JP7219175B2 - Vehicle and oil pump drive control method - Google Patents

Description

The present invention relates to oil pump drive control in a vehicle.

Patent Document 1 discloses a vehicle in which an oil pump that supplies oil to a transmission can be driven by either an engine or an electric motor.

In such a vehicle, if the oil pump is driven by the electric motor in the low speed range where the engine speed is low, and the oil pump is driven by the engine in other speed ranges, a small oil pump can be used. Even if there is, it is possible to secure the necessary oil flow rate in the transmission in the entire rotation range.

JP-A-2002-227978

However, in the above technology, the oil pump is driven by the engine in most of the rotation range except for the low rotation range, and a part of the engine output is used to drive the oil pump, which causes deterioration in fuel consumption and power performance. was becoming

The present invention has been made in view of such technical problems. The purpose is to suppress performance deterioration.

According to one aspect of the present invention, an engine, a transmission, an oil pump that supplies oil to the transmission, an electric motor connected to the oil pump, and the engine and the oil pump as drive sources of the oil pump. selection means for selecting one of the electric motors, wherein a speed reduction mechanism and a speed increase mechanism are connected between the oil pump and the electric motor, and the oil pump is driven by the electric motor. The selection means is arranged between the engine and the speed increasing mechanism, and the oil pump is driven by the engine without the speed decreasing mechanism. driven through a speed mechanism,
The selecting means selects the electric motor as a drive source for the oil pump even when the engine can drive the oil pump to supply the transmission with the oil flow rate required by the transmission. Available vehicles are provided.

According to another aspect of the present invention, an engine, a transmission, an oil pump that supplies oil to the transmission, an electric motor connected to the oil pump, and the engine and the oil pump as drive sources of the oil pump. selection means for selecting one of the electric motors, wherein the selection means selects the oil flow rate required by the transmission when the oil pump is driven by the engine. When the electric motor is selected as a drive source for the oil pump even when the oil can be supplied to the machine, and the oil pump is driven by the electric motor, the rotation of the oil pump slows down relative to the rotation of the electric motor. When the oil pump is driven by the engine, the rotation of the oil pump is accelerated with respect to the rotation of the engine.

According to the above aspect, although the oil pump can be driven by either the engine or the electric motor, the oil pump is mainly driven by the electric motor. can suppress the decrease in

1 is a schematic configuration diagram of a hybrid vehicle; FIG. 4 is a flowchart showing details of oil pump drive control; FIG. 2 is a schematic configuration diagram of a hybrid vehicle with another configuration; 7 is a flow chart showing details of oil pump drive control in a hybrid vehicle of another configuration; FIG. 3 is a schematic configuration diagram of a hybrid vehicle with still another configuration; FIG. 5B is a diagram showing how the output shaft of the engine, the electric motor, and the oil pump are connected by a single chain in the hybrid vehicle of FIG. 5A;

Embodiments of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 is a schematic configuration of a hybrid vehicle 100 (hereinafter referred to as "vehicle 100") according to an embodiment of the present invention. The vehicle 100 includes a low-voltage battery 1, a high-voltage battery 2, an engine 3 and a motor generator 4 (hereinafter referred to as "MG4") as driving sources for running, and a starter motor 5 ( hereinafter referred to as “SM5”), a starter generator 6 (hereinafter referred to as “SG6”) used for power generation and assisting and starting the engine 3, a DC-DC converter 7, inverters 81 to 83, oil A pump 9, an electric motor 10 (hereinafter referred to as "EM 10") for driving the oil pump 9, a torque converter 11, a forward/reverse switching mechanism 12, and a continuously variable transmission mechanism 13 (hereinafter referred to as "CVT 13"). ), a differential mechanism 14 , drive wheels 18 and a controller 20 . The torque converter 11 , the forward/reverse switching mechanism 12 and the CVT 13 constitute a transmission 30 of the vehicle 100 .

The low voltage battery 1 is a lead-acid battery with an output voltage of DC 12V. The low-voltage battery 1 is connected to a low-voltage circuit 16 together with electrical equipment 15 (automatic driving camera and sensor, navigation system, audio, air conditioner blower, etc.) that operates at SM5, 12V. The low voltage battery 1 may be a lithium ion battery with an output voltage of 12V.

