JP6936119B2 - Hybrid vehicle oil supply - Google Patents

Description

The present invention relates to an oil supply device for a hybrid vehicle, and more particularly to an oil supply device for a hybrid vehicle that supplies oil to a power unit including an engine and a motor generator (electric motor).

In recent years, a hybrid electric vehicle (HEV) capable of effectively improving the fuel consumption rate (fuel efficiency) of a vehicle by using an engine and a motor / generator (electric motor) in combination has been widely put into practical use.

Here, Patent Document 1 includes an engine, a motor, and a generator, and distributes and transmits the rotation of the engine output shaft to the generator and the drive axle via a planetary gear, and transmits the rotation of the motor to the drive axle. The vehicle is disclosed. In this hybrid vehicle, by appropriately controlling the engine, generator and motor, the drive axle is driven by only the motor output, only by the engine output, or by assisting the motor output to the engine output, and the remaining battery level. And, according to the running load, the generator is driven by the output of the engine to charge the battery.

Further, in this hybrid vehicle, in order to pump oil used for cooling or lubricating a motor or the like, rotation is transmitted to the drive shaft of the oil pump from a plurality of transmission paths via a one-way clutch, and the oil pump is transmitted. It has a configuration in which it is driven by rotation from a transmission path having a high rotation speed. More specifically, the drive shaft of the oil pump is connected to the input shaft linked to the engine output shaft via the first one-way clutch, and the traveling rotation linked to the drive axle via the second one-way clutch. It is connected to the shaft. Since the rotation speed of the traveling rotation shaft is higher than the input shaft rotation speed during normal driving, the oil pump is driven via the second one-way clutch, and when the vehicle is stopped, the traveling rotation shaft is driven. Since the engine output shaft (input shaft) is idling even in the stopped state, the oil pump is driven via the first one-way clutch.

Japanese Unexamined Patent Publication No. 2000-335263

Since it has the above-described configuration, in the hybrid vehicle described in Patent Document 1, one oil pump can obtain a pump discharge amount according to the vehicle speed while the vehicle is running, and a predetermined pump discharge amount even when the vehicle is stopped. Can be obtained.

However, in the above-described configuration, the rotation speed of the oil pump, that is, the discharge amount of the oil pump is determined by the engine rotation speed and the vehicle speed. Can occur. For example, when the generator generates electricity when the vehicle is parked or stopped, the motor is stopped and does not generate heat, so that cooling is not necessary and the oil flow rate supplied to the motor may be excessive. Further, for example, during EV traveling, the engine and the generator are stopped and heat is not generated, so that cooling is not necessary and it is conceivable that the oil supplied to the generator becomes surplus. In such a case, the oil pump is wasting work by the amount of the surplus flow rate, resulting in a loss of the oil pump. That is, the fuel consumption rate (fuel efficiency) deteriorates.

The present invention has been made to solve the above problems, and reduces excess oil flow rate in an oil supply device for a hybrid vehicle that supplies oil to a power unit including an engine and a motor generator (electric motor). It is an object of the present invention to provide an oil supply device for a hybrid vehicle capable of further reducing the loss of an oil pump.

The oil supply device for a hybrid vehicle according to the present invention is the oil sucked from the suction port in the oil supply device for a hybrid vehicle that supplies oil to a power unit including an engine, a first motor generator, and a second motor generator. An oil pump that boosts the pressure and discharges from multiple discharge ports, a first electromagnetic valve that adjusts the amount of oil supplied to the first motor generator, and a second electromagnetic valve that adjusts the amount of oil supplied to the second motor generator. A valve, a full discharge state in which all of the plurality of discharge ports are communicated with the oil passage, and a part of the plurality of discharge ports are communicated with the oil passage, and some of the other discharge ports are of the oil pump. A third electromagnetic valve for switching between a semi-discharged state communicated with the suction port and a control means for controlling the drive of the first electromagnetic valve, the second electromagnetic valve, and the third electromagnetic valve are provided, and the control means is the first. The calorific value of each of the first motor generator and the second motor generator is estimated from the operating states of the motor generator and the second motor generator, and the calorific value of each of the first motor generator and the second motor generator is estimated from the calorific value. The required flow rate is calculated, the target drive amount of each of the first electromagnetic valve and the second electromagnetic valve is obtained from the required flow rate, and the first electromagnetic valve and the second electromagnetic valve are driven according to the target drive amount, and oil is used. It is characterized in that the third electromagnetic valve is driven so as to switch between a full discharge state and a half discharge state based on the number of rotations of the pump and the required flow rates of the first motor generator and the second motor generator. ..

According to the oil supply device of the hybrid vehicle according to the present invention, the calorific value of each of the first motor generator and the second motor generator is estimated from the operating state of each of the first motor generator and the second motor generator. The required flow rates of the first motor generator and the second motor generator are calculated from the calorific value, and the target drive amounts of the first electromagnetic valve and the second electromagnetic valve are obtained from the required flow rates. The first and second electromagnetic valves are driven, and the full discharge state and half discharge are based on the rotation speed of the oil pump and the required flow rates of the first motor generator and the second motor generator. The third electromagnetic valve is driven so as to switch between the states. In this way, the first solenoid valve and the second solenoid valve are driven according to the required flow rates of the first motor generator and the second motor generator, respectively, and the first motor generator and the second motor generator are respectively driven. Since the flow rate of the supplied oil is adjusted, the surplus amount of oil supplied to each of the first motor generator and the second motor generator can be reduced. Further, since the half discharge state and the full discharge state of the oil pump are switched according to the rotation speed of the oil pump and the required flow rates of the first motor generator and the second motor generator, the first motor generator and the first The load on the oil pump can be reduced according to the required flow rate of each of the two motors and generators. As a result, the excess flow rate of oil can be reduced, and the loss of the oil pump can be further reduced.

In the oil supply device for a hybrid vehicle according to the present invention, the control means is such that the vehicle is stopped, power is generated by the first motor generator using the engine output, and the second motor generator is stopped. In this case, it is preferable to drive the third solenoid valve so that the oil pump is in a semi-discharged state, and drive the second solenoid valve so as to reduce the amount of oil supplied to the second motor generator.

When the vehicle is stopped (while the vehicle is stopped), the engine output is used to generate electricity in the first motor generator, and the second motor generator is stopped, the second motor generator does not generate heat. It is conceivable that there is no need for cooling and the flow rate of oil supplied to the second motor generator becomes surplus. In this case, the oil pump is half-discharged and the amount of oil supplied to the second motor generator is reduced. Therefore, the surplus amount of oil supplied to the second motor generator can be reduced, and the load on the oil pump can be reduced.

