阅读说明：本技术 混合动力车辆的控制装置 (Control device for hybrid vehicle ) 是由 橘田祐也 石川丰 龟田真太郎 于 2021-03-19 设计创作，主要内容包括：本发明提供一种混合动力车辆的控制装置,具备：液力变矩器温度检测部(21),其检测变矩器(3)的温度(Tt)；转子温度检测部(22),其检测转子(41)的温度(Tr)；定子温度检测部(23),其检测定子(42)的温度(Ts)；以及控制部(10),其基于检测出的变矩器(3)的温度(Tt)、转子(41)的温度(Tr)以及定子(42)的温度(Ts),对发动机(2)、变速器(5)、锁止离合器(34)、电动发电机(4)以及定子冷却装置(8)进行控制,以使变矩器(3)的温度(Tt)成为第1规定温度(T1)以下,且转子(41)的温度(Tr)成为第2规定温度(T2)以下,且定子(42)的温度(Ts)成为第3规定温度(T3)以下。(The present invention provides a control device for a hybrid vehicle, including: a torque converter temperature detection unit (21) that detects the temperature (Tt) of the torque converter (3); a rotor temperature detection unit (22) that detects the temperature (Tr) of the rotor (41); a stator temperature detection unit (23) that detects the temperature (Ts) of the stator (42); and a control unit (10) that controls the engine (2), the transmission (5), the lock-up clutch (34), the motor generator (4), and the stator cooling device (8) based on the detected temperature (Tt) of the torque converter (3), the temperature (Tr) of the rotor (41), and the temperature (Ts) of the stator (42) such that the temperature (Tt) of the torque converter (3) is equal to or less than a 1 st predetermined temperature (T1), the temperature (Tr) of the rotor (41) is equal to or less than a 2 nd predetermined temperature (T2), and the temperature (Ts) of the stator (42) is equal to or less than a 3 rd predetermined temperature (T3).)

1. A control device for a hybrid vehicle, which controls a hybrid vehicle (100) including an engine (2), a torque converter (3) having a pump impeller (31) to which torque output from an output shaft (2a) of the engine (2) is input and a turbine wheel (32) disposed so as to face the pump impeller (31), a transmission (5) for changing speed of rotation input from the torque converter (3), a motor generator (4) having a rotor (41) integrally connected to the pump impeller (31) and a stator (42) disposed around the rotor (41), a lock-up clutch (34) for coupling or decoupling the output shaft (2a) and an input shaft (5a) of the transmission (5), and a stator cooling device (8) for cooling the stator (42), the disclosed device is provided with:

a torque converter temperature detection unit (21) that detects the temperature (Tt) of the torque converter (3);

a rotor temperature detection unit (22) that detects the temperature (Tr) of the rotor (41);

a stator temperature detection unit (23) that detects the temperature (Ts) of the stator (42); and

and a control unit (10) that controls the engine (2), the transmission (5), the lock-up clutch (34), the motor generator (4), and the stator cooling device (8) such that the temperature (Tt) of the torque converter (3) is equal to or less than a 1 st predetermined temperature (T1), the temperature (Tr) of the rotor (41) is equal to or less than a 2 nd predetermined temperature (T2), and the temperature (Ts) of the stator (42) is equal to or less than a 3 rd predetermined temperature (T3), based on the temperature (Tt) of the torque converter (3) detected by the torque converter temperature detection unit (21), the temperature (Tr) of the rotor (41) detected by the rotor temperature detection unit (21), and the temperature (Ts) of the stator (42) detected by the stator temperature detection unit (23).

