JP2002174328A - Vehicle control device - Google Patents

Abstract

(57) [Problem] To reduce power loss of a power transmission mechanism due to viscous resistance of lubricating oil at a low temperature or insufficient clearance without separately providing a heating means such as a heater. SOLUTION: When a hydraulic oil temperature TH _CVT of a hydraulic control circuit for performing a shift control of a transmission or the like is equal to or lower than a lower limit value TH _min , a required charging / discharging value spchg is set to a charging-side maximum value spchg _min according to a charged amount SOC. Or discharge side maximum value spch
g _max, and in accordance with the value of the charge / discharge request value spchg, the operation areas of the “direct connection mode” and the “motor driving mode” are changed, and the power generation control or the power running control of the motor generator is performed during the driving in the “direct connection mode”. By doing so, the operation frequency (time) of the motor generator is increased, and the power generation torque and the powering torque are also increased in accordance with the value of the required charge / discharge value spchg, thereby increasing the amount of heat generated by the operation of the motor generator. The temperature TH _{CVT of the} hydraulic oil used also for cooling is quickly increased.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a vehicle, and more particularly to a technique for reducing power loss of a power transmission mechanism caused by viscous resistance of lubricating oil at a low temperature and insufficient clearance of each part.

[0002]

2. Description of the Related Art In an electric vehicle that travels by transmitting the driving force of a motor to wheels via a power transmission mechanism, (a) a power storage amount detecting means for detecting a power storage amount of a battery, and (b) a power transmission mechanism Oil temperature detecting means for detecting the temperature of the lubricating oil; (c)
Heating means for heating the lubricating oil of the power transmission mechanism, and (d) heating control means for controlling the operation of the heating means, and (e) the heating control means, wherein the storage amount detection means detects a predetermined storage amount. When the oil temperature is detected and the oil temperature detecting means detects an oil temperature equal to or lower than a predetermined value, the heating means is operated to heat the lubricating oil, thereby causing the lubricating oil to have a low viscous resistance or insufficient clearance at a low temperature. A technique for reducing power loss is described in Japanese Patent Application Laid-Open No. 9-4431, in which a heater is used as a heating unit.

[0003]

However, if a heater is provided only for heating the lubricating oil as described above, there is a problem that the number of parts and the number of assembling steps are increased and the cost is increased.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and its purpose is to provide a lubricating oil having low viscosity at low temperatures and insufficient clearance without providing additional heating means such as a heater. It is to reduce the power loss of the power transmission mechanism.

[0005]

To achieve the above object, a first aspect of the present invention is a vehicle having a structure in which a liquid for operating or lubricating a power transmission mechanism is heated by heat generated by the operation of a rotating machine. Wherein the heat generation promoting means for operating the rotating machine is provided such that when the temperature of the liquid is low, the heating of the rotating machine is increased.

According to a second aspect of the present invention, there is provided the vehicle control device according to the first aspect, wherein (a) an engine that generates power by burning fuel, and (b) the power of the engine and the rotary machine are combined or distributed and driven. A synthetic distribution mechanism that transmits to the wheel side,
(c) a transmission disposed between the combined distribution mechanism and drive wheels as the power transmission mechanism, and (d) the hydraulic fluid for changing the transmission ratio of the transmission is the liquid. In this case, the rotary machine is used for cooling and is heated.

According to a third aspect, in the vehicle control apparatus according to the first aspect or the second aspect, (a) the rotating machine functions as an electric motor by being supplied with electric energy from a battery and is driven to rotate. (B) the heat generation promoting means promotes the power generation operation of the motor generator when the stored amount of the battery is equal to or less than a predetermined value. When the charged amount is equal to or more than a predetermined value, the power generation operation of the motor generator is promoted.

[0008]

In such a vehicle control device,
When the temperature of the liquid for operation or lubrication of the power transmission mechanism is low, the rotating machine is operated so that the heat generation is increased by the heat generation promoting means, and the temperature of the liquid is quickly raised by the heat generated by the rotating machine. As a result, the power loss of the power transmission mechanism due to the viscous resistance of the lubricating oil at a low temperature and the lack of clearance of each part is reduced, and the transmission efficiency is increased. Moreover, since the liquid is warmed by using the heat generated by the operation of the rotating machine functioning as a motor and / or a generator, the cost is reduced as compared with a case where a heating means such as a heater is separately provided.