In the oil supply device for a hybrid vehicle according to the present invention, when the first motor generator is stopped and the vehicle is driven by the second motor generator, the oil pump is in a semi-discharged state. It is preferable to drive the third solenoid valve as described above, and to drive the first solenoid valve so as to reduce the amount of oil supplied to the first motor generator.

When the first motor generator is stopped and the vehicle is driven by the second motor generator (during EV driving), the first motor generator does not generate heat, so there is no need for cooling, and the first motor. It is possible that the oil supplied to the generator will be surplus. In this case, the oil pump is put into a semi-discharged state, and the amount of oil supplied to the first motor generator is reduced. Therefore, the surplus amount of oil supplied to the first motor generator can be reduced, and the load on the oil pump can be reduced.

In the oil supply device for a hybrid vehicle according to the present invention, when the vehicle is driven by the engine and the second motor generator and the required driving force is less than a predetermined value, the oil pump semi-discharges. The third solenoid valve is driven so as to be in a state, and the amount of oil supplied to each of the first motor generator and the second motor generator is adjusted according to the required flow rate of each of the first motor generator and the second motor generator. It is preferable to drive each of the first solenoid valve and the second solenoid valve so as to be adjusted.

When the vehicle is driven by the engine and the second motor / generator (PHEV driving) and the required driving force is less than the predetermined value (at low load), the oil pump is set to the semi-discharged state and the first The amount of oil supplied to each of the first motor generator and the second motor generator is adjusted according to the required flow rates of the motor generator and the second motor generator. Therefore, it is possible to reduce the excess amount of oil supplied to each of the first motor generator and the second motor generator while satisfying the required supply amounts of each of the first motor generator and the second motor generator. Moreover, the load on the oil pump can be reduced.

In the oil supply device for a hybrid vehicle according to the present invention, when the vehicle is driven by the engine and the second motor generator and the required driving force is equal to or more than a predetermined value, the oil pump fully discharges the control means. The third solenoid valve is driven so as to be in a state, and the amount of oil supplied to each of the first motor generator and the second motor generator is adjusted according to the required flow rate of each of the first motor generator and the second motor generator. It is preferable to drive each of the first solenoid valve and the second solenoid valve so as to be adjusted.

When the vehicle is driven by the engine and the second motor / generator (PHEV driving) and the required driving force is equal to or higher than the specified value (at medium / high load), the oil pump is set to the full discharge state and the oil pump is fully discharged. The amount of oil supplied to each of the first motor generator and the second motor generator is adjusted according to the required flow rates of the first motor generator and the second motor generator. Therefore, it is possible to reduce the surplus amount of oil supplied to each of the first motor generator and the second motor generator while satisfying the required supply amounts of each of the first motor generator and the second motor generator.

The oil supply device for a hybrid vehicle according to the present invention is further provided with a lubrication valve that opens when the discharge pressure of the oil pump exceeds a predetermined pressure and returns the oil to the oil pan via the lubrication system or directly. Is preferable.

In this case, when the discharge pressure of the oil pump becomes equal to or higher than a predetermined pressure, the lubrication valve is opened and the oil is returned to the oil pan via the lubrication system or directly. That is, in the operating region where the discharge amount of the oil pump is larger than the required maximum amount, that is, in the operating region where the oil flow rate is excessive, the oil is returned to the oil pan via the lubrication system or directly. The surplus can be reduced.

According to the present invention, it is possible to reduce the excess flow rate of oil in an oil supply device of a hybrid vehicle that supplies oil to a power unit including an engine and a motor generator (first motor generator and second motor generator). This makes it possible to further reduce the loss of the oil pump.

It is a block diagram which shows the structure (the structure of the power unit, the hydraulic circuit, and the control system) of the oil supply device of the hybrid vehicle which concerns on embodiment. It is a flowchart which shows the processing procedure of the oil supply processing by the oil supply device of the hybrid vehicle which concerns on embodiment. It is a figure which shows the operation list of the 1st solenoid valve, the 2nd solenoid valve, the 3rd solenoid valve and the like in each operation mode. It is a figure which shows an example of the oil flow rate, the hydraulic pressure characteristic of the oil supply device of the hybrid vehicle which concerns on embodiment. It is a figure which shows the oil flow / supply path (thick line) in P range power generation. It is a figure which shows the flow / supply path (thick line) of the oil in EV running. It is a figure which shows the oil flow / supply path (thick line) in HEV running (when the load is low). It is a figure which shows the oil flow / supply path (thick line) in HEV running (at the time of medium-high load). It is a figure which shows the oil flow / supply path (thick line) in the operation area (pump flow rate surplus area) where the pump flow rate becomes surplus.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. In the figure, the same reference numerals are used for the same or corresponding parts. Further, in each figure, the same elements are designated by the same reference numerals, and duplicate description will be omitted.

First, the configuration (configuration of the power unit, the hydraulic circuit, and the control system) of the oil supply device 1 of the hybrid vehicle according to the embodiment will be described with reference to FIG. FIG. 1 is a block diagram showing a configuration of an oil supply device 1 for a hybrid vehicle. Here, the case where the oil supply device 1 of the hybrid vehicle is applied to the series parallel hybrid electric vehicle (HEV) will be described as an example.

The engine 10 may be of any type, and for example, an engine in which the thermal efficiency is improved by increasing the compression ratio by a high expansion ratio cycle is preferably used. The engine 10 is controlled by an engine control unit (hereinafter referred to as "ECU") 80.

Various sensors such as a crank angle sensor 81 that detects the rotation position (engine rotation speed) of the crankshaft and a water temperature sensor 82 that detects the temperature of the cooling water of the engine 10 are connected to the ECU 80.

Based on these various acquired information and control information from the hybrid vehicle / control unit (hereinafter referred to as "HEV-CU") 50 described later, the ECU 80 determines the fuel injection amount, ignition timing, electronically controlled throttle valve, etc. The engine 10 is controlled by controlling various devices of the above. Further, the ECU 80 transmits various information such as the engine speed and the cooling water temperature to the HEV-CU 50 via the CAN (Control Area Network) 100.

A power split mechanism 13 is connected to the crankshaft of the engine 10. A drive train 14 composed of a speed reducer or the like and a first motor generator 11 that mainly operates as a generator (generator) are connected to the power split mechanism 13. The power split mechanism 13 has, for example, a planetary gear mechanism composed of a ring gear, a pinion gear, a sun gear, and a planetary carrier, and the driving force generated from the engine 10 is transferred to the drive train 14 and the first motor generator 11. Divide into and transmit.