The high-voltage battery 2 is a 48V DC lithium-ion battery with a higher output voltage than the low-voltage battery 1 . The output voltage of the high voltage battery 2 may be lower or higher than this, for example 30V or 100V. The high voltage battery 2 is connected to the high voltage circuit 17 together with MG4, SG6, inverters 81-83, EM10 and the like.

The low voltage circuit 16 and the high voltage circuit 17 are connected via the DC-DC converter 7 . The DC-DC converter 7 has a step-up function of stepping up the 12V of the low voltage circuit 16 to 48V and outputting 48V to the high voltage circuit 17, and stepping down the 48V of the high voltage circuit 17 to 12V and supplying 12V to the low voltage circuit 16. It has a step-down function to output. As a result, the DC-DC converter 7 can output a voltage of 12V to the low voltage circuit 16 regardless of whether the engine 3 is running or stopped. Also, when the remaining capacity of the high voltage battery 2 is low, the 12 V of the low voltage circuit 16 can be boosted to 48 V and output to the high voltage circuit 17 to charge the high voltage battery 2 .

The engine 3 is an internal combustion engine that uses gasoline, light oil, or the like as fuel, and its rotational speed, torque, and the like are controlled based on commands from the controller 20 .

The torque converter 11 is provided on a power transmission path between the engine 3 and the forward/reverse switching mechanism 12, and transmits power via fluid. Further, the torque converter 11 can increase the power transmission efficiency of the driving force from the engine 3 by engaging the lockup clutch 11a when the vehicle 100 is traveling at a predetermined lockup vehicle speed or higher.

A double sprocket 33 is connected to the output shaft 3 c of the engine 3 via a one-way clutch 32 . The double sprocket 33 has a pair of sprockets 33a and 33b arranged in the axial direction. One sprocket 33a is wound with a chain 34 for transmitting rotation between the oil pump 9 and the other sprocket 33b. is wound with a chain 35 that transmits rotation to and from the EM 10 .

The number of teeth of the sprocket 9a of the oil pump 9 around which the chain 34 is wound and the sprocket 33a of one of the double sprockets 33 are set so that the number of teeth of the latter is greater (for example, the number of teeth=1:1. 5). The sprocket 10a of the EM10 around which the chain 35 is wound and the other sprocket 33b of the double sprocket 33 are set so that the number of teeth of the latter is greater (for example, the number of teeth=1:1. 5). With such a gear ratio, when the oil pump 9 is driven by the EM10, the rotational speeds of the EM10 and the oil pump 9 are equal.

The one-way clutch 32 is a clutch that transmits rotation only in one direction. When the rotational speed of the one-way clutch 32 is higher than the rotational speed of the pump 9 (the rotational speed of the rotating element of the one-way clutch 32 connected to the double sprocket 33, the same shall apply hereinafter), the rotational speed of the one-way clutch 32 on the oil pump 9 side is increased by the engine If it is higher than the rotation speed on the 3 side, it is released.

With this configuration, if the rotation speed of the EM 10 is controlled so that the rotation speed of the one-way clutch 32 on the engine 3 side is higher than the rotation speed on the oil pump 9 side, the one-way clutch 32 is engaged and the oil pump 9 is driven. is selected, and the rotational speed of the EM 10 is controlled so that the rotational speed of the one-way clutch 32 on the oil pump 9 side is higher than the rotational speed on the engine 3 side, the one-way clutch 32 is released and the oil pump 9 EM10 is selected as the drive source for .

That is, by controlling the rotational speed of the EM 10 with the controller 20, the driving source of the oil pump 9 can be selected. The one-way clutch 32 and the controller 20 that controls the rotation speed of the EM 10 constitute selection means for selecting the driving source of the oil pump 9 .

When driven by the engine 3 or the EM 10, the oil pump 9 sucks up hydraulic oil stored in the oil pan and supplies the oil to the lockup clutch 11a, the forward/reverse switching mechanism 12, and the CVT 13 via a hydraulic circuit (not shown). .

