JP6003698B2 - vehicle - Google Patents

Description

  The present invention relates to a vehicle including an engine and a motor as drive sources.

  In Japanese Patent Laid-Open No. 5-122903 (Patent Document 1), in an electric vehicle in which cooling oil of a drive motor is circulated by an oil pump that can be mechanically and electrically operated, oil circulation is performed according to heat generated by the drive motor. A configuration for changing the amount is disclosed.

JP-A-5-122903 JP 2009-292319 A JP 2008-172927 A JP 2007-309240 A

  However, in the electric vehicle disclosed in Patent Document 1, when the oil pump is electrically operated, if the driving motor cooling is prioritized without considering the state of the vehicle (vehicle speed, traveling mode, etc.), noise may occur. There is a risk that performance and power consumption performance will be unnecessarily deteriorated.

  The present invention has been made in order to solve the above-described problems. The object of the present invention is to provide a noise performance and a performance in each travel mode in a vehicle that includes an electric oil pump and can travel in any of a plurality of travel modes. This is to achieve both power consumption performance.

  The vehicle according to the present invention includes an engine and a motor as drive sources, and can travel in any one of a plurality of travel modes. The vehicle includes a mechanical pump that discharges oil using power of the engine, an electric pump that discharges oil using electric power, and a control device that controls the drive duty of the electric pump. The motor is cooled by oil discharged from at least one of a mechanical pump and an electric pump. When the engine is stopped, the control unit calculates the noise requirement duty considering noise and the mode requirement duty considering driving mode, and the mode requirement so that the upper limit value of the mode requirement duty does not exceed the noise requirement duty. The duty limited value is set as the drive duty of the electric pump.

  Preferably, the plurality of travel modes include a first mode and a second mode in which the engine operating frequency is higher than in the first mode. The control device sets the second mode requirement duty that is the mode requirement duty during the second mode to be equal to or less than the first mode requirement duty that is the mode requirement duty during the first mode.

  Preferably, the vehicle further includes a power storage device that stores electric power for driving the motor, and a generator capable of generating electric power for charging the power storage device using the power of the engine. The first mode is a charge consumption mode in which driving of the engine is not allowed in order to maintain the amount of power stored in the power storage device within a predetermined range. The second mode is a charge maintenance mode in which driving of the engine is allowed in order to maintain the amount of electricity stored in the power storage device within a predetermined range.

  Preferably, the vehicle has a noise requirement map in which a correspondence relationship between the vehicle speed and motor torque and the noise requirement duty is preset, and a first mode requirement in which the correspondence relationship between the motor temperature and motor torque and the first mode requirement duty is preset. The storage unit further stores a map, and a second mode requirement map in which a correspondence relationship between the motor temperature and motor torque and the second mode requirement duty is set in advance. When the engine is stopped and in the first mode, the control device calculates the noise requirement duty corresponding to the vehicle speed and the motor torque with reference to the noise requirement map, and the first mode requirement The first mode requirement duty corresponding to the motor temperature and torque is calculated with reference to the map, and the first mode requirement duty is limited so that the upper limit value of the first mode requirement duty does not exceed the noise requirement duty. Set to pump drive duty. When the engine is stopped and in the second mode, the control device calculates the noise requirement duty corresponding to the vehicle speed and the motor torque with reference to the noise requirement map, and the second mode requirement The second mode requirement duty corresponding to the motor temperature and torque is calculated with reference to the map, and the second mode requirement duty is limited so that the upper limit value of the second mode requirement duty does not exceed the noise requirement duty. Set to pump drive duty.

  According to the present invention, in a vehicle that includes an electric oil pump and can travel in any one of a plurality of travel modes, both noise performance and power consumption performance in each travel mode can be achieved.

1 is an overall block diagram of a vehicle. It is a flowchart which shows the process sequence of ECU. It is the figure which illustrated the 1st map used for calculation of noise requirement duty Dnv. It is a figure which shows typically the correspondence of the vehicle speed V and the noise requirement duty Dnv. It is the figure which illustrated the 2nd map used for calculation of CD mode requirement duty Dcd. It is the figure which illustrated the 3rd map used for calculation of CS mode requirement duty Dcs. It is a figure which shows typically the correspondence of motor temperature THm, CD mode requirement duty Dcd, and CS mode requirement duty Dcs. It is a figure which shows typically the correspondence of motor torque Tm, CD mode requirement duty Dcd, and CS mode requirement duty Dcs.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  FIG. 1 is an overall block diagram of a vehicle 1 according to the present embodiment. The vehicle 1 travels by rotating the drive wheels 82. The vehicle 1 includes an engine 100, a first MG (Motor Generator) 200, a power split mechanism 300, a second MG 400, an output shaft 560, a PCU (Power Control Unit) 600, a battery 700, an ECU (Electronic Control Unit). ) 800.

