JP2008308138A - Control device for hybrid car - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To secure proper lubricant supply quantity, and to reduce the pumping loss of an engine and the loss of an oil pump while a hybrid car travels by a motor. <P>SOLUTION: This control device of a hybrid car is provided with: an engine; two motor generators; and a power distribution device composed of a planetary gear mechanism wherein the oil pump which supplies lubricant to the power distribution device and an engine are connected to a carrier, and one motor generator is connected to a sun-gear, and the other motor generator is connected to a ring gear. This control device is provided with a pumping loss reduction means (step S4) for reducing the pumping loss of the engine by controlling throttle valve opening when the hybrid car travels by a motor; and necessary lubricant quantity securing means (steps S5, S7) for supplying the absolute minimum quantity of lubricant by a power distribution device according to a vehicle speed by controlling the rotation of one motor generator to control the flow amount of the oil pump. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a hybrid vehicle having two types of power sources as power sources for running a vehicle, and in particular, an internal combustion engine, an electric motor having a function as a generator, the internal combustion engine, the electric motor, and an output member. The present invention relates to a control device for a hybrid vehicle having a transmission mechanism for distributing, synthesizing, or transmitting torque between the vehicle and the vehicle.

  An example of this type of hybrid vehicle is described in Patent Document 1. The hybrid drive apparatus described in Patent Document 1 includes a planetary gear mechanism having a first rotating element (carrier), a second rotating element (ring gear), and a third rotating element (sun gear). The rotating device of the planetary gear mechanism includes a distribution device, an engine connected to a carrier, and a second motor / generator connected to a ring gear, and the rotational speed of the engine is less than a predetermined rotational speed. It is comprised so that the increase in the rotation speed difference may be suppressed.

  Further, the hybrid drive device described in Patent Document 1 includes an oil pump that is driven by engine torque to supply oil to a power distribution device, and a first motor / generator coupled to the sun gear of the planetary gear mechanism. When the engine is stopped, the oil pump is driven by the torque of the first motor / generator to prevent a reduction in the amount of lubricating oil supplied to the power distribution device. .

  Further, in Patent Document 2, when an electric motor (motor / generator) is operated in a state where the internal combustion engine (engine) is stopped, for example, an engine pumping loss is controlled by controlling a throttle valve and an intake / exhaust valve of the engine. A hybrid vehicle configured to reduce (pump loss) is described.

JP 2004-260932 A Japanese Patent Laid-Open No. 9-4479

  When the oil pump is driven by the torque of the engine as in the hybrid drive device described in the above-mentioned Patent Document 1, the engine speed is reduced, and thus the oil pump speed is also reduced. When it becomes low, there is a possibility that the amount of lubricating oil supplied to the power distribution device by the oil pump is insufficient. Therefore, as in the hybrid drive device described in Patent Document 1, when the engine speed is low, the first motor / generator speed is increased in the positive direction (the same rotational direction as the engine). By controlling, the relative rotational speed between the gears of the planetary gear mechanism constituting the power distribution device is decreased, and the engine rotational speed, that is, the oil pump rotational speed is increased, so that the gears of the planetary gear mechanism are seized. It is configured to ensure the supply amount of lubricating oil necessary for preventing the above.

  That is, as shown in the collinear diagram of FIG. 7, when the rotational speed of the engine connected to the carrier of the planetary gear mechanism constituting the power distribution device is low, the rotation of the first motor / generator connected to the sun gear. Raising the number in the positive direction raises the carrier, i.e., engine speed, in the positive direction. As a result, the relative rotational speed between the sun gear, the carrier, and the ring gear is reduced, the amount of lubricating oil required in the power distribution device is reduced, and the engine speed is increased so that the power distribution device is driven by the oil pump. The amount of lubricating oil supplied to is increased.

  However, when the engine speed is low, particularly when the engine is stopped and the vehicle is driven by the torque of the second motor / generator, so-called motor traveling (EV traveling) is performed, in other words, a throttle that controls the rotation of the engine. When the opening of the valve is small, particularly when the throttle valve is fully closed and the motor is running, when the engine speed is increased by the first motor / generator as described above, the intake stroke of the engine In this case, a large pumping loss (pump loss) due to the negative pressure inside the cylinder occurs, and the power consumption for driving the first motor / generator may increase significantly.

  Further, by increasing the engine speed by the first motor / generator as described above, the relative speed between the gears of the planetary gear mechanism is lowered, in other words, the difference in the speed between the gears is reduced. The amount of lubricating oil required for the power distribution device is reduced. On the other hand, the amount of lubricating oil supplied by the oil pump increases as the engine speed increases, so the lubricating oil supplied to the power distribution device by the oil pump becomes excessive and the loss of the oil pump increases accordingly. There was a case.

  The present invention has been made paying attention to the above technical problem, and appropriately controls the amount of lubricating oil supplied by the oil pump when the motor is driven to stop the operation of the internal combustion engine and drive the vehicle by the power of the electric motor. In addition, an object of the present invention is to provide a hybrid vehicle control device that can reduce the pumping loss of an internal combustion engine and the loss of an oil pump.