The forward/reverse switching mechanism 12 is provided on a power transmission path between the torque converter 11 and the CVT 13, and includes a planetary gear mechanism 12a, a forward clutch 12b, and a reverse brake 12c. When the forward clutch 12b is engaged and the reverse brake 12c is released, the rotation of the engine 3 input to the forward/reverse switching mechanism 12 via the torque converter 11 is transferred from the forward/reverse switching mechanism 12 to the CVT 13 while maintaining the rotational direction. output. Conversely, when the forward clutch 12b is released and the reverse brake 12c is engaged, the rotation of the engine 3 input to the forward/reverse switching mechanism 12 via the torque converter 11 reverses the direction of rotation, causing the forward/reverse switching mechanism 12 to rotate. to the CVT 13. The hydraulic pressure required by the forward/reverse switching mechanism 12 is generated by a hydraulic circuit (not shown) using the hydraulic pressure generated by the oil pump 9 as the source pressure.

The CVT 13 is arranged on a power transmission path between the forward/reverse switching mechanism 12 and the differential mechanism 14, and changes the gear ratio steplessly in accordance with the vehicle speed, accelerator opening, which is the operation amount of the accelerator pedal, and the like. The CVT 13 includes a primary pulley 13a, a secondary pulley 13b, and a belt 13c wound around both pulleys. The CVT 13 can change the gear ratio steplessly by changing the groove widths of the primary pulley 13a and the secondary pulley 13b by hydraulic pressure to change the contact radius between the pulleys 13a and 13b and the belt 13c. The hydraulic pressure required by the CVT 13 is generated by a hydraulic circuit (not shown) using the hydraulic pressure generated by the oil pump 9 as the source pressure.

MG4 is a synchronous rotating electrical machine in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator. MG4 is connected to the shaft of primary pulley 13a via chain 21 wound between sprocket 4a provided on the shaft of MG4 and sprocket 13d provided on the shaft of primary pulley 13a. MG 4 is controlled by applying a three-phase alternating current produced by inverter 81 based on commands from controller 20 . MG4 operates as an electric motor that receives power supply from high-voltage battery 2 and is rotationally driven. Also, when the rotor receives rotational energy from the engine 3 or the drive wheels 18, the MG 4 functions as a generator that generates an electromotive force across the stator coil, and can charge the high voltage battery 2.

The number of teeth of the sprocket 4a provided on the shaft of the MG4 and the sprocket 13d provided on the shaft of the primary pulley 13a are set so that the number of teeth of the latter is large (for example, the number of teeth=1:2.5). ), so that the output rotation of MG3 is decelerated and transmitted to the primary pulley 13a. As a result, the torque required for the MG4 is reduced, the size of the MG4 is reduced, and the degree of freedom in arranging the MG4 is improved. A gear train may be used instead of the chain 21 .

SM5 is a DC motor, and is arranged so that a pinion gear 5a can be meshed with an outer peripheral gear 3b of a flywheel 3a of the engine 3. FIG. When the engine 3 is started from a cold state for the first time (hereinafter referred to as "initial start"), power is supplied from the low-voltage battery 1 to the SM 5, the pinion gear 5a is meshed with the outer peripheral gear 3b, and the flywheel 3a and then the flywheel 3a are engaged. The crankshaft is rotated. The SM5 is used when the engine 3 is started for the first time because the low-voltage battery 1 is a lead-acid battery. , torque and output required to start the engine 3 for the first time can be generated by the SM5.

Note that the torque and output required to start the engine 3 are greatest at the time of the initial start, and are smaller at the time of start from a warm-up state, that is, at the time of restart than at the time of the first start. This is because the temperature of the engine oil is low and the viscosity of the engine oil is high at the time of the first start, whereas the temperature of the engine oil rises after the first start and the viscosity of the engine oil decreases.

SG 6 is a synchronous rotating electric machine, is connected to the crankshaft of engine 3 via V-belt 22 , and functions as a generator when receiving rotational energy from engine 3 . The electric power generated in this way charges the high voltage battery 2 through the inverter 82 . Also, the SG 6 operates as an electric motor that receives power from the high-voltage battery 2 and drives to rotate, and assists the driving force of the engine 3 . Furthermore, SG6 is used to rotationally drive the crankshaft of the engine 3 to restart the engine 3 when restarting the engine 3 from the idling stop state.