  Vehicle 1 is a hybrid vehicle including engine 100 and second MG 400 as a drive source.

  The engine 100 is an internal combustion engine that outputs power by burning fuel. The power of engine 100 is input to power split device 300.

  Power split device 300 splits the power input from engine 100 into power to output shaft 560 and power to first MG 200.

  The power split mechanism 300 is a planetary gear mechanism having a sun gear 310, a ring gear 320, a pinion gear 340 that meshes with the sun gear 310 and the ring gear 320, and a carrier 330 that holds the pinion gear 340 so as to rotate and revolve. Carrier 330 is connected to the crankshaft of engine 100. Sun gear 310 is connected to the rotor of first MG 200. Ring gear 320 is connected to output shaft 560.

  The first MG 200 and the second MG 400 are AC rotating electrical machines, and function as both an electric motor and a generator. First MG 200 can generate electric power for charging battery 700 using the power of engine 100 input from power split device 300. The rotor of second MG 400 is connected to output shaft 560.

  Output shaft 560 is rotated by at least one of the power of engine 100 and the power of second MG 400 transmitted through power split device 300. The rotational force of the output shaft 560 is transmitted to the left and right drive wheels 82 via the speed reducer 81. Thereby, the vehicle 1 travels.

  Battery 700 is a power storage device that stores high-voltage (for example, about 200 V) DC power for driving first MG 200 and / or second MG 400. The battery 700 typically includes nickel metal hydride and lithium ions. Note that a large-capacity capacitor may be used instead of the battery 700.

  PCU 600 converts high-voltage DC power supplied from battery 700 into AC power and outputs the AC power to first MG 200 and / or second MG 400. Thereby, first MG 200 and / or second MG 400 is driven. PCU 600 converts AC power generated by first MG 200 and / or second MG 400 into DC power and outputs the DC power to battery 700. Thereby, the battery 700 is charged.

  Further, the vehicle 1 includes a charging port 710 and a charger 720 for charging the battery 700 using electric power from an AC power supply 1000 provided outside the vehicle. That is, the vehicle 1 is a so-called plug-in hybrid vehicle. Charging port 710 is an interface for receiving power from AC power supply 1000. When charging the battery 700 with the power from the AC power supply 1000, a connector connected to the AC power supply 1000 is connected to the charging port 710. Based on a control signal from ECU 800, charger 720 converts AC power supplied from AC power supply 1000 into DC power that can charge battery 700, and charges battery 700.

  Further, the vehicle 1 is provided with a vehicle speed sensor 15, a temperature sensor 16, and a mode switch 18. The vehicle speed sensor 15 detects the rotational speed Np of the output shaft 560 as the vehicle speed V. Temperature sensor 16 detects the temperature of second MG 400 (hereinafter referred to as “motor temperature THm”). The mode change switch 18 detects whether or not the user has performed an operation for requesting switching of the driving mode. Each of these sensors outputs a detection result to ECU 800.

  Further, the vehicle 1 includes a mechanical oil pump (hereinafter referred to as “MOP”) 11 and an electric oil pump (hereinafter referred to as “MOP”) that supply oil acting as lubricating oil and cooling oil to each part of the first MG 200, the power split mechanism 300, and the second MG 400. EOP ”) 12 are provided in parallel.

  The MOP 11 is mechanically operated using the power of the engine 100. When the engine 100 is operated, the MOP 11 sucks oil stored in an oil pan (not shown) and supplies the sucked oil to each part. When the engine 100 is stopped, the MOP 11 is also stopped.

  On the other hand, the EOP 12 is electrically operated using electric power. Specifically, the EOP 12 incorporates a motor (not shown) that operates with electric power from a low-voltage battery (not shown), and when this built-in motor is activated, the oil stored in the oil pan is sucked and sucked. Supply oil to each part. Therefore, the EOP 12 can operate even when the engine 100 is stopped.

