JP2019111956A - Oil temperature increase device - Google Patents

Abstract

To provide an oil temperature increase device that accelerates an increase of the temperature of oil supplied to a motor generator mounted in a vehicle, the oil temperature increase device being able to further accelerate an increase of the temperature of the oil when it is cold without decreasing fuel economy regardless an operation of the vehicle.SOLUTION: An oil temperature increase device 1 comprises: a clutch 15 that adjusts torque transmission between a motor generator 12 and a drive wheel 16; a first electromagnetic valve 41 that adjusts quantity allotments of oil supplied to the motor generator 12 and to the clutch 15; a second electromagnetic valve 42 that adjusts pressure of the oil to be supplied to the clutch 15; and an HEV-CU50 (a control unit 51) that controls the first electromagnetic valve 41 and the second electromagnetic valve 42. In a case where the temperature of the oil is lower than a predetermined temperature, the control unit 51 controls the second electromagnetic valve 42 such that the clutch 15 slips and also controls the first electromagnetic value 41 so as to supply more of the oil to the clutch 15.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an oil heating device, and more particularly to an oil heating device for promoting the temperature rise of oil supplied to a motor generator mounted on a vehicle.

  BACKGROUND In recent years, a hybrid vehicle (HEV) that can effectively improve the fuel consumption rate (fuel consumption) of a vehicle by using an engine and a motor generator (electric motor) in combination has been widely put to practical use. In addition, electric vehicles (EVs) that use only a motor generator as a power source and do not discharge exhaust gas have also been put to practical use. In such HEVs and EVs, oil (ATF) is used to cool and lubricate motor generators and the like.

  By the way, since oil has high viscosity (i.e., high agitation resistance) at low temperature (cold start time) and spin loss (agitation loss) increases, fuel efficiency of the vehicle is deteriorated. Therefore, there is a demand to reduce the spin loss by raising the temperature of the oil quickly to reduce the viscosity of the oil.

  Here, Patent Document 1 discloses an engine, a motor generator, a clutch capable of interrupting power transmission between the motor generator and the drive wheels, and a hydraulic circuit that supplies oil for lubricating the motor generator to the rotor of the motor generator. And a controller for controlling the engine, the motor generator, and the clutch, and when the temperature of the oil is lower than the threshold, the controller drives the hydraulic circuit in a state where the clutch is disconnected, and A hybrid vehicle is disclosed that rotates at a rotational speed equal to or higher than a predetermined rotational speed.

  According to the technology described in Patent Document 1 (hybrid vehicle), the rotor of the motor generator can be stably rotated even when the driving force requirement of the user changes or the vehicle speed changes. . Therefore, the oil is stirred by the rotation of the rotor, and the temperature of the oil rises early. Therefore, the viscosity of the oil can be reduced early, and the rotation resistance of the rotation system can be reduced.

JP, 2016-124522, A

  However, in the technology described in Patent Document 1 (hybrid vehicle), when the oil temperature is lower than the threshold, the rotor of the motor generator is driven at a predetermined rotational speed while driving the hydraulic circuit with the clutch disconnected. In order to make it rotate by the above, a motor generator can not be used during temperature rising of oil. That is, it becomes impossible to perform HEV travel using a motor generator or EV travel. Therefore, depending on the driving condition of the vehicle, the loss due to the inability to use the motor generator (the reduction of the overall efficiency) becomes larger than the fuel consumption improvement effect by the reduction of the spin loss of oil, and the fuel consumption may be deteriorated. Further, in this technology (hybrid vehicle), when the temperature of oil is raised, the clutch is completely disconnected, so that the temperature raising effect by the rotation of the clutch can not be expected so much.

  The present invention has been made to solve the above-mentioned problems, and an oil temperature raising device for promoting the temperature rise of oil supplied to a motor generator mounted on a vehicle, regardless of the operating state of the vehicle An object of the present invention is to provide an oil temperature raising device capable of further promoting the temperature rise of oil in the cold state without deteriorating the fuel consumption rate (fuel consumption).

  The oil temperature raising device according to the present invention is a clutch that is interposed between a motor / generator mounted on a vehicle, the motor / generator and a drive wheel, and adjusts torque transmission between the motor / generator and the drive wheel. , Distribution adjustment means for adjusting the distribution of the amount of oil supplied to the motor generator and the amount of oil supplied to the clutch, the oil pressure adjustment means for adjusting the oil pressure of the oil supplied to the clutch, and the temperature of the oil Control means for controlling the drive of the distribution adjustment means and the hydraulic pressure adjustment means, the control means controlling the hydraulic pressure so that the clutch slips when the temperature of the oil is lower than a predetermined temperature It controls the means and controls the distribution adjusting means to supply more oil to the clutch.

  According to the oil temperature raising device according to the present invention, the oil pressure adjusting means is controlled such that the clutch slips when the oil temperature is less than the predetermined temperature, and the distribution adjusting means so that a large amount of oil is supplied to the clutch Is controlled. Therefore, more oil is supplied to the clutch side, and the oil is heated using heat generated by the clutch slipping. Further, at that time, since the clutch is not completely released, it is possible to perform HEV travel using a motor generator and EV travel. As a result, regardless of the driving state of the vehicle, it is possible to further promote the temperature rise of the oil in the cold state without deteriorating the fuel consumption rate (fuel consumption).