On the other hand, a second motor generator 12 that mainly operates as a power source is also connected to the drive train 14. With such a configuration, in this vehicle, the wheels (vehicle) can be driven by two powers of the engine 10 and the second motor generator 12. Further, depending on the traveling conditions, it is possible to switch between traveling by only the second motor generator 12 (EV traveling) and traveling by the engine 10 and the second motor generator 12 (PHEV traveling). Further, it is possible to generate electricity while traveling by the second motor generator 12.

The first motor generator 11 is, for example, a three-phase AC type AC synchronous motor, and as described above, mainly operates as a generator. The second motor generator 12 is, for example, a three-phase AC type AC synchronous motor, and as described above, operates mainly as a power source. In the first motor generator 11 and the second motor generator 12, a permanent magnet was used for the rotor and a coil was used for the stator. The first motor generator 11 and the second motor generator 12 are oil-cooled electric motors that are cooled by oil. In the first motor generator 11 and the second motor generator 12, a coil may be used for the rotor and a permanent magnet may be used for the stator. Further, as the first motor generator 11 and the second motor generator 12, for example, an AC induction motor, a DC motor, or the like may be used instead of the AC synchronous motor.

A first temperature sensor 91 that detects the temperature of the stator of the first motor generator 11 is attached to the stator (coil) of the first motor generator 11. Similarly, a second temperature sensor 92 that detects the temperature of the stator of the second motor generator 12 is attached to the stator (coil) of the second motor generator 12. As the first temperature sensor 91 and the second temperature sensor 92, for example, a thermistor whose resistance value changes depending on the temperature is preferably used. The first temperature sensor 91 and the second temperature sensor 92 are connected to the HEV-CU 50, and an electric signal (voltage value) corresponding to the temperature is read by the HEV-CU 50.

Further, in the sixth oil passage 46, which will be described later, a third temperature sensor 93 for detecting the temperature of the oil supplied to the first motor generator 11 and the second motor generator 12 through the sixth oil passage 46 is attached. There is. As the third temperature sensor 93, for example, a thermistor whose resistance value changes depending on the temperature is preferably used. The third temperature sensor 93 is also connected to the HEV-CU 50, and an electric signal (voltage value) corresponding to the temperature is read by the HEV-CU 50.

The oil pan 20 stores oil for cooling and lubricating the first motor generator 11 and the second motor generator 12, and for lubricating the power split mechanism 13, the drive train 14, and the like. A mechanical oil pump (hereinafter, simply referred to as "oil pump") 21 is provided to supply the oil stored in the oil pan 20 to the first motor generator 11, the second motor generator 12, and the like. There is.

The oil pump 21 is driven by the input from the engine 10 and the axle (second motor generator 12), whichever has the higher rotation speed. More specifically, a first one-way clutch (not shown) that is connected to the engine 10 so as to be able to transmit torque and transmits the torque from the engine 10 to the drive shaft of the oil pump 21 in one direction, and an axle (second). It is equipped with a second one-way clutch (not shown) that is unidirectionally connected to the motor generator 12) and transmits torque from the axle to the drive shaft of the oil pump 21, and is equipped with an engine 21 and an axle. The oil pump 21 is driven by whichever of the inputs from the above is higher (so-called twin drive). The oil pump 21 sucks the oil stored in the oil pan 20 through the first suction oil passage 401 and the suction port 21a, boosts the pressure, and raises the pressure to two discharge ports (first discharge port 21b and second discharge port 21c). ). In the present embodiment, as the oil pump 21, a 2-port type vane pump having two discharge ports (first discharge port 21b and second discharge port 21c) is used.

A first oil passage 41 (corresponding to the oil passage described in the claims) is connected to the first discharge port 21b of the oil pump 21. A second oil passage 42 is connected to the second discharge port 21c. The second discharge port 21c of the oil pump 21 is communicated with the first oil passage 41 via the second oil passage 42, the oil pump switching valve 34, and the third oil passage 43. Further, the second discharge port 21c of the oil pump 21 is communicated with the first suction oil passage 401 via the second oil passage 42, the oil pump switching valve 34, and the second suction oil passage 402. The oil pump switching valve 34 switches the discharge destination of the oil discharged from the second discharge port 21c between the third oil passage 43 and the second suction oil passage 402.

More specifically, the oil pump switching valve 34 has a first switching pressure oil passage 404 communicating with a third electromagnetic valve 33, which will be described later, a second oil passage 42 communicating with a second discharge port 21c, and a first oil passage 41. It is connected to a third oil passage 43 communicating with the first suction oil passage 401 and a second suction oil passage 402 communicating with the first suction oil passage 401 (suction port 21a of the oil pump 21). The oil pump switching valve 34 houses the spool 34a so as to be slidable in the axial direction. A spring 34b is arranged at the end of the spool 34a, and the axial drive (position) of the spool 34a is controlled according to whether or not the switching control pressure is supplied from the third solenoid valve 33. , The oil passage communicating with the second oil passage 42 is switched between the third oil passage 43 and the second suction oil passage 402.

That is, the oil pump switching valve 34 communicates with the second oil passage 42 and the third oil passage 43 when the supply of the switching control pressure is stopped from the third solenoid valve 33, which will be described later. Circuit) is switched. Therefore, the oil discharged from the second discharge port 21c is in a full discharge operation state in which the oil discharged from the first discharge port 21b is merged with the oil discharged from the first discharge port 21b. On the other hand, the oil pump switching valve 34 switches the oil passage (circuit) so as to communicate the second oil passage 42 and the second suction oil passage 402 when the switching control pressure is supplied. Therefore, the oil discharged from the second discharge port 21c is returned to the first suction oil passage 401 (suction port 21a), and the semi-discharge operation state is established. As a result, the load on the oil pump 21 is reduced.

As the third solenoid valve 33, for example, a duty solenoid valve is preferably used. A fourth oil passage 44, a first switching pressure oil passage 404, and a second switching pressure oil passage 405 communicating with the first oil passage 41 are connected to the third solenoid valve 33. The third solenoid valve is introduced from the fourth oil passage 44 by displaced the valve in the axial direction according to the duty signal (duty ratio = 0 to 100%) applied from the TCU (transmission control unit) 70 described later. The supply destination of the (supplied) oil is switched between the first switching pressure oil passage 404 and the second switching pressure oil passage 405. Instead of the duty solenoid valve, a linear solenoid valve whose movement amount of the valve is adjusted (the connection destination can be switched) may be used according to the applied current value.