  During the operation of the EOP 12, the EOP 12 is duty-controlled by the ECU 800. That is, while the EOP 12 is operating, the ECU 800 periodically switches the energization period (ON period) and the non-energization period (OFF period) of the built-in motor of the EOP 12. The driving duty D of EOP 12 (the ratio of the on period to one on / off period) is adjusted by ECU 800. As the drive duty D increases, the oil discharge amount of the EOP 12 increases and the cooling performance improves. However, the power consumption of the EOP 12 increases correspondingly, and the noise (operation sound) of the EOP 12 also increases. Therefore, when the driving duty D is set to an unnecessarily high value, the power consumption (power consumption) performance and the noise performance are deteriorated.

  The ECU 800 includes a CPU (Central Processing Unit) (not shown) and a memory 810, executes predetermined calculation processing based on information stored in the memory 810 and information from each sensor, and the vehicle 1 based on the calculation result. Control each device installed in the. Note that the memory 810 may be provided outside the ECU 800.

  The ECU 800 selects one driving mode from a charging consumption mode (Charge Depleting mode, hereinafter referred to as “CD mode”) and a charging maintenance mode (Charge Sustain mode, hereinafter referred to as “CS mode”). The vehicle 1 is made to travel in the travel mode. The travel modes are not limited to these two, and may be three or more.

  The CD mode is a mode that prioritizes consumption rather than maintaining the electric power stored in the battery 700. Therefore, during the CD mode, driving of engine 100 is not allowed in order to maintain the charged amount of battery 700 (hereinafter referred to as “SOC”) within a predetermined range. Therefore, during the CD mode, in principle, the engine 100 is stopped and traveling using the power of the second MG 400 (hereinafter referred to as “EV traveling”) is performed. However, when the load is high (for example, when the user request torque exceeds a predetermined value), even during the CD mode, the engine 100 is temporarily started to use the power of both the second MG and the engine 100 (hereinafter referred to as “running”). (Referred to as “HV traveling”).

  ECU 800 switches the running mode from the CD mode to the CS mode when the SOC falls below a threshold value during the CD mode or when the user operates the mode switch 18 during the CD mode.

  The CS mode is a mode in which priority is given to maintaining rather than consuming electric power stored in the battery 700. Therefore, during the CS mode, driving of engine 100 is allowed to maintain the SOC within a predetermined range in addition to the high load. In other words, during the CS mode, HV traveling is also performed when it is necessary to generate power with first MG 200 using the power of engine 100 in order to maintain the SOC within a predetermined range in addition to during high load. As described above, EV traveling and HV traveling are selectively performed in both the CD mode and the CS mode, but the frequency of HV traveling during the CS mode compared with the CD mode (that is, the operation of the engine 100). Frequency) is high.

  As described above, the vehicle 1 according to the present embodiment is equipped with the EOP 12 that is electrically operated using electric power in addition to the MOP 11 that is mechanically operated using the power of the engine 100. Therefore, during EV travel in which the MOP 11 is stopped, the second MG 400 can be cooled by supplying oil to the second MG 400 by operating the EOP 12.

  During EV traveling where the power of engine 100 cannot be used, the heat load of second MG 400 is higher than during HV traveling where power of engine 100 can be used. Therefore, when operating the EOP 12 during EV traveling, it is desirable to increase the cooling capacity of the second MG 400 by setting the drive duty D of the EOP 12 to a relatively high value. On the other hand, if the driving duty D is set too high in order to give priority to the cooling capacity, there is a concern that noise performance and power consumption performance may be unnecessarily deteriorated depending on the state of the vehicle 1.

  In particular, in a plug-in hybrid vehicle such as the vehicle 1, while the thermal load of the second MG 400 increases during EV traveling, there is also a demand for a longer EV traveling distance, so that both cooling performance and power consumption performance are compatible. It is important to plan. However, conventionally, the drive duty D is fixed, and it is difficult to achieve such a balance.

  Further, the operating frequency of the engine 100, that is, the operating frequency of the MOP 11 is different between the CD mode and the CS mode. Therefore, even during the same EV traveling, the oil flow rate that the EOP 12 should discharge varies depending on whether the current mode is the CD mode or the CS mode. However, conventionally, a configuration that switches the drive duty D in accordance with the travel mode has not been adopted.

