JP4356646B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device, and more particularly to a vehicle control device that controls the amount of lubricating oil supplied to a plurality of parts.

  In recent years, automobiles that employ a motor as a driving source for vehicle propulsion have appeared, such as electric vehicles, hybrid vehicles, and fuel cell vehicles.

Japanese Patent Application Laid-Open No. 8-105520 (Patent Document 1) discloses a technique for switching the supply of lubricating oil to a portion requiring lubrication by operating an electromagnetic on-off valve in accordance with the vehicle speed or the accelerator opening.
JP-A-8-105520 (FIGS. 5 and 6) Special table 2003-512964 gazette JP-A-9-177952

  However, in Japanese Patent Application Laid-Open No. 8-105520 (Patent Document 1), there are a plurality of portions that need to be lubricated or cooled, and a point in which the necessary oil supply is switched to the plurality of portions according to the vehicle running state. This is not disclosed, and there is room for further optimization of the oil supply amount.

  Since an appropriate amount of oil cannot be flowed depending on driving patterns such as climbing, high speed running, and slipping on a snowy road, useless lubricating oil agitation resistance increases and fuel consumption deteriorates. In particular, the increase in the agitation resistance is a serious problem with the recent trend toward higher speeds of gears and bearings.

  In some cases, lubricating oil is used for cooling the motor. If the amount of lubricating oil is constant in an operation pattern with large heat generation, cooling performance may be insufficient, and the motor performance may not be sufficiently exhibited.

  An object of the present invention is to provide a vehicle control device that reduces loss and optimizes the amount of lubricating oil supplied.

  In summary, the present invention is a control device for a vehicle, and determines a plurality of parts, a plurality of paths for supplying lubricating oil to the plurality of parts, respectively, and a passing amount of the lubricating oil provided on the plurality of paths. Lubricating oil amount respectively supplied to a plurality of parts from a plurality of paths to a plurality of oil amount determining means by comparing a plurality of oil amount determining means with conditions corresponding to a vehicle running state and a plurality of parts respectively And a control unit that performs independent control.

  Preferably, the vehicle control device further includes lubricating oil storage means connected in common to the plurality of paths. Each of the plurality of oil amount determination means is a valve that opens and closes according to the output of the control unit.

  Preferably, the control unit considers at least one of required torque, rudder angle, acceleration, road surface friction, and road surface gradient as the vehicle running state.

  Preferably, the vehicle includes a car navigation system, and the control unit detects a vehicle traveling state based on a predicted course of the car navigation system.

  Preferably, the vehicle is an electric vehicle that generates a driving force for vehicle propulsion by the electric motor, and the plurality of parts include the electric motor and a speed reduction mechanism.

  More preferably, the vehicle is a hybrid vehicle that uses both an electric motor and an engine for vehicle propulsion, and the plurality of parts further include a planetary gear mechanism that distributes power between the electric motor and the engine.

  More preferably, the plurality of portions further include a differential device that distributes power between the left and right drive wheels.

  Preferably, the vehicle includes main drive wheels and auxiliary drive wheels that are not always driven. The plurality of parts include a first drive system that drives the main drive wheel and a second drive system that drives the sub drive wheel. The control unit increases the amount of lubricating oil supplied to the second drive system in response to the traveling state of the vehicle satisfying the drive conditions of the auxiliary drive wheels.

  According to the present invention, it is possible to realize an efficient vehicle in which the lubricating oil supply amount is optimized and loss is reduced.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

[Embodiment 1]
FIG. 1 is a schematic diagram showing a configuration of a vehicle driving motor and a transaxle of an electric vehicle according to Embodiment 1. FIG.

  Referring to FIG. 1, a transaxle 12 includes a planetary gear type reduction gear 16 and a bevel gear type differential device 18 that are arranged in a case 14 coaxially with the vehicle driving electric motor 10.