  In order to achieve the above-mentioned goal, the invention of claim 1 synthesizes or distributes the power of the internal combustion engine, two electric motors having a function as a generator, and power of the internal combustion engine and each electric motor, and outputs the combined power. A power distribution device constituted by a planetary gear mechanism having a first rotation element, a second rotation element, and a third rotation element, and an oil pump for supplying lubricating oil to the power distribution device and the internal combustion engine are In the control device for a hybrid vehicle, each of which is connected to one rotation element, one of the electric motors is connected to the second rotation element, and the other electric motor is connected to the third rotation element. The opening degree of the throttle valve or intake valve of the internal combustion engine when the motor is driven to stop the operation and run the vehicle with the torque output by the electric motor. And a pumping loss reducing means for reducing a pumping loss generated when the internal combustion engine is rotated by an external torque by controlling the rotation of the one electric motor during the motor running to control the oil pump And a required lubricating oil amount securing means for supplying the minimum amount of lubricating oil required by the power distribution device from the oil pump to the power distribution device in accordance with the vehicle speed. It is the control apparatus characterized by having.

  The invention according to claim 2 is the invention according to claim 1, wherein the required amount of lubricating oil is controlled by the pumping loss reducing means, and the opening degree of the throttle valve or the intake valve is set to the pumping loss. The control device further includes means for controlling rotation of the one electric motor for controlling the discharge amount of the oil pump after being opened more than a predetermined opening required for reducing the pressure.

  According to a third aspect of the present invention, in the first or second aspect of the invention, the pumping loss reducing means is stopped by the control by the required lubricating oil amount securing means, and the rotational speed of the internal combustion engine becomes zero. And a means for controlling the throttle valve or the intake valve so that the throttle valve or the intake valve is fully closed or opened by an opening corresponding to the idling operation.

  According to a fourth aspect of the present invention, in the invention according to any one of the first to third aspects, when the motor running state is switched to a state in which the internal combustion engine is driven to run the vehicle, the necessary lubricating oil amount securing means is provided. Is stopped, the rotation of the internal combustion engine is stopped, and the opening of the throttle valve or the intake valve is controlled to be fully closed or opened by the opening corresponding to the idling operation by the pumping loss reducing means. The control apparatus further comprises an internal combustion engine starting means for starting the internal combustion engine later.

  According to the first aspect of the present invention, when the motor travels, the opening degree of the throttle valve or the intake valve of the internal combustion engine is controlled, and the pumping loss of the internal combustion engine is reduced. Then, one of the motors is driven as a motor, and the output torque of the motor is transmitted to the oil pump via the planetary gear mechanism of the power distribution device, whereby the oil pump is driven and lubricating oil is supplied to the power distribution device. Is supplied. At that time, the rotation of the one electric motor is controlled so that the amount of lubricating oil supplied to the power distribution device becomes the minimum amount necessary for lubrication and cooling of the power distribution device that changes according to the vehicle speed. . Therefore, even when the operation of the internal combustion engine is stopped during motor running, the oil pump can supply an appropriate amount of lubricating oil corresponding to the vehicle speed to the power distribution device, which is necessary for the power transmission device. As described above, the loss of the oil pump due to the supply of the lubricating oil can be reduced. As a result, when the motor is running, the pumping loss of the internal combustion engine and the loss of the oil pump can be reduced, and the power consumption of the electric motor can be reduced.

  According to the second aspect of the present invention, in order to reduce the pumping loss of the internal combustion engine when the motor is running, the oil pump discharge is performed after the opening of the throttle valve or the intake valve of the internal combustion engine exceeds a predetermined amount. The rotation control of the one electric motor for controlling the amount, that is, the rotation speed of the oil pump is executed. Therefore, during the rotation control of the one electric motor during running of the motor, the fluctuation of the torque on the output shaft caused by the change of the pumping loss of the internal combustion engine by controlling the opening degree of the throttle valve or the intake valve of the internal combustion engine is avoided. can do.

  According to the invention of claim 3, during the motor running, the rotation control of the one electric motor for controlling the discharge amount of the oil pump, that is, the rotation speed of the oil pump is stopped, and the rotation of the internal combustion engine is stopped. Later, the opening degree of the throttle valve or intake valve of the internal combustion engine is controlled to a fully closed state or a state where the throttle valve or intake valve is opened by a predetermined amount set during idling operation. Therefore, during the rotation control of the one electric motor during running of the motor, the fluctuation of the torque on the output shaft caused by the change of the pumping loss of the internal combustion engine by controlling the opening degree of the throttle valve or the intake valve of the internal combustion engine is avoided. can do.

  According to the fourth aspect of the present invention, in order to reduce the pumping loss of the internal combustion engine when the motor is running, the discharge of the oil pump is performed after the throttle valve or intake valve of the internal combustion engine is opened by a predetermined amount or more. The rotation control of the one electric motor for controlling the amount, that is, the rotation speed of the oil pump is executed. Thereafter, when switching from the motor running state to a state in which the vehicle is driven by the power of the internal combustion engine alone or the power of the internal combustion engine and the electric motor, the rotation control of the one electric motor is stopped and the rotation of the internal combustion engine is stopped. After that, the opening degree of the throttle valve or the intake valve of the internal combustion engine is controlled to be in a fully closed state or opened by a predetermined amount set during idling operation. After that, the internal combustion engine is started. Therefore, during the rotation control of the one electric motor during running of the motor, the fluctuation of the torque on the output shaft caused by the change of the pumping loss of the internal combustion engine by controlling the opening degree of the throttle valve or the intake valve of the internal combustion engine is avoided. can do. Further, when starting the internal combustion engine, an internal combustion engine that is generated when the throttle valve or the intake valve is ignited in a state where the predetermined opening degree is opened or the internal combustion engine is rotated at a predetermined rotational speed by the one electric motor. The shock at the first explosion of the engine can be prevented.