  Therefore, ECU 800 according to the present embodiment is optimal in that drive duty D satisfies various vehicle performances (cooling performance, power consumption performance, noise performance) when operating EOP 12 while engine 100 is stopped (during EV travel). The drive duty D is variably controlled according to the state of the vehicle 1 so as to be a proper value. More specifically, ECU 800 is configured such that when engine 100 is stopped (during EV travel), drive duty D considering noise performance (hereinafter also referred to as “noise requirement duty Dnv”), cooling performance and power consumption in each travel mode. A drive duty D considering performance (hereinafter also referred to as “mode requirement duty Dmode”) is calculated according to the state of the vehicle 1, and the mode requirement is set so that the upper limit value of the mode requirement duty Dmode does not exceed the noise requirement duty Dnv. A value obtained by limiting the duty Dmode is set as the final drive duty D.

  FIG. 2 is a flowchart showing a processing procedure when ECU 800 variably controls drive duty D. This flowchart is repeatedly executed at a predetermined cycle when it is confirmed that the EOP 12 operates normally (for example, there is no connection failure).

  In S10, ECU 800 determines whether engine 100 is stopped. For example, ECU 800 determines that engine 100 is stopped when EV traveling is in progress.

  When engine 100 is operating (NO in S10), ECU 800 stops EOP12 in S11.

  On the other hand, when engine 100 is stopped (YES in S10), ECU 800 calculates noise requirement duty Dnv in S12. The noise requirement duty Dnv is a driving duty D that satisfies the noise performance. ECU 800 refers to a first map (FIG. 3 to be described later) in which a correspondence relationship between vehicle speed V and torque of second MG 400 (hereinafter referred to as “motor torque Tm”) and noise requirement duty Dnv is set in advance. The noise requirement duty Dnv corresponding to the motor torque Tm is calculated.

  Note that as the actual motor torque Tm, a torque command value from the ECU 800 may be used, or a torque estimated value may be used. The same applies to the following.

  FIG. 3 is a diagram illustrating a first map used for calculating the noise requirement duty Dnv. In the first map illustrated in FIG. 3, the noise requirement duty Dnv is Lo, Mid, Hi using the vehicle speed V (V1 <V2 <V3 <V4) and the motor torque Tm (T1 <T2 <T3 <T4) as parameters. (Lo <Mid <Hi) is set. The first map is obtained in advance by experiments or the like and stored in the memory 810. As shown in FIG. 3, in the first map, the higher the vehicle speed V and the higher the motor torque Tm, the larger the noise requirement duty Dnv is set. The ECU 800 calculates the noise requirement duty Dnv with reference to such a first map.

  FIG. 4 is a diagram schematically showing a correspondence relationship between the vehicle speed V and the noise requirement duty Dnv when the motor torque Tm is constant. When the vehicle speed V is high, the so-called road noise is large and the noise of the EOP 12 that can be heard by the user is relatively small. On the other hand, when the vehicle speed V is low, the road noise is small and the noise of the EOP 12 that can be heard by the user is relatively large. Considering this point, the noise requirement duty Dnv is set to be smaller as the vehicle speed V is lower.

  Returning to FIG. 2, after setting the noise requirement duty Dnv, the ECU 800 sets the mode requirement duty Dmode in S13 to S15. The mode requirement duty Dmode is a drive duty D that satisfies the cooling performance and power consumption performance in each driving mode (CD mode or CS mode).

In step S13, the ECU 800 determines whether the CD mode is in progress.
When in the CD mode (YES in S13), ECU 800 calculates a drive duty D (hereinafter referred to as “CD mode requirement duty Dcd”) that satisfies the cooling performance and power consumption performance in CD mode in S14. The calculated CD mode requirement duty Dcd is set to the mode requirement duty Dmode.

  The ECU 800 corresponds to the actual motor temperature THm and the motor torque Tm with reference to a second map (FIG. 5 described later) in which the correspondence relationship between the motor temperature THm and the motor torque Tm and the CD mode requirement duty Dcd is set in advance. The CD mode requirement duty Dcd is calculated.

  FIG. 5 is a diagram illustrating a second map used for calculating the CD mode requirement duty Dcd. In the second map illustrated in FIG. 5, the motor temperature THm (TH1 <TH2 <TH3 <TH4) and the motor torque Tm (T1 <T2 <T3 <T4) are used as parameters, and the CD mode requirement duty Dcd is Lo, Mid. , Hi (Lo <Mid <Hi). The second map is obtained in advance by experiments or the like and stored in the memory 810. As shown in FIG. 5, in the second map, the higher the motor temperature THm and the higher the motor torque Tm, the larger the CD mode requirement duty Dcd is set. The ECU 800 calculates the CD mode requirement duty Dcd with reference to such a second map, and sets the calculated CD mode requirement duty Dcd to the mode requirement duty Dmode.