The heat generated by the rotating machine is based on, for example, copper loss (Joule heat) in the coil portion, mechanical loss (friction heat) in the rotating portion, and iron loss in the rotor portion. The amount also increases.

According to a third aspect of the present invention, a motor generator is provided as a rotating machine, and when the charged amount of the battery is less than a predetermined value, the power generation operation of the motor generator is promoted. In order to promote the power running operation of the motor generator, the temperature of the liquid in the power transmission mechanism can be increased by promoting the operation of the motor generator while always keeping the charged amount of the battery in an appropriate state.

[0011]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Here, the present invention provides an electric vehicle in which the rotating machine is a running electric motor, an engine vehicle in which the rotating machine is driven by an engine using a generator, and a rotating machine and an engine as a driving source for running. The present invention can be applied to various vehicles including a rotating machine and a power transmission mechanism, such as a hybrid vehicle. The rotating machine may be a motor operated by electric energy, a generator that generates power by being rotationally driven by an engine or the like, or a motor generator having both functions of the motor and the generator. Basically, it is provided for a purpose other than heating of the liquid, and is used as a drive source for driving or a generator.

The power transmission mechanism is intended for various devices that transmit power, such as a continuously variable transmission or a stepped transmission that can change the gear ratio, a forward / reverse switching device, and a composite distribution mechanism. Is hydraulic oil supplied to a fluid actuator such as a cylinder of a variable pulley for changing a transmission gear ratio, a clutch, or a brake, and is pumped by a pump or the like. In addition, the lubricating liquid is lubricating oil that is pumped up by a pump and is forcibly supplied to a lubricating part, or is accumulated in an oil pan or the like and a part of a gear or the like that is a lubricating part is immersed therein. What also serves as the above-mentioned hydraulic oil may be used. If the temperature of such hydraulic oil or lubricating oil is low, the viscous resistance increases and the rotational resistance of the rotating part increases, or the clearance of the parts decreases due to the contraction of each part, and the friction of the rotating part increases, Power loss may increase.

As a method of warming the liquid by the heat generated by the rotating machine, for example, it is desirable to use the above-mentioned hydraulic oil or lubricating oil as a cooling fluid of the rotating machine, and to supply the liquid pumped by a pump or the like to the rotating machine. And return to the oil pan etc., but it is also possible to simply arrange a rotating machine adjacent to the oil pan that accumulates liquid, etc.
Various aspects can be adopted.

[0014] The heat generation promoting means increases the operating range in which the rotating machine is operated so that the operating frequency of the rotating machine (the operating time as an electric motor or a generator) increases, or the operating torque of the rotating machine (power running torque, Power generation torque),
Actively operate the rotating machine, such as power running control of the rotating machine while the engine is running and reducing the engine torque by that amount, or controlling the power generation of the rotating machine while the engine is running and increasing the engine torque by that amount. It is desirable to increase the amount of heat generated by the rotating machine, but various methods for increasing the amount of heat generated by the rotating machine are adopted, such as operating the rotating machine at an operating point (rotational speed and torque) where the amount of generated heat is large. it can.

As the combining and distributing mechanism of the second invention, a gear type differential such as a planetary gear is preferably used. Third
In the present invention, the predetermined value for judging the charged amount may be a fixed value, but it is desirable to provide a hysteresis in a predetermined range in order to prevent hunting.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a schematic configuration diagram illustrating a hybrid drive control device 10 to which the present invention is applied. FIG. 2 is a skeleton diagram including a transmission 12, and the hybrid drive control device 10 generates power by combustion of fuel. The engine 14 includes a generated engine 14, a motor generator 16 used as an electric motor and a generator, and a double pinion type planetary gear device 18, and is mounted horizontally on an FF (front engine / front drive) vehicle or the like. used. The sun gear 18s of the planetary gear set 18 is connected to the engine 14, the carrier 18c is connected to the motor generator 16, and the ring gear 18r is connected to the case 20 via the first brake B1. The carrier 18c is connected to the input shaft 22 of the transmission 12 via the first clutch C1, and the ring gear 18r
Are connected to the input shaft 22 via the second clutch C2. The transmission 12 corresponds to a power transmission mechanism,
The engine 14 corresponds to an internal combustion engine, the motor generator 16 corresponds to a rotating machine, and the planetary gear unit 18 is a gear type differential unit and corresponds to a composite distribution mechanism.