EM 10 is a synchronous rotating electrical machine and is connected to oil pump 9 via chains 34 and 35 . EM 10 is controlled by applying a three-phase alternating current produced by inverter 83 based on commands from controller 20 .

The controller 20 is composed of one or more microcomputers having a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM) and an input/output interface (I/O interface). The controller 20 corresponds to control means, and the CPU executes a program stored in ROM or RAM to control the engine 3, inverters 81 to 83 (MG4, SG6, EM10), DC-DC converter 7, SM5, lock It integrally controls the up clutch 11a, the forward/reverse switching mechanism 12, the CVT 13, and the like.

The controller 20 operates the vehicle 100 in an EV mode in which the MG 4 is driven by electric power supplied from the high-voltage battery 2 and travels by the driving force of the MG 4 only, and an engine travel mode in which the vehicle travels by the driving force of the engine 3 only. , and HEV mode in which the vehicle is driven by the driving force of the engine 3 and the driving force of the MG4.

In the EV mode, the vehicle 100 runs with the forward clutch 12b and the reverse brake 12c released, and drives only the MG4 with electric power from the high-voltage battery 2 (hereinafter, this state is referred to as "EV running"). . The EV mode is selected when the required output of the vehicle 100 is low and the high voltage battery 2 has sufficient remaining capacity.

In the engine running mode, the vehicle 100 runs by driving only the engine 3 with either the forward clutch 12b or the reverse brake 12c engaged. The engine running mode is selected when the required output of vehicle 100 is relatively high.

In the HEV mode, the vehicle 100 runs by driving the engine 3 and the MG 4 with either the forward clutch 12b or the reverse brake 12c engaged. The HEV mode is selected when the required output of vehicle 100 is high, specifically when the required output of vehicle 100 cannot be compensated for by the output of engine 3 alone.

The controller 20 selects a driving mode by referring to a driving mode selection map (not shown) based on the accelerator opening, the brake pedal depression force, and the vehicle speed, and operates the engine 3 and the MG 4 so as to realize the selected driving mode. drive.

By the way, in the above configuration, it is possible to drive the oil pump 9 using either the engine 3 or the EM 10 . However, while the oil pump 9 is driven by the engine 3, part of the output of the engine 3 is used to drive the oil pump 9, which causes deterioration in fuel consumption and power performance. In particular, during acceleration, the friction of the oil pump 9 and the inertial mass cause deterioration in acceleration performance. Considering the impact on fuel consumption and power performance, it is possible to reduce the chances of the oil pump 9 being driven by the engine 3 while maintaining a configuration in which the oil pump 9 can be driven by either the engine 3 or the EM10. preferable.

Therefore, in this embodiment, the oil pump 9 is actively operated by the EM 10 so that the rotation speed of the one-way clutch 32 on the oil pump 9 side becomes higher than the rotation speed on the engine 3 side, and the oil pump 9 is rotated by the engine 3. Suppresses the deterioration of fuel consumption and power performance due to being driven.

FIG. 2 shows the contents of the oil pump drive control, which is executed by the controller 20. As shown in FIG. The oil pump drive control will be described below with reference to FIG.

According to this, the controller 20 determines whether the vehicle speed is lower than the predetermined vehicle speed and whether the oil temperature of the transmission 30 is higher than the predetermined oil temperature. If the oil temperature is higher than the predetermined oil temperature, the process proceeds to step S13, and the oil pump 9 is driven by the EM 10 (steps S11, S12).

The predetermined vehicle speed is set to a high vehicle speed, such as 180 km/h. This is because, when the EM10 is operated so that the rotational speed of the one-way clutch 32 on the oil pump 9 side becomes higher than the rotational speed on the engine 3 side during high-speed running, the steady output required of the EM10 increases, and the EM10 is operated. This is because it is necessary to increase the size.

