JP2016107710A - Control device of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of a hybrid vehicle which can properly supply oil to a transmission mechanism at EV traveling.SOLUTION: In a control device of a hybrid vehicle, the vehicle travels by setting an HV traveling mode at which the vehicle travels by at least the output torque of an engine, and either of a first EV traveling mode at which the vehicle travels by the output torque of one motor, and a second EV traveling mode at which the vehicle travels by the output torque of both of two motors, and when a counter value which is accumulated on the basis of a traveling time at the first EV traveling mode or at the second EV traveling mode exceeds a prescribed value, oil is supplied to a planetary gear mechanism by driving an oil pump. A method of accumulating the counter value is made to differ at the traveling at the first EV traveling mode and at the traveling at the second EV traveling mode (steps S5 to S7).SELECTED DRAWING: Figure 2

Description

  The present invention relates to a control device for a hybrid vehicle capable of EV traveling using an engine and a motor as a driving force source and traveling only by the output of the motor.

  Patent Document 1 describes an invention relating to a hybrid vehicle drive device capable of running a motor by using the engine and motor as a driving force source and running the vehicle with the power of only the motor while the engine is stopped. The hybrid vehicle drive device described in Patent Document 1 is formed of a planetary gear mechanism and transmits a power of a driving force source to drive wheels, and is driven by engine power to supply oil to the speed change mechanism. An oil pump is provided. When the travel distance in the motor travel after stopping the engine exceeds a predetermined distance, the engine is rotated by the motor or the engine is started to drive the oil pump to It is configured to perform lubrication.

  Patent Document 2 describes an invention relating to a lubrication device for a hybrid vehicle including a mechanical oil pump driven by engine power using an engine and a motor as a driving force source, and an electric oil pump. . The lubrication device for a hybrid vehicle described in Patent Document 2 determines the operation period of the electric oil pump according to the generated hydraulic pressure of the pump and has a period until lubrication is required depending on values such as vehicle speed and oil temperature. Since it differs, it is comprised so that an electric oil pump may be driven by changing an operation period according to those values.

  Patent Document 3 describes an invention relating to a hybrid vehicle control device including an electric oil pump driven by a predetermined electric motor using an engine and a motor as driving force sources. The control device for a hybrid vehicle described in Patent Document 3 is such that when the EV is started by the output of only the motor with the engine stopped, the electric motor is electrically driven after the predetermined time has elapsed since the engine was stopped. The electric motor is controlled so that a second target amount that is smaller than the first target amount supplied from the oil pump is supplied.

JP 2008-238837 A JP 2014-151688 A JP 2007-223442 A

  A hybrid vehicle using an engine and a motor as a driving force source usually includes a mechanical oil pump driven by the output of the engine, and a transmission or a transmission mechanism using hydraulic pressure generated by the mechanical oil pump. It is configured to supply oil. Therefore, during EV running in which the engine is stopped and the vehicle is driven by the output of the motor, hydraulic pressure cannot be generated by the mechanical oil pump as described above. Therefore, for example, in the hybrid vehicle drive device described in Patent Document 1 described above, when the travel distance by EV travel exceeds a predetermined distance, the engine is motored to drive the mechanical oil pump. Oil is supplied to the speed change mechanism. Further, the hybrid vehicle lubrication device described in Patent Document 2 is provided with an electric oil pump separately from the mechanical oil pump, and drives the electric oil pump according to various conditions such as vehicle speed and oil temperature during EV traveling. By doing so, oil is supplied to the transmission system.

  On the other hand, in a hybrid vehicle equipped with two motors and using these two motors and an engine as a driving force source, EV traveling is performed by the output of one of the motors alone (hereinafter referred to as “single-drive EV traveling”). ) There are cases where EV travel is performed by the output of both motors (hereinafter referred to as “both drive EV travel”). In these single-drive EV running and double-drive EV running, the load applied to the transmission mechanism when the power of the driving force source is transmitted to the drive shaft is different. Therefore, lubrication is required in the transmission mechanism during the EV running. Timing and oil requirements are also different. Therefore, in the case of a hybrid vehicle capable of performing single-drive EV travel and double-drive EV travel as described above, as described in Patent Document 1 and Patent Document 2 described above, EV is simply used. If the driving state of the oil pump is merely managed based on the travel distance and vehicle speed during travel, the amount of oil supply may be insufficient. Alternatively, when the engine is started and the mechanical oil pump is driven in order to solve the shortage of the oil supply amount, the driving time or the driving distance capable of high-power EV driving with both drives may be reduced. .