Each of the clutches C1, C2 and the first brake B1 is a wet-type multi-plate type hydraulic frictional engagement device which is frictionally engaged by a hydraulic actuator, and is frictionally engaged by hydraulic oil supplied from a hydraulic control circuit 24. It is adapted to be combined. FIG. 3 is a diagram showing a main part of the hydraulic control circuit 24. The original pressure PC generated by the electric hydraulic pressure generating device 26 including the electric pump is connected to the manual valve 2.
The clutch 8 is supplied to each of the clutches C1, C2 and the brake B1 in accordance with the shift position of the shift lever 30 (see FIG. 1) via the control lever 8. The shift lever 30 is a shift operation member operated by the driver. In this embodiment, the shift lever 30 is selectively operated in five shift positions of “B”, “D”, “N”, “R”, and “P”. The manual valve 28 is connected to a shift lever 30 via a cable, a link, or the like, and is mechanically switched according to the operation of the shift lever 30.

The "B" position is a shift position in which a relatively large power source brake is generated by a downshift of the transmission 12 during forward running, and the "D" position is a shift position in which the vehicle runs forward. In the shift position, the original pressure PC is supplied from the output port 28a to the clutches C1 and C2. The original pressure PC is supplied to the first clutch C1 via the shuttle valve 31. The "N" position is a shift position for interrupting power transmission from the power source, the "R" position is a shift position for reverse travel, and the "P" position is a parking lock device (not shown) for interrupting power transmission from the power source. The shift position is a shift position in which the rotation of the drive wheels is mechanically prevented by the above operation. In these shift positions, the original pressure PC is supplied from the output port 28b to the first brake B1. The original pressure PC output from the output port 28b is also input to the return port 28c. In the “R” position, the shuttle valve 31 passes from the return port 28c through the output port 28d to the first clutch C.
1 is supplied with an original pressure PC.

Clutches C1, C2 and brake B1
Are provided with control valves 32, 34 and 36, respectively, so that the oil pressures P _C1 , P _C2 and P _B1 thereof are controlled. ON for hydraulic pressure P _C1 of clutch C1
The pressure is regulated by the -OFF valve 38, and the pressure of the clutch C2 and the brake B1 is regulated by the linear solenoid valve 40.

Each running mode shown in FIG. 4 is established according to the operating states of the clutches C1, C2 and the brake B1. That is, in the “B” position or the “D” position, any one of the “ETC mode”, the “direct connection mode”, and the “motor running mode (forward)” is established. In the “ETC mode”, the second clutch C2
And the first clutch C1 and the first brake B1 are released, in other words, the sun gear 18s,
With the carrier 18c and the ring gear 18r relatively rotatable, the engine 14 and the motor generator 1
6 and the sun gear 18s and the carrier 18
The torque is applied to c, and the ring gear 18r is rotated to cause the vehicle to travel forward. In the “direct connection mode”, the clutch C
In a state where the first brake B1 is released while the C2 is engaged and the first brake B1 is released, the engine 14 is operated to cause the vehicle to travel forward. In the “direct connection mode”, the motor generator 16 is controlled in power according to the state of charge (remaining capacity) SOC of the battery 42 (see FIG. 1), and the engine torque is reduced by that amount. In addition, by increasing the engine torque by that amount, the state of charge SOC is maintained within an appropriate range where the charge and discharge efficiency is excellent, for example. In the “motor running mode (forward)”, the motor generator 16 is engaged with the first clutch C1 engaged and the second clutch C2 and the first brake B1 released.
Is operated to drive the vehicle forward. Also, in the “motor running mode (forward)”, the regenerative control of the motor generator 16 when the accelerator is turned off or the like allows the battery 42 to be charged by the generation of kinetic energy of the vehicle and the braking force to act on the vehicle. .