  The reduction gear 16 is fixed to the case 14 and a sun gear 22 connected to the motor shaft 20 of the vehicle drive motor 10, a carrier 26 that rotatably supports a plurality of pinion gears 24 that mesh with the sun gear 22, and the case 14. And a ring gear 28 that meshes with the pinion gear.

  The differential device 18 includes a shaft 30 that rotates integrally with the carrier 26 in a plane perpendicular to the axis of the speed reducer 16, and a plurality of differential devices 18 that are relatively rotatable about the shaft 30. A bevel gear 32 and a pair of bevel gears 34 and 36 that are rotatably provided around the axis of the speed reducer 16 and mesh with the bevel gear 32.

  Transmission shafts 38 and 40 connected to the left and right drive wheels are spline-fitted to the bevel gears 34 and 36, respectively.

  The motor 10 includes a stator 72 around which a coil is wound and fixed to a case, and a rotor 70 housed in a central hollow portion of the stator 72 and rotatably supported. The rotor 70 is hollow, and the transmission shaft 38 passes through the hollow portion.

  The rotation transmitted from the motor shaft 20 to the sun gear 22 is decelerated at a predetermined speed ratio by the ring gear 28 functioning as a reaction force element. The decelerated rotation is transmitted from the carrier 26 to the transmission shafts 38 and 40 via the differential device 18.

  A pump drive gear 44 is attached to the carrier 26, and the gear 26 is rotated by driving the carrier 26 when the vehicle travels, and lubrication is performed from an oil reservoir 48 provided at a lower portion of the case 14 through an oil passage 90. Pump up oil. In the present specification, the lubricating oil may be simply referred to as oil.

  The pumped lubricating oil is stored in the catch tank 52 via the oil passage 92. A relief valve 56 is provided in the middle of the oil passage 92. A drain port is provided at the bottom of the catch tank, and lubricating oil is supplied from the drain port to the accumulator 60 through the oil passage 94. The accumulator 60 pushes the piston according to the spring of the spring, and keeps the pressure of the lubricating oil constant.

  The lubricating oil delivered from the accumulator 60 is sent to oil passages 96, 98, and 99 that supply the lubricating oil to a plurality of parts, respectively. Solenoid valves 80, 83, and 85 for determining the amount of passage of the lubricating oil are provided on the oil passages 96, 98, and 99, respectively. The amount of oil passing through the solenoid valves 80, 83, 85 is determined by a control signal SD sent from the controller 82. The control signal SD includes a signal that independently indicates the opening degree of the electromagnetic valves 80, 83, 85.

  The controller 82 includes a microcomputer having a CPU, RAM, ROM and the like. The controller 82 includes a rotation speed sensor 84 that detects the rotation speed of the motor shaft 20 as a vehicle speed V, an accelerator operation amount sensor 86 that detects an accelerator operation amount θa, a steering angle sensor 76 that detects a steering angle θh by a handle (not shown), a vehicle The vehicle running state is grasped according to the outputs of the G sensor 74 that detects the gravitational acceleration in the horizontal and vertical directions and the oil temperature sensor 78 that detects the oil temperature T of the lubricating oil. When the vehicle gradient changes, the horizontal and vertical components of the gravitational acceleration change, and therefore the vehicle gradient can be detected using the G sensor 74.

  Then, the controller 82 compares the conditions corresponding to the motor 10, the speed reducer 16, and the differential device 18 with the grasped vehicle running state, and controls the amount of lubricating oil passing through the electromagnetic valves 80, 83, and 85. Do it independently.

  That is, the vehicle control device supplies a plurality of oil passages 96, 98, and 99, and oil passages 96, 98, and 99 for supplying lubricating oil to a plurality of portions (motor 10, speed reducer 16, and differential device 18), respectively. The plurality of solenoid valves 80, 83, 85 that determine the amount of lubricant to be passed are compared with the conditions corresponding to the vehicle running state and the plurality of parts, respectively. And a controller 82 for independently controlling the amount of lubricating oil supplied to each part. The catch tank 52 and the accumulator 60 are connected in common to the plurality of oil passages 96, 98, and 99. Preferably, the controller 82 considers at least one of required torque, rudder angle, acceleration, road surface friction, and road surface gradient as the vehicle running state.