  The present invention has been conceived by paying attention to the technical problems as described above, and particularly for a hybrid vehicle capable of single drive EV travel and double drive EV travel. An object of the present invention is to provide a control device for a hybrid vehicle that can supply oil to a transmission mechanism appropriately.

In order to achieve the above object, the present invention provides a transmission mechanism that transmits the output torque of the first motor to the drive shaft side using the engine and the first motor and the second motor as drive power sources, and the crank of the engine. A mechanical oil pump that is driven by rotation of a shaft to generate lubricating oil pressure for supplying oil to the transmission mechanism, and an electric oil pump that is driven by a motor other than the driving force source to generate the lubricating oil pressure HV traveling mode in which the hybrid vehicle is driven by at least the output torque of the engine, a first EV traveling mode in which the hybrid vehicle is driven by the output torque of the second motor, the first motor, and the second A second EV traveling mode in which the hybrid vehicle is driven by the output torque of both motors; The mechanical oil pump is configured to travel with any one of the travel modes set, and when the counter value accumulated based on the travel time in the first EV travel mode or the second EV travel mode exceeds a predetermined value. Alternatively, in the hybrid vehicle control apparatus configured to supply oil to the transmission mechanism by driving the electric oil pump, when traveling in the first EV traveling mode and traveling in the second EV traveling mode And the method of accumulating the counter values is different.

  According to the present invention, when the vehicle is driven by EV with the output of the motor in a state where the engine is stopped, the EV travel time is different between the travel in the first EV travel mode and the travel in the second EV travel mode. The method of accumulating the counter value accumulated based on the change is changed. For example, the counter value accumulation method is changed so that the counter value is more easily accumulated when traveling in the second EV traveling mode than when traveling in the first EV traveling mode. When traveling in the first EV traveling mode and when traveling in the second EV traveling mode, the load applied to the transmission mechanism is greater during traveling in the second EV traveling mode, so the timing at which the transmission mechanism runs out of oil Is different. That is, the oil runs out in a shorter time when traveling in the second EV traveling mode. On the other hand, in the present invention, the way of accumulating the counter value is appropriately changed as described above. Therefore, even when the load applied to the transmission mechanism during traveling in the second EV traveling mode increases, the oil pump can be driven at an appropriate timing to supply oil to the transmission mechanism. Further, by driving the oil pump at an appropriate timing, for example, it is possible to prevent the engine from being wasted in order to drive the mechanical oil pump. Therefore, a reduction in fuel consumption can be suppressed, and a travel region (travel time, travel distance) in which high-power EV travel can be performed in the second EV travel mode can be expanded.

It is a figure which shows an example of the hybrid vehicle which can be made into the object of control by this invention. It is a flowchart for demonstrating the logic of the lubricating oil forced supply counter in the case of performing control by this invention. It is a flowchart for demonstrating the logic of the lubricating oil forced supply counter in the case of performing control by this invention. It is a flowchart for demonstrating the logic of the lubricating oil forced supply counter in the case of performing control by this invention.

  The present invention will be specifically described with reference to the drawings. First, FIG. 1 shows an example of a hybrid vehicle that can be controlled by the present invention. A vehicle Ve shown in FIG. 1 is a hybrid vehicle having an engine (ENG) 1 and a first motor (MG1) 2 and a second motor (MG2) 3 as driving force sources. The vehicle Ve is configured to divide and transmit the power output from the engine 1 to the first motor 2 side and the drive shaft 5 side by the power split device 4. Further, the power generated by the first motor 2 is supplied to the second motor 3, and the power output from the second motor 3 can be applied to the drive shaft 5.