  Next, the present invention will be specifically described with reference to the drawings. FIG. 5 is a skeleton diagram showing the drive system of the hybrid vehicle according to the present invention, and the example shown here is an example of a hybrid vehicle Ve of the FF (front engine / front drive) type. In FIG. 5, the vehicle Ve is provided with an internal combustion engine 1 as a power source. The internal combustion engine 1 is a power engine that outputs power by burning fuel such as a gasoline engine, a diesel engine, or a natural gas engine. In the example shown here, a load such as a throttle opening is electrically controlled. This is an internal combustion engine that includes an electronic throttle valve 1a that can perform the above-described operation and that can be set to an optimum operating point with the best fuel efficiency by controlling the rotational speed with respect to a predetermined load. Hereinafter, the internal combustion engine 1 is referred to as an engine 1.

  A transaxle 2 is connected to the output side of the engine 1. Note that the crankshaft 3 of the engine 1 is disposed in the width direction of the vehicle Ve (left-right direction in FIG. 5). The transaxle 2 includes a casing 4, and a first motor / generator (MG 1) 5, a second motor / generator (MG 2) 6, a differential 7, and a power distribution device 8 are provided in the casing 4. It has been. The first motor / generator 5 and the second motor / generator 6 have a function as an electric motor that outputs torque by supplying electric power and a function as a generator that converts mechanical energy into electric energy.

  The first motor / generator 5 includes a stator 9 fixed to the casing 4 and a rotor 10 provided inside the stator 9. Further, the rotor 10 and the hollow shaft 11 are coupled so as to rotate integrally. The power distribution device 8 is provided between the first motor / generator 5 and the second motor / generator 6, and the power distribution device 8 is constituted by a so-called single pinion type planetary gear mechanism. That is, the power distribution device 8 includes a sun gear 12, a ring gear 13 disposed concentrically with the sun gear 12, and a carrier 15 that holds the sun gear 12 and the pinion gear 14 that meshes with the ring gear 13. The sun gear 12 is formed on the outer periphery of the hollow shaft 11.

  A main shaft 16 is provided inside the hollow shaft 11. The main shaft 16 is disposed concentrically with the crankshaft 3 and is provided with a torque limiter 17 that determines an upper limit value of torque transmitted from the crankshaft 3 to the main shaft 16. In addition, a damper mechanism 18 that absorbs fluctuations in torque transmitted from the crankshaft 3 to the main shaft 16 is provided. Further, the carrier 15 is connected to the main shaft 16. A drive sprocket 19 is connected to the ring gear 13.

  On the other hand, the second motor / generator 6 has a stator 20 fixed to the casing 4 and a rotor 21 provided inside the stator 20. A hollow shaft 22 is connected to the rotor 21. The hollow shaft 22 is disposed on the outer peripheral side of the main shaft 16, and the hollow shaft 22 and the main shaft 16 are configured to be relatively rotatable. And this hollow shaft 22 and the ring gear 13 are connected.

  Further, a counter drive shaft 23 and a counter driven shaft 24 are provided in parallel with the main shaft 16. A driven sprocket 25 and a counter drive gear 26 are formed on the counter drive shaft 23. A chain 27 is wound around the drive sprocket 19 and the driven sprocket 25. A counter driven gear 28 and a final drive pinion gear 29 are formed on the counter driven shaft 24, and the counter driven gear 28 and the counter drive gear 26 are meshed with each other.

  Further, the differential 7 has an internal hollow differential case 30. The differential case 30 is configured to be rotatable, and a ring gear 31 is provided on the outer periphery of the differential case 30. The final drive pinion gear 29 and the ring gear 31 are engaged with each other. A pinion shaft 32 is attached to the inside of the differential case 30, and two pinion gears 33 are attached to the pinion shaft 32. Two side gears 34 are engaged with the pinion gear 33. A front drive shaft 35 is separately connected to the two side gears 34, and left and right wheels (front wheels) 36 are connected to each front drive shaft 35.

  An oil pump 37 is provided, and the oil pump 37 is driven by the torque of the main shaft 16. That is, the rotor shaft of the oil pump 37 is connected to the main shaft 16 and the carrier 15 of the power distribution device 8. Therefore, the torque output from the engine 1 is transmitted to the oil pump 37 via the main shaft 16 and the torque output from the first motor / generator 5 or the second motor / generator 6 via the power distribution device 8. Is transmitted. That is, the oil pump 37 is driven by the torque output from the engine 1 and driven by the torque output from the first motor / generator 5 or the second motor / generator 6 transmitted via the power distribution device. You can also. An oil passage (not shown) for supplying oil (lubricating oil) discharged from the oil pump 37 to the power distribution device 8 or the like is provided.