  FIG. 2 is a flowchart showing a control structure of the first program executed by the controller 82 of FIG. The process of this flowchart is called from the main routine and executed every time a predetermined condition is satisfied or every certain time elapses.

  Referring to FIGS. 1 and 2, when the process is started, in step S1, the controller 82 changes the vehicle state to one of start, sudden acceleration, low μ road, low oil temperature, and large steering angle. Judge whether it is applicable. Whether the vehicle is at the start of the vehicle, is suddenly accelerated, or is a low μ road is determined by, for example, observing a change in the rotational speed of the rotational speed sensor 84 in FIG. Whether or not the oil temperature is low is determined by observing the oil temperature T output from the oil temperature sensor 78. The steering angle is determined by observing the steering angle θh output from the steering angle sensor 76. The condition used in step S1 is a condition corresponding to the differential device 18 of FIG. 1, and is a traveling state of the vehicle that requires a lot of lubricating oil in the differential device 18.

  If any of the conditions in step S1 is satisfied, the process proceeds to step S3. On the other hand, if none of the conditions in step S1 is satisfied, the process proceeds to step S2.

  In step S <b> 2, the controller 82 instructs the electromagnetic valve 80 to reduce the amount of oil to the differential device 18. At this time, the lubricating oil remains in the catch tank 52.

  On the other hand, when the process proceeds to step S <b> 3, the controller 82 increases the opening of the solenoid valve 80 and increases the amount of oil supplied to the differential device 18. Then, in step S4, it is determined whether or not the condition of step S1 has been canceled and the steady operation state has been restored.

  If the steady operation state has not been returned in step S4, the process returns to step S3 to maintain a state where the amount of oil supplied to the differential device 18 is large.

  If it is determined in step S4 that the vehicle is in a steady operation state, that is, when starting, sudden acceleration, low μ road, low oil temperature, or large steering angle, the process proceeds to step S5.

  In step S5, the amount of lubricating oil supplied to the differential device 18 is set to a small amount. As a result, when the oil is pumped up by the gear pump 46, the oil level is lowered from A in FIG. 1 to C in FIG. 1, and the oil agitation resistance by the gear of the differential 18 is also reduced, so that improvement in fuel consumption can be expected.

  When the process of step S5 ends, the process proceeds to step S6, and control is returned to the main routine.

  FIG. 3 is a flowchart showing the control structure of the second program executed by the controller 82 of FIG. The process of this flowchart is called from the main routine and executed every time a predetermined condition is satisfied or every certain time elapses.

  Referring to FIGS. 1 and 3, when this process is started, first, in step S11, it is determined whether or not the condition that the oil temperature is appropriate, the required torque is low, and the vehicle is not uphill is satisfied. This condition indicates a vehicle state in which the load is not large with respect to the planetary gear to which the ring gear which is the reduction gear 16 of FIG. 1 is fixed.

  If the condition of step S11 is satisfied, the process proceeds to step S14. If the condition of step S11 is not satisfied, the process proceeds to step S12.

  In step S12, the amount of lubricating oil supplied to the planetary gear is increased. For this purpose, the controller 82 sends a command to the electromagnetic valve 83 to increase the opening.

  Then, in step S13, it is determined whether or not the vehicle is in a steady operation state, that is, a vehicle traveling state that satisfies the condition in step S11, and the load applied to the planetary gear is reduced. If the state does not return to the steady operation state, the state where the amount of supplied oil is large again in step S12 is maintained.

  On the other hand, if it is determined in step S13 that the steady operation state has been returned, the process proceeds to step S14. In step S14, the amount of lubricating oil flowing through the planetary gear is reduced.