Also, the predetermined oil temperature is set to an extremely low temperature lower than 0°C, for example -20°C. If the oil temperature of the transmission 30 is lower than the predetermined oil temperature, the viscosity of the oil is high, and if the oil pump 9 is driven by the EM10, the steady output required of the EM10 will be high, and it will be necessary to increase the size of the EM10. It is from.

In steps S13 to S17, the controller 20 performs processing for driving the oil pump 9 with the EM10.

First, the controller 20 determines the oil flow rate and oil pressure required by the transmission 30 (hereinafter referred to as "required flow rate" and "required oil pressure", respectively) based on the accelerator opening, vehicle speed, gear ratio of the CVT 13, and the like. presume. The required flow rate and required oil pressure are used for engagement of frictional elements such as the forward clutch 12b in the transmission 30, generation of thrust of the pulleys 13a and 13b (clamping force of the belt 13c), lubrication and cooling of each part of the transmission 30, and the like. The required oil flow rate and pressure.

In step S14, the controller 20 calculates the rotation speed of the oil pump 9 (hereinafter referred to as "required oil pump rotation speed") that can ensure the estimated required flow rate and required hydraulic pressure.

In step S15, the controller 20 converts the required oil pump rotation speed into the rotation speed of the output shaft 3c of the engine 3, that is, the rotation speed of the one-way clutch 32 on the oil pump 9 side, and converts the value into the margin factor w (larger than 1). A predetermined value) is compared with the rotation speed of the engine 3, that is, the rotation speed of the one-way clutch 32 on the engine 3 side.

If the former is greater than the latter, the process proceeds to step S16, and the controller 20 controls the rotation speed of the EM 10 so that the rotation speed of the oil pump 9 becomes the required oil pump rotation speed. In the configuration shown in FIG. 1, when the oil pump 9 is driven by the EM10, the rotational speeds of the EM10 and the oil pump 9 are equal due to the gear ratio. The rotation speed of the EM 10 is controlled so as to achieve the rotation speed.

As a result, the rotation speed of the one-way clutch 32 on the oil pump 9 side becomes higher than the rotation speed on the engine 3 side, the one-way clutch 32 is released, and the oil pump 9 is driven by the EM10.

On the other hand, if the former is smaller than the latter in step S15, the process proceeds to step S17, and the rotation speed of the oil pump 9 is changed to the rotation speed of the output shaft 3c of the engine 3, that is, the oil pump 9 side of the one-way clutch 32. is higher than the rotational speed of the engine 3, that is, the rotational speed of the one-way clutch 32 on the engine 3 side. Specifically, the controller 20 controls the rotation speed of the EM 10 so that the rotation speed of the one-way clutch 32 on the oil pump 9 side becomes higher than a value obtained by multiplying the rotation speed of the engine 3 by the margin factor w.

As a result, the rotation speed of the one-way clutch 32 on the oil pump 9 side becomes higher than the rotation speed on the engine 3 side, so the one-way clutch 32 is released and the oil pump 9 is driven by the EM10.

In the situation where the process proceeds from step S15 to step S17, the one-way clutch 32 is engaged by setting the driving torque command value to zero to the EM 10, and the engine 3 increases the rotation speed of the oil pump 9 above the required oil pump rotation speed. can be done. However, in the process of step S17, the rotational speed of EM10 is increased to disengage the one-way clutch 32, and the oil pump 9 is driven by EM10. In other words, the EM 10 is selected as the drive source for the oil pump 9 even if the oil flow required by the transmission 30 can be supplied to the transmission 30 by driving the oil pump 9 with the engine 3 .

Since the rotation speed of the oil pump 9 becomes higher than the required rotation speed of the oil pump, the EM 10 is operated at an excessive rotation speed. , EM10 at excessive rotational speeds is reduced.

On the other hand, when the process proceeds from step S11 or S12 to step S20, the controller 20 sets the driving torque command value to EM10 to zero. As a result, the rotation speed of the one-way clutch 32 on the engine 3 side becomes higher than the rotation speed on the oil pump 9 side, the one-way clutch 32 is engaged, and the oil pump 9 is driven by the engine 3 .