  FIG. 6 is a block diagram showing a control system of the vehicle Ve shown in FIG. The electronic control unit (ECU) 38 includes a ring gear speed sensor 39 signal, an accelerator position sensor 40 signal, an engine speed sensor 41 signal, an auxiliary load sensor 42 signal, an oil temperature sensor 43 signal, Wheel speed for detecting the signal of the motor / generator rotation speed sensor 44 for detecting the rotation speed of the motor / generator 5 and the second motor / generator 6 and the rotation speed of the front wheel 36 or the front drive shaft 35 and the rear wheel (not shown). A signal from the sensor 45 is input. The auxiliary load means a drive request for an auxiliary machine that consumes the power of the engine 1, and includes, for example, a drive request for an air conditioner compressor, a power generation request, and the like. On the other hand, the electronic control unit 38 outputs a signal for controlling the engine 1, a signal for controlling the first motor / generator 5, a signal for controlling the second motor / generator 6, and the like.

  As described above, the hybrid vehicle targeted by the present invention is configured to supply oil to the power distribution device 8 and other parts to be lubricated by the oil pump 37 driven by the engine 1. Therefore, during the so-called motor travel (EV travel) in which the operation of the engine 1 is stopped and the vehicle Ve is traveled only by the torque output from the second motor / generator 6, for example, the rotational speed of the oil pump 37 decreases or is driven. When the engine is stopped, the discharge amount of the oil pump 37 is reduced, and there is a possibility that the oil supplied to the lubricated part such as the power distribution device 8 is insufficient. In order to solve this shortage of oil supply amount, the first motor / generator 5 is controlled by powering to increase the rotation speed of the engine 1, that is, the rotation speed of the oil pump 37. Can be increased.

  However, in that case, in the engine 1 driven (idled) by the output torque of the first motor / generator 5, a large rotational resistance is generated due to the negative pressure inside the cylinder during the intake stroke of the engine 1, and as a result, this resistance Loss, that is, a pumping loss (pump loss) of the engine 1 occurs. Further, when the rotational speed of the engine 15, that is, the carrier 15 of the power distribution device 8 is increased by performing the power running control of the first motor / generator 5, the relative relationship between the carrier 15, the sun gear 12, and the ring gear 13 of the power distribution device 8. As compared with the case where the respective relative rotational speeds or the respective rotational speed differences are large before the rotational speed of the carrier 15 is increased by the first motor / generator 5, the rotational speed or each rotational speed difference is reduced. 8 requires less oil. As a result, the amount of oil supplied to the power distribution device 8 by the oil pump 37 driven by the output torque of the first motor / generator 5 becomes larger than the oil amount actually required, and the oil pump accordingly. 37 loss will increase.

  In view of this, the hybrid vehicle control device according to the present invention appropriately controls the rotation of the first motor / generator 5 when the motor is driven by the torque output from the second motor / generator 6, so that the rotation speed of the engine 1, that is, the oil The amount of oil discharged by the pump 37 can be controlled to appropriately supply oil to a lubricated part such as the power distribution device 8, and the pumping loss of the engine 1 and the loss of the oil pump 37 during motor running can be reduced. It is comprised so that it can reduce. A specific example of the control will be described below.

  FIG. 1 is a flowchart for explaining a control example of the control device according to the present invention, and the routine shown in this flowchart is repeatedly executed every predetermined short time. In FIG. 1, first, it is determined whether or not the travel state (travel mode) required for the vehicle Ve is the motor travel (EV travel) mode (step S1).

  If the motor travel mode is requested as the travel mode of the vehicle Ve and if a positive determination is made in step S1, the process proceeds to step S2, where the operation of the engine 1 is stopped and the second motor generator 6 is stopped. , And the second motor / generator 6 outputs torque to perform control in the motor travel mode in which the vehicle Ve travels.

  Subsequently, it is determined whether or not the vehicle speed V of the vehicle Ve exceeds a predetermined vehicle speed V0 (step S3). The predetermined vehicle speed V0 here is a minimum vehicle speed at which oil (lubricating oil for lubrication and cooling) needs to be supplied by the oil pump 37 to lubricated parts such as gears and bearings of the power distribution device 8. It is a predetermined value determined in advance.

  If the vehicle speed V exceeds the predetermined vehicle speed V0 and the determination in step S3 is affirmative, the process proceeds to step S4, where the throttle opening θ of the electronic throttle valve 1a of the engine 1 is changed to the predetermined throttle opening θ0. A command to open is output. In other words, the target throttle opening degree θ ′ for controlling the actual throttle opening degree θ is set to be equal to or greater than the predetermined throttle opening degree θ0. Here, the predetermined throttle opening θ0 is a predetermined value that is predetermined as an appropriate throttle opening in order to reduce a so-called pumping loss (pump loss) of the engine 1.

  When the operation of the engine 1 is stopped while the motor is running as described above, the first motor / generator 5 is powered to avoid a shortage of the amount of oil supplied by the oil pump 37. Thus, the control for increasing the rotation speed of the carrier 15, that is, the engine 1 and increasing the oil discharge amount of the oil pump 37 is executed. At this time, if the throttle opening .theta. Of the electronic throttle valve 1a remains fully closed or close to a predetermined throttle opening .theta.0, as described above, the electronic throttle valve 1a has a large opening in the cylinder during the intake stroke of the engine 1. A negative pressure is generated and becomes a resistance when the engine 1 is rotated, and a pumping loss of the engine 1 occurs. Therefore, in this step S4, by opening the throttle opening θ by a predetermined throttle opening θ0 or more, the negative pressure in the cylinder of the engine 1 driven by the output torque of the first motor / generator 5 is lowered to reduce the pumping loss. So-called pumping loss reduction control for reducing the above is executed.