  In the oil temperature raising device according to the present invention, the control means controls the hydraulic pressure adjustment means to engage the clutch when the temperature of the oil is equal to or higher than the predetermined temperature, and supplies a large amount of oil to the motor generator. It is preferable to control the distribution adjustment means.

  In this case, when the temperature of the oil is equal to or higher than the predetermined temperature, the oil pressure adjusting means is controlled to engage the clutch, and the distribution adjusting means is controlled to supply a large amount of oil to the motor generator. Therefore, when the temperature rise of the oil is completed (when the warm-up is completed), the slip of the clutch is stopped and the heat generation (temperature rise) by the clutch is stopped. Also, by changing the oil distribution so that more oil is supplied to the motor generator, cooling of the motor generator is promoted. Therefore, it becomes possible to make compatible the temperature rise promotion of the oil at the time of low temperature, and the cooling of the motor generator at the time of high temperature.

  The oil temperature raising device according to the present invention comprises charge state detection means for detecting the charge state of the battery that supplies electric power to the motor generator, and when the control state of the battery is less than the predetermined value, It is preferable to control the hydraulic pressure adjustment means so that the clutch is engaged even if the temperature of the oil is less than the predetermined temperature.

  In this case, when the state of charge of the battery is less than the predetermined value, the oil pressure adjusting means is controlled such that the clutch is engaged even if the temperature of the oil is less than the predetermined temperature. Therefore, for example, the motor generator can be driven to generate electric power (charge the battery) using the engine output and the driving force from the driving wheels (during regeneration).

  The oil temperature raising device according to the present invention includes vehicle speed detection means for detecting the speed of the vehicle, and the control means is configured to charge the battery less than the predetermined value when the speed of the vehicle is less than the predetermined speed. It is also preferable to control the hydraulic pressure adjustment means so that the clutch slips when the temperature of the oil is lower than a predetermined temperature.

  In this case, when the speed of the vehicle is less than the predetermined speed, the clutch is slipped so that the clutch slips when the temperature of the oil is less than the predetermined temperature even if the state of charge of the battery is less than the predetermined value. Driving is controlled. That is, when the vehicle decelerates and the vehicle speed becomes less than the predetermined speed (for example, just before stopping), the amount of regeneration decreases (because the regeneration can not be taken), the clutch is slipped to raise the oil temperature. By reducing the slip loss, the overall efficiency (fuel efficiency) can be improved.

  In the oil temperature raising device according to the present invention, when the control means controls the hydraulic pressure adjustment means so that the clutch slips, based on the slip ratio of the clutch so as to satisfy the driving force required by the driver. It is preferable to adjust the output of the motor generator and / or the engine.

  In this case, when the hydraulic pressure adjustment means is controlled such that the clutch slips, the output of the motor / generator and / or the engine based on the slip ratio of the clutch is satisfied so as to satisfy the driver's required driving force. Is adjusted. That is, since the output of the motor / generator and / or the engine is adjusted (increased) by the amount of power converted to heat by the slip of the clutch, the oil temperature rise can be performed while satisfying the driver's required driving force. Can be promoted.

  In the oil heating device according to the present invention, when the control means adjusts the output of the motor / generator and / or the engine based on the slip ratio of the clutch so as to satisfy the driver's required driving force. Preferably, the output of the motor generator and / or the engine is adjusted to maximize the overall efficiency of the vehicle based on the operating efficiency of the motor generator and / or the operating efficiency of the engine.

  In this case, when the output of the motor generator and / or the engine is adjusted based on the slip ratio of the clutch so as to satisfy the driver's required driving force, the operating efficiency of the motor generator and / or Alternatively, based on the operating efficiency of the engine, the output of the motor generator and / or the engine is adjusted to maximize the efficiency of the whole vehicle. Therefore, when the clutch is slipped to raise the temperature of the oil, the efficiency of the entire vehicle can be maximized while satisfying the driving force required by the driver. Therefore, the fuel consumption rate (fuel consumption) can be improved regardless of the driving state of the vehicle.

  In the oil temperature raising device according to the present invention, the control means controls the slip ratio of the clutch so as to satisfy the reduction amount of the spin loss by causing the clutch to slip and raise the temperature and the driver's required driving force. Based on the amount of loss due to adjusting the output of the motor generator and / or the engine, if the amount of loss exceeds the amount of reduction, even if the temperature of the oil is below the predetermined temperature, It is preferable to control the hydraulic pressure adjustment means to engage the clutch.

  In this case, based on the slip ratio of the clutch, the motor / generator and / or the engine can be reduced to satisfy the driver's required driving force and the reduction amount of spin loss by causing the clutch to slip to raise the temperature of oil. The amount of loss (amount of fuel consumption deterioration) due to adjusting the output of the motor is compared, and if the amount of loss (amount of fuel consumption deterioration) exceeds the spin loss reduction amount, the clutch is The hydraulic pressure adjustment means is controlled so that By slipping the clutch and raising the temperature of the oil, the clutch is engaged if it is predicted that the efficiency of the whole vehicle is lowered (the fuel consumption is lowered) (that is, the oil temperature rise due to the clutch slip is prohibited) Will be Therefore, it is possible to prevent the fuel consumption rate (fuel consumption) from being deteriorated due to the temperature raising operation of the oil.

  The oil temperature raising device according to the present invention comprises storage means for storing in advance the relationship between the temperature of the oil and the spin loss of the oil, and the control means comprises the temperature of the oil stored in the storage means and the spin loss of the oil. It is preferable to compare the amount of reduction with the amount of loss based on the relationship.