2. The control device of a hybrid vehicle according to claim 1,

the control unit (10) includes:

a torque converter temperature determination unit (111) that determines whether or not the temperature (Tt) of the torque converter (3) detected by the torque converter temperature detection unit (21) exceeds the 1 st predetermined temperature (T1);

a rotor temperature determination unit (112) that determines whether or not the temperature (Tr) of the rotor (41) detected by the rotor temperature detection unit (22) exceeds the 2 nd predetermined temperature (T2);

a stator temperature determination unit (113) that determines whether or not the temperature (Ts) of the stator (42) detected by the stator temperature detection unit (23) exceeds the 3 rd predetermined temperature (T3),

the control unit (10) controls the engine (2), the transmission (5), the lock-up clutch (34), the motor generator (4), and the stator cooling device (8) such that the torque converter temperature determination unit (111) determines that the temperature (Tt) of the torque converter (3) is not more than a 1 st predetermined temperature (T1), the rotor temperature determination unit (112) determines that the temperature (Tr) of the rotor (41) is not more than a 2 nd predetermined temperature (T2), and the stator temperature determination unit (113) determines that the temperature (Ts) of the stator (42) is not more than a 3 rd predetermined temperature (T3).

3. The control device of a hybrid vehicle according to claim 2,

when the torque converter temperature determination unit (111) determines that the temperature (Tt) of the torque converter (3) exceeds the 1 st predetermined temperature (T1), the control unit controls the lock-up clutch (34) and the engine (2) such that slip of the lock-up clutch (34) is inhibited to engage the lock-up clutch (34) or disengage the lock-up clutch (34), and the torque of the engine (2) becomes equal to or less than a predetermined torque.

4. The control device of a hybrid vehicle according to claim 3,

the stator cooling device comprises a pump (8) for circulating a cooling medium,

when the rotor temperature determination unit (112) determines that the temperature (Tr) of the rotor (41) exceeds the 2 nd predetermined temperature (T2), the control unit (10) also controls the transmission (5), the pump (8), and the motor generator (4) such that the transmission (5) is downshifted, the flow rate of the cooling medium is increased, and the output of the motor generator (4) becomes equal to or less than a predetermined value.

5. The control device of a hybrid vehicle according to claim 3,

the stator cooling device comprises a pump (8) for circulating a cooling medium,

when the stator temperature determination unit (23) determines that the temperature (Ts) of the stator (42) exceeds the 3 rd predetermined temperature (T3), the control unit (10) also controls the pump (8) and the motor generator (4) such that the flow rate of the cooling medium increases and the output of the motor generator (4) becomes equal to or less than a predetermined value.

6. The control device of a hybrid vehicle according to claim 2,

when the torque converter temperature determination unit (111) determines that the temperature (Tt) of the torque converter (3) does not exceed the 1 st predetermined temperature (T1) and the rotor temperature determination unit (112) determines that the temperature (Tr) of the rotor (41) exceeds the 2 nd predetermined temperature (T2), the control unit (10) controls the lock-up clutch (34) so that the lock-up clutch (34) is disengaged.

7. The control device of a hybrid vehicle according to claim 6,

the stator cooling device comprises a pump (8) for circulating a cooling medium,

when the stator temperature determination unit (113) determines that the temperature (Ts) of the stator (42) exceeds the 3 rd predetermined temperature (T3), the control unit (10) also controls the pump (8) and the motor generator (4) such that the flow rate of the cooling medium increases and the output of the motor generator (4) becomes equal to or less than a predetermined value.

8. The control device of a hybrid vehicle according to claim 2,

the stator cooling device comprises a pump (8) for circulating a cooling medium,

when the torque converter temperature determination unit (21) determines that the temperature (Tt) of the torque converter (3) does not exceed the 1 st predetermined temperature (T1), the rotor temperature determination unit (112) determines that the temperature (Tr) of the rotor (41) does not exceed the 2 nd predetermined temperature (T2), and the stator temperature determination unit (113) determines that the temperature (Ts) of the stator (42) exceeds the 3 rd predetermined temperature (T3), the control unit (10) controls the pump (8), the motor generator (4), and the transmission (5) such that the flow rate of the cooling medium increases, the output of the motor generator (4) becomes equal to or less than a predetermined value, and the shift is made to the gear with the highest engine efficiency.

9. The control device of the hybrid vehicle according to any one of claims 1 to 8,

the rotor (41) is disposed radially outward of the lockup clutch (34).

Technical Field

The present invention relates to a control device for a hybrid vehicle that controls the hybrid vehicle.