  In the case where the engine 1 is an engine that employs a variable valve mechanism (or variable valve system) capable of changing the opening / closing timing of the intake valve (valve), for example, the electronic throttle is used as described above. Instead of the control for opening the throttle opening θ of the valve 1a by a predetermined throttle opening θ0 or more, the pumping loss reduction control can also be executed by opening the opening amount of the intake valve by a predetermined value or more.

  When a command for opening the throttle opening θ by a predetermined throttle opening θ0 or more is output, it is determined whether or not the actual throttle opening θ has become a predetermined throttle opening θ0 or more (step S5). If the actual throttle opening .theta. Has not yet exceeded the predetermined throttle opening .theta.0, and if a negative determination is made in step S5, the process proceeds to step S6, and the control flag F is set to "1". This routine is once terminated. The control flag F is a flag that is set to “0” when, for example, the ignition switch of the vehicle Ve is changed from the OFF state to the ON state.

  On the other hand, when the actual throttle opening θ is equal to or greater than the predetermined throttle opening θ0, if a positive determination is made in step S5, the process proceeds to step S7, and the first motor / generator 5 is turned on. By performing the power running control, so-called necessary lubricating oil amount securing control is performed in which the oil discharge amount by the oil pump 37 is controlled and oil is appropriately supplied to the lubricated portion such as the power distribution device 8. That is, after the pumping loss reduction control is executed in steps S4 and S5 described above and the throttle opening θ of the electronic throttle valve 1a is substantially opened to a predetermined throttle opening θ0 or more, this necessity is required. Lubricating oil amount securing control is started.

  This required lubricating oil amount securing control will be described in detail. First, a required lubricating oil amount Q for a portion to be lubricated such as the power distribution device 8 for the current vehicle speed V is obtained. This required amount of lubricating oil Q is the minimum amount of oil supply necessary to prevent problems such as seizure in the lubricated parts such as gears and bearings of the power distribution device 8, in other words, problems such as seizure. This is the minimum amount of oil that can operate the lubricated part such as the power distribution device 8 without causing it. The required amount of lubricating oil Q is an amount of oil whose value increases or decreases according to the increase or decrease of the vehicle speed V, that is, according to the operating state of the power distribution device 8. Therefore, the required lubricating oil amount Q can be obtained from a map set in advance based on the relationship between the vehicle speed and the required lubricating oil amount as shown in FIG.

  Next, the required lubricating oil amount Q is obtained from the map set in advance based on the relationship between the required lubricating oil amount Q and the oil pump rotational speed (that is, engine rotational speed) and the oil pump discharge amount as shown in FIG. An engine speed Ne required for supplying the quantity Q by the oil pump 37 is obtained. That is, the rotational speed Ne of the engine 1 when the required amount of lubricating oil Q corresponding to the vehicle speed V at that time is supplied by the oil pump 37 is obtained.

When the engine rotational speed Ne is obtained, the rotational speed Nmg1 of the first motor / generator 5 necessary for driving the engine 1 at the engine rotational speed Ne, in other words, the first lubricating oil amount securing control is executed. A target rotational speed Nmg1 of the motor / generator 5 is calculated. The rotational speed Nmg1 of the first motor / generator 5 is expressed as follows: ρ (the number of teeth of the sun gear 12 is Zs and the number of teeth of the ring gear 13 is Zr; = Zs / Zr), where the rotational speed of the second motor / generator 6 at that time is Nmg2.
Nmg1 = {(1 + ρ) × Ne−Nmg2} / ρ
Can be calculated as

  Based on the calculated rotation speed Nmg1 of the first motor / generator 5, the rotation of the first motor / generator 5 is controlled. That is, the necessary lubricating oil amount securing control is executed.

  FIG. 4 shows a collinear diagram of the planetary gear mechanism of the power distribution device 8 at the time of execution of the necessary lubricating oil amount securing control as described above. In FIG. 4, from the low vehicle speed motor (EV) traveling (the state indicated by the solid line in FIG. 4) where the vehicle speed of the vehicle Ve is equal to or lower than the predetermined vehicle speed V0, the rotational speed of the second motor / generator 6 is increased to increase the vehicle speed. When the vehicle Ve is in the middle / high vehicle speed motor (EV) traveling state in which the vehicle speed is higher than the predetermined vehicle speed V0, it is necessary to supply oil to the lubricated part such as the power distribution device 8 by the oil pump 37. By increasing the rotational speed of the first motor / generator 5, the engine rotational speed Ne is increased (indicated by a broken line in FIG. 4). As a result, the rotational speed Nop of the oil pump 37 is also increased, and the oil discharge amount of the oil pump 37 is increased. Further, in this case, since the pumping loss reduction control is performed as described above prior to the execution of the necessary lubricant amount securing control, the engine 1 increases its rotational speed Ne while the engine 1 is idling. Even if it is possible, a large pumping loss does not occur.

  When the necessary lubricating oil amount securing control is executed as described above in step S7, the control flag F is set to "2" (step S8), and then this routine is temporarily terminated.

  On the other hand, if it is determined in the aforesaid step S3 that the vehicle speed V is less than or equal to the predetermined vehicle speed V0, the process proceeds to step S9 and whether or not the control flag F is set to “1”. Is judged. As described above, when the pumping loss reduction control and the necessary lubricating oil amount securing control are sequentially executed, the control flag F is set to “2”. Therefore, in step S9, a negative determination is initially made. Is done.