The second switching pressure oil passage 405 communicates with the lubrication valve (LUB valve) 35. A second switching pressure oil passage 405 and a third suction oil passage 403 communicating with the first suction oil passage 401 are connected to the lubrication valve 35. The lubrication valve 35 has a third suction oil passage 403 when the pressure of the oil supplied from the third electromagnetic valve 33 through the second switching pressure oil passage 405 (the discharge pressure of the oil pump 21) becomes equal to or higher than a predetermined pressure. The oil is returned to the first suction oil passage 401 via (or via the lubrication system). More specifically, the lubrication valve 35 houses the spool 35a so as to be slidable in the axial direction. A spring 35b is arranged at the end of the spool 35a, and is pushed by the pressure of oil (discharge pressure of the oil pump 21) supplied from the third electromagnetic valve 33 via the second switching pressure oil passage 405. The spool 35a is driven in the axial direction according to the balance between the force (hydraulic pressure x pressure receiving area) and the spring force (urging force) of the spring 35b, so that the oil pressure (discharge pressure of the oil pump 21) becomes a predetermined pressure. In the above case, the oil is returned to the first suction oil passage 401 via the third suction oil passage 403 (or via the lubrication system). That is, when the pushing force due to the discharge pressure of the oil pump 21 is larger than the pushing force due to the spring 35b, the lubrication valve 35 communicates the second switching pressure oil passage 405 and the third suction oil passage 403 to supply oil. Return to the first suction oil passage 401. On the other hand, when the pushing force due to the discharge pressure of the oil pump 21 is smaller than the pushing force due to the spring 35b, the lubrication valve 35 cuts off the communication between the second switching pressure oil passage 405 and the third suction oil passage 403.

An oil cooler 22 is provided in the first oil passage 41 (downstream side of the oil pump 21) to cool the oil by exchanging heat between the oil discharged from the oil pump 21 and the cooling medium. In the present embodiment, as the oil cooler 22, an air-cooled oil cooler that exchanges heat between the oil and the outside air is used. As the oil cooler 22, for example, a water-cooled oil cooler that exchanges heat between oil and cooling water (engine cooling water) may be used instead of the air-cooled oil cooler. The oil cooled by the oil cooler 22 is discharged to the sixth oil passage 46.

A part of the oil sent to the oil cooler 22 through the first oil passage 41 passes through the fifth oil passage 45 from the front side (upstream side) of the oil cooler 22, for example, the power split mechanism 13 and the drive train 14 described above. It is supplied to the lubricated part such as.

Further, a bypass valve 36 is provided in parallel with the oil cooler 22. The bypass valve 36 is connected to the first oil passage 41 and the sixth oil passage 46, and when the differential pressure between the inlet and the outlet of the oil cooler 22 becomes a predetermined pressure or more (for example, when the oil cooler 22 is blocked). , Bypassing the oil cooler 22, the oil supplied from the first oil passage 41 flows into the sixth oil passage 46. More specifically, the bypass valve 36 houses the ball (or valve body) 36a in the bypass valve 36 so as to be slidable in the axial direction. A spring 36b is arranged at the end of the ball (or valve body) 36a, and the pushing force (hydraulic pressure x pressure receiving area) by the oil pressure at the inlet (first oil passage 41) of the oil cooler 22 and the oil cooler 22 The ball (or valve body) 36a is moved in the axial direction according to the balance between the pushing force (hydraulic pressure x pressure receiving area) due to the hydraulic pressure at the outlet (sixth oil passage 46) of the spring 36b and the spring force (urging force) of the spring 36b. As a result, the opening and closing of the bypass valve 36 is controlled. That is, in the bypass valve 36, the pushing force (hydraulic pressure x pressure receiving area) by the oil pressure at the inlet (first oil passage 41) of the oil cooler 22 is the pushing force (hydraulic pressure x pressure receiving area) by the hydraulic pressure at the outlet (sixth oil passage 46) of the oil cooler 22. If it is larger than the resultant force of the hydraulic pressure x pressure receiving area) and the spring force (urging force) of the spring 36b, the valve is opened to communicate the first oil passage 41 and the sixth oil passage 46 (bypass passage). Open). On the other hand, in the bypass valve 36, the pushing force (hydraulic pressure x pressure receiving area) by the hydraulic pressure at the inlet (first oil passage 41) of the oil cooler 22 is the pushing force (hydraulic pressure x pressure receiving area) by the hydraulic pressure at the outlet of the oil cooler 22 (sixth oil passage 46). If it is smaller than the resultant force of the hydraulic pressure x pressure receiving area) and the spring force (urging force) of the spring 36b, the valve is closed (the bypass passage is blocked).

A first solenoid valve 31 and a second solenoid valve 32 are connected to the sixth oil passage 46. The first solenoid valve 31 adjusts the amount of oil (flow rate) supplied to the first motor generator 11. As the first solenoid valve 31, for example, a duty solenoid valve in which the opening degree is adjusted (fully closed to fully open) according to the duty ratio (0 to 100%) of the applied duty signal and the flow rate is adjusted is preferable. Used. The drive of the first solenoid valve 31 is controlled by the TCU 70. That is, the first solenoid valve 31 adjusts the oil flow rate by displacing the valve in the axial direction according to the duty ratio (0 to 100%) of the duty signal applied from the TCU 70. As the first solenoid valve 31, a linear solenoid valve whose opening degree is adjusted according to the applied current value and whose oil flow rate is adjusted may be used instead of the duty solenoid valve.

Similarly, the second solenoid valve 32 adjusts the amount of oil (flow rate) supplied to the second motor generator 12. As the second solenoid valve 32, for example, a duty solenoid valve in which the opening degree is adjusted (fully closed to fully open) according to the duty ratio (0 to 100%) of the applied duty signal and the oil flow rate is adjusted is preferable. Used for. The drive of the second solenoid valve 32 is controlled by the TCU 70. That is, the second solenoid valve 32 adjusts the oil flow rate by displacing the valve in the axial direction according to the duty ratio (0 to 100%) of the duty signal applied from the TCU 70. As the second solenoid valve 32, a linear solenoid valve whose opening degree is adjusted according to the applied current value and whose oil flow rate is adjusted may be used instead of the duty solenoid valve.

The engine 10, the first motor generator 11, and the second motor generator 12, which are the driving force sources of the vehicle, are comprehensively controlled by the HEV-CU 50. The drive of the first solenoid valve 31, the second solenoid valve 32, and the third solenoid valve 33 is controlled by the HEV-CU 50 and the TCU 70.

The HEV-CU50 includes a microprocessor that performs calculations, a ROM that stores programs for causing the microprocessor to execute each process, a RAM that stores various data such as calculation results, and a backup RAM that holds the stored contents. It is configured to have an input / output I / F and the like. Similarly, the TCU 70 includes a microprocessor that performs calculations, a ROM that stores programs for causing the microprocessor to execute each process, a RAM that stores various data such as calculation results, and a backup RAM that holds the stored contents. , And an input / output I / F and the like. Further, the TCU 70 has a driver circuit for driving the first solenoid valve 31, the second solenoid valve 32, and the third solenoid valve 33.