  The engine 1 is configured to electrically control its output adjustment, starting and stopping operations. For example, in the case of a gasoline engine, throttle opening, fuel supply amount, execution and stop of ignition, and ignition timing are electrically controlled.

  The first motor 2 and the second motor 3 are both motors having a power generation function (so-called motor / generator), and are constituted by, for example, a permanent magnet type synchronous motor. Each of the first motor 2 and the second motor 3 is connected to a battery (not shown) via an inverter (not shown), and the rotational speed and torque, or the function and generator as a motor. The function switching and the like are electrically controlled.

  The power split device 4 is configured by a differential mechanism having three rotating elements. Specifically, it is constituted by a planetary gear mechanism having a sun gear 6, a ring gear 7, and a carrier 8. In the example shown in FIG. 1, a single pinion type planetary gear mechanism is used.

  The planetary gear mechanism constituting the power split device 4 is disposed on the same rotational axis as the output shaft 1 a of the engine 1. The first motor 2 is connected to the sun gear 6 of the planetary gear mechanism. The first motor 2 is disposed adjacent to the power split device 4 on the side opposite to the engine 1, and a rotor shaft 2 b that rotates integrally with the rotor 2 a of the first motor 2 is connected to the sun gear 6. It is connected. A ring gear 7 of an internal gear is arranged concentrically with the sun gear 6. A pinion gear 9 meshing with the sun gear 6 and the ring gear 7 is held by a carrier 8 so that it can rotate and revolve. The carrier 8 is connected to the input shaft 4 a of the power split device 4, and the input shaft 4 a is connected to the output shaft 1 a of the engine 1 via the one-way brake 10.

  The one-way brake 10 is provided between the output shaft 1a or the carrier 8 and a fixing member (not shown) such as a housing. And when the torque of the reverse direction to the rotation direction of the engine 1 acts on the output shaft 1a or the carrier 8, it is comprised so that the rotation may be stopped. By using such a one-way brake 10, the rotation of the output shaft 1a and the carrier 8 can be stopped according to the direction of the torque. As will be described later, this one-way brake 10 is an engine shaft fixed unit that stops the rotation of the output shaft 1a of the engine 1 when the vehicle Ve is driven by EV by the output torque of both the first motor 2 and the second motor 3. It functions as a means. Therefore, instead of the one-way brake 10, for example, a brake mechanism that stops the rotation of the output shaft 1a by engaging can be used.

  An external gear drive gear 11 is formed integrally with the outer peripheral portion of the ring gear 7 of the planetary gear mechanism constituting the power split device 4. Further, a counter shaft 12 is arranged in parallel with the rotation axis of the power split device 4 and the first motor 2. A counter driven gear 13 that meshes with the drive gear 11 is attached to one end (right side in FIG. 1) of the counter shaft 12 so as to rotate integrally. A counter drive gear 16 that meshes with the ring gear 15 of the differential gear 14 that is a final reduction gear is attached to the other end (left side in FIG. 1) of the counter shaft 12 so as to rotate integrally with the counter shaft 12. It has been. Therefore, the ring gear 7 of the power split device 4 is connected to the drive shaft 5 via the gear train including the drive gear 11, the counter shaft 12, the counter driven gear 13, and the counter drive gear 16, and the differential gear 14. ing.

  The torque output from the second motor 3 can be added to the torque transmitted from the power split device 4 to the drive shaft 5. That is, the second motor 3 is arranged in parallel with the counter shaft 12, and the reduction gear 17 connected to the rotor shaft 3b rotating integrally with the rotor 3a meshes with the counter driven gear 13. Yes. Therefore, the drive shaft 5 and the second motor 3 are connected to the ring gear 7 of the power split device 4 via the gear train or the reduction gear 17 as described above.