  In this case, the amount of reduction in spin loss is based on the relationship between the temperature of the oil stored in advance and the spin loss of the oil (that is, the relationship between the increase in oil temperature and the amount of heat generation of the clutch / the amount of slip and reduction in spin loss). And the amount of loss (the amount of fuel consumption deterioration) are compared. Therefore, it is possible to more appropriately perform the most efficient driving (control) of the whole vehicle.

  In the oil temperature raising device according to the present invention, when the control means controls the hydraulic pressure adjustment means so that the clutch slips, it is preferable to change the slip ratio of the clutch according to the temperature of the oil.

  In this case, the slip ratio of the clutch is varied according to the temperature of the oil. Therefore, it is possible to control the clutch with an optimal slip rate in accordance with the temperature (temperature rise) of the oil.

  In the oil temperature raising device according to the present invention, the control means sets a target slip ratio of the clutch based on the temperature of the oil, and adjusts the hydraulic pressure so that the target slip ratio matches the actual slip ratio. It is preferred to control the means.

  In this case, the target slip ratio of the clutch is set based on the temperature of the oil (for example, the target slip ratio is set to increase as the oil temperature decreases), and the target slip ratio matches the actual slip ratio. Thus, the hydraulic pressure adjustment means is controlled. Therefore, the clutch engagement force (slip ratio) can be set and controlled more appropriately.

  According to the present invention, in the oil temperature raising device for promoting the temperature rise of the oil supplied to the motor generator mounted on the vehicle, the fuel consumption rate (fuel consumption) is not deteriorated regardless of the operating condition of the vehicle. It is possible to further accelerate the temperature rise of the oil in the cold state.

It is a block diagram showing the composition of the oil temperature rising device concerning an embodiment. It is a list which shows the operation state of a clutch (2nd solenoid valve) in each operation mode, oil flow rate distribution (1st solenoid valve), etc.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same reference numerals are used for the same or corresponding parts. Further, in the respective drawings, the same elements are denoted by the same reference numerals, and duplicate explanations will be omitted.

  First, the configuration of the oil temperature raising device 1 according to the embodiment will be described with reference to FIG. FIG. 1 is a block diagram showing the configuration of the oil temperature raising device 1.

  The engine 10 may be of any type, but for example, an engine or the like in which thermal efficiency is improved by increasing the compression ratio by a high expansion ratio cycle is preferably used. The engine 10 is controlled by an engine control unit (hereinafter referred to as "ECU") 80.

  Connected to the ECU 80 are various sensors such as a crank angle sensor 81 for detecting the rotational position (engine rotational speed) of the crankshaft and a water temperature sensor 83 for detecting the temperature of the cooling water of the engine 10.

  The ECU 80 is based on the acquired various information and control information from a hybrid vehicle / control unit (hereinafter referred to as "HEV-CU") 50 described later, the fuel injection amount, the ignition timing, the electronically controlled throttle valve, etc. The engine 10 is controlled by controlling various devices. Further, the ECU 80 transmits various information such as the engine speed and the cooling water temperature to the HEV-CU 50 via a CAN (Controller Area Network) 100.

  The crankshaft of the engine 10 is connected to a drive train 14 (drive gear 14 a) formed of a reduction gear or the like. A motor generator (electric motor) 12 is also connected to the drive train 14 (drive gear 14 a) so as to be capable of transmitting torque. With such a configuration, in this vehicle, the drive wheel 16 (vehicle) can be driven by two powers of the engine 10 and the motor generator 12. Further, depending on the traveling conditions, traveling by the engine 10 and traveling by the engine 10 and the motor generator 12 can be switched. Furthermore, the motor generator 12 can also generate power.

  Between motor generator 12 and drive train 14 (drive gear 14 a) (ie, between motor generator 12 and drive wheel 16), between motor generator 12 and drive train 14 (drive gear 14 a) A wet multi-plate clutch (hereinafter simply referred to as "clutch") 15 is provided to adjust the torque transmission of the motor. The clutch 15 is formed by alternately stacking a plurality of clutch disks and pressure plates, and is immersed in oil.

  The motor generator 12 is, for example, an AC synchronous motor of a three-phase AC type. In the motor generator 12, permanent magnets are used for the rotor and coils are used for the stator. The motor generator 12 is an oil-cooled electric motor cooled by oil. In the motor generator 12, a coil may be used as a rotor and a permanent magnet may be used as a stator. Further, as the motor generator 12, instead of the AC synchronous motor, for example, an AC induction motor or a DC motor may be used.

  A first temperature sensor 21 for detecting the temperature of the stator (coil 12a) of the motor generator 12 is attached to the stator (coil 12a) of the motor generator 12. As the first temperature sensor 21, for example, a thermistor whose resistance value changes with temperature is suitably used. The first temperature sensor 21 is connected to the HEV-CU 50, and an electric signal (voltage value) corresponding to the temperature is read by the HEV-CU 50.

  Further, a second temperature sensor 22 for detecting the temperature (oil temperature) of the oil stored in the oil pan 30 is attached to the oil pan 30 (or a pipe communicating with the oil strainer 31 and the oil pump 32) . The second temperature sensor 22 functions as an oil temperature detection unit described in the claims. As the second temperature sensor 22, for example, a thermistor whose resistance value changes with temperature is suitably used. The second temperature sensor 22 is also connected to the HEV-CU 50, and an electrical signal (voltage value) corresponding to the temperature is read by the HEV-CU 50.