  By maintaining this state, the lubricating oil is accumulated in the catch tank 52 as shown in step S15, the oil level is lowered from A to C in FIG. 1, and the loss due to the stirring resistance is reduced. Then, the process proceeds to step S16, and the control is returned to the main routine.

FIG. 4 is a flowchart showing another example of the flowchart shown in FIG.
The planetary gear of FIG. 1 operates as a speed reducer 16 in which a ring gear is fixed to a case. However, a hybrid vehicle using a ring gear as a movable power split mechanism that also serves as a transmission has been put into practical use. The process of FIG. 4 is suitably used for such a vehicle.

  Referring to FIG. 4, first, in step S21, the gear rotation speed is calculated from the vehicle speed, the gear ratio of the planetary gear, and the like.

  In step S22, the supplied oil amount corresponding to the gear rotational speed is determined with reference to a predetermined map stored in the ROM or the like using the calculated gear rotational speed.

  In step S23, the solenoid valve is operated to an opening corresponding to the supplied oil amount. In step S24, the process is returned to the main routine.

  FIG. 5 is a diagram showing the relationship between the map referred to in step S22 of FIG. 4 and the resistance torque.

In FIG. 5, the oil supply amount S1 corresponding to the gear rotation speed is determined in the map.
In FIG. 5, when the gear speed is between N0 and N1, the resistance torque increases in accordance with the gear speed. However, the resistance torque decreases between the gear rotation speeds N1 and N2 as the gear rotation speed increases. This is because the oil accumulated in the oil reservoir 48 is sent to the catch tank 52 and the oil level decreases from A to C, so that the stirring resistance by the differential 18 and the speed reducer 16 is reduced.

  However, even when the oil is collected in the catch tank 52, the loss of stirring the oil increases as the rotational speed increases by supplying the oil to the gear.

  In a region where the gear rotation speed is larger than N2, the higher the rotation speed, the more the resistance caused by stirring the oil affects the resistance torque. However, if the amount of oil supplied is small, it will burn. Therefore, it is desirable to control the supply amount as in the map S1 in which the supply amount is reduced as much as possible while securing a predetermined margin with respect to the minimum oil amount. By doing so, the increase in resistance torque is improved as indicated by the broken line TR0 to the solid line TR1.

  As described above, in the first embodiment, when there are a plurality of parts that require lubrication or cooling, the required oil supply is switched to these parts according to the vehicle running state, and the oil supply amount is changed. Loss can be reduced while optimizing and preventing seizure.

[Embodiment 2]
FIG. 6 is a schematic diagram showing a configuration of the vehicle 100 according to the second embodiment. The vehicle 100 is a hybrid vehicle that uses an engine and a motor as a power source for vehicle propulsion.

  Referring to FIG. 6, vehicle 100 includes front wheels 120R, 120L, rear wheels 122R, 122L, an engine 102, a power distribution mechanism 108, a motor generator 104, and a speed reduction and differential mechanism 110.

  Deceleration and differential mechanism 110 may include a transmission such as a continuously variable transmission.

  Vehicle 100 further includes a motor generator 106 for driving the rear wheels, and a differential device 112 for transmitting the rotation of motor generator 106 to the left and right rear wheel drive shafts. The differential device 112 may include a speed reducer.

  Motor generator 104 is also referred to as a front motor, and motor generator 106 is also referred to as a rear motor.

  Vehicle 100 further includes a battery 116, an inverter 114, a control unit 130, a vehicle speed sensor 138, an accelerator operation amount sensor 140, an oil temperature sensor 136, a steering angle sensor 134, and a G sensor 132. Note that the control unit 130 may include a plurality of distributed ECUs (electronic control units).

  A battery 116 that is a DC power source includes a secondary battery such as nickel metal hydride or lithium ion, for example, and supplies DC power to the inverter 114 and is charged by receiving power from the inverter 114. Note that a booster device may be provided between the inverter and the battery so that the output voltage of the battery 116 is boosted and supplied to the inverter 114, and the voltage from the inverter 114 is stepped down and supplied to the battery 116.