FIG. 5 is an alignment chart showing the operating state of the planetary gear set 18 in the forward mode, wherein "S" indicates a sun gear 18s, "R" indicates a ring gear 18r, and "C" indicates a carrier 18c. , Their spacing is the gear ratio ρ
(= Number of teeth of sun gear 18s / number of teeth of ring gear 18r)
Is determined by Specifically, assuming that the interval between “S” and “C” is 1, the interval between “R” and “C” becomes ρ, and in this embodiment, ρ is about 0.6. Further, the torque ratio in the ETC mode of (a) is engine torque Te: CVT input shaft torque Tin: motor torque Tm = ρ: 1: 1−ρ, and the motor torque Tm can be smaller than the engine torque Te. In a steady state, the torque obtained by adding the motor torque Tm and the engine torque Te is CV
It becomes T input shaft torque Tin. CVT means a continuously variable transmission. In this embodiment, a belt-type continuously variable transmission is provided as the transmission 12.

Returning to FIG. 4, in the "N" position or the "P" position, either the "neutral" or the "charge / Eng start mode" is established, and in the "neutral", the clutches C1, C2 and the first Release any of the brakes B1. In the “charging / Eng start mode”, the clutches C1 and C2 are released, the first brake B1 is engaged, the motor generator 16 is rotated in the reverse direction, and the engine 14 is started. By rotating the motor generator 16 and controlling the power generation, electric energy is generated and the battery 42 is charged.

In the "R" position, a "motor traveling mode (reverse)" or a "friction traveling mode" is established. In the "motor traveling mode (reverse)", the first clutch C1 is engaged and the second clutch is engaged. With the C2 and the first brake B1 released, the motor generator 16 is rotated in the reverse direction to rotate the carrier 18c and the input shaft 22 in the reverse direction, thereby causing the vehicle to travel backward. The "friction running mode" is executed when an assist request is issued during the reverse running in the "motor running mode (reverse)", in which the engine 14 is started to rotate the sun gear 18s in the forward direction. In a state where the ring gear 18r is rotated in the forward direction with the rotation of the sun gear 18s, the first brake B1 is slip-engaged to limit the rotation of the ring gear 18r. It assists reverse running by applying force.

The transmission 12 is a belt-type continuously variable transmission.
From the output shaft 44 via a counter gear 46, the differential 4
Power is transmitted to the ring gear 50 of the differential gear 8 and the differential gear 4
The power is distributed to the left and right drive wheels (front wheels in this embodiment) 52 by the reference numeral 8. The transmission 12 includes a pair of variable pulleys 12.
a, 12b, and the speed ratio γ (= input shaft rotation speed N
in / output shaft rotation speed Nout) is continuously changed, and the belt tension is adjusted.
The hydraulic control circuit 24 includes a circuit for controlling the transmission ratio γ and the belt tension of the transmission 12, and hydraulic oil is supplied from a common electric hydraulic pressure generator 26. The hydraulic oil of the hydraulic control circuit 24 is also accumulated in the oil pan and lubricates the planetary gear unit 18 and the differential unit 48, and a part of the hydraulic oil is supplied to the motor generator 16 and flows through the housing of the motor generator 16. The motor generator 16 is cooled by flowing through a cooling passage formed in the housing or by flowing in contact with the housing.

The hybrid drive control device 10 of the present embodiment
Are controlled by the HVECU 60 shown in FIG. The HVECU 60 includes a CPU, a RAM, and an R
The electronic throttle ECU 62, the engine ECU 64, the M / GECU 66, and the T / MECU 6 are provided with an OM or the like and execute signal processing in accordance with a program stored in the ROM while utilizing a temporary storage function of the RAM.
8. Control the ON-OFF valve 38, the linear solenoid valve 40 of the hydraulic control circuit 24, the starter 70 of the engine 14, and the like. The electronic throttle ECU 62 controls the engine 14
The engine ECU 64 controls the engine output based on the fuel injection amount of the engine 14, the variable valve timing mechanism, the ignition timing, and the like. The M / GE ECU 66 controls the motor generator via the inverter 74. The T / MECU 68 controls the powering torque and regenerative braking torque of the transmission 1.
The second gear ratio γ and belt tension are controlled.
The starter 70 is a motor generator, which is connected to the crankshaft of the engine 14 via a power transmission device such as a belt or a chain.