  As described above, in the vehicle Ve, the output shaft 1 a of the engine 1 and the rotor shaft 2 b of the first motor 2 are connected to the gear train on the drive shaft 5 side and the differential gear 14 via the power split device 4. That is, the output torque of the engine 1 and the first motor 2 is transmitted to the drive shaft 5 side via the power split device 4 configured by a planetary gear mechanism. A lifting lubrication mechanism using the ring gear 15 of the differential gear 14 is provided. This lift-up lubrication mechanism is a structure generally used in vehicles in the past, and supplies oil that is lifted up when the ring gear 15 rotates, for example, to the planetary gear mechanism of the power split device 4. It is configured to be able to.

  Further, the vehicle Ve is provided with two oil pumps, that is, an oil pump 18 and an oil pump 19 that assists the oil pump 18 in order to cool and lubricate the planetary gear mechanism in the power split device 4.

  The oil pump 18 (hereinafter referred to as MOP 18) is a mechanical oil pump having a general configuration conventionally used in an engine or a transmission of a vehicle as a pump for oil supply and hydraulic control. The MOP 18 is configured to generate hydraulic pressure by being driven when the output shaft 1a of the engine 1 rotates. Specifically, the rotor (not shown) of the MOP 18 is configured to rotate together with the output shaft 1 a of the engine 1. Therefore, when the engine 1 is burned and outputs torque from the output shaft 1a, the MOP 18 is also driven to generate hydraulic pressure. For example, the MOP 18 can be driven by motoring the engine 1 with a starter motor (not shown).

  As described above, the MOP 18 cannot generate hydraulic pressure when the rotation of the output shaft 1a of the engine 1 is stopped. Therefore, this vehicle Ve is provided with an oil pump 19 in order to maintain the supply of oil to the planetary gear mechanism of the power split device 4 even when the engine 1 is stopped.

  The oil pump 19 (hereinafter referred to as EOP19) is an electric oil pump that is driven by torque output from an electric motor to generate hydraulic pressure. Therefore, the EOP 19 is provided with a pump motor 20 for driving the EOP 19. The pump motor 20 is an electric motor different from the driving force source of the vehicle Ve such as the engine 1 and the first motor 2 and the second motor 3, and is provided exclusively for the EOP19.

  As will be described later, the vehicle Ve is driven by at least the HV traveling mode in which the vehicle 1 travels by the output torque of the engine 1, the first EV traveling mode in which the vehicle Ve travels by the output torque of the second motor 3, and the one-way brake 10 are engaged. In the state where the rotation of the carrier 8 is stopped, the vehicle is configured to travel by setting one of the travel modes of the second EV travel mode that travels by the output torque of both the first motor 2 and the second motor 3. ing. And the distance sensor 21 for measuring the driving distance at the time of driving | running | working in each of these driving modes is provided. In addition, a timer 22 is provided for measuring the travel time during travel in each travel mode, the movable time of the EOP 19 and the MOP 18, and the like. Further, as will be described later, a counter 23 is provided for accumulating and counting values obtained by estimating the load applied to the planetary gear mechanism of the power split device 4 and digitizing the load. In addition, a vehicle speed sensor (not shown) for detecting the vehicle speed of the vehicle Ve, an oil temperature sensor (not shown) for detecting the temperature of the oil, and the like are provided.

  An electronic control unit (ECU) 24 is provided for executing the operation control of the engine 1, the rotation control of the first motor 2 and the second motor 3, the rotation control of the pump motor 20, and the like. ing. The ECU 24 is configured mainly with a microcomputer, for example. For example, the EUC 24 is configured to receive measurement values or detection values of the distance sensor 21, the timer 22, the counter 23, and the like. And it is comprised so that it may calculate using the input data, the data memorize | stored previously, etc., and a control command signal may be output based on the calculation result.

  The vehicle Ve configured as described above is controlled so as to improve energy efficiency or fuel efficiency by effectively using the engine 1 as a driving force source, and the first motor 2 and the second motor 3. Specifically, the “HV traveling mode” in which the vehicle Ve travels at least by the output of the engine 1 and the output of the motor / generator of at least one of the first motor 2 and the second motor 3 by stopping the operation of the engine 1. The “EV traveling mode” in which the vehicle Ve travels is appropriately selected according to the traveling state of the vehicle Ve.

