125 includes a lubrication request determination timer 165 that measures an elapsed time from the state in which lubrication is completed. The lubrication request determination timer 165 counts down by decrementing from a preset full count value.

  As shown in FIG. 13, the management ECU 125 determines whether or not the lubrication completion flag (F_VPLUBFIN) set by the oil pump MOP2 set in the lubrication status determination step is in a state (F_VPLUBFIN = 1) (step S401), F_VPLUBFIN If = 1, the process proceeds to step S403, and if F_VPLUBFIN = 0, the process proceeds to step S411. In step S411, the management ECU 125 determines whether or not the lubrication completion flag (F_NELUBFIN) set by the oil pump MOP1 set in the lubrication state determination step is set (F_NELUBFIN = 1). If F_NELUBFIN = 1, step S403 is performed. If F_NELUBFIN = 0, the process proceeds to step S421.

  In step S403, it is determined that the lubrication has been completed. At this time, the management ECU 125 sets the full count value of the lubrication request determination timer 165 to the lubrication request determination count value (TMNELUBNG) indicating a state in which lubrication is becoming insufficient (due to insufficient lubrication) (TMNELUBOK ← # TMNELUBOK). If the lubrication request determination count value (TMNELUBNG) becomes 0, the management ECU 125 determines that the lubrication is insufficient.

  In step S421, the management ECU 125 determines whether or not the second lubrication state flag (F_VPLUBOK) set in the vehicle state determination step is set (F_VPLUBOK = 1). If F_VPLUBOK = 1, the process proceeds to step S423. If F_VPLUBOK = 0, the process proceeds to step S431.

  When the process proceeds from step S421 to step S423, it is determined that the lubrication is not completed and the vehicle is traveling at a high vehicle speed. At this time, the management ECU 125 determines that the lubrication by the oil pump MOP2 is being performed because the vehicle is traveling at a high vehicle speed, but the lubrication request determination count value (TMVPLUBNG) is not completed. Hold.

  In step S431, the management ECU 125 determines whether or not the internal combustion engine operation flag (F_ENG_RUN) set in the vehicle state determination step is set (F_ENG_RUN = 1). If F_ENG_RUN = 1, the process proceeds to step S441. If F_ENG_RUN = 0, the process proceeds to step S423.

  When the process proceeds from step S431 to step S423, it is determined that the lubrication is not completed, the vehicle is running or stopped at a low vehicle speed, and the internal combustion engine 109 is stopped. At this time, the management ECU 125 determines that it is not necessary to perform lubrication, and holds the lubrication request determination count value (TMVPLUBNG).

  In step S441, the management ECU 125 determines whether or not the first lubrication state flag (F_NELUBOK) set in the vehicle state determination step is in a standing state (F_NELUBOK = 1). If F_NELUBOK = 1, the process proceeds to step S423. If F_NELUBOK = 0, the process proceeds to step S443.

  When the process proceeds from step S441 to step S423, it is determined that the lubrication is not completed, the vehicle is running or stopped at a low vehicle speed, and the internal combustion engine 109 is operating at a high speed. At this time, the management ECU 125 determines that the lubrication by the oil pump MOP1 is being performed because the internal combustion engine 109 is operating at a high speed, but the lubrication request determination count value ( TMVPLUBNG).

  In step S443, the management ECU 125 determines that the lubrication has not been completed, the vehicle is running or stopped at a low vehicle speed, and the internal combustion engine 109 is operating at a low speed. At this time, the management ECU 125 sets the value decremented by the lubrication request determination timer 165 to the lubrication request determination count value (TMNELUBNG) indicating a state in which lubrication is becoming insufficient (due to insufficient lubrication). As described above, when the lubrication request determination count value (TMNELUBNG) becomes 0, the management ECU 125 determines that the lubrication is insufficient. Note that when the rotational speed of the internal combustion engine 109 shifts from high to low during the determination in step S441, when the shift to step S443 is made, the held lubrication request determination count value (TMVPLUBNG) is decremented.