  On the other hand, when in the CS mode (NO in S13), ECU 800 determines in S16 the drive duty D (hereinafter referred to as “CS mode requirement duty Dcs”) that satisfies the cooling performance and the power consumption performance in the CS mode. The calculated CS mode requirement duty Dcs is set to the mode requirement duty Dmode.

  The ECU 800 corresponds to the actual motor temperature THm and the motor torque Tm with reference to a third map (FIG. 6 described later) in which the correspondence relationship between the motor temperature THm and the motor torque Tm and the CS mode requirement duty Dcs is set in advance. The CS mode requirement duty Dcs is calculated.

  FIG. 6 is a diagram illustrating a third map used for calculating the CS mode requirement duty Dcs. In the third map illustrated in FIG. 6, the CS temperature requirement duty Dcs is Lo, Mid using the motor temperature THm (TH1 <TH2 <TH3 <TH4) and the motor torque Tm (T1 <T2 <T3 <T4) as parameters. , Hi (Lo <Mid <Hi). The third map is obtained in advance by experiments or the like and stored in the memory 810.

  As shown in FIG. 6, the CS mode requirement duty Dcs is set to a larger value as the motor temperature THm is higher and the motor torque Tm is higher, similar to the CD mode requirement duty Dcd.

  The second map shown in FIG. 5 and the third map shown in FIG. 6 have the CS mode requirement duty Dcs equal to or less than the CD mode requirement duty Dcd when the parameters (motor temperature THm and motor torque Tm) are the same value. So that it is adjusted.

  FIG. 7 is a diagram schematically illustrating a correspondence relationship between the motor temperature THm, the CD mode requirement duty Dcd, and the CS mode requirement duty Dcs when the motor torque Tm is constant. As shown in FIG. 7, the CD mode requirement duty Dcd and the CS mode requirement duty Dcs both increase as the motor temperature THm increases. However, the CS mode requirement duty Dcs is equal to the CD mode requirement duty for the same motor temperature THm. Dcd or less.

  FIG. 8 is a diagram schematically showing a correspondence relationship between the motor torque Tm, the CD mode requirement duty Dcd, and the CS mode requirement duty Dcs when the motor temperature THm is constant. As shown in FIG. 8, both the CD mode requirement duty Dcd and the CS mode requirement duty Dcs increase as the motor torque Tm increases. However, for the same motor torque Tm, the CS mode requirement duty Dcs becomes the CD mode requirement duty. Dcd or less.

  The ECU 800 calculates the CS mode requirement duty Dsc by referring to such a third map, and sets the calculated CD mode requirement duty Dcd to the mode requirement duty Dmode. Therefore, during the CS mode in which the operation frequency of the MOP 11 is higher than that in the CD mode, the mode requirement duty Dmode can be lowered than in the CD mode, and the power consumption of the EOP 12 can be suppressed. Thereby, power consumption performance can be improved while satisfying cooling performance.

  Returning to FIG. 2, ECU 800 adjusts drive duty D in S <b> 16. Specifically, ECU 800 limits mode requirement duty Dmode set in S14 or S15 so that the upper limit value of mode requirement duty Dmode set in S14 or S15 does not exceed noise requirement duty Dnv set in S12. The obtained value is set as the final drive duty D. More specifically, when the mode requirement Dmode is less than the noise requirement duty Dnv, the ECU 800 sets the final drive duty D as it is without limiting the mode requirement Dmode. Conversely, when the mode requirement Dmode exceeds the noise requirement duty Dnv, the ECU 800 sets a value obtained by limiting the mode requirement duty Dmode to the noise requirement duty Dnv (that is, the value of the noise requirement duty Dnv itself) as the final drive duty. Set to D. Thus, the drive duty D of the EOP 12 changes the vehicle performance (noise performance, cooling performance, power consumption performance) according to the state of the vehicle 1 (specifically, the vehicle speed V, the motor temperature THm, the motor torque Tm, and the travel mode). It is variably controlled to the optimum value in consideration.

  In step S17, the ECU 800 operates the EOP 12 with the final driving duty D adjusted in step S16.