The HVECU 60 is supplied with a signal indicating an operation amount θac of an accelerator pedal 78 as an accelerator operation member from an accelerator operation amount sensor 76.
A signal indicating the shift position of the shift lever 30 is supplied from the shift position sensor 80. Further, an engine speed sensor 82, a motor speed sensor 84, an input shaft speed sensor 86, an output shaft speed sensor 88,
From the CVT oil temperature sensor 90, the engine rotation speed (rotation speed) Ne, the motor rotation speed (rotation speed) Nm, the input shaft rotation speed (rotation speed of the input shaft 22) Nin, and the output shaft rotation speed (rotation of the output shaft 44), respectively. Speed) Nout, hydraulic control circuit 2
Signals representing the operating oil temperature TH _CVT of No. 4 are supplied. The output shaft rotation speed Nout corresponds to the vehicle speed V. In addition, various signals indicating the operating state, such as the state of charge SOC of the battery 42, are supplied. Storage amount SO
C may be simply the battery voltage, or may be obtained by sequentially integrating the charge / discharge amount. Accelerator operation amount θ
ac is equivalent to the driver's required output.

FIG. 6 shows the operation in the "direct connection mode" and the "motor traveling mode (forward)" during forward traveling so as to maintain the state of charge SOC of the battery 42 within an appropriate range with excellent charge / discharge efficiency, for example. This is a flowchart for explaining the operation of the SOC control for changing the area or performing the power running control or the power generation control of the motor generator 16 in the “direct connection mode”, and is repeatedly executed at a predetermined cycle time by the signal processing of the HVECU 60.

In step S1 of FIG. 6, the state of charge SOC is read, and in step S2, a required charge / discharge value spchg is calculated according to the state of charge SOC. FIG. 7 is a flowchart specifically illustrating the signal processing in step S2. In step R1, it is determined whether the hydraulic oil temperature TH _CVT supplied from the CVT oil temperature sensor 90 is equal to or lower than a predetermined lower limit TH _{min. Judge} , and if TH _CVT ≤ TH _min , step R
3 or less, but if it is higher than the lower limit value TH _min , a charge / discharge request value spchg is set in step R2 according to a standard map using the storage amount SOC as a parameter. The lower limit value TH _min is a low temperature at which the power loss of the power transmission mechanism such as the transmission 12 increases due to the viscous resistance of the hydraulic oil and insufficient clearance of each part, and is set to a predetermined value in advance according to the viscosity characteristics of the hydraulic oil. (For example, about 60 ° C.).
The standard map is, for example, as shown by a solid line in FIG.
The storage amount range SO in which the charge and discharge efficiency of the battery 42 is excellent
At C1 to SOC2 (for example, 60% to 70%), the required charge / discharge value spchg is determined to gradually change from the charge-side maximum value spchg _min to the discharge-side maximum value spchg _max . Note that the positive (+) charge / discharge request value spchg means a discharge request, and the negative (-) charge / discharge request value spchg means a charge request.

In step R3, which is executed when the operating oil temperature TH _CVT is lower than the lower limit value TH _min, it is determined whether or not the state of charge SOC is equal to or lower than a predetermined determination value SOC ^*.
If not more than C ^* , the charging request is added in step R4, while if it is larger than the determination value SOC ^* , the discharging request is added in step R5. The determination value SOC ^* is, for example, as shown in FIG.
May be a constant charge amount (about 65%) at which the charge / discharge request value spchg becomes “0”, but it is desirable to provide hysteresis as shown by a dashed line in order to prevent hunting. For example, when step R4 on the charging side is performed, step R4 is maintained until the state of charge SOC exceeds SOC2, and when the state of charge exceeds SOC2, the process proceeds to step R5 on the discharging side. Step R5 until the SOC falls below SOC1
Is maintained, and when the voltage falls below SOC1, step R4 on the charging side is performed.
It shifts to. The value of the state of charge SOC to be shifted is set as appropriate. In step R4 on the charging side, the required charging / discharging value spchg is uniformly set to the maximum value spchg _min on the charging side as shown by a dashed line in FIG. 8, and in step R5 on the discharging side, the required charging / discharging value spchg is uniformly discharged. Although the side maximum value spchg _max is set, a value larger than at least the standard map may be set.