  That is, if the control flag F at that time is not set to “1”, and a negative determination is made in step S9, the process proceeds to step S10, and the control flag F is set to “2”. It is determined whether or not. If the control flag F at that time is not set to “2” and the determination is negative in step S10, this routine is once ended.

  On the other hand, if the control flag F at that time is set to “2” and the determination is affirmative in step S10, the process proceeds to step S11, in which the necessary lubricating oil amount securing control is performed. A command to stop or end the rotation control of the first motor generator 5 as described above is output.

  When a command to stop (end) the necessary lubricant amount securing control is output, it is determined whether or not the rotation of the engine 1 has completely stopped, that is, whether or not the rotation speed of the engine 1 has become zero ( Step S12). If the determination is negative in step S12 because the engine speed has not yet become zero, this routine is temporarily terminated.

  On the other hand, the number of revolutions of the engine 1 has become zero, that is, the suspension (termination) of the necessary lubricating oil amount securing control has been completed, in other words, the necessary lubricating oil amount securing control has been substantially terminated. Thus, if a positive determination is made in step S12, the process proceeds to step S13, and after the control flag F is set to “1”, this routine is once ended.

  When the necessary amount of lubricating oil securing control is substantially completed, the control flag F is set to “1” as described above, so that a positive determination is made in step S9 described above. That is, if it is determined affirmatively in step S9 that the control flag F at that time is set to “1”, the process proceeds to step S14, and the throttle opening of the electronic throttle valve 1a, that is, the target throttle The opening degree θ ′ is set to a fully closed state or a state where the opening degree θ ′ is opened by a predetermined amount that is set when the engine 1 is idling. That is, a command to stop (end) the pumping loss reduction control executed by the command in step S4 is output.

  As described above, when the engine 1 is an engine employing a variable valve mechanism (or variable valve system), the throttle opening degree θ of the electronic throttle valve 1a is set to the fully closed or engine position as described above. In place of the control for opening the predetermined amount set during the idling operation of 1, the intake valve is opened by the predetermined amount set for the fully closed or engine 1 idling operation. The pumping loss reduction control can also be executed.

  When a command to fully close or open the throttle opening θ by a predetermined amount set during idling operation, that is, a command to stop (end) pumping loss reduction control is output, the actual throttle opening θ It is determined whether or not a predetermined amount set during the closing or idling operation has been opened (step S15). If the actual throttle opening .theta. Has not yet been fully closed or has not been opened by a predetermined amount set during idling, this routine is temporarily terminated if a negative determination is made in step S15.

  On the other hand, the actual throttle opening θ is fully closed or opened by a predetermined amount set during idling operation, that is, the pumping loss reduction control is stopped (terminated), in other words, the pumping loss reduction control. If the result of step S15 is affirmatively determined, the process proceeds to step S16. After the control flag F is set to "0", this routine is temporarily terminated. To do.

  As described above, the control after step S9 is performed when the vehicle speed V is equal to or lower than the predetermined vehicle speed V0 and the oil pump 37 does not need to supply oil to the lubricated portion such as the power distribution device 8 during motor running. The control for terminating the pumping loss reduction control and the necessary lubricating oil amount securing control, and the end control of the pumping loss reduction control and the necessary lubricating oil amount securing control are sequentially executed.

  That is, in the motor travel mode, when the vehicle speed V becomes the predetermined vehicle speed V0 or less and the pumping loss reduction control and the necessary lubricating oil amount securing control are terminated, first, the necessary lubricating oil amount securing control is terminated and the engine The rotation of 1 is stopped. That is, the rotational speed Ne of the engine 1 is made zero. Then, after the rotation of the engine 1 is substantially stopped, that is, after the rotation speed Ne of the engine 1 is substantially zero, the pumping loss reduction control is terminated. That is, the throttle opening of the electronic throttle valve 1a is fully closed or opened by a predetermined amount that is set during idling operation of the engine 1.

  On the other hand, if it is determined in the above-described step S1 that the motor travel mode is not required as the travel mode of the vehicle Ve, the process proceeds to step S17, and the control flag F is set to “1”. It is determined whether or not it has been done. As described above, when the ignition switch of the vehicle Ve is turned from the OFF state to the ON state at the beginning of the control, the control flag F is set to “0”, and the pumping loss reduction control and the necessary lubricating oil are set. When the amount securing control is sequentially executed, the control flag F is set to “2”. Therefore, in step S17, a negative determination is initially made.

  That is, if it is determined negative in this step S17 because the control flag F at that time is not set to “1”, the process proceeds to step S18, and the control flag F is set to “2”. It is determined whether or not. When the control flag F at that time is set to “2”, if the determination in step S18 is affirmative, the process proceeds to step S19, and the required lubricating oil amount securing control, that is, the above-described first control is performed. 1 Stop / end command for rotation control of the motor / generator 5 is output.

  When a command to stop (end) the necessary amount of lubricant is controlled, it is determined whether or not the rotation of the engine 1 has completely stopped, that is, whether or not the rotation speed of the engine 1 has become zero (step). S20). If the determination is negative in step S20 because the rotational speed of the engine 1 has not yet become zero, this routine is temporarily terminated.

  On the other hand, the number of revolutions of the engine 1 has become zero, that is, the suspension (termination) of the necessary lubricating oil amount securing control has been completed, in other words, the necessary lubricating oil amount securing control has been substantially terminated. Thus, if a positive determination is made in step S20, the process proceeds to step S21, and after the control flag F is set to “1”, this routine is once ended.