  Among the above travel modes, in particular, the “EV travel mode” includes the “first EV travel mode (single drive EV travel mode)” in which the vehicle Ve travels by the output of the second motor 3 alone, the first motor 2, and the first motor 2. Based on the outputs of both motors and generators of the two motors 3, the vehicle Ve is classified into a “second EV traveling mode (both drive EV traveling mode)” that causes the vehicle Ve to travel at a high output. These “first EV traveling mode” and “second EV traveling mode” are appropriately selected according to the traveling state of the vehicle Ve.

  In the “first EV travel mode”, the second motor 3 is controlled to rotate in the forward direction (rotation direction of the output shaft 1a of the engine 1) as a motor and output torque. Then, the vehicle Ve is caused to travel with the driving force generated by the output torque of the second motor 3.

  In the “second EV traveling mode”, the vehicle Ve is caused to travel by the outputs of both the first motor 2 and the second motor 3. In the “second EV traveling mode”, the first motor 2 is controlled to rotate in the negative direction (the direction opposite to the rotation direction of the output shaft 1a of the engine 1) as a motor and output torque. Further, the second motor 3 is controlled to rotate in the positive direction as a motor and output torque. Then, the vehicle Ve is caused to travel with the driving force generated by the output torque of the first motor 2 and the output torque of the second motor 3. In this case, since the torque in the negative direction acts on the output shaft 1a of the engine 1, the one-way brake 10 is engaged. Therefore, in the state where the rotation of the carrier 8 in the planetary gear mechanism of the output shaft 1a of the engine 1 and the power split device 4 is stopped and fixed, the output torque of both the first motor 2 and the second motor 3 is high. In addition, the vehicle Ve can be driven efficiently.

  In the vehicle Ve, the respective travel modes as described above are appropriately switched according to the travel state of the vehicle Ve, the required driving force, and the like. Among these travel modes, in particular, when the “second EV travel mode” is set, the first motor 2 is in a state where the one-way brake 10 is engaged and the rotation of the output shaft 1a and the carrier 8 is stopped. And the second motor 3 are rotated in opposite directions. That is, in the planetary gear mechanism of the power split device 4, the sun gear 6 and the ring gear 7 rotate in opposite directions while the rotation of the carrier 8 is stopped. Therefore, the pinion gear 9 supported by the carrier 8 rotates with the revolution around the sun gear 6 stopped. The rotation speed in this case is determined by the sun gear 6 and the ring gear 7 and the differential rotation speed. However, since the sun gear 6 and the ring gear 7 rotate in opposite directions, the pinion gear 9 rotates at high speed. When the rotational speed of the pinion gear 9 is excessively increased, seizure occurs at the pinion gear 9 and a pinion pin (not shown) that supports the pinion gear 9.

  Therefore, in order to prevent seizure of the pinion gear 9 as described above, when traveling in the second EV traveling mode, oil can be supplied to the pinion gear 9 at an appropriate timing and with an appropriate supply amount. It is necessary to drive EOP19. Alternatively, it is necessary to drive the MOP 18 by starting the engine 1 or rotating the output shaft 1a. Therefore, the control device for the vehicle Ve is configured to execute the control shown in the following example in order to appropriately supply oil to the planetary gear mechanism when traveling in the second EV traveling mode.

  The vehicle Ve control device is premised on a counter (forcing lubrication oil supply) that estimates and digitizes the load applied to the planetary gear mechanism of the power split device 4 for each unit travel distance (for example, 1 km) and counts the value. Counter) 22. The counter 23 is configured to be counted up every time the vehicle Ve travels a unit travel distance in the first EV travel mode or the second EV travel mode, and the counter value is accumulated. As will be described later, when the counter value exceeds a predetermined value A, the EOP 19 or the MOP 18 is driven to generate a hydraulic pressure for supplying oil to the planetary gear mechanism. The counter value is reset to 0 when the operation time of the EOP 19 or the MOP 18 exceeds a predetermined time.

  The vehicle Ve control device keeps the state in which neither MOP18 nor EOP19 operates when the vehicle Ve travels in the first EV travel mode (single drive) or the second EV travel mode (both drive). If so, the EOP 19 or the MOP 18 is operated when the counter value exceeds the predetermined value A as described above in order to prevent overheating of the planetary gear mechanism.