<Step of Requesting Increase in Rotation Number of Internal Combustion Engine 109>
FIG. 14 is a flowchart showing processing performed by the ENG rotation speed increase request unit 157 of the management ECU 125 in the rotation speed increase request step of the internal combustion engine 109. As shown in FIG. 14, the ENG rotation speed increase request unit 157 (hereinafter simply referred to as “management ECU 125”) of the management ECU 125 has a lubrication request determination count value (TMVPLUBNG) set in the lack of lubrication determination step of 0. If TMVPLUBNG = 0, the process proceeds to step S503, and if TMVPLUBNG = 0, the process proceeds to step S505. In step S503, it is determined that the state described in step S443 (the state in which lubrication is incomplete and lubrication is insufficient) has elapsed for a time counted by the lubrication request determination timer 165, and the management ECU 125 A flag (F_NEUPREQ) indicating a request for increasing the rotational speed of the engine 109 is set (F_NEUPREQ ← 1). On the other hand, in step S505, the management ECU 125 does not set or lowers the rotation speed increase request flag (F_NEUPREQ) of the internal combustion engine 109 (F_NEUPREQ ← 0).

  When the engine speed increase request flag (F_NEUPREQ) of the internal combustion engine 109 is set, the target ENG engine speed correction unit 159 of the management ECU 125 shown in FIG. The calculated target rotational speed (NE *) of the internal combustion engine 109 is corrected. The target rotational speed (hereinafter referred to as “corrected target rotational speed”) (NEa *) corrected by the target ENG rotational speed correcting unit 159 is a value obtained by adding a predetermined value to the target rotational speed (NE *). The target ENG rotational speed correction unit 159 stops the correction after deriving the corrected target rotational speed (NEa *) for a certain period of time. Even when the target ENG rotation speed correction unit 159 is outputting the corrected target rotation speed (NEa *), the oil pump MOP2 is started before the predetermined time has elapsed since the vehicle started traveling at a high vehicle speed. When the lubrication by is completed (F_VPLUBFIN ← 1), the correction of the target rotational speed (NE *) is stopped. The target ENG rotational speed correction unit 159 that does not correct the target rotational speed (NE *) outputs the target rotational speed (NE *) as it is.

The predetermined value that the target ENG rotational speed correction unit 159 adds to the target rotational speed (NE *) when the corrected target rotational speed (NEa *) is derived is the state used in step S111 of the vehicle state determination step shown in FIG. It is a value higher than the judgment threshold (#NELUBOK). As described above, the state determination threshold value (#NELUBOK) compared with the rotational speed (NE) of the internal combustion engine 109 is set to a higher value as the lubricating oil temperature T _ATF measured by the oil temperature sensor 124 is higher. The Therefore, the predetermined value added to the target rotational speed (NE *) is also set to a higher value as the lubricating oil temperature T _ATF is higher.

  Further, the predetermined value added to the target rotational speed (NE *) may be a different value depending on whether the vehicle is stopped or traveling at a low vehicle speed. In this case, the predetermined value is set to a higher value than when the vehicle is stopped because road noise or the like occurs during traveling at a low vehicle speed. However, the predetermined value set at the time of traveling at a low vehicle speed is such a value that the rotation sound of the internal combustion engine 109 is not noticeable due to road noise or the like.

  FIG. 15 shows a state transition diagram by the lubrication control of the management ECU 125 described above. FIG. 16 shows a time chart when the idling of the internal combustion engine 109 is continued while the vehicle is stopped. FIG. 17 shows a time chart when lubrication is performed by running the vehicle. Further, FIG. 18 shows a time chart when lubrication by rotation of the internal combustion engine 109 is performed even when the vehicle is traveling.

  As described above, in the present embodiment, the state in which the vehicle is running or stopped at a low vehicle speed and the internal combustion engine 109 is operating at a low speed has passed for a predetermined time or more, and the inside of the gear box 119 is insufficiently lubricated. When it is determined that the state has been reached, the rotational speed of the internal combustion engine 109 is increased to ensure that the oil pump MOP1 supplies lubricating oil to the gear box 119 for a certain period of time. As a result, the inside of the gear box 119 is lubricated in a timely manner.

  In the present embodiment, the hydraulic circuit 120 is described as supplying the lubricating oil to the gear box +, but is not limited to the gear box 119 as long as it is a component that requires lubrication.