  When the vehicle running state grasped from the outputs of the vehicle speed sensor 138, the accelerator operation amount sensor 140, the oil temperature sensor 136, the steering angle sensor 134, the G sensor 132 and other various sensors satisfies a predetermined condition. Then, a command is sent to the inverter 114 to cause the motor generator 106 to generate torque and drive the rear wheels.

  Control unit 130 operates the electromagnetic valve inside motor generator 106 to increase the amount of lubricating oil for cooling with respect to the stator when the vehicle running condition satisfies the driving condition of motor generator 106. The configuration for supplying lubricating oil to motor generator 106 and differential device 112 is similar to the example shown in FIG. 1, and therefore description thereof will not be repeated.

  The traveling condition of the vehicle that drives the rear wheels is, for example, when the accelerator is fully opened or when slipping occurs on a slippery road surface such as a snowy road.

  Control unit 130 also drives motor generator 104 via inverter 114 in response to an acceleration request or the like. At that time, the supply amount of the lubricant is determined by operating the motor generator 104, the power distribution mechanism 108, and the electromagnetic valve in the speed reduction and differential mechanism 110. In this case, the amount of lubricating oil of the motor generator 104 is determined by judgment based on conditions independent of the amount of lubricating oil of the motor generator 106.

  FIG. 7 is a flowchart showing a control structure of processing for determining the oil supply amount for the rear wheel drive motor executed by the control unit 130. The processing of this flowchart is called from the main routine and executed at regular time intervals or whenever a predetermined condition is satisfied.

  Referring to FIGS. 6 and 7, when the process is started, it is determined in step S31 whether or not a driving condition for the rear motor, that is, motor generator 106 is satisfied.

  As this driving condition, for example, the vehicle speed sensor 138 detects the wheel speeds of four wheels, and when a significant difference occurs between the four wheel speeds, a slip determination is made to determine that a slip occurs. The case where time exceeds predetermined time is mentioned. Other driving conditions include, for example, a case where the time while traveling uphill from the output of the G sensor 132 exceeds a predetermined time, or a case where the vehicle starts from a state where the vehicle speed is zero.

  If the rear motor drive condition is satisfied in step S31, the process proceeds to step S32. In step S32, the rear motor, that is, the motor generator 106 is driven. Specifically, control unit 130 instructs inverter 114 to drive motor generator 106.

  In step S33, it is determined whether the rear motor drive time has continued for a predetermined time or more. This is because if the driving time continues, the stator temperature of the rear motor increases and the performance of the motor may decrease. Even when the driving time is not continuous, it may be determined that the frequency of driving the rear motor within a predetermined time, such as when starting, exceeds a certain number of times.

  If the rear motor drive time continues for a predetermined time or longer in step S33 or if the drive frequency is higher than the predetermined frequency, the process proceeds to step S34, and if this condition is not met, the process proceeds to step S35.

  In step S34, control unit 130 instructs motor generator 106 to increase the amount of oil supplied to the stator of the rear motor. On the other hand, when the process proceeds to step S35, control unit 130 instructs motor generator 106 not to flow oil to the stator of the rear motor.

  When the process of step S34 or step S35 ends, the process proceeds to step S36, and control is returned to the main routine.

  Although FIG. 7 shows an example in which processing for increasing the amount of oil supplied to the stator of the rear motor is performed after driving the rear motor, the cooling oil may be increased in advance before driving the rear motor. .

  FIG. 8 is a flowchart showing a control structure of a process for determining the oil supply amount for the front motor performed by control unit 130 of FIG.

  Referring to FIGS. 6 and 8, the control unit 130 determines that the acceleration time t exceeds the threshold value t0 or the number of accelerations n is the threshold value, depending on the accelerator opening obtained from the accelerator operation amount sensor 140 in step S41. It is determined whether or not the condition of exceeding n0 is met.

  If the condition is not satisfied in step S41, the process proceeds to step S42. If the condition is satisfied, the process proceeds to step S44.