In addition to the above-mentioned first temperature sensor 91, second temperature sensor 92, and third temperature sensor 93, the HEV-CU 50 includes, for example, an accelerator pedal sensor 83 that detects the amount of depression of the accelerator pedal, that is, the opening degree of the accelerator pedal. Various sensors including a vehicle speed sensor 84 that detects the speed of the vehicle are connected. Further, the HEV-CU 50 is connected to the ECU 80 and the TCU 70 that control the engine 10 and the power control unit (hereinafter referred to as “PCU”) 60 and the like described later so as to be able to communicate with each other via the CAN 100. The HEV-CU 50 transmits various information such as the engine speed, the cooling water temperature, and the rotation speeds of the first motor generator 11 and the second motor generator 12 from the ECU 80, TCU 70, and PCU 60 via the CAN 100. Receive. On the other hand, the HEV-CU 50 transmits the required flow rate (oil amount) of the first motor generator 11 and the second motor generator 12 to the TCU 70. The details of this required flow rate (oil amount) will be described later.

The HEV-CU 50 comprehensively controls the drive of the engine 10, the first motor generator 11, and the second motor generator 12 based on these various acquired information. The HEV-CU50 is used, for example, for the accelerator pedal opening (driver's required driving force), the driving state of the vehicle (for example, vehicle speed, etc.), the charging state (SOC) of a high-pressure battery (hereinafter, simply referred to as "battery") 63, and the like. Based on this, the required output of the engine 10 and the torque command values of the first motor generator 11 and the second motor generator 12 are obtained and output. Further, the HEV-CU 50 obtains and outputs the required flow rate (oil amount) of the first motor generator 11 and the second motor generator 12 (details will be described later).

The ECU 80 adjusts, for example, the opening degree of the electronically controlled throttle valve based on the required output. Further, the PCU 60 drives the first motor generator 11 and the second motor generator 12 via the inverter 61 based on the torque command value. Further, the TCU 70 drives the first solenoid valve 31, the second solenoid valve 32, and the third solenoid valve 33 based on the required flow rate (oil amount) (details will be described later).

The HEV-CU 50 and TCU 70 have a function of reducing the excess flow rate of oil and further reducing the loss of the oil pump 21. Therefore, the HEV-CU 50 functionally has the solenoid valve control unit 51. Similarly, the TCU 70 functionally has a solenoid valve drive control unit 71. In the HEV-CU 50, each function of the solenoid valve control unit 51 is realized by executing a program stored in a ROM or the like by a microprocessor. Similarly, in the TCU 70, each function of the solenoid valve drive control unit 71 is realized by executing a program stored in a ROM or the like by a microprocessor.

The solenoid valve control unit 51 (HEV-CU50) and the solenoid valve drive control unit 71 (TCU70) control the drive of the first solenoid valve 31, the second solenoid valve 32, and the third solenoid valve 33. That is, the solenoid valve control unit 51 (HEV-CU50) and the solenoid valve drive control unit 71 (TCU70) are the first motor generator 11 and the first motor generator 11 and the second from the operating states of the first motor generator 11 and the second motor generator 12, respectively. The calorific value of each of the two motor generators 12 is estimated, the required flow rates of the first motor generator 11 and the second motor generator 12 are calculated from the calorific value, and the first solenoid valve 31 and the second solenoid valve 31 and the second solenoid valve 31 are calculated from the required flow rates. The target drive amount (duty ratio) of each of the solenoid valves 32 is obtained, and the first solenoid valve 31 and the second solenoid valve 32 are driven according to the target drive amount (duty ratio). Further, the solenoid valve control unit 51 (HEV-CU50) and the solenoid valve drive control unit 71 (TCU70) have the rotation speed of the oil pump 21 and the required flow rates of the first motor generator 11 and the second motor generator 12, respectively. Based on (the amount of oil), the third solenoid valve 33 is driven so as to switch between the full discharge state and the semi-discharge state of the oil pump 21.

More specifically, the solenoid valve control unit 51 (HEV-CU50) first describes the operating states of the first motor generator 11 and the second motor generator 12, that is, the number of revolutions, the output torque, the applied voltage, and the motor. The calorific value of each of the first motor generator 11 and the second motor generator 12 is estimated based on the efficiency and the like. Next, the solenoid valve control unit 51 (HEV-CU50) uses the estimated calorific value as the detected values of the first temperature sensor 91 and the second temperature sensor 92 (first motor generator 11, second motor generator 12, respectively). Correction (temperature correction) is performed based on the actual temperature of. Then, the solenoid valve control unit 51 (HEV-CU50) is based on the calorific value of the first motor generator 11 and the second motor generator 12 after the correction, and the first motor generator 11 and the second motor generator 12 Calculate the required flow rate (oil amount) for each.

On the other hand, the solenoid valve drive control unit 71 (TCU70) first obtains the flow rate (oil amount) required for lubrication of gears and the like based on the engine speed and the speed of the second motor generator 12. Next, the electromagnetic valve drive control unit 71 (TCU70) has the flow rate (oil amount) required for lubrication of gears and the like, and the first motor generator 11 and the first motor generator 11 calculated by the electromagnetic valve control unit 51 (HEV-CU50). The required flow rate (oil amount) of each of the two motors / generators 12 is added to obtain the required total flow rate (oil amount). Subsequently, the solenoid valve drive control unit 71 (TCU70) sets the drive amounts (duty ratio) of the first solenoid valve 31 and the second solenoid valve 32 based on the obtained total required flow rate (oil amount). On the other hand, the solenoid valve drive control unit 71 (TCU70) includes the rotation speed of the oil pump 21 (obtained from the rotation speed of the engine or the rotation speed of the second motor / generator 12, whichever is higher) and the total of the above. The drive amount (duty ratio) of the third solenoid valve 33 that switches between the full discharge state and the half discharge state is set based on the required flow rate. Then, the solenoid valve drive control unit 71 (TCU70) outputs a duty signal having a set duty ratio to each of the first solenoid valve 31, the second solenoid valve 32, and the third solenoid valve 33, and the first solenoid valve 31, The second solenoid valve 32 and the third solenoid valve 33 are driven. That is, the solenoid valve control unit 51 (HEV-CU50) and the solenoid valve drive control unit 71 (TCU70) function as the control means described in the claims.