Background

As such a device, a device in which a motor generator is coupled to an input-side member of a torque converter disposed between an engine and a transmission is known. Such a device is described in patent document 1, for example.

However, when the motor generator is coupled to the input-side member of the torque converter as in the device described in patent document 1, heat of the torque converter is easily transmitted to the motor generator, which causes a temperature rise of the motor generator.

Documents of the prior art

Patent document

Patent document 1: japanese patent laid-open No. 2000-85387 (JP 2000-085387A).

Disclosure of Invention

One aspect of the present invention is a control device for a hybrid vehicle that controls the hybrid vehicle including an engine, a torque converter having a pump impeller to which torque output from an output shaft of the engine is input and a turbine disposed opposite the pump impeller, a transmission that changes speed of rotation input from the torque converter, a motor generator having a rotor integrally connected to the pump impeller and a stator disposed around the rotor, a lock-up clutch that couples or decouples the output shaft to and from an input shaft of the transmission, and a stator cooling device that cools the stator. A control device for a hybrid vehicle is provided with: a torque converter temperature detection unit that detects a temperature of the torque converter; a rotor temperature detection unit that detects a temperature of the rotor; a stator temperature detection unit that detects a temperature of the stator; and a control unit that controls the engine, the transmission, the lockup clutch, the motor generator, and the stator cooling device such that the temperature of the torque converter becomes 1 st predetermined temperature or less, the temperature of the rotor becomes 2 nd predetermined temperature or less, and the temperature of the stator becomes 3 rd predetermined temperature or less, based on the temperature of the torque converter detected by the torque converter temperature detection unit, the temperature of the rotor detected by the rotor temperature detection unit, and the temperature of the stator detected by the stator temperature detection unit.

Drawings

The objects, features and advantages of the present invention are further clarified by the following description of the embodiments in relation to the accompanying drawings.

Fig. 1 is a diagram schematically showing a part of a travel drive system of a hybrid vehicle to which a control device of an embodiment of the present invention is applied.

Fig. 2 is a block diagram schematically showing a main part configuration of a control device of a hybrid vehicle according to an embodiment of the present invention.

Fig. 3 is a flowchart showing an example of processing executed by the controller of fig. 2.

Fig. 4 is a flowchart specifically showing an example of the 1 st process in fig. 3.

Detailed Description

An embodiment of the present invention will be described below with reference to fig. 1 to 4. The control device according to the embodiment of the present invention includes an engine and a motor generator as travel drive sources, and is applied to a hybrid vehicle that travels by using the drive force of one or both of the engine and the motor generator. Fig. 1 is a diagram schematically showing a part of a travel drive system of a hybrid vehicle to which a control device of an embodiment of the present invention is applied. As shown in fig. 1, a hybrid vehicle 100 controlled by a control device 1 of the present embodiment includes an Engine (ENG)2, a torque converter 3, a motor generator 4, and a Transmission (TM) 5.

The engine 2 is an internal combustion engine (e.g., a gasoline engine) that mixes intake air supplied through a throttle valve and fuel injected from an injector at an appropriate ratio, and ignites and burns the mixture with an ignition plug or the like to generate rotational power. Various engines such as a diesel engine can be used instead of the gasoline engine. The opening degree of the throttle valve, the injection amount (injection timing, injection time) of the fuel injected from the injector, the ignition timing, and the like are controlled by the control device (see fig. 2) 1.

The torque output from the engine 2 is input to the torque converter 3. The torque converter 3 includes a pump impeller 31 connected to an output shaft (crankshaft) 2a of the engine 2, a turbine runner 32 disposed to face the pump impeller 31, a stator 33 disposed between the pump impeller 31 and the turbine runner 32, and a lock-up clutch (LC)34 coupling the output shaft 2a of the engine 2 and an input shaft 5a of the transmission 5.

When the pump impeller 31 is rotated by the rotation of the output shaft 2a of the engine 2 in a state where the lockup clutch 34 is disengaged, the working oil pushed out from the pump impeller 31 flows into the turbine runner 32, drives the turbine runner 32, and then returns to the pump impeller 31 through the stator 33. This reduces the rotation speed of the output shaft 2a of the engine 2, increases the torque, and inputs the torque to the input shaft 5a of the transmission 5.