  The oil pan 30 stores oil (ATF) for lubricating and cooling the motor generator 12 and for lubricating the drive train 14 and the like. A mechanical oil pump (hereinafter simply referred to as an "oil pump") 32 is provided to supply the oil stored in the oil pan 30 to the motor generator 12 and the like. An electric oil pump may be used in place of / in addition to the mechanical oil pump.

  The oil pump 32 is driven by the engine 10, sucks up oil stored in the oil pan 30 via the oil strainer 31, and boosts and discharges the oil. The discharged oil is pressure-fed to the oil cooler 40. As the oil pump 32, for example, a coaxial internal gear / trochoid type or a chain drive vane type is preferably used.

  On the downstream side of the oil pump 32, an oil cooler 40 is provided which performs heat exchange between the oil discharged from the oil pump 32 and the cooling medium to cool the oil. In the present embodiment, as the oil cooler 40, an air-cooled oil cooler that performs heat exchange between the oil and the outside air is used. Note that, as the oil cooler 40, instead of the air-cooled oil cooler, for example, a water-cooled oil cooler may be used which performs heat exchange between oil and coolant (engine coolant).

  On the downstream side of the oil cooler 40, a first solenoid valve 41 is provided to adjust the distribution of the amount (flow rate) of oil supplied to the motor generator 12 and the amount (flow rate) of oil supplied to the clutch 15. . The first solenoid valve 41 functions as a distribution adjustment means described in the claims. The first solenoid valve 41 moves the spool valve axially to adjust the opening degree of the oil passage, for example, directly or indirectly (that is, by adjusting the supplied control pressure) to adjust the degree of opening of the oil passage. The distribution between the amount of oil supplied and the amount of oil supplied to the clutch 15 is adjusted. As the first solenoid valve 41, for example, a linear solenoid in which the amount of movement of the valve is adjusted according to the value of the applied current, or the valve has an axis according to the duty signal (duty ratio = 0 to 100%) applied. A directionally displaced duty solenoid is used.

  Further, in an oil passage communicating the first solenoid valve 41 with the clutch 15, a second solenoid valve 42 for adjusting the oil pressure (slip ratio) of the oil supplied to the clutch 15 is provided. The second solenoid valve 42 functions as the hydraulic pressure adjustment means described in the claims. The second solenoid valve 42 moves the spool valve axially to adjust the oil pressure of the oil supplied to the clutch 15 (pressure adjustment), for example, directly or indirectly (that is, by adjusting the control pressure supplied). Do. As the second solenoid valve 42, for example, a linear solenoid in which the amount of movement of the valve is adjusted according to the value of the applied current, or a valve having an axis according to the applied duty signal (duty ratio = 0 to 100%) A directionally displaced duty solenoid is used. The HEV-CU 50 controls the drive of each of the first solenoid valve 41 and the second solenoid valve 42.

  The engine 10 which is a driving force source of the vehicle and the motor generator 12 are comprehensively controlled by the HEV-CU 50.

  The HEV-CU 50 is a microprocessor that performs operations, a ROM that stores programs for causing the microprocessor to execute each process, a RAM that stores various data such as computation results, and a backup RAM that stores the stored contents. And an input / output I / F. In ROM etc., data showing the relationship between oil temperature (oil temperature) and oil spin loss (that is, the relationship between oil temperature rise / heat generation amount of clutch / slip rate and spin loss reduction amount) It is memorized. That is, the ROM or the like corresponds to the storage means described in the claims.

  The HEV-CU 50 includes, for example, an accelerator pedal sensor 58 that detects the depression amount of the accelerator pedal, that is, the opening degree of the accelerator pedal, and a vehicle speed sensor 59 that detects the speed of the vehicle (corresponding to vehicle speed detection means described in claims). Are connected, including various sensors. In addition, the HEV-CU 50 controls the engine 10 via the CAN 100, the ECU 80 for controlling the engine 10, a vehicle dynamic control unit (hereinafter referred to as "VDCU"), and a high voltage battery 70 for supplying power to the motor generator 12 And the battery control unit (hereinafter referred to as "BCU") 71 and the like that detect the charge amount / state of charge (SOC: State Of Charge) of the battery described in the above. The HEV-CU 50 receives various information such as the engine speed, the coolant temperature, and the SOC of the high voltage battery 70 from the ECU 80, the BCU 71, and the VDCU via the CAN 100, for example.

  The BCU 71 reads the voltage value / current value of the high voltage battery 70, and detects the charge amount (SOC) of the high voltage battery 70 using, for example, a current integration method. That is, the BCU 71 functions as the charge state detection unit described in the claims.

  The HEV-CU 50 comprehensively controls the driving of the engine 10 and the motor generator 12 based on the acquired various information. The HEV-CU 50 requests the engine 10 based on, for example, the accelerator pedal opening (driver's requested driving force), the operating state of the vehicle, the state of charge (SOC) of the high voltage battery 70, and the BSFC of the engine 10 An output and a torque command value of the motor generator 12 are obtained and output. The ECU 80 adjusts, for example, the opening degree of the electronically controlled throttle valve based on the above-mentioned required output. Further, a power control unit (hereinafter referred to as “PCU”) 60 described later drives the motor generator 12 via the inverter 61 based on the torque command value.