Therefore, according to the above-described oil pump drive control, the oil pump 9 is controlled so that the rotational speed of the one-way clutch 32 on the oil pump 9 side is higher than the rotational speed on the engine 3 side except during high-speed running and extremely low oil temperature. is driven by EM10. As a result, deterioration in fuel efficiency and power performance due to the use of the output of the engine 3 to drive the oil pump 9 can be suppressed. In particular, since the friction and inertial mass of the oil pump 9 become zero, the acceleration performance can be improved.

In addition, since the EM 10 does not have periodic fluctuations in the rotational speed of the engine 3, driving the oil pump 9 with the EM 10 can also suppress oil pressure vibrations.

(Partial modification)
In the configuration shown in FIG. 1, a one-way clutch 32 is provided between the double sprocket 33 and the output shaft 3c of the engine 3, but instead of the one-way clutch 32 as shown in FIG. A friction plate type clutch 36 may be provided that can be hydraulically or electrically engaged and disengaged depending on the requirements.

In this configuration, the EM 10 can be selected as the drive source for the oil pump 9 when the controller 20 releases the clutch 36 . Further, the engine 3 can be selected as the driving source of the oil pump 9 by engaging the clutch 36 with the drive torque command value for the EM 10 set to zero. That is, the clutch 36 and the controller 20 that controls the engagement and release of the clutch 36 constitute selection means for selecting the driving source of the oil pump 9 .

FIG. 4 shows the contents of the oil pump drive control when the vehicle 100 is configured as shown in FIG. Steps S31-S34 are the same as steps S11-24 in FIG.

Regarding the difference, in steps S35 and S36, the controller 20 drives the oil pump 9 with the EM10.

Specifically, the controller 20 releases the clutch 36 (step S35), and controls the rotation speed of the EM 10 so that the rotation speed of the oil pump 9 reaches the required oil pump rotation speed (step S36). Similar to the configuration shown in FIG. 1, when the oil pump 9 is driven by the EM10 due to the gear ratio, the rotational speeds of the EM10 and the oil pump 9 are equal. The rotation speed of the EM 10 is controlled so as to achieve the rotation speed.

On the other hand, in step S<b>40 , the controller 20 drives the oil pump 9 with the engine 3 . Specifically, the controller 20 engages the clutch 36 and sets the driving torque command value to the EM 10 to zero. The oil pump 9 is thereby driven by the engine 3 .

Therefore, even with the configuration shown in FIG. 3, by performing the oil pump drive control shown in FIG. Even if the oil pump 9 is driven and the oil pump 9 is driven by the engine 3, the oil flow rate required by the transmission 30 can be supplied to the transmission 30, but the EM 10 is selected as the driving source of the oil pump 9. do.

As a result, deterioration in fuel efficiency and power performance due to the use of the output of the engine 3 to drive the oil pump 9 can be suppressed. In particular, since the resistance and inertial mass of the oil pump 9 become zero, the acceleration performance can be improved.

Also, in the configuration shown in FIG. Since it is determined by the rotational speed, there is a tendency for the oil flow rate and hydraulic pressure to become excessive when the required flow rate and required hydraulic pressure are low. On the other hand, according to the configuration shown in FIG. 3 and the control shown in FIG. , oil flow rate and oil pressure can be controlled to appropriate values.

Next, the effects of this embodiment will be described.

In this embodiment, the vehicle 100 includes an engine 3, a transmission 30, an oil pump 9 that supplies oil to the transmission 30, an EM 10 connected to the oil pump 9, and the engine 3 as a drive source for the oil pump 9. and selection means for selecting one of the EM10. The selecting means selects the EM 10 as a drive source for the oil pump 9 even when the oil flow required by the transmission 30 can be supplied to the transmission 30 by driving the oil pump 9 with the engine 3. .

According to this embodiment, the oil pump 9 can be driven by either the engine 3 or the EM10, but the oil pump 9 is mainly driven by the EM10. As a result, deterioration in fuel efficiency and power performance due to the oil pump 9 being driven by the engine 3 can be suppressed (effects corresponding to claims 1 and 6).