The lock-up clutch 34 is driven by a lock-up clutch actuator (hereinafter, also referred to as an LC actuator) 341, and the LC actuator 341 is controlled and driven by the control device 1. When the lock-up clutch 34 is engaged by driving of the LC actuator 341, the output shaft 2a of the engine 2 is directly connected to the input shaft 5a of the transmission 5, and the torque of the engine 2 is directly input to the input shaft 5a of the transmission 5 via the lock-up clutch 34.

The motor generator 4 has a rotor 41 integrally connected to the pump impeller 31 and a stator 42 disposed around the rotor 41, and can function as a motor and a generator. The power supplied from the Battery (BAT)6 to the stator 42 is controlled by the Power Control Unit (PCU)13, and when the power is supplied from the battery 6 to the coil of the stator 42, the rotor 41 is driven. At this time, the motor generator 4 functions as a motor. On the other hand, when the rotor 41 is driven by an external force, the motor generator 4 generates electric power, and the electric power is stored in the battery 6 via the electric power control unit 13. At this time, the motor generator 4 functions as a generator.

The rotor 41 is disposed radially outward of the lock-up clutch 34. A water jacket 7 is provided around the stator 42, and the stator 42 is cooled by cooling water (cooling medium) flowing in the water jacket 7. A pump (stator cooling device) 8 is connected to the water jacket 7, and the cooling water cooled by the radiator or the like is sent out by the pump 8. The pump 8 is an electric pump driven by electric power from the battery 6. The driving of the pump 8 is controlled by the control device 1, thereby adjusting the flow rate of the cooling water supplied to the water jacket 7.

The transmission 5 is provided in a power transmission path between the torque converter 3 and the axle, changes the speed of the rotation input from the torque converter 3, and converts the torque input from the torque converter 3 to output the converted torque. The transmission 5 is configured to change a gear ratio by a transmission actuator (hereinafter also referred to as a TM actuator) 51, and the TM actuator 51 is driven under control of the control device 1. The torque output from the transmission 5 is transmitted to the drive wheels via the axle, whereby the hybrid vehicle travels.

In the hybrid vehicle configured as described above, the rotor 41 of the motor generator 4 is integrally connected to the pump impeller 31 of the torque converter 3. Therefore, the heat of the torque converter 3 is easily transmitted to the motor generator 4, and the temperature of the motor generator 4 is easily increased. When the temperature of the motor generator 4 rises, the motor generator 4 may not be used, and the control using the motor generator 4 may not be performed. Therefore, in the present embodiment, the control device 1 is configured as follows in order to efficiently cool the motor generator 4 having an increased temperature.

Fig. 2 is a block diagram schematically showing a configuration of a main part of the control device 1 of the hybrid vehicle according to the embodiment of the present invention. As shown in fig. 2, the control device 1 includes a controller 10 and a temperature detection unit 20. The temperature detection unit 20 includes a torque converter temperature detection unit 21 that detects the temperature of the torque converter 3, a rotor temperature detection unit 22 that detects the temperature of the rotor 41, and a stator temperature detection unit 23 that detects the temperature of the stator 42.

The torque converter temperature detection unit 21 is configured by a sensor that detects the temperature of the hydraulic oil that flows through the torque converter 3. The stator temperature detection unit 23 is configured by a sensor that detects the temperature of the coil of the stator 42 or a sensor that detects the temperature of the cooling water flowing through the water jacket 7.

The rotor temperature detection unit 22 calculates an estimated temperature of the rotor 41 based on the temperature of the torque converter 3 detected by the torque converter temperature detection unit 21 and the temperature of the stator 42 detected by the stator temperature detection unit 23. For example, the heat reception by heat conduction from the contact portion with the torque converter 3, the heat reception by heat conduction of fluid through the air from the coil of the stator 42, and the coefficient calculated in advance are used for estimation. The pre-calculated coefficient can be calculated based on an experimental value and a theoretical value, which are obtained in advance through experiments, for example. The rotor temperature detection unit 22 may be configured by a sensor that detects the temperature of the rotor 41.