  On the other hand, if it is determined negative in step S18 because the control flag F at that time is not set to "2", the process proceeds to step S22, where the engine 1 is started and the engine 1 is started. Control in the so-called engine travel mode is performed in which the vehicle Ve travels by the torque output by the engine 1 or the torque output by the engine 1 and the torque output by the second motor / generator 6 (step S23). Thereafter, this routine is once terminated.

  Then, when the control flag F at that time is set to “1”, that is, when the necessary lubricating oil amount securing control is substantially finished, the determination in the above-described step S17 is affirmative. In step S24, the throttle opening of the electronic throttle valve 1a, that is, the target throttle opening θ ′ is set to a fully closed state or a state where the electronic throttle valve 1a is opened by a predetermined amount that is set when the engine 1 is idling. . That is, a command for stopping (ending) the pumping loss reduction control is output.

  When a stop (end) command for the pumping loss reduction control is output, it is determined whether or not the actual throttle opening θ has been opened by a predetermined amount that is set during full closing or idling (step). S25). If the actual throttle opening .theta. Has not yet been fully closed or has not been opened by a predetermined amount set during idling, this routine is temporarily terminated if a negative determination is made in this step S25.

  On the other hand, the actual throttle opening θ is fully closed or opened by a predetermined amount set during idling operation, that is, the pumping loss reduction control is stopped (terminated), in other words, the pumping loss reduction control. If the result of step S25 is affirmatively determined, the process proceeds to step S26. After the control flag F is set to "0", this routine is temporarily terminated. To do.

  As described above, the control after step S18 is performed when the motor travel mode is switched from the engine travel mode to the engine travel mode in which the vehicle Ve travels with the torque output from the engine 1 alone or the engine 1 and the second motor / generator 6. The control for ending the pumping loss reduction control and the necessary lubricating oil amount securing control and the control for starting the engine 1, that is, the finishing control of the pumping loss reduction control and the finishing control of the necessary lubricating oil amount securing control and the engine of the engine 1 are performed. The start control is sequentially executed.

  Specifically, when switching from the state where the pumping loss reduction control and the necessary lubricating oil amount securing control are executed in the motor traveling mode to the engine traveling mode, the necessary lubricating oil amount securing control is first terminated. Thus, the rotation of the engine 1 is stopped. That is, the rotational speed Ne of the engine 1 is made zero. Then, after the rotation of the engine 1 is substantially stopped, that is, after the rotation speed Ne of the engine 1 is substantially zero, the pumping loss reduction control is terminated. That is, the throttle opening of the electronic throttle valve 1a is fully closed or opened by a predetermined amount that is set during idling operation of the engine 1. Thereafter, engine start control of the engine 1 is executed.

  The engine 1 is started and ignited in a state where the throttle opening of the electronic throttle valve 1a is opened more than a predetermined opening, or in a state where the engine 1 is rotating at a predetermined rotation speed or more by the first motor / generator 5. When the engine 1 is in a normal starting state, that is, when the throttle opening of the electronic throttle valve 1a is closed from a predetermined opening, and the engine 1 is under a predetermined rotational speed, the engine 1 is started. Compared to the time, a shock may occur at the first explosion of the engine 1 due to ignition. Therefore, as described above, the end control of the pumping loss reduction control, the end control of the necessary lubricating oil amount securing control, and the engine start control of the engine 1 are sequentially executed, so that the shock at the start (initial explosion) of the engine 1 is performed. Thus, switching from the motor travel mode to the engine travel mode can be performed smoothly.

  Here, the relationship between the above-described specific example and the present invention will be briefly described. The functional means of steps S4 to S8, S14 to S16, S17, S24 to S26 described above correspond to the pumping loss reducing means of the present invention. The functional means of steps S7, S10 to S13, S18 to S21 correspond to the necessary lubricating oil amount securing means of the present invention, and the functional means of steps S18 to S26 are the internal combustion engine start of the present invention. Corresponds to means.

  As described above, according to the hybrid vehicle control device of the present invention, when the motor travels, the throttle opening of the engine 1 is controlled, and the pumping loss of the engine 1 is reduced. Then, the first motor / generator 5 is driven as a motor, and the output torque of the first motor / generator 5 is transmitted to the engine 1 and the oil pump 37 via the planetary gear mechanism of the power distribution device 8. As a result, the oil pump 37 is driven to supply oil to the lubricated part such as the power distribution device 8. At this time, the amount of oil supplied to the lubricated site such as the power distribution device 8 is the minimum amount required for lubrication and cooling in the lubricated site such as the power distribution device 8 that changes according to the vehicle speed. In addition, the rotation of the first motor / generator 5 is controlled.

  Therefore, even when the operation of the engine 1 is stopped when the motor is running, the oil pump 37 supplies an appropriate amount of oil corresponding to the vehicle speed to the lubricated part such as the power distribution device 8 without excess or deficiency. It is possible to reduce the loss of the oil pump 37 due to excessive supply of oil to the lubricated site such as the power distribution device 8.

  Therefore, when the motor is running, the pumping loss of the engine 1 and the loss of the oil pump 37 can be reduced to reduce the power consumption of the first motor / generator 5 during the running of the motor. As a result, the battery is charged. The power consumption of electric power can be reduced, and the travel time or travel distance by motor travel can be extended. In particular, by applying the control device of the present invention to a hybrid vehicle that employs a so-called plug-in system that charges a battery with external power, the distance or time that can be traveled by one charge can be extended, and the motor Even in a hybrid vehicle that employs a plug-in system in which the frequency of travel is high, it is possible to cope with it suitably.