  In step S42, it is determined whether EV (electric vehicle) travel time t, that is, time t when vehicle 100 travels as an electric vehicle without driving engine 102 exceeds threshold value t1. If EV traveling time t exceeds threshold value t1, the process proceeds to step S44. If EV traveling time t does not exceed threshold value t1, the process proceeds to step S43.

  In step S43, control unit 130 sends a command to motor generator 104 to reduce the amount of oil for cooling the stator. On the other hand, in step S44, control unit 130 instructs motor generator 104 to increase the amount of oil for cooling the stator.

  When the process of step S43 or step S44 ends, the process proceeds to step S45, and the control is returned to the main routine.

  As described above, in the four-wheel drive vehicle including the drive wheels that are not always driven in the second embodiment, the oil amount for cooling the motor generator is determined as necessary, so that the oil can be sent out while maintaining the motor performance. The accompanying energy loss can be reduced.

[Embodiment 3]
FIG. 9 is a diagram schematically illustrating a lubricating oil circulation path of the vehicle 150 according to the third embodiment.

  Referring to FIG. 9, vehicle 150 includes an oil pump 156 that pumps up oil stored in oil reservoir 154, an oil temperature sensor 166 that measures the oil temperature of the oil reservoir, a motor 152 that drives wheels, and a motor 152. And an external tank 158 provided outside the housing in which the oil pump 156 is accommodated, an electromagnetic valve 160 provided on the oil passage from the oil pump 156 to the external tank 158, and the motor 152 from the oil pump 156. And a control unit 164 that controls the opening degree of the electromagnetic valves 160 and 162 according to the output of the oil temperature sensor 166.

  FIG. 10 is a flowchart showing a control structure of a program executed by the control unit 164 of FIG. The process of this flowchart is called and executed every time a predetermined condition is satisfied from the main routine.

  Referring to FIGS. 9 and 10, when processing is started, oil temperature To is measured by oil temperature sensor 166 in step S 51, and motor temperature Tm is measured by a temperature sensor built in motor 152.

  These are taken in by the control unit 164, and then it is determined in step S52 whether or not the oil temperature To exceeds the threshold value T1. If To> T1 is satisfied, the process proceeds to step S53, and if not, the process proceeds to step S54.

  In step S54, the lubricating oil in the oil reservoir 154 does not need to be sent to the external tank 158 to lower the temperature because the oil temperature has not increased so much. Therefore, the control unit 164 performs control so that the solenoid valve 160 is closed and the solenoid valve 162 is opened to directly send oil to the motor 152.

  On the other hand, when the process proceeds to step S53, the oil temperature in the oil reservoir 154 has risen, and if this is used for cooling the motor 152, the motor performance may be reduced. Therefore, the control unit 164 closes the electromagnetic valve 162, opens the electromagnetic valve 160, sends the oil pumped up by the oil pump 156 to the external tank 158, cools it, and cools the stator of the motor 152 by the cooled oil.

  In the third embodiment, the circulation path of the lubricating oil that cools the motor is changed in accordance with the oil temperature, which is one of the vehicle states, so that the motor performance can be sufficiently exhibited.

[Embodiment 4]
FIG. 11 is a diagram showing a cooling system for vehicle 200 according to the fourth embodiment.

  Referring to FIG. 11, vehicle 200 includes motor generator 202, oil pump 204, heat exchangers 214 and 228, air conditioner heater 230, oil cooler 232, and three-way valves 206, 208, 210, and 212. Including.

  The vehicle 200 holds or acquires road information, and communicates with the car navigation system 242 to determine the discharge amount V1 of the oil pump 204 based on the road information obtained from the car navigation system. , 208, 210, 212 are included.

  Vehicle 200 further includes an engine 216, a cooling water pump 218 for circulating cooling water through the engine, a radiator 220 for cooling cooling water discharged from the cooling water pump, and cooling water sent from the radiator. And a heat exchanger 214 for exchanging heat with the cooling oil.