The controller 10 includes a computer having a CPU (central processing unit), a RAM (random access memory), a ROM (read only memory), other peripheral circuits, and the like, and executes various controls based on signals from the temperature detection unit 20 and the like according to a program stored in advance in the memory. More specifically, the controller 10 controls the Engine (ECG)2, the Motor Generator (MG)4, the LC actuator 341, the TM actuator 51, and the pump 8 such that the temperature of the torque converter 3 detected by the torque converter temperature detection unit 21 is equal to or lower than the 1 st predetermined temperature, the temperature of the rotor 41 detected by the rotor temperature detection unit 22 is equal to or lower than the 2 nd predetermined temperature, and the temperature of the stator 42 detected by the stator temperature detection unit 23 is equal to or lower than the 3 rd predetermined temperature.

The controller 10 has a functional configuration of a temperature determination unit 11, an engine control unit 12, a lock-up clutch control unit 14, a transmission control unit 15, and a pump control unit 16. The temperature determination unit 11 includes a torque converter temperature determination unit 111, a rotor temperature determination unit 112, and a stator temperature determination unit 113. The controller 10 also includes a power control unit 13 (fig. 1).

The torque converter temperature determination unit 111 determines whether or not the temperature detected by the torque converter temperature detection unit 21 exceeds the 1 st predetermined temperature. The 1 st predetermined temperature is a temperature of the torque converter 3 in which the motor generator 4 becomes high due to heat conduction from a contact portion with the rotor 41 to the rotor 41, and a control failure may occur in the motor generator 4, and is, for example, about 200 ℃.

The rotor temperature determination unit 112 determines whether or not the temperature detected by the rotor temperature detection unit 22 exceeds the 2 nd predetermined temperature. The 2 nd predetermined temperature is a temperature at which a control failure or the like may occur in the motor generator 4 due to the rotor 41 becoming high, and is, for example, about 150 ℃.

The stator temperature determination unit 113 determines whether or not the temperature detected by the stator temperature detection unit 23 exceeds a 3 rd predetermined temperature. The 3 rd predetermined temperature is a temperature at which control failure may occur in the motor generator 4 due to the high temperature of the stator 42, and is, for example, about 200 ℃.

The engine control unit 12 controls the rotation speed and torque of the engine 2 by controlling the opening degree of a throttle valve, the injection amount (injection timing ) of fuel injected from an injector, the ignition timing, and the like. The power control unit 13 includes an inverter. The inverter controls the electric power supplied from the battery 6, thereby controlling the output torque and the regenerative torque of the motor generator 4.

The lockup clutch control unit 14 controls the lockup clutch 34 by controlling the driving of the LC actuator 341. The transmission control unit 15 controls the drive of the TM actuator 51 to control the gear ratio of the transmission 5. The pump control unit 16 controls the driving of the pump 8, thereby controlling the flow rate of the cooling water to be fed into the water jacket 7.

Fig. 3 is a flowchart showing an example of processing executed by the control device 1 in accordance with a program stored in advance in a memory. The processing shown in this flowchart is started, for example, when the engine 2 is started, and is repeatedly executed at a predetermined cycle.

First, in S1 (S: processing step), the torque converter temperature determination unit 111 determines whether or not the temperature of the torque converter 3 (torque converter temperature Tt) detected by the torque converter temperature detection unit 21 exceeds the 1 st predetermined temperature T1. If yes at S1 (S1: yes), the routine proceeds to S2, where the process performed by the rotor temperature determination unit 112 determines whether or not the estimated temperature (rotor temperature Tr) of the rotor 41 calculated by the rotor temperature detection unit 22 exceeds the 2 nd predetermined temperature T2. When S2 is affirmative (S2: YES), the process proceeds to S10, and the 1 st process is executed.