The selection means is provided between the engine 3 and the oil pump 9, and selects the one-way clutch 32 that is engaged when the rotational speed of the engine 3 is higher than the rotational speed of the oil pump 9, and the oil pump 9 of the one-way clutch 32. and a controller 20 that controls the rotation speed of the EM 10 so that the rotation speed of the EM 10 is higher than that of the engine 3 .

According to this configuration, the driving source of the oil pump 9 can be switched only by controlling the rotational speed of the EM 10, and the configuration of the vehicle 100 can be simplified (effect corresponding to claim 2).

Alternatively, the selection means may be a clutch 36 provided between the engine 3 and the oil pump 9, and a flow rate of oil required by the transmission 30 if the oil pump 9 is driven by the engine 3. The controller 20 disengages the clutch 36 when possible.

According to this configuration, it is possible to switch the driving source of the oil pump 9 simply by changing the engagement state of the clutch 36, thereby simplifying the contents of control. Further, if the clutch 36 is released, the rotation speed of the oil pump 9 can be controlled by the EM 10 regardless of the rotation speed of the engine 3, so the oil flow rate and oil pressure can be controlled to appropriate values. 3).

It is preferable to select the engine 3 as the driving source of the oil pump 9 when the oil temperature of the transmission 30 is equal to or lower than a predetermined temperature. If the oil pump 9 is driven by the EM10 even when the oil temperature of the transmission 30 is low and the viscosity of the oil is high, the steady-state output required of the EM10 will be high, and it will be necessary to increase the size of the EM10. By selecting the engine 3 as the drive source for the oil pump 9 when the oil temperature of the oil pump 30 is equal to or lower than the predetermined temperature, an increase in the size of the EM 10 can be avoided (effect corresponding to claim 4).

Moreover, when the vehicle speed is equal to or higher than a predetermined vehicle speed, it is preferable to select the engine 3 as the drive source for the oil pump 9 . If the oil pump 9 is to be driven by the EM10 even in a high vehicle speed range, the steady output required of the EM10 will increase, and it will be necessary to increase the size of the EM10. By selecting 3 as the drive source of the oil pump 9, it is possible to avoid an increase in the size of the EM 10 (effect corresponding to claim 5).

In the embodiment, both the vehicle speed and the oil temperature of the transmission 30 are checked to determine whether the engine 3 or the EM 10 should be selected as the drive source for the oil pump 9. You may make it judge only by looking at either one. For example, if the vehicle is used in warm or tropical regions, there is no need to consider low oil temperature in the transmission 30, and if the vehicle has a low maximum speed, there is no need to consider high speed running.

Although the embodiments of the present invention have been described above, the above embodiments merely show one application example of the present invention, and the technical scope of the present invention is limited to the specific configurations of the above embodiments. isn't it.

For example, in the configuration shown in FIGS. 1 and 3, the double sprocket 33 is used, the rotation of the EM 10 is transmitted to the oil pump 9 via the chains 34 and 35, and the rotation of the engine 3 is transmitted to the oil pump 9 via the chain 34. However, as shown in FIGS. 5A and 5B, a single chain 37 is used to transmit rotation from the EM 10 to the oil pump 9 and from the engine 3 to the oil pump 9. good too. 5A and 5B show an example in which the configuration of FIG. 1 is modified by using one chain 37 instead of the chains 34 and 35, but the configuration of FIG. 3 can also be modified in the same manner.

By using one chain 37 to transmit rotation from the EM 10 to the oil pump 9 as well as from the engine 3 to the oil pump 9, the axial dimension of the transmission 30 can be reduced. , the mountability of the transmission 30 on the vehicle can be improved.

Also, the member that transmits the rotation of the engine 3 and the EM 10 is not limited to the chain, and a belt or gear train may be used instead of the chain.

Further, as shown in FIG. 5B, the output shaft 3c of the engine 3, the oil pump 9, and the EM 10 are arranged at the vertices of the triangle where the chain winding angle with respect to each of them does not greatly fall below 120 degrees. A large winding angle can be obtained, and tooth jumping of the chain 37 can be suppressed.

MG4, SG6, and MG10 are not limited to synchronous rotating electric machines, and induction rotating electric machines may be used instead of synchronous rotating electric machines.