Returning to FIG. 6, in step S3, it is determined whether or not a charge request has been made, that is, the charge / discharge request value s obtained in step S2.
It is determined whether or not pchg is negative (-). If it is negative (-), the operation region of the "direct connection mode" is expanded in step S4 according to the magnitude of the required charge / discharge value spchg. That is, the larger the required charge / discharge value spchg is on the negative side,
In other words, the larger the charging request is, the larger the operation area of the “direct connection mode” is. The driving range of the “direct connection mode” in which the vehicle runs with the engine 14 as a drive source is generally set on the high load side where the vehicle speed V and the accelerator operation amount θac are large.
By executing step S4, the operation region of the “direct connection mode” is expanded toward the low load side, and the operation region of the “motor driving mode (forward)” in which the vehicle travels using the motor generator 16 as a drive source is reduced by that amount. As a result, the consumption of the battery 42 having a relatively small storage amount SOC is reduced.

In the next step S5, it is determined whether or not the mode is the "direct connection mode".
Command to control the power generation of motor generator 16 by M / G
Output to ECU 66 to charge battery 42, and output a command to increase the torque of engine 14 to engine ECU 64 and electronic throttle ECU 62. The power generation torque in the power generation control of the motor generator 16 is set according to the magnitude of the required charge / discharge value spchg, and the larger the required charge / discharge value spchg is on the minus side, in other words, the greater the required charge is, the larger the generated torque is. The power generation control is performed, and the battery 42 is quickly charged.

If the determination in step S3 is NO, that is, if the required charge / discharge value spchg is not negative (-), it is determined in step S7 whether or not the required charge / discharge value spchg is positive (+). Judge. And
If it is positive (+), in step S8, the operating region of the "motor running mode (forward)" is expanded in accordance with the required charge / discharge value spchg. That is, the required charge / discharge value sp
The larger the chg is on the plus side, in other words, the greater the discharge request is, the larger the operating area of the “motor running mode (forward)” is. The driving region of the “motor driving mode (forward)” in which the vehicle runs with the motor generator 16 as a drive source is generally set to a low load side where the vehicle speed V and the accelerator operation amount θac are small, but by executing step S8, The operation area of the “motor drive mode (forward)” is expanded to the high load side, and the operation area of the “direct connection mode” where the engine 14 is driven by the drive source is reduced accordingly.
The consumption of the battery 42 having a relatively large storage amount SOC is promoted.

In the next step S9, it is determined whether or not the mode is the "direct connection mode".
At 0, the command for power running control of the motor generator 16 is set to M /
The ECU 42 outputs the command to the GECU 66 to consume the battery 42, and outputs a command to reduce the torque of the engine 14 to that extent to the engine ECU 64 and the electronic throttle ECU 62. The powering torque in the powering control of the motor generator 16 is set according to the magnitude of the required charging / discharging value spchg, and the larger the required charging / discharging value spchg is on the plus side, in other words, the greater the required discharging is, the larger the powering torque is. Power running control is performed, and the battery 42 is quickly discharged.

As described above, in this embodiment, the hydraulic oil temperature TH of the hydraulic control circuit 24 for controlling the speed change of the transmission 12 and the like.
_{When the CVT} is equal to or less than the lower limit value TH _min , the required charge / discharge value s
pchg is the charging-side maximum value spch according to the state of charge SOC.
g _min (step R4) or the discharge side maximum value spchg
_max (step R5), and the required charge / discharge value spc
In accordance with the value of hg, the operation areas of the “direct connection mode” and the “motor drive mode (forward)” are changed, and at the time of a charge request, the power generation control of the motor generator 16 is performed during the drive of the “direct connection mode” in step S6. On the other hand, at the time of a discharge request, the power running control of the motor generator 16 is performed at the time of traveling in the "direct connection mode" in step S10. For this reason, the operation frequency of the motor generator 16 (the operation time as an electric motor or a generator) increases, and the power generation torque and the powering torque also increase in accordance with the charge / discharge request value spchg, and the motor generator 16 operates. The amount of heat generated increases, and the temperature T of the hydraulic oil used for cooling the oil increases.
H _CVT is quickly raised, and the power loss of the power transmission mechanism due to the viscous resistance of the hydraulic oil at low temperatures and the insufficient clearance of each part is reduced, and the transmission efficiency is increased.