  In the present embodiment, the HEV shown in FIG. 1 provided with the motor 107, the generator 111, the capacitor 101, and the internal combustion engine 109 as drive sources has been described as an example. However, the motor 107, the capacitor 101, and the The above-described lubrication control by the management ECU 125 can be applied to a HEV including the internal combustion engine 109 or a vehicle including only the internal combustion engine 109.

101 Battery (BATT)
103 Converter (CONV)
105 1st inverter (1st INV)
107 Electric motor (Mot)
109 Internal combustion engine (ENG)
111 Generator (GEN)
113 Second inverter (second INV)
115 Lock-up clutch (clutch)
119 Gearbox 120 Hydraulic circuit 121 Vehicle speed sensor 123 Rotational speed sensor 124 Oil temperature sensor 125 Management ECU (MG ECU)
127 Drive shaft 129 Drive wheel MOP1, MOP2 Oil pump 151 Vehicle state determination unit 153 Lubrication condition determination unit 155 Insufficient lubrication determination unit 157 ENG rotation speed increase request unit 159 Target ENG rotation speed correction unit 161 Second lubrication completion determination timer 163 First Lubrication completion judgment timer 165 Lubrication request judgment timer

Claims (8)

An internal combustion engine;
Drive wheels to which power from the internal combustion engine is transmitted;
A mechanical first oil pump that operates by power from the internal combustion engine and supplies lubricating oil to a lubrication target;
A mechanical second oil pump that operates by the rotational power of the drive wheel and supplies lubricating oil to the lubrication target;
If the lubrication target is under-lubricated, the target rotational speed of the internal combustion engine is corrected so that the internal combustion engine operates at a rotational speed greater than or equal to a predetermined value, and the first oil pump supplies the lubricating oil to the lubrication target. A control unit for securing the supply state;
A vehicle characterized by comprising: The vehicle according to claim 1,
The control unit counts the time during which the running speed of the vehicle is less than a first threshold and the internal combustion engine is operating at a rotation speed less than the second threshold and is in a state of insufficient lubrication, and the lack of lubrication. The vehicle according to claim 1, wherein the lubrication target is determined to be in a state of insufficient lubrication when a count value of a time in a traveling state reaches a predetermined value. The vehicle according to claim 1 or 2,
The controller determines that the object to be lubricated is in an under-lubricated state, and the state in which the first oil pump supplies lubricating oil to the object to be lubricated passes for a certain period of time or before the passage of the certain period of time. When the lubrication of the lubrication target by the second oil pump is completed, the correction of the target rotational speed of the internal combustion engine is stopped. The vehicle according to claim 2,
The control unit holds the count value when the vehicle is stopped and the internal combustion engine is stopped while counting the time when the lubrication is insufficient. The vehicle is characterized by restarting counting when the lubrication is insufficient. The vehicle according to claim 2,
When the control unit is counting the time during which the lubrication is insufficient, the vehicle is stopped, and the internal combustion engine is operating at a rotational speed equal to or higher than the second threshold value. Holds the count value and restarts the count when the lubrication deficiency progresses again. The vehicle according to claim 2,
The control unit holds the count when the running speed of the vehicle is equal to or higher than the second threshold value while counting the time during which the under-lubrication progress state is in progress, and again sets the under-lubrication progress state. A vehicle characterized by restarting counting when it becomes. The vehicle according to any one of claims 2 to 6,
The second threshold value is set to a higher value as the temperature of the lubricating oil is higher. An internal combustion engine;
A generator for generating electric power by driving the internal combustion engine;
A battery for supplying electric power to the motor;
The electric motor connected to a drive wheel and driven by power supply from at least one of the capacitor and the generator;
Drive wheels to which power from the internal combustion engine is transmitted;
A mechanical first oil pump that operates by power from the internal combustion engine and supplies lubricating oil to a lubrication target;
A mechanical second oil pump that operates by the rotational power of the drive wheel and supplies lubricating oil to the lubrication target;
A lubrication control method in a hybrid vehicle that travels by power from the electric motor or the internal combustion engine,
Determining whether the lubrication target is under-lubricated,
If the lubrication target is under-lubricated, the target rotational speed of the internal combustion engine is corrected so that the internal combustion engine operates at a rotational speed greater than or equal to a predetermined value, and the first oil pump supplies the lubricating oil to the lubrication target. A lubrication control method characterized by securing a supply state.

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