  In particular, the HEV-CU 50 has a function (oil temperature rise promotion function) of controlling the drive of the first solenoid valve 41 and the second solenoid valve 42 to promote the temperature rise of the oil in the cold state. Therefore, the HEV-CU 50 functionally includes the control unit 51. In the HEV-CU 50, the program stored in the ROM or the like is executed by the microprocessor to realize the function of the control unit 51. The control unit 51 functions as a control unit described in the claims.

  When the oil temperature is less than a predetermined temperature (for example, 20 ° C.), the control unit 51 causes the second solenoid valve 42 (the engagement force of the clutch 15 to slip so as to promote the temperature rise of the oil). ) And controls the first solenoid valve 41 to supply more oil to the clutch 15. On the other hand, when the oil temperature is equal to or higher than a predetermined temperature (for example, 20 ° C.), the control unit 51 causes the second solenoid valve 42 to completely engage the clutch 15 in order to prioritize cooling of the motor generator 12. And control the first solenoid valve 41 to supply more oil to the motor generator 12.

  However, when the state of charge (SOC) of high voltage battery 70 is less than a predetermined value (for example, 50%), control unit 51 sets the high voltage even if the temperature of oil is less than the predetermined temperature (for example, 20.degree. C.). In order to give priority to charging of the battery 70, the second solenoid valve 42 is controlled to engage the clutch 15. However, when the speed of the vehicle is less than a predetermined speed (for example, 5 km / h), the control unit 51 may use oil even if the state of charge (SOC) of the high voltage battery is less than a predetermined value (for example 50%). When the temperature is lower than a predetermined temperature (for example, 20 ° C.), the drive of the second solenoid valve 42 (the engagement force of the clutch 15) is controlled so that the clutch 15 slips. That is, at low speeds where regeneration can not be achieved, temperature rise of oil is prioritized.

  When controlling the second solenoid valve 42 (engagement force of the clutch 15) so that the clutch 15 slips, the control unit 51 changes the slip ratio of the clutch 15 according to the temperature (oil temperature) of the oil. More specifically, the control unit 51 sets the target slip ratio of the clutch 15 based on the temperature of the oil (for example, the target slip ratio increases as the oil temperature decreases), and the target slip ratio The drive of the second solenoid valve 42 (that is, the hydraulic pressure supplied to the clutch 15 (engagement force of the clutch 15)) is controlled so that the actual slip ratio matches.

  Further, when controlling the second electromagnetic valve 42 (engagement force of the clutch 15) so that the clutch 15 slips, the control unit 51 sets the slip ratio of the clutch 15 so as to satisfy the driver's required driving force. Based on this, the output of the motor generator 12 and / or the engine 10 is adjusted (for example, the output of the motor generator 12 and / or the engine 10 is increased as the slip ratio is increased). At that time, the control unit 51 is configured to optimize the efficiency of the entire vehicle (power unit) based on the operation efficiency of the motor generator 12 and / or the operation efficiency (BSFC) of the engine 10 (the efficiency To adjust the output of the motor generator 12 and / or the engine 10.

  More specifically, the control unit 51 is based on the slip ratio of the clutch 15 so as to satisfy the reduction amount of the spin loss by causing the clutch 15 to slip and raise the temperature of the oil and the driver's required driving force. When the loss amount (fuel consumption deterioration amount) exceeds the spin loss reduction amount by comparing the loss amount (fuel consumption deterioration amount) by adjusting (increasing) the output of the motor / generator 12 and / or the engine 10 In order to completely engage the clutch 15 even if the temperature of the oil is below the predetermined temperature, the second solenoid valve 42 is controlled. At that time, the control unit 51 sets the relationship between the oil temperature (oil temperature) stored in the ROM or the like and the spin loss of the oil (that is, the heat generation amount of the oil temperature ∝ clutch 15 ∝ slip ratio and spin loss reduction amount The amount of reduction of the spin loss and the amount of loss (the amount of deterioration of fuel efficiency) are compared based on the relationship

  The PCU 60 has an inverter 61 which converts the DC power of the high voltage battery 70 into three-phase AC power and supplies it to the motor generator 12. As described above, PCU 60 drives motor generator 12 via inverter 61 based on the torque command value received from HEV-CU 50. The inverter 61 converts the AC voltage generated by the motor generator 12 into a DC voltage to charge the high voltage battery 70. Further, the PCU 60 has a DC-DC converter 62 for stepping down the DC high voltage of the high voltage battery 70 to 12 V in order to use it as a power source for accessories and each ECU.

  Here, the clutch 15 (second solenoid valve 42) and the oil flow rate distribution (first solenoid valve 41) in each operation mode (oil temperature, SOC, power running / regeneration) realized by being configured as described above. ) Will be described. FIG. 2 is a list showing operation states of the clutch 15 (second solenoid valve 42), oil flow rate distribution (first solenoid valve 41), etc. in each operation mode (oil temperature, SOC, power running / regeneration) .

(1) Mode 1
The oil temperature is less than a predetermined temperature (for example, 20 ° C.) (in the cold state), the SOC of high voltage battery 70 is a predetermined value (for example, 50%) or more, and motor generator 12 is in a driving (powering) state In order to make the clutch 15 slip, the second solenoid valve 42 is controlled such that the pressure (oil pressure) of the oil supplied to the clutch 15 is reduced. Further, the distribution is adjusted so that more oil is supplied to the clutch 15 side than to the motor generator 12 (in the table, denoted as MG) (ie, oil is mainly flowed to the clutch 15 side) The solenoid valve 41 is controlled). Therefore, the temperature rise of the oil is promoted in the cold state.