The PCU 60 has an inverter 61 that converts the DC power of the battery 63 into three-phase AC power and supplies it to the second motor generator 12 (first motor generator 11). As described above, the PCU 60 drives the first motor generator 11 and the second motor generator 12 via the inverter 61 based on the torque command value received from the HEV-CU 50. The inverter 61 charges the battery 63 by converting the AC voltage generated by the first motor generator 11 and the second motor generator 12 into a DC voltage. Further, the PCU 60 has a DC-DC converter 62 that steps down the DC high voltage of the battery 63 to 12 V for use as a power source for auxiliary machinery and each ECU.

Next, the operation of the oil supply device 1 of the hybrid vehicle will be described with reference to FIG. FIG. 2 is a flowchart showing a processing procedure of oil supply processing by the oil supply device 1 of the hybrid vehicle. This process is repeatedly executed at predetermined timings mainly in the HEV-CU 50 (solenoid valve control unit 51) and the TCU 70 (solenoid valve drive control unit 71).

First, in step S100, the accelerator opening degree is read by the HEV-CU 50 (solenoid valve control unit 51). Next, in step S102, the required driving force (required driving force) is calculated according to the accelerator opening degree read in step S100. Then, in step S104, the target rotation speed and the target torque command value of the engine 10 set from the required driving force (required driving force) are transmitted to the ECU 80 via the CAN 100. Similarly, in step S106, the target rotation speed and the target torque command value of the first motor generator 11 (MG1) and the second motor generator 12 (MG2) set from the required driving force (required driving force) are set. It is transmitted to the PCU 60 via the CAN 100.

In step S108, the control voltage execution values (actual applied voltage) of each of the first motor generator 11 and the second motor generator 12 transmitted from the PCU 60 are received via the CAN 100. Further, in step S110, the coil temperatures of the first motor generator 11 and the second motor generator 12 detected by the first temperature sensor 91 and the second temperature sensor 92 are read. Further, in step S112, the oil temperature (oil temperature) detected by the third temperature sensor 93 is read. Then, in step S114, the magnet temperature is estimated based on the coil temperatures of the first motor generator 11 and the second motor generator 12.

In step S116, the rotation speed, output torque, control voltage execution value (applied voltage) of each of the first motor generator 11 and the second motor generator 12, and the first motor generator 11 and the second motor generator 12, respectively. The calorific value of each of the first motor generator 11 and the second motor generator 12 is estimated based on the efficiency map of. Then, in step S118, the calorific value estimated in step S116 is corrected by the magnet temperatures of the first motor generator 11 and the second motor generator 12, respectively, and the first motor generator 11 and the second motor generator 12 are corrected. Each required flow rate (oil amount) is acquired.

Then, in step S120, the required flow rates (oil amount) of each of the first motor generator 11 and the second motor generator 12 are transmitted to the TCU 70 via the CAN 100.

Subsequently, in step S122, the engine speed and the speed of the second motor generator 12 transmitted from the HEV-CU 50 are received by the TCU 70. Similarly, in step S124, the required flow rates (oil amounts) of the first motor generator 11 and the second motor generator 12 transmitted from the HEV-CU 50 are received by the TCU 70.

Next, in step S126, the TCU 70 (solenoid valve drive control unit 71) calculates the rotation speed of the oil pump 21 from the rotation speed of the engine or the rotation speed of the second motor / generator 12, whichever is higher. Will be done. On the other hand, in step S128, the flow rate (oil amount) required for lubrication of gears and the like is obtained based on the engine speed and the speed of the second motor generator 12. Then, in step S130, the flow rate (oil amount) required for lubrication of the gear or the like is added to the required flow rate (oil amount) of each of the first motor generator 11 and the second motor generator 12, and the required total flow rate of oil is added. (Amount of oil) is required.

In step S132, the duty ratio (duty ratio) of the duty signal applied to each of the first solenoid valve 31 and the second solenoid valve 32 according to the required flow rate (distribution ratio) of each of the first motor generator 11 and the second motor generator 12. %) Is set. Further, in step S134, the duty ratio (%) of the duty signal applied to the third solenoid valve 33 is set based on the rotation speed of the oil pump 21 and the required total flow rate of oil.

Then, in step S136, a duty signal corresponding to the set duty ratio (%) is output to each of the first solenoid valve 31, the second solenoid valve 32, and the third solenoid valve 33. Then, each of the first solenoid valve 31, the second solenoid valve 32, and the third solenoid valve 33 is driven.

Here, FIG. 3 shows the operating states (operation list) of the first solenoid valve 31, the second solenoid valve 32, the third solenoid valve 33, etc. in each operation mode realized by the configuration as described above. show. Further, an example of the oil flow rate / hydraulic characteristics in each operation mode is shown in FIG. 4, and the oil flow / supply path (thick line) in each operation mode is shown in FIGS. 5 to 9.

(1) When the vehicle is stopped (while the vehicle is stopped), power is generated by the first motor generator 11 using the engine output, and the second motor generator 12 is stopped (hereinafter, "P (parking))". Since the second motor generator 12 does not generate heat in (referred to as "range power generation"), it is conceivable that cooling is not necessary and the oil flow rate supplied to the second motor generator 12 becomes surplus. Here, in the P range power generation, the engine speed, the oil pump (O / P) 21, the third solenoid valve 33, the oil pump switching valve 34, the lubrication valve 35, the first solenoid valve 31, and the second solenoid valve 32, respectively. The state is shown in the row of (1) P range power generation in FIG. The oil flow (supply path) in P-range power generation is shown by a thick line in FIG.

In this case, the third solenoid valve 33 (oil pump switching valve 34) is driven so that the oil pump 21 is in a semi-discharged state (duty ratio 0%). Further, the second solenoid valve 32 is driven (duty ratio 0%) so that the amount of oil supplied to the second motor generator 12 is reduced. Therefore, the surplus amount of oil supplied to the second motor generator 12 is reduced, and the load on the oil pump 21 is reduced (see (1) in FIG. 4). In this case, the first solenoid valve 31 is driven according to the required flow rate of the first motor generator 11 (duty ratio 0 to 100%). Further, the lubrication valve 35 is closed.

(2) When the first motor generator 11 is stopped and the vehicle is driven by the second motor generator 12 (during EV driving), the first motor generator 11 does not generate heat, so cooling is required. It is conceivable that the oil supplied to the first motor generator 11 will be surplus. Here, the states of the engine speed, the oil pump 21, the third solenoid valve 33, the oil pump switching valve 34, the lubrication valve 35, the first solenoid valve 31, and the second solenoid valve 32 during EV traveling are shown in FIG. (2) Shown in the EV running line. Further, the oil flow (supply path) during EV driving is shown by a thick line in FIG.