  When the vehicle Ve travels by EV, the load applied to the planetary gear mechanism varies depending on the traveling state of the vehicle Ve (for example, a single drive state, a double drive state, a vehicle speed, etc.). Therefore, in the planetary gear mechanism, the time until the oil film runs out due to insufficient oil and the heat generation state change. Therefore, in the control device for the vehicle Ve, the cumulative load (that is, the counter value of the counter 23) until the EOP 19 or the MOP 18 is operated is counted up using the above traveling state as a parameter. When counting up the counter value, weighting is performed. For example, weighting is performed so that it is easier to count up when traveling with both drives than when traveling with a single drive. Even when the vehicle is driven by a single drive, if the vehicle speed is a low vehicle speed lower than a predetermined middle vehicle speed range and a high vehicle speed higher than a predetermined middle vehicle speed range, It is weighted so that it is easier to count up than the case. In this case, it is assumed that the EOP 19 is not operating during traveling in a single drive. In this case, the planetary gear mechanism is lubricated by the oil that is lifted up by the ring gear 15 of the differential gear 14. In such scraping lubrication by the ring gear 15, when the vehicle speed is low, the amount of oil supplied by scraping inevitably decreases. In addition, even when the vehicle speed is high, the gear of the lubrication part rotates at a high speed and the centrifugal force increases, so that it becomes difficult for oil to adhere to the gear, resulting in a decrease in the amount of oil supplied. . Therefore, the weighting as described above is performed when the vehicle speed is low and when the vehicle speed is high.

  When the MOP 18 or EOP 19 is operated at the request of the vehicle Ve while the counter value is accumulated, for example, when the operation time of the MOP 18 exceeds a predetermined time t1, or the operation time of the EOP 19 exceeds the predetermined time t2. The counter value is reset to zero.

  When the MOP 18 or EOP 19 is operated because the counter value reaches the predetermined value A, the EOP 19 is first operated. Thereafter, when the EOP 19 does not operate due to insufficient power of the EOP 19 or the like, the MOP 18 is operated. Therefore, in that case, the engine 1 is started to drive the MOP 18. Alternatively, the engine 1 is motored by a starter motor or the like. When the operation time of the EOP 19 exceeds the predetermined time t2 ', the operation of the EOP 19 is stopped. Further, when the operation time of the MOP 18 exceeds the predetermined time t1 ', the operation of the MOP 18 is stopped.

  The logic of the counter 23 as described above, that is, how to accumulate and reset the counter value in the counter 23 will be specifically described with reference to the flowcharts of FIGS. 2, 3, and 4. First, the flowchart of FIG. 2 shows a specific example of how the counter values are accumulated in the counter 23. When both drive flags are ON (step S1), or when the MG cooling requirement is satisfied (step S2), the relay of EOP19 is turned ON and a command “DUTY ON” for operating the EOP is issued from the ECU 24. Is output (step S3). The above-mentioned both drive flags are flags that are turned on when there is a request for both drives, that is, a request for EV travel in the second EV travel mode. The MG cooling requirement is that, when the vehicle Ve travels by EV, the temperature of at least one of the first motor and the second motor has reached a predetermined temperature that needs to be cooled by oil.

  Subsequently, it is determined whether or not the EOP 19 has been operated and the operation time of the EOP 19 has exceeded a predetermined time t2 (step S4). If the EOP 19 has not been operated yet, or the EOP 19 has already been operated, but the operation time is less than the predetermined time t2, and the determination is negative in this step S4, the process proceeds to step S5. .

  In step S5, it is determined whether the current EV traveling state is single driving, that is, EV traveling in the first EV traveling mode, or both driving, that is, EV traveling in the second EV traveling mode. .

  When the EV traveling state is single drive, the process proceeds to step S6, and the counter value of the counter 23 is integrated by 1 count for every 1 km of traveling distance. On the other hand, when the EV traveling state is both driving, the process proceeds to step S7, and the counter value of the counter 23 is integrated by 3 counts for every 1 km of traveling distance. That is, in both driving cases, the count is counted up three times more than in the single driving case by weighting.