1: Low voltage battery 2: High voltage battery 3: Engine 4: Motor generator (MG)
5: Starter motor (SM)
6: Starter generator (SG)
7: DC-DC converter 81: Inverter 82: Inverter 83: Inverter 9: Oil pump 10: Electric motor (EM)
12: Forward/reverse switching mechanism 13: Continuously variable transmission mechanism 15: Electrical equipment 16: Low voltage circuit 17: High voltage circuit 18: Drive wheel 20: Controller (control means, selection means)
30: transmission 32: one-way clutch (selection means)
36: Clutch (selection means)
100: hybrid vehicle

Claims (8)

engine and
a gearbox;
an oil pump that supplies oil to the transmission;
an electric motor connected to the oil pump;
selection means for selecting either the engine or the electric motor as a drive source for the oil pump;
A vehicle comprising
A speed reduction mechanism and a speed increase mechanism are connected between the oil pump and the electric motor, and the oil pump is driven by the electric motor via the speed reduction mechanism and the speed increase mechanism,
The selection means is disposed between the engine and the speed increasing mechanism, and the oil pump is driven by the engine via the speed increasing mechanism without passing through the speed reducing mechanism,
The selecting means selects the electric motor as a drive source for the oil pump even when the engine can drive the oil pump to supply the transmission with the oil flow rate required by the transmission. do,
A vehicle characterized by: engine and
a gearbox;
an oil pump that supplies oil to the transmission;
an electric motor connected to the oil pump;
selection means for selecting either the engine or the electric motor as a drive source for the oil pump;
A vehicle comprising
The selecting means selects the electric motor as a drive source for the oil pump even when the engine can drive the oil pump to supply the transmission with the oil flow rate required by the transmission. death,
When the oil pump is driven by the electric motor, the rotation of the oil pump is decelerated relative to the rotation of the electric motor. drive to increase the speed of the oil pump rotation,
A vehicle characterized by: A vehicle according to claim 1 or 2 ,
the selection means,
a one-way clutch provided between the engine and the oil pump, which is engaged when the rotation speed on the engine side is higher than the rotation speed on the oil pump side;
and control means for controlling the rotation speed of the electric motor so that the rotation speed of the one-way clutch on the oil pump side is higher than the rotation speed on the engine side. A vehicle according to claim 1 or 2 ,
the selection means,
a clutch provided between the engine and the oil pump;
and control means for releasing the clutch even when the oil flow required by the transmission can be supplied to the transmission by driving the oil pump with the engine. . A vehicle according to any one of claims 1 to 4 ,
The selection means selects the engine as a drive source for the oil pump when the oil temperature of the transmission is equal to or lower than a predetermined temperature.
A vehicle characterized by: A vehicle according to any one of claims 1 to 5 ,
The selecting means selects the engine as a drive source for the oil pump when the vehicle speed is equal to or higher than a predetermined vehicle speed.
A vehicle characterized by: An engine, a transmission, an oil pump that supplies oil to the transmission, and an electric motor connected to the oil pump, and a reduction mechanism and a speed increase mechanism are provided between the oil pump and the electric motor. The oil pump is driven by the electric motor via the reduction mechanism and the speed increase mechanism, and the oil pump is driven by the engine via the speed increase mechanism without the reduction mechanism. 1. An oil pump drive control method for a vehicle configured to be able to select either the engine or the electric motor as a drive source for the oil pump between the engine and the speed increasing mechanism ,
Selecting the electric motor as a drive source for the oil pump even if the oil flow required by the transmission can be supplied to the transmission by driving the oil pump with the engine;
An oil pump drive control method characterized by: An engine, a transmission, an oil pump that supplies oil to the transmission, and an electric motor connected to the oil pump, wherein either the engine or the electric motor is selected as a drive source for the oil pump. An oil pump drive control method in a vehicle configured to allow
selecting the electric motor as a drive source for the oil pump even if the oil flow required by the transmission can be supplied to the transmission by driving the oil pump with the engine;
When the oil pump is driven by the electric motor, the rotation of the oil pump is decelerated relative to the rotation of the electric motor. drive to increase the speed of the oil pump rotation,
An oil pump drive control method characterized by:

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