  Further, when the motor travels, first, after the pumping loss reduction control is executed, that is, after the throttle opening of the engine 1 is opened more than a predetermined amount in order to reduce the pumping loss of the engine 1, a necessary amount of lubricating oil is secured. Control, that is, rotation control of the first motor / generator 5 for controlling the discharge amount of the oil pump 37 is executed. When the pumping loss reduction control and the necessary lubricating oil amount securing control are finished, first, the necessary lubricating oil amount securing control is stopped and the rotation of the engine 1 is stopped, and then the pumping loss reducing control is stopped. Thus, the throttle opening of the engine 1 is controlled to be in a fully closed state or to be opened by a predetermined amount set during idling operation.

  Therefore, the output shaft generated when the throttle opening of the engine 1 is controlled and the pumping loss of the engine 1 is changed during the control of securing the required amount of lubricating oil during motor traveling, that is, during the rotation control of the first motor / generator 5. The torque fluctuation at the vehicle can be avoided, and it is possible to avoid the occurrence of a shock and the feeling of strangeness to the passenger due to the torque fluctuation.

  When switching from the motor running state to the engine running state, first, the necessary lubricating oil amount securing control is stopped and the rotation of the engine 1 is stopped, and then the pumping loss reduction control is stopped and the throttle of the engine 1 is stopped. The opening degree is controlled to be in a fully closed state or opened by a predetermined amount set during idling operation. Thereafter, the engine 1 is started. Therefore, when the engine 1 is started, the engine 1 is ignited in a state where the throttle opening is opened by a predetermined amount or more, or in a state where the engine 1 is rotating at a predetermined rotation speed or more by the first motor / generator 5. Can prevent the shock at the first explosion. As a result, switching from the motor travel mode to the engine travel mode can be performed smoothly.

It is a flowchart for demonstrating the example of control by the control apparatus of this invention. It is a figure which shows an example of the map used when performing control shown by the flowchart of FIG. It is a figure which shows an example of the map used when performing control shown by the flowchart of FIG. It is a collinear diagram which shows the driving | running state in the planetary gear mechanism of the power distribution device at the time of performing control by the control apparatus of this invention. 1 is a skeleton diagram schematically showing an example of a drive system of a hybrid vehicle targeted in the present invention. FIG. It is a block diagram which shows typically an example of the control system of the hybrid vehicle made into object by this invention. It is a collinear diagram which shows the driving | running state in the planetary gear mechanism of the power distribution device at the time of performing control by the control apparatus of the conventional hybrid vehicle.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine (internal combustion engine), 1a ... Electronic throttle valve, 5 ... 1st motor generator (electric motor), 6 ... 2nd motor generator (electric motor), 8 ... Power distribution device, 12 ... Sun gear (2nd rotation element) , 13 ... Ring gear (third rotating element), 15 ... Carrier (first rotating element), 37 ... Oil pump, 38 ... Electronic control unit (ECU).

Claims (4)

An internal combustion engine, two electric motors having a function as a generator, and the power of the internal combustion engine and each electric motor is combined or distributed and output, and has a first rotation element, a second rotation element, and a third rotation element. A power distribution device configured by a planetary gear mechanism, an oil pump for supplying lubricating oil to the power distribution device and the internal combustion engine are connected to the first rotating element, respectively, and any one of the electric motors is In the hybrid vehicle control device that is connected to the second rotating element and the other electric motor is connected to the third rotating element,
By controlling the opening of the throttle valve or intake valve of the internal combustion engine during motor travel in which the operation of the internal combustion engine is stopped and the vehicle is driven by the torque output by the electric motor, A pumping loss reducing means for reducing a pumping loss that occurs when being rotated by
By controlling the rotation of the one electric motor and controlling the discharge amount of the oil pump during the motor running, the oil pump supplies the minimum amount of lubricating oil required by the power distribution device according to the vehicle speed. A control device for a hybrid vehicle, comprising: means for securing a required amount of lubricating oil supplied to the power distribution device.   The necessary lubricating oil amount securing means is controlled by the pumping loss reducing means, and after the opening of the throttle valve or the intake valve is opened more than a predetermined opening required to reduce the pumping loss, 2. The hybrid vehicle control device according to claim 1, further comprising means for performing rotation control of the one electric motor for controlling a discharge amount of the oil pump.   The pumping loss reducing means is configured such that after the control by the required lubricating oil amount securing means is stopped and the rotational speed of the internal combustion engine becomes zero, the opening of the throttle valve or the intake valve is fully closed or during idling operation. 3. The control apparatus for a hybrid vehicle according to claim 1, further comprising means for controlling to open the corresponding opening degree.   When switching from the motor running state to a state in which the internal combustion engine is driven to run the vehicle, the control by the necessary lubricating oil amount securing unit is stopped, the rotation of the internal combustion engine is stopped, and the pumping loss reducing unit is further stopped. And further comprising an internal combustion engine starting means for starting the internal combustion engine after the throttle valve or the intake valve is controlled to be fully closed or opened to an opening corresponding to the idling operation. A control device for a hybrid vehicle according to any one of claims 1 to 3.

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