  On the other hand, when the EOP 19 has already been operated and the operation time has exceeded the predetermined time t2, if the determination in step S4 is affirmative, the process proceeds to step S8. In step S8, the counter value of the counter 23 is reset to zero.

  Further, when the vehicle Ve is traveling in the engine, that is, when traveling in the HV traveling mode (step S9), it is determined whether or not the operation time of the MOP 18 has exceeded a predetermined time t1 (step S10).

  If the operation time of the MOP 18 is not yet less than the predetermined time t1, if it is determined negative in this step S10, the process proceeds to the above-mentioned step S7. Similarly, the counter value of the counter 23 is changed every 1 km of travel distance. 3 counts are accumulated. On the other hand, when the operation time of the MOP 18 has already exceeded the predetermined time t1, if the determination in step S10 is affirmative, the process proceeds to step S8 described above, and similarly, the counter value of the counter 23 is Reset to zero.

  A specific example of how the counter value is reset in the counter 23 is shown in the flowchart of FIG. The counter value is accumulated as shown in the flowchart of FIG. 2 above, and when the counter value reaches a predetermined value A (step S11), the relay of EOP19 is turned on and “DUTY ON for operating the EOP is activated. Is output from the ECU 24 (step S12). If the “DUTY ON” command has already been output, the output continues.

  Subsequently, it is determined whether or not the EOP 19 is operating (step S13). If the determination in step S13 is affirmative due to the operation of the EOP 19, the process proceeds to step S14. In step S14, it is determined whether or not the operation time of the EOP 19 has exceeded a predetermined time t2 '. If the operation time of the EOP 19 has not yet exceeded the predetermined time t2 'and it is determined negative in this step S14, this step S14 is executed again. That is, this step S14 is repeated until the operation time of the EOP 19 exceeds the predetermined time t2 '. Therefore, if the operation time of the EOP 19 exceeds the predetermined time t2 'and the determination in step S14 is affirmative, the process proceeds to the next step S15.

  In step S15, the operation of the EOP 19 is stopped. Thereafter, the process proceeds to step S16, and the counter value of the counter 23 is reset to zero.

  On the other hand, if the EOP 19 has not been operated yet and the determination at Step S13 is negative, the process proceeds to Step S17. In step S17, a “DUTY OFF” command for stopping the EOP is output from the ECU 24, and the relay of the EOP 19 is turned OFF. At the same time, the MOP 18 is activated. As described above, the MOP 18 is activated by starting the engine 1. Alternatively, the MOP 18 is operated by motoring the engine 1.

  Subsequently, it is determined whether or not the operation time of the MOP 18 has exceeded a predetermined time t1 '(step S19). If the operation time of the MOP 18 has not yet exceeded the predetermined time t1 'and it is determined negative in this step S19, this step S19 is executed again. That is, this step S19 is repeated until the operation time of the MOP 18 exceeds the predetermined time t1 '. Therefore, if the operation time of the MOP 18 exceeds the predetermined time t1 'and the determination in step S19 is affirmative, the process proceeds to the next step S20.

  In step S20, the operation of the MOP 18 is stopped. Thereafter, the process proceeds to step S16 described above, and similarly, the counter value of the counter 23 is reset to zero.

  Note that the control related to the weighting of the counter value of the counter 23 described in the flowchart of FIG. 2 can be weighted in consideration of the vehicle speed during EV driving with a single drive as shown in the flowchart of FIG. . That is, in the flowchart of FIG. 4, when it is determined in step S5 that the EV traveling state is single drive, the process proceeds to step S5 ′ to determine whether or not the vehicle speed is within a predetermined medium vehicle speed range. . Specifically, it is determined whether or not the vehicle speed is higher than a predetermined low vehicle speed v1 and lower than a predetermined high vehicle speed v2.