Further, in this embodiment, the operating oil is heated by utilizing the heat generated by the operation of the motor generator 16 used as a motor and a generator, so that the cost is reduced as compared with a case where a heating means such as a heater is separately provided. Is done.

When the state of charge SOC of the battery 42 is small, that is, when the charge / discharge request value spchg is a negative (-) charge request, the "direct connection mode" in step S4.
When the power generation operation of the motor generator 16 in step S6 is promoted (increase in frequency and torque) in accordance with the expansion of the operation region of step S6, the charge amount SOC is large, that is, the charge / discharge request value spchg is positive (+). At the time of the request, the power running operation of the motor generator 16 is promoted (the frequency and the torque are increased) by the expansion of the operating region of the “motor traveling mode (forward)” in step S8 and the step S10. The operating oil temperature TH _CVT of the power transmission mechanism including the transmission 12 can be increased by promoting the operation of the motor generator 16 while always maintaining the proper state.

In the present embodiment, the hydraulic oil of the hydraulic control circuit 24 corresponds to the liquid to be heated by the heat generated by the operation of the motor generator 16, and in a series of signal processing by the HVECU 60, steps R 1 and R 2 in FIG. R3, R4,
The part that executes R5 functions as a heat generation promoting unit.

Although the embodiment of the present invention has been described in detail with reference to the drawings, this is merely an embodiment,
The present invention can be implemented in various modified and improved aspects based on the knowledge of those skilled in the art.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram illustrating a hybrid drive control device to which the present invention is applied.

FIG. 2 is a skeleton view showing a power transmission system of the hybrid drive control device of FIG. 1;

FIG. 3 is a circuit diagram showing a part of the hydraulic control circuit of FIG. 1;

FIG. 4 is a diagram for explaining a relationship between some traveling modes established in the hybrid drive control device of FIG. 1 and operating states of a clutch and a brake.

FIG. 5 is a collinear chart showing a relationship between rotation speeds of respective rotating elements of the planetary gear device in the ETC mode, the direct connection mode, and the motor traveling mode (forward) in FIG.

FIG. 6 is a flowchart illustrating an operation of SOC control for maintaining the charged amount of the battery within an appropriate range.

FIG. 7 is a flowchart specifically illustrating the contents of step S2 in FIG. 6;

8 is a diagram showing a relationship between a required charging / discharging value spchg set in step R2, R4, or R5 of FIG. 7 and a state of charge SOC.

[Explanation of symbols]

10: Hybrid drive control unit 12: Transmission (power transmission mechanism) 14: Engine 16: Motor generator (rotary machine) 18: Planetary gear unit (combined distribution mechanism) 42: Battery 60: HVECU 9
0: CVT oil temperature sensor Steps R1, R3, R4: R5: Heat generation promoting means

Claims (3)

[Claims] 1. A control device for a vehicle having a structure in which a liquid for operation or lubrication of a power transmission mechanism is heated by heat generated by operation of a rotating machine, wherein the temperature of the rotating machine is reduced when the temperature of the liquid is low. A control device for a vehicle, comprising: a heat generation promoting means for operating the rotating machine so as to increase heat generation. 2. The control system for a vehicle according to claim 1, wherein an engine that generates power by burning fuel, and a combined distribution that combines or distributes the power of the engine and the rotating machine and transmits the combined power to the drive wheels. A transmission disposed between the combined distribution mechanism and the drive wheels as the power transmission mechanism, wherein the hydraulic fluid for changing the transmission ratio of the transmission is the liquid, A control device for a vehicle, wherein the control device is used for cooling a rotating machine to be heated. 3. The control device for a vehicle according to claim 1, wherein the rotating machine functions as an electric motor by supplying electric energy from a battery, and generates electric power by being driven to rotate. A motor generator that also functions as a generator for charging a battery, wherein the heat generation promoting unit promotes the power generation operation of the motor generator when the charged amount of the battery is equal to or less than a predetermined value, and the charged amount is equal to or more than a predetermined value. A control device for a vehicle, wherein the control device promotes a power running operation of the motor generator in the case.