  As described above, ECU 800 according to the present embodiment, while engine 100 is stopped, has a noise requirement duty Dnv that takes noise performance into consideration, and a mode requirement duty Dmode that takes into account the cooling performance and power consumption performance in each travel mode. CD mode requirement duty Dcd or CS mode requirement duty Dcs) is calculated according to the state of the vehicle 1, and a value obtained by limiting the mode requirement duty Dmode so that the upper limit value of the mode requirement duty Dmode does not exceed the noise requirement duty Dnv. The final driving duty D is set. Therefore, it is possible to achieve both noise performance and power consumption performance in each travel mode.

  In the present embodiment, the two drive duties of the noise requirement duty Dnv and the mode requirement duty Dmode are calculated, but the calculated drive duty is not limited to two, and may be three or more. That is, a drive duty that satisfies other performance in addition to the noise requirement duty Dnv and the mode requirement duty Dmode may be calculated, and the EOP 12 may be operated in consideration of these three or more drive duties.

  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.

  DESCRIPTION OF SYMBOLS 1 Vehicle, 11 MOP, EOP12, 15 Vehicle speed sensor, 16 Temperature sensor, 18 Mode changeover switch, 81 Reduction gear, 82 Drive wheel, 100 Engine, 200 1st MG, 300 Power split mechanism, 310 Sun gear, 320 Ring gear, 330 Carrier, 340 pinion gear, 400 2nd MG, 560 output shaft, 700 battery, 710 charging port, 720 charger, 800 ECU, 810 memory, 1000 AC power supply.

Claims (4)

A vehicle having an engine and a motor as a drive source and capable of traveling in any of a plurality of traveling modes,
A mechanical pump that discharges oil using the power of the engine;
An electric pump that discharges oil using electric power;
A control device for controlling the drive duty of the electric pump;
The motor is cooled by oil discharged from at least one of the mechanical pump and the electric pump,
Said controller, when the engine is stopped, and calculates the mode requirements duty considering the traveling mode and noise requirements duty in consideration of the noise, the mode requirements duty exceeds the noise requirements duty In this case, a value obtained by limiting the mode requirement duty to the noise requirement duty is set as the drive duty of the electric pump, and when the mode requirement duty does not exceed the noise requirement duty, the mode requirement duty is set to the electric pump. Vehicle set to drive duty . The plurality of travel modes include a first mode and a second mode in which the engine is operated more frequently than the first mode,
2. The control device according to claim 1, wherein a second mode requirement duty that is the mode requirement duty during the second mode is set to be equal to or less than a first mode requirement duty that is the mode requirement duty during the first mode. Vehicle. The vehicle is
A power storage device for storing electric power for driving the motor;
A generator capable of generating electric power for charging the power storage device using power of the engine;
The first mode is a charge consumption mode in which the engine is not allowed to be driven in order to maintain the power storage amount of the power storage device within a predetermined range;
3. The vehicle according to claim 2, wherein the second mode is a charge maintaining mode in which driving of the engine is allowed in order to maintain a storage amount of the power storage device within a predetermined range. The vehicle includes a first map in which a correspondence relationship between vehicle speed and motor torque and the noise requirement duty is set, a second map in which a correspondence relationship between motor temperature and motor torque and the first mode requirement duty is set, and a motor A storage unit for storing in advance a third map in which a correspondence relationship between the temperature and the motor torque and the second mode requirement duty is set;
The control device calculates the noise requirement duty corresponding to actual vehicle speed and motor torque with reference to the first map when the engine is stopped and in the first mode, the first mode requirement calculated duty, when the first mode requirements duty exceeds the noise requirements duty said first mode corresponding to the actual motor temperature and the motor torque by referring to the second map A value obtained by limiting the requirement duty to the noise requirement duty is set as the drive duty of the electric pump, and when the first mode requirement duty does not exceed the noise requirement duty, the first mode requirement duty is set to the electric pump. Set the drive duty,
The control device calculates the noise requirement duty corresponding to actual vehicle speed and motor torque with reference to the first map when the engine is stopped and in the second mode, the second mode requirements to calculate the duty, and when the second mode requirements duty exceeds the noise requirements duty said second mode corresponding to the actual motor temperature and the motor torque by referring to the third map A value obtained by restricting the requirement duty to the noise requirement duty is set as the drive duty of the electric pump, and when the second mode requirement duty does not exceed the noise requirement duty, the second mode requirement duty is set to the electric pump The vehicle according to claim 2, wherein the vehicle is set to a drive duty .

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