(2) Mode 2
When the oil temperature is less than a predetermined temperature (for example, 20 ° C.) (in the cold state), the SOC of high voltage battery 70 is a predetermined value (for example, 50%) or more, and motor generator 12 is in the regenerative state The second solenoid valve 42 is controlled such that the clutch 15 is in a slip state (that is, the pressure (oil pressure) of the oil supplied to the clutch 15 is reduced). Further, the distribution is adjusted so that more oil is supplied to the clutch 15 side than the motor generator 12 (that is, the first solenoid valve 41 is controlled so that the oil mainly flows to the clutch 15 side). Therefore, the temperature rise of the oil is promoted in the cold state (during regeneration).

(3) Mode 3
The oil temperature is less than a predetermined temperature (for example, 20 ° C.) (in the cold state), the SOC of high voltage battery 70 is less than a predetermined value (for example, 50%), and motor generator 12 is in a driving (powering) state In this case, the second solenoid valve 42 is controlled such that the clutch 15 is engaged (that is, the pressure (oil pressure) of the oil supplied to the clutch 15 is increased). Further, the distribution is adjusted so that more oil is supplied to the motor generator 12 side than the clutch 15 (that is, the first solenoid valve 41 is controlled so that the oil flows mainly to the motor generator 12 side) ). Therefore, even in the cold state, when the SOC of high voltage battery 70 is decreasing, motor generator 12 is driven by the engine output, and high voltage battery 70 is charged using generated electric power. , Recovery of SOC is achieved.

(4) Mode 4
When the oil temperature is less than a predetermined temperature (for example, 20 ° C.) (in the cold state), the SOC of high voltage battery 70 is less than a predetermined value (for example, 50%), and motor generator 12 is in a regenerative state The second solenoid valve 42 is controlled such that the clutch 15 is engaged (that is, the pressure (oil pressure) of the oil supplied to the clutch 15 is increased). Further, the distribution is adjusted so that more oil is supplied to the motor generator 12 side than the clutch 15 (that is, the first solenoid valve 41 is controlled so that the oil flows mainly to the motor generator 12 side) ). Therefore, even in the cold state, when the SOC of high voltage battery 70 is decreasing, regenerative power generation is prioritized, and the SOC of high voltage battery 70 can be recovered.

(5) Mode 5
When the oil temperature is equal to or higher than a predetermined temperature (eg, 20 ° C.), the SOC of high voltage battery 70 is equal to or higher than a predetermined value (eg, 50%), and motor generator 12 is in a driving (powering) state, clutch 15 Is controlled (i.e., the pressure (oil pressure) of the oil supplied to the clutch 15 is increased) so that the second electromagnetic valve 42 is controlled. Further, the distribution is adjusted so that more oil is supplied to the motor generator 12 side than the clutch 15 (that is, the first solenoid valve 41 is controlled so that the oil flows mainly to the motor generator 12 side) ). Therefore, after completion of the warm-up, the cooling of the motor generator 12 is given priority.

(6) Mode 6
When the oil temperature is equal to or higher than a predetermined temperature (eg, 20 ° C.), the SOC of high voltage battery 70 is equal to or higher than a predetermined value (eg, 50%), and motor / generator 12 is in a regenerative state, clutch 15 is engaged. The second solenoid valve 42 is controlled as it is (ie, to increase the pressure (oil pressure) of the oil supplied to the clutch 15). Further, the distribution is adjusted so that more oil is supplied to the motor generator 12 side than the clutch 15 (that is, the first solenoid valve 41 is controlled so that the oil flows mainly to the motor generator 12 side) ). Therefore, after completion of the warm-up, cooling of the motor / generator 12 is prioritized even during regeneration.

(7) Mode 7
When the oil temperature is equal to or higher than a predetermined temperature (for example, 20 ° C.), the SOC of high voltage battery 70 is less than a predetermined value (for example, 50%), and motor generator 12 is in a driving (powering) state, clutch 15 Is controlled (i.e., the pressure (oil pressure) of the oil supplied to the clutch 15 is increased) so that the second electromagnetic valve 42 is controlled. Further, the distribution is adjusted so that more oil is supplied to the motor generator 12 side than the clutch 15 (that is, the first solenoid valve 41 is controlled so that the oil flows mainly to the motor generator 12 side) ). Therefore, after completion of warm-up, if the SOC of high voltage battery 70 is reduced, motor generator 12 is driven by the engine output and high voltage battery 70 is charged using the generated electric power, and the SOC Recovery is planned. In addition, cooling of the motor generator 12 is promoted.

(8) Mode 8
When the oil temperature is equal to or higher than a predetermined temperature (for example, 20 ° C.), the SOC of high voltage battery 70 is less than a predetermined value (for example, 50%), and motor generator 12 is in a regenerative state, clutch 15 is engaged. The second solenoid valve 42 is controlled as it is (ie, to increase the pressure (oil pressure) of the oil supplied to the clutch 15). Further, the distribution is adjusted so that more oil is supplied to the motor generator 12 side than the clutch 15 (that is, the first solenoid valve 41 is controlled so that the oil flows mainly to the motor generator 12 side) ). Therefore, high voltage battery 70 is charged with the electric power generated by regeneration, and recovery of SOC is achieved. In addition, cooling of the motor generator 12 is promoted.