  If the vehicle speed during single-drive EV travel is within a predetermined medium vehicle speed range that is higher than the vehicle speed v1 and lower than the vehicle speed v2, if the determination in step S5 'is affirmative, the process proceeds to step S6. Then, the count value of the counter 23 is integrated by 1 count for every 1 km of travel distance. On the other hand, if the vehicle speed is a low vehicle speed outside the predetermined medium vehicle speed range or is a high vehicle speed, a negative determination is made in step S5 ', the process proceeds to step S7. Then, the counter value of the counter 23 is integrated by 3 counts for every 1 km of travel distance. That is, in this case, the vehicle is counted up three times more by weighting than when the vehicle speed is within a predetermined medium vehicle speed range.

  As described above, in this vehicle Ve, the load applied to the planetary gear mechanism is higher during EV traveling with both drives than during EV traveling with single drive, and seizure or the like is likely to occur in the planetary gear mechanism. . On the other hand, in this vehicle Ve control device, the method of accumulating the counter value of the counter 23 is changed in accordance with each load between EV driving with both drives and EV driving with single drive. Is done. Further, since the amount of oil supplied by the lift-up lubrication using the rotation of the gear changes depending on the vehicle speed, the method of accumulating the counter value of the counter 23 is changed according to the vehicle speed. Therefore, oil can be appropriately supplied to the planetary gear mechanism during EV traveling. Further, the operation of the engine 1 for driving the MOP 18 can be appropriately performed to the minimum necessary.

  In addition, when oil is supplied by driving the EOP 19 or the MOP 18 during EV travel, the EOP 19 usually has less power than the MOP 18 and therefore the amount of oil that can be supplied within a predetermined time is small. Further, the time required for the oil to reach the planetary gear mechanism becomes long. Therefore, if the condition for resetting the counter 23 is determined in accordance with the ability of the EOP 19, the MOP 18 is excessively operated, and the engine 1 is operated unnecessarily. On the contrary, if the condition for resetting the counter 23 is determined in accordance with the capability of the MOP 18, the supply capability of the EOP 19 is insufficient and the oil supplied to the planetary gear mechanism is insufficient. On the other hand, in the control device for the vehicle Ve, the condition for resetting the counter 23 is changed between the EOP 19 and the MOP 18 according to the ability of the oil pump that supplies oil. Therefore, oil can be appropriately supplied to the planetary gear mechanism during EV traveling.

  DESCRIPTION OF SYMBOLS 1 ... Engine (ENG), 2 ... 1st motor (MG1), 3 ... 2nd motor (MG2), 4 ... Power split device (transmission mechanism), 5 ... Drive shaft, 6 ... Sun gear, 7 ... Ring gear, 8 ... Carrier: 9 ... Pinion gear, 10 ... One-way brake, 18 ... Mechanical oil pump (MOP), 19 ... Electric oil pump (EOP), 21 ... Distance sensor, 22 ... Timer, 23 ... Counter, 24 ... Electronic control unit (ECU) ), Ve ... Hybrid vehicle.

Claims (1)

A transmission mechanism that transmits the output torque of the first motor to the drive shaft side using the engine and the first motor and the second motor as a driving force source, and is driven by rotation of the crankshaft of the engine to the transmission mechanism. A mechanical oil pump that generates a lubricating oil pressure for supplying oil; and an electric oil pump that is driven by a motor other than the driving force source to generate the lubricating oil pressure, and at least the hybrid is driven by the output torque of the engine HV traveling mode for traveling the vehicle, first EV traveling mode for traveling the hybrid vehicle by the output torque of the second motor, and traveling of the hybrid vehicle by the output torque of both the first motor and the second motor Set a travel mode with the 2nd EV travel mode and travel In both cases, when the counter value accumulated based on the traveling time in the first EV traveling mode or the second EV traveling mode exceeds a predetermined value, the mechanical oil pump or the electric oil pump is driven to drive the mechanical oil pump or the electric oil pump. In a hybrid vehicle control device configured to supply oil to a transmission mechanism,
The hybrid vehicle control apparatus according to claim 1, wherein the counter value is accumulated differently when traveling in the first EV traveling mode and when traveling in the second EV traveling mode.

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