In this case, the third solenoid valve 33 (oil pump switching valve 34) is driven so that the oil pump 21 is in a semi-discharged state (duty ratio 0%). Further, the first solenoid valve 31 is driven (duty ratio 0%) so that the amount of oil supplied to the first motor generator 11 is reduced. Therefore, the surplus amount of oil supplied to the first motor generator 11 is reduced, and the load on the oil pump 21 is reduced (see (2) in FIG. 4). In this case, the second solenoid valve 32 is driven according to the required flow rate of the second motor generator 12 (duty ratio 0 to 100%). Further, the lubrication valve 35 is closed.

(3) When the vehicle is driven by the engine 10 and the second motor generator 12 (PHEV running) and the required driving force is less than a predetermined value (when the load is low), the engine speed, the oil pump 21, the first The states of each of the three solenoid valves 33, the oil pump switching valve 34, the lubrication valve 35, the first solenoid valve 31, and the second solenoid valve 32 are shown in the row of (3) HEV traveling (low load) in FIG. Further, the oil flow (supply route) during HEV driving (when the load is low) is shown by a thick line in FIG.

In this case, the third solenoid valve 33 (oil pump switching valve 34) is driven so that the oil pump 21 is in a semi-discharged state (duty ratio 0%). Further, the first solenoid is adjusted so that the oil supply amount to each of the first motor generator 11 and the second motor generator 12 is adjusted according to the required flow rates of the first motor generator 11 and the second motor generator 12. Each of the valve 31 and the second solenoid valve 32 is driven (duty ratio 0 to 100%). Therefore, the excess oil supplied to each of the first motor generator 11 and the second motor generator 12 is reduced while satisfying the required flow rates of the first motor generator 11 and the second motor generator 12. At the same time, the load on the oil pump 21 is reduced (see (3) in FIG. 4). In this case, the lubrication valve 35 is closed.

(4) When the vehicle is driven by the engine 10 and the second motor generator 12 (PHEV running) and the required driving force is equal to or higher than a predetermined value (at medium or high load), the engine speed and the oil pump 21 , 3rd solenoid valve 33, oil pump switching valve 34, lubrication valve 35, 1st solenoid valve 31, and 2nd solenoid valve 32 are shown in the row of (4) HEV running (medium / high load) in FIG. .. Further, the oil flow (supply path) during HEV driving (during medium / high load) is shown by a thick line in FIG.

In this case, the third solenoid valve 33 (oil pump switching valve 34) is driven so that the oil pump 21 is in a fully discharged state (duty ratio 100%). Further, the first solenoid is adjusted so that the oil supply amount to each of the first motor generator 11 and the second motor generator 12 is adjusted according to the required flow rates of the first motor generator 11 and the second motor generator 12. Each of the valve 31 and the second solenoid valve 32 is driven (duty ratio 0 to 100%). Therefore, the excess oil supplied to each of the first motor generator 11 and the second motor generator 12 is reduced while satisfying the required flow rates of the first motor generator 11 and the second motor generator 12. (See (4) in FIG. 4). In this case, the lubrication valve 35 is closed.

(5) The engine rotation speed when the rotation speed of the oil pump 21 rises and the discharge pressure becomes equal to or higher than a predetermined pressure, that is, in the operating region where the pump flow rate becomes surplus (hereinafter, referred to as "pump flow rate surplus range"). The states of the oil pump 21, the third electromagnetic valve 33, the oil pump switching valve 34, the lubrication valve 35, the first electromagnetic valve 31, and the second electromagnetic valve 32 are shown in the row of (5) Pump flow surplus region in FIG. .. The oil flow (supply path) in the excess pump flow rate region is shown by a thick line in FIG.

In this case, the third solenoid valve 33 (oil pump switching valve 34) is driven so that the oil pump 21 is in a fully discharged state (duty ratio 100%). Further, the lubrication valve 35 is opened, and the oil is returned to the oil pan 20 directly or via the lubrication system. That is, in the operating region where the discharge amount of the oil pump 21 is larger than the required maximum flow rate (see the star mark in FIG. 4) (that is, the operating region where the oil flow rate is excessive), the oil is directly or lubricated. By returning the oil to the oil pan 20 via the above, the excess oil is reduced (see (5) in FIG. 4). The amount of oil supplied to each of the first motor generator 11 and the second motor generator 12 is adjusted according to the required flow rates of the first motor generator 11 and the second motor generator 12, respectively. Each of the valve 31 and the second solenoid valve 32 is driven (duty ratio 0 to 100%).

As described in detail above, according to the present embodiment, heat is generated from each of the first motor generator 11 and the second motor generator 12 from the operating states of the first motor generator 11 and the second motor generator 12. The amount is estimated, the required flow rate of each of the first motor generator 11 and the second motor generator 12 is calculated from the calorific value, and the target drive amount of each of the first electromagnetic valve 31 and the second electromagnetic valve 32 is calculated from the required flow rate. (Duty ratio) is obtained, and the first electromagnetic valve 31 and the second electromagnetic valve 32 are each driven according to the target drive amount (duty ratio), the rotation rate of the oil pump 21, and the first motor. The third electromagnetic valve 33 is driven so as to switch between full discharge and half discharge based on the required flow rates of the generator 11 and the second motor generator 12. In this way, the first solenoid valve 31 and the second solenoid valve 32 are driven according to the required flow rates of the first motor generator 11 and the second motor generator 12, respectively, and the first motor generator 11 and the second solenoid valve 32 are driven. Since the oil flow rate supplied to each of the motor generators 12 is adjusted, the excess amount of oil supplied to each of the first motor generator 11 and the second motor generator 12 can be reduced. Further, since the half discharge state and the full discharge state of the oil pump 21 are switched according to the rotation speed of the oil pump 21 and the required flow rates of the first motor generator 11 and the second motor generator 12, the first motor -The load on the oil pump 21 can be reduced according to the required flow rates of the generator 11 and the second motor generator 12. As a result, the excess flow rate of oil can be reduced, and the loss of the oil pump 21 can be further reduced.

According to the present embodiment, when the vehicle is stopped (while the vehicle is stopped), power is generated by the first motor generator 11 using the engine output, and the second motor generator 12 is stopped. The oil pump 21 is put into a semi-discharged state, and the amount of oil supplied to the second motor generator 12 is reduced. Therefore, the surplus amount of oil supplied to the second motor generator 12 can be reduced, and the load on the oil pump 21 can be reduced.

According to the present embodiment, when the first motor generator 11 is stopped and the vehicle is driven by the second motor generator 12 (during EV traveling), the oil pump 21 is set to a semi-discharged state. , The amount of oil supplied to the first motor generator 11 is reduced. Therefore, the surplus amount of oil supplied to the first motor generator 11 can be reduced, and the load on the oil pump 21 can be reduced.