  Vehicle 200 further includes an inverter 222 for driving motor generator 202, a cooling water pump 224 for circulating cooling water through inverter 222, and a radiator 226 for cooling the cooling water discharged from cooling water pump 224. , And a heat exchanger 228 for performing heat exchange between the cooling water delivered from the radiator 226 and the cooling oil.

  The three-way valve 206 determines whether or not the cooling oil discharged from the oil pump 204 is allowed to flow through the heat exchanger 214. The three-way valve 208 determines whether or not the cooling oil sent from the oil pump 204 is allowed to flow through the heat exchanger 228. The three-way valve 210 determines whether or not the cooling oil sent from the oil pump 204 is allowed to flow through the air conditioner heater 230. The three-way valve 212 determines whether or not the cooling oil sent from the oil pump 204 is allowed to flow through the oil cooler 232.

  The control unit 240 can independently control the three-way valves 206, 208, 210, and 212. By controlling these, the oil amount V2 that flows to the heat exchanger 214 and the oil amount V3 that flows to the heat exchanger 228 are controlled. The oil amount V4 flowing through the air conditioner heater 230 and the oil amount V5 flowing through the oil cooler 232 can be controlled.

  FIG. 12 is a diagram showing a control structure of a program executed by the control unit 240 of FIG. The process of this flowchart is called and executed every time a predetermined condition is satisfied from the main routine.

  Referring to FIGS. 11 and 12, when the process is first started, control unit 240 acquires road information from car navigation system 242 in step S <b> 61. This road information is information from the current location to a point ahead by a predetermined distance in the predicted course of the vehicle searched by the car navigation system 242 in advance.

  Subsequently, in step S62, the control unit 240 determines whether or not any of the conditions “with climbing travel”, “with acceleration traveling”, and “with high speed traveling” is satisfied.

  Uphill traveling can be determined based on road information, for example, that there is an uphill on the way to the searched predicted route. In addition, the acceleration travel is normally accelerated after passing through the entrance gate of the expressway or a toll booth on the way, so it can be determined based on road information such as having reached these points, for example. Further, the high speed traveling can be determined based on road information such as the speed limit of the point and the traveling place being a highway.

  If any of the conditions in step S62 is satisfied, the process proceeds to step S63. In step S63, the control unit 240 increases the discharge amount of the oil pump 204. Oil pump 204 is an electric oil pump, and can increase or decrease the discharge amount regardless of the rotational speed of motor generator 202.

  When the process of step S63 ends, the process returns to step S68, and control is transferred to the main routine.

  On the other hand, if none of the conditions in step S62 is satisfied, the process proceeds to step S64.

  In step S <b> 64, the control unit 240 determines whether or not any of the conditions “with steady cruise”, “with turning travel”, and “with deceleration travel” is met.

  For example, a steady cruise can be determined based on road information such as no signal or intersection on the road of the way. The turning traveling can be determined based on road information such as whether or not the going hand is a curve. The decelerating traveling can be determined based on road information such as a signal, a temporary stop sign, and an upper limit value of a speed limit sign becoming a small value.

  If any of the conditions in step S64 is satisfied, the process proceeds to step S65. In step S65, control unit 240 instructs oil pump 204 to reduce the flow rate of the cooling oil. When the process of step S65 ends, the process proceeds to step S68, and the control returns to the main routine.

  On the other hand, if none of the conditions in step S64 is satisfied, the process proceeds to step S66.

  In step S66, it is determined whether or not “lightly loaded traveling” is met. The light load traveling can be determined based on road information such as that a flat road is on the way from the map data. On such a flat road, there is no need for acceleration or climbing, so the motor generator does not generate heat. Therefore, when the condition of step S66 is satisfied, the process proceeds to step S67, where oil pump 204 is stopped and the supply of cooling oil to motor generator 202 is stopped. By doing in this way, the energy loss by circulating cooling oil with the oil pump 204 can be reduced.