  As described above in detail, according to the present embodiment, when the temperature of oil is less than a predetermined temperature (for example, 20 ° C.), the second solenoid valve 42 is controlled so that the clutch 15 slips. The first solenoid valve 41 is controlled to supply more oil to the clutch 15. Therefore, more oil is supplied to the clutch 15 side, and the oil is heated using heat generated by the clutch 15 slipping. Further, at that time, since the clutch 15 is not completely released, HEV travel using the motor generator 12 can be performed. As a result, the temperature rise of the oil in the cold state can be further promoted, and the fuel consumption rate (fuel consumption) can be improved regardless of the driving state of the vehicle.

  According to the present embodiment, when the temperature of the oil is equal to or higher than the predetermined temperature (for example, 20 ° C.), the second solenoid valve 42 is controlled so that the clutch 15 is completely engaged. The first solenoid valve 41 is controlled to supply a large amount. Therefore, when the temperature rise of the oil is completed (when the warm-up is completed), the slip of the clutch 15 is stopped, and the heat generation (temperature rise) by the clutch 15 is stopped. Also, by changing the oil distribution so that more oil is supplied to the motor generator 12, cooling of the motor generator 12 is promoted. Therefore, it becomes possible to make compatible the temperature rise promotion of the oil at the time of low temperature, and the cooling of the motor generator 12 at the time of high temperature.

  According to the present embodiment, when the state of charge (SOC) of the high voltage battery 70 is less than a predetermined value (for example, 50%), the clutch 15 can be used even if the temperature of the oil is less than the predetermined temperature (for example, 20 ° C.). Is controlled so that the second solenoid valve 42 is engaged. Therefore, for example, the motor generator 12 can be driven to generate electric power (charge the high voltage battery 70) using the engine output or the driving force (during regeneration) from the driving wheel 16.

  According to the present embodiment, when the speed of the vehicle is less than a predetermined speed (e.g., 5 km / h), the oil is detected even if the state of charge (SOC) of the high voltage battery 70 is less than a predetermined value (e.g., 50%) The second solenoid valve 42 is controlled so that the clutch 15 slips when the temperature of the vehicle is below the predetermined temperature (for example, 20.degree. C.). That is, when the vehicle decelerates and the vehicle speed becomes less than the predetermined speed (for example, just before stopping), the amount of regeneration decreases (because the regeneration can not be completed), the clutch 15 is slipped to raise the oil temperature By reducing the slip loss, the overall efficiency (fuel consumption) can be improved.

  According to the present embodiment, when the second solenoid valve 42 is controlled such that the clutch 15 slips, the motor generator is generated based on the slip ratio of the clutch 15 so as to satisfy the driver's required driving force. 12, and / or the output of the engine 10 is adjusted. That is, since the output of the motor / generator 12 and / or the engine 10 is adjusted (increased) by the amount of power converted into heat by the slip of the clutch 15, oil of the oil is satisfied while satisfying the driver's required driving force. The temperature rise can be promoted.

  According to the present embodiment, when the output of the motor / generator 12 and / or the engine 10 is adjusted based on the slip ratio of the clutch 15 so as to satisfy the driver's required driving force, Based on the operating efficiency of the generator 12 and / or the operating efficiency of the engine 10, the output of the motor generator 12 and / or the engine 10 is adjusted to maximize the overall efficiency of the vehicle (power unit). . Therefore, when the clutch 15 is slipped to raise the temperature of the oil, the efficiency of the entire vehicle can be maximized while satisfying the driving force required by the driver. Therefore, the fuel consumption rate (fuel consumption) can be improved regardless of the driving state of the vehicle.

  According to the present embodiment, the motor generator is generated based on the slip ratio of the clutch 15 so as to satisfy the reduction amount of the spin loss by causing the clutch 15 to slip and raise the temperature of the oil and the driver's required driving force. 12 and / or the amount of loss (amount of deterioration of fuel efficiency) by adjusting (increasing) the output of the engine 10 is compared, and if the amount of loss (amount of deterioration of fuel efficiency) exceeds the reduction amount of spin loss, oil The second solenoid valve 42 is controlled so that the clutch 15 is completely engaged even if the temperature of the vehicle is below the predetermined temperature (for example, 20.degree. C.). Therefore, when it is predicted that the efficiency of the entire vehicle (P / U) is lowered (the fuel efficiency is lowered) by causing the clutch 15 to slip to raise the temperature of the oil, the clutch 15 is engaged (that is, The oil temperature rise due to the slip of the clutch 15 is prohibited). Therefore, it is possible to prevent the fuel consumption rate (fuel consumption) from deteriorating due to the temperature raising operation of oil.

  According to the present embodiment, the relationship between the temperature (oil temperature) of the oil stored in advance and the spin loss of the oil (that is, the relationship between the heat generation amount of the oil temperature / the clutch 15 / the slip ratio and the spin loss reduction amount) The amount of reduction of spin loss and the amount of loss (amount of deterioration of fuel consumption) are compared based on Therefore, it is possible to more appropriately perform the most efficient driving (control) as the whole vehicle (power unit).

  According to the present embodiment, the slip ratio of the clutch 15 is varied according to the temperature of the oil (oil temperature). Therefore, the clutch 15 can be controlled at an optimal slip ratio in accordance with the temperature (temperature rise) of the oil.