According to the present embodiment, when the vehicle is driven by the engine 10 and the second motor generator 12 (PHEV driving) and the required driving force is less than a predetermined value (when the load is low), the oil pump 21 is used. The oil supply amount (flow rate) to each of the first motor generator 11 and the second motor generator 12 is set to the semi-discharged state, and according to the required flow rate of each of the first motor generator 11 and the second motor generator 12. Is adjusted. Therefore, the surplus oil supplied to each of the first motor generator 11 and the second motor generator 12 is satisfied while satisfying the required supply amounts (required flow rates) of each of the first motor generator 11 and the second motor generator 12. The amount can be reduced and the load on the oil pump 21 can be reduced.

According to the present embodiment, when the vehicle is driven by the engine and the second motor / generator 12 (PHEV driving) and the required driving force is equal to or higher than a predetermined value (at the time of medium / high load).
The oil pump 21 is fully discharged, and oil is supplied to each of the first motor generator 11 and the second motor generator 12 according to the required flow rates of the first motor generator 11 and the second motor generator 12. The amount (flow rate) is adjusted. Therefore, the surplus oil supplied to each of the first motor generator 11 and the second motor generator 12 is satisfied while satisfying the required supply amounts (required flow rates) of each of the first motor generator 11 and the second motor generator 12. Minutes can be reduced.

According to this embodiment, when the discharge pressure of the oil pump 21 becomes equal to or higher than a predetermined pressure, the lubrication valve 35 is opened and the oil is returned to the oil pan 20 directly or via the lubrication system. Therefore, in the operating region where the discharge amount of the oil pump 21 is larger than the required maximum flow rate, that is, in the operating region where the oil flow rate is excessive, the oil is returned to the oil pan 20 directly or via the lubrication system. Therefore, the excess oil can be reduced.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above embodiments and can be modified in various ways. For example, in the above embodiment, the case where the oil supply device 1 of the hybrid vehicle according to the present invention is applied to a series parallel hybrid electric vehicle (HEV) has been described as an example, but a hybrid vehicle of a different type (for example, a series) has been described. -It can also be applied to hybrid vehicles and parallel hybrid vehicles.

In the above embodiment, the processing is shared between the HEV-CU 50 (solenoid valve control unit 51) and the TCU 70 (solenoid valve drive control unit 71), but for example, the HEV-CU 50 may be configured to perform all the processing.

In the above embodiment, the duty solenoid valve is used as the first solenoid valve 31, the second solenoid valve 32, and the third solenoid valve 33, but a linear solenoid valve or the like may be used instead of the duty solenoid valve.

1 Oil supply device for hybrid vehicles 10 Engine 11 1st motor generator 12 2nd motor generator 20 Oil pan 21 Oil pump 22 Oil cooler 31 1st solenoid valve 32 2nd solenoid valve 33 3rd solenoid valve 34 Oil pump switching valve (Oil pump switching valve)
35 Lubrication valve (lubrication valve)
36 Bypass valve (bypass valve)
401, 402, 403, 404, 405, 41, 42, 43, 44, 45, 46 Oil channel 50 HEV-CU
51 Solenoid valve control unit 60 PCU
61 Inverter 62 DC-DC converter 63 Battery 70 TCU
71 Solenoid valve drive control unit 80 ECU
81 Crank angle sensor 82 Water temperature sensor 83 Accelerator pedal sensor 84 Vehicle speed sensor 91 1st temperature sensor 92 2nd temperature sensor 93 3rd temperature sensor 100 CAN

Claims (6)

In an oil supply device for a hybrid vehicle that supplies oil to a power unit including an engine, a first motor generator, and a second motor generator.
An oil pump that boosts the oil sucked from the suction port and discharges it from multiple discharge ports,
A first solenoid valve that adjusts the amount of oil supplied to the first motor generator, and
A second solenoid valve that adjusts the amount of oil supplied to the second motor generator, and
A full discharge state in which all of the plurality of discharge ports are communicated with the oil passage, and a part of the plurality of discharge ports are communicated with the oil passage, and some of the other discharge ports are the oil pump. A third solenoid valve that switches between a semi-discharged state that communicates with the suction port of
A control means for controlling the driving of the first solenoid valve, the second solenoid valve, and the third solenoid valve is provided.
The control means estimates the calorific value of each of the first motor generator and the second motor generator from the operating states of the first motor generator and the second motor generator, and from the calorific value, the first The required flow rate of each of the 1 motor generator and the 2nd motor generator is calculated, the target drive amount of each of the 1st solenoid valve and the 2nd solenoid valve is obtained from the required flow rate, and the target drive amount is obtained according to the target drive amount. While driving each of the first solenoid valve and the second solenoid valve, the total discharge state is determined based on the rotation speed of the oil pump and the required flow rates of the first motor generator and the second motor generator. An oil supply device for a hybrid vehicle, characterized in that the third solenoid valve is driven so as to switch between a semi-discharge state and the semi-discharge state. In the control means, when the vehicle is stopped, power is generated by the first motor generator using the engine output, and the second motor generator is stopped, the oil pump is semi-discharged. The hybrid according to claim 1, wherein the third solenoid valve is driven so as to be in a state, and the second solenoid valve is driven so as to reduce the amount of oil supplied to the second motor generator. Vehicle oil supply device. When the first motor generator is stopped and the vehicle is driven by the second motor generator, the control means drives the third solenoid valve so that the oil pump is in a semi-discharged state. The oil supply device for a hybrid vehicle according to claim 1 or 2, wherein the first solenoid valve is driven so as to reduce the amount of oil supplied to the first motor generator. When the vehicle is driven by the engine and the second motor generator and the required driving force is less than a predetermined value, the control means causes the oil pump to be in a semi-discharged state. The valve is driven, and the amount of oil supplied to each of the first motor generator and the second motor generator is adjusted according to the required flow rates of the first motor generator and the second motor generator. The oil supply device for a hybrid vehicle according to any one of claims 1 to 3, wherein each of the first solenoid valve and the second solenoid valve is driven. When the vehicle is driven by the engine and the second motor generator and the required driving force is equal to or higher than a predetermined value, the control means so as to bring the oil pump into a full discharge state. The valve is driven, and the amount of oil supplied to each of the first motor generator and the second motor generator is adjusted according to the required flow rates of the first motor generator and the second motor generator. The oil supply device for a hybrid vehicle according to any one of claims 1 to 4, wherein each of the first solenoid valve and the second solenoid valve is driven. Any of claims 1 to 5, further comprising a lubrication valve that opens when the discharge pressure of the oil pump exceeds a predetermined pressure and returns the oil to the oil pan via the lubrication system or directly. The oil supply device for the hybrid vehicle according to item 1.

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