  When the process of step S67 ends, the process proceeds to step S68, and the control returns to the main routine. If the condition in step S66 is not met, the process proceeds to step S68 and the control is returned to the main routine.

  As described above, in the fourth embodiment, the supply of the lubricating oil can be switched in advance based on the predicted course, and the temperature increase of the motor generator can be minimized.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

FIG. 3 is a schematic diagram illustrating a configuration of a vehicle driving motor and a transaxle of the electric vehicle according to the first embodiment. It is a flowchart which shows the control structure of the 1st program performed with the controller 82 of FIG. It is a flowchart which shows the control structure of the 2nd program performed with the controller 82 of FIG. It is the flowchart which showed the other example of the flowchart shown in FIG. It is the figure which showed the relationship of the map referred by step S22 of FIG. 4, and resistance torque. FIG. 4 is a schematic diagram showing a configuration of a vehicle 100 according to a second embodiment. 3 is a flowchart showing a control structure of processing for determining an oil supply amount for a rear wheel driving motor executed by a control unit 130; It is the flowchart which showed the control structure of the process which determines the oil supply amount with respect to the front motor which the control part 130 of FIG. 6 performs. FIG. 10 is a diagram schematically showing a lubricating oil circulation path of a vehicle 150 according to a third embodiment. 10 is a flowchart showing a control structure of a program executed by control unit 164 in FIG. 9. FIG. 6 is a diagram showing a cooling system of a vehicle 200 according to a fourth embodiment. It is the figure which showed the control structure of the program performed by the control part 240 of FIG.

Explanation of symbols

  10, 152 Motor, 12 Transaxle, 14 Case, 16 Reducer, 18 Differential, 20 Motor shaft, 22 Sun gear, 24 Pinion gear, 26 Carrier, 28 Ring gear, 30 Shaft, 32, 34, 36 Bevel gear, 38, 40 transmission shaft, 44 pump drive gear, 46 gear pump, 48 oil reservoir, 52 catch tank, 56 relief valve, 60 accumulator, 70 rotor, 72 stator, 74, 132 G sensor, 76, 134 rudder angle sensor, 78, 136 Oil temperature sensor, 86, 140 Accelerator operation amount sensor, 80, 83, 85, 160, 162 Solenoid valve, 82 controller, 84 Speed sensor, 90, 92, 94, 96, 98, 99 Oil passage, 100, 150, 200 vehicles, 102,216 en 104, 106, 202 Motor generator, 108 Power distribution mechanism, 110 Deceleration and differential mechanism, 112 Differential device, 114, 222 Inverter, 116 Battery, 120R, 120L Front wheel, 122R, 122L Rear wheel, 130, 164 240 control unit, 138 vehicle speed sensor, 156, 204 oil pump, 158 external tank, 166 oil temperature sensor, 206, 208, 210, 212 three-way valve, 214, 228 heat exchanger, 218, 224 cooling water pump, 220, 226 Radiator, 230 Air conditioner heater, 232 Oil cooler, 242 Car navigation system.

Claims (1)

Multiple sites;
A plurality of paths for supplying lubricating oil to the plurality of sites,
A plurality of oil amount determining means provided on the plurality of paths for determining the passage amount of the lubricating oil;
Comparing the vehicle running state and the conditions corresponding to the plurality of parts respectively, the amount of lubricating oil supplied to the plurality of parts from the plurality of paths is independently determined for the plurality of oil amount determining means. A control unit for performing control,
One of the plurality of parts is an electric motor that generates a driving force for vehicle propulsion,
One of the plurality of oil amount determining means is an electric oil pump configured to change a discharge amount according to an output of the control unit,
The vehicle includes a car navigation system,
Wherein the control unit detects based the vehicle running condition predicted course of the car navigation system,
The control unit increases the discharge amount of the electric oil pump when the predicted course is at least one of uphill running, acceleration running, and high-speed running, and when the predicted course is light load running, A vehicle control device that stops an electric oil pump .

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