  That is, according to the present embodiment, the target slip ratio of the clutch 15 is set based on the temperature (oil temperature) of the oil (for example, the target slip ratio is set to increase as the oil temperature decreases), The second solenoid valve 42 (the hydraulic pressure supplied to the clutch 15) is controlled such that the target slip ratio matches the actual slip ratio. Therefore, the engaging force (slip ratio) of the clutch 15 can be set and controlled more appropriately.

  As mentioned above, although embodiment of this invention was described, this invention is not limited to the said embodiment, A various deformation | transformation is possible. For example, in the above embodiment, the case where the oil temperature raising device 1 according to the present invention is applied to a hybrid vehicle (HEV) is described as an example, but various hybrid vehicles (HEV) having different types from the above embodiment Can also be applied. In addition, the present invention can be applied to electric vehicles (EVs) and fuel cell vehicles (FCVs).

  Further, in the above embodiment, the case where one motor generator 12 is provided has been described as an example, but the number of motor generators 12 may be two or more. In addition, the first solenoid valve 41 (spool valve) and the second solenoid valve 42 (spool valve) may be integrated (for example, one solenoid valve and a spool valve).

  In the above embodiment, the first solenoid valve 41 (spool valve) is used to vary the distribution of the amount of oil supplied to the motor / generator 12 and the clutch 15 according to the temperature of the oil (oil temperature). Instead of the first solenoid valve 41, for example, a thermostat may be used in which the degree of opening changes according to the temperature of oil.

1 oil heating device 10 engine 12 motor generator (electric motor)
15 wet multi-plate clutch 21 first temperature sensor 22 second temperature sensor (oil temperature sensor)
Reference Signs List 30 oil pan 32 oil pump 40 oil cooler 41 first solenoid valve 42 second solenoid valve 50 HEV-CU
51 control unit 58 accelerator pedal sensor 59 vehicle speed sensor 60 PCU
70 High Voltage Battery 71 BCU
80 ECU
100 CAN

Claims (10)

A motor generator mounted on the vehicle,
A clutch interposed between the motor generator and a drive wheel for adjusting torque transmission between the motor generator and the drive wheel;
Distribution adjustment means for adjusting the distribution of the amount of oil supplied to the motor generator and the amount of oil supplied to the clutch;
Hydraulic adjustment means for adjusting the oil pressure of the oil supplied to the clutch;
Temperature detection means for detecting the temperature of the oil;
And a control unit configured to control the hydraulic pressure adjustment unit.
The control means controls the hydraulic pressure adjustment means to cause the clutch to slip when the temperature of the oil is lower than a predetermined temperature, and controls the adjustment means to supply a large amount of the oil to the clutch. An oil heating device characterized by   The control means controls the hydraulic pressure adjusting means to engage the clutch when the temperature of the oil is equal to or higher than a predetermined temperature, and the distribution adjusting means supplies a large amount of oil to the motor generator. The oil heating device according to claim 1, characterized in that: A charge state detection unit that detects a charge state of a battery that supplies power to the motor generator;
The control means controls the hydraulic pressure adjustment means so as to engage the clutch even if the temperature of the oil is less than a predetermined temperature when the charge state of the battery is less than a predetermined value. The oil heating device according to claim 1 or 2. A vehicle speed detecting means for detecting the speed of the vehicle;
The control means is configured to cause the clutch to slip when the temperature of the oil is less than a predetermined temperature even if the state of charge of the battery is less than a predetermined value when the speed of the vehicle is less than the predetermined speed. The oil temperature raising device according to claim 3, wherein the hydraulic pressure adjusting means is controlled.   The control means, based on the slip ratio of the clutch, can control the hydraulic pressure adjustment means so that the clutch slips, based on the slip ratio of the clutch, and / or Alternatively, the oil temperature raising device according to any one of claims 1 to 4, wherein the output of the engine is adjusted.   The control means is configured to adjust the output of the motor / generator and / or the engine based on the slip ratio of the clutch so as to satisfy a driver's required driving force. According to the operating efficiency and / or the operating efficiency of the engine, the output of the motor generator and / or the engine is adjusted to maximize the efficiency of the whole vehicle. The oil heating device according to Item 5.   The control means is based on the slip ratio of the clutch so as to satisfy a reduction amount of spin loss by causing the clutch to slip and raise the temperature of the oil and a driver's required driving force. And / or comparing the amount of loss due to adjusting the output of the engine, if the amount of loss exceeds the amount of reduction, even if the temperature of the oil is below a predetermined temperature, The oil temperature raising device according to claim 5 or 6, wherein the hydraulic pressure adjustment means is controlled so as to engage a clutch. It is equipped with storage means that pre-stores the relationship between the oil temperature and the spin loss caused by the oil
The oil according to claim 7, wherein the control means compares the amount of reduction with the amount of loss based on the relationship between the temperature of the oil stored in the storage means and the spin loss caused by the oil. Temperature rising device.   The control means changes the slip ratio of the clutch according to the temperature of the oil when controlling the hydraulic pressure adjustment means such that the clutch slips. The oil heating device according to any one of the preceding claims. The control means sets a target slip ratio of the clutch based on the temperature of the oil, and controls the hydraulic pressure adjustment means such that the target slip ratio and the actual slip ratio coincide with each other. The oil heating device according to claim 9, wherein

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