On the other hand, if the result of the process at S2 is negative (no at S2), the process proceeds to S3, and the process at the stator temperature determination unit 113 determines whether or not the temperature of the stator 42 (stator temperature Ts) detected by the stator temperature detection unit 23 exceeds the 3 rd predetermined temperature T3. When S3 is affirmative (S3: YES), the process proceeds to S20, and the 2 nd process is executed. On the other hand, when S3 is negated (S3: NO), the process proceeds to S30, and the 3 rd process is executed.

If S1 is negative (S1: No), the routine proceeds to S4, and, similarly to S2, it is determined whether or not the rotor temperature Tr exceeds the 2 nd predetermined temperature T2. If S4 is affirmative (S4: YES), the routine proceeds to S5, and in the same manner as S3, it is determined whether or not the stator temperature Ts exceeds a 3 rd predetermined temperature T3. When S5 is affirmative (S5: YES), the process proceeds to S40, and the 4 th process is executed. On the other hand, when S5 is negated (S5: NO), the process proceeds to S50, and the 5 th process is executed.

If S4 is negative (S4: No), the routine proceeds to S6, and, similarly to S3, it is determined whether or not the stator temperature Ts exceeds the 3 rd predetermined temperature T3. When S6 is affirmative (S6: YES), the process proceeds to S60, and the process of No. 6 is executed. On the other hand, when S6 is negative (S6), the process ends.

Fig. 4 is a flowchart specifically illustrating an example of the 1 st process of S10 in fig. 3. The 1 st process is a process performed when it is determined that the torque converter temperature Tt is higher than the 1 st predetermined temperature T1 and the rotor temperature Tr is higher than the 2 nd predetermined temperature T2, and is performed regardless of whether or not the stator temperature Ts exceeds the 3 rd predetermined temperature T3. That is, the 1 st process is a process in a case where the torque converter temperature Tt and the rotor temperature Tr are determined to be high temperatures or a case where the torque converter temperature Tt, the rotor temperature Tr, and the stator temperature Ts are determined to be high temperatures.

As shown in fig. 4, first, at S11, it is determined whether or not the lock-up clutch 34 is engaged. If S11 is affirmative (S11: yes), the process proceeds to S12, and the LC actuator 341 is controlled to prohibit the slip of the lock-up clutch 34 and to engage the lock-up clutch 34 by the processing in the lock-up clutch control unit 14. By prohibiting slip in the region where the lock-up clutch is engaged in this way, heat generation in the torque converter 3 can be suppressed, and the torque converter temperature Tt can be reduced. On the other hand, if the result of the process at S11 is negative (no at S11), the process proceeds to S13, and the engine control unit 12 controls the engine 2 so that the torque of the engine 2 becomes equal to or less than the predetermined torque. The predetermined torque is, for example, torque of the engine 2 that can suppress heat generation of the torque converter 3. By limiting the engine torque in the region where the lockup clutch is disengaged in this way, heat generation in the torque converter 3 can be suppressed, and the torque converter temperature Tt can be reduced.

Next, at S14, the TM actuator 51 is controlled by the processing of the transmission control unit 15 so that the shift position of the transmission 5 is switched to the low shift position, that is, the transmission 5 is downshifted. This increases the engine speed and promotes heat exchange with the air. Therefore, heat is favorably radiated from the rotor 41, and the rotor temperature Tr can be reduced. Next, at S15, the electric power control unit 13 controls the electric power supplied to the stator 42 so that the output of the motor generator 4 becomes equal to or less than a predetermined value. The output equal to or less than the predetermined value is, for example, such an output that the amount of heat generated by the motor generator 4 is suppressed to be equal to or less than the predetermined value. Next, at S16, the pump control unit 16 controls the pump 8 so that the amount of cooling water fed into the water jacket 7 is increased, and the process ends. In this way, the stator temperature Ts can be reduced by increasing the amount of cooling water while suppressing heat generation of the motor generator 4. The processing sequence in the 1 st process is not limited to the above.

The processes 2 to 6 are as follows, although not shown. The process 2 is a process in a case where it is determined that the torque converter temperature Tt is higher than the 1 st predetermined temperature T1, the rotor temperature Tr is lower than the 2 nd predetermined temperature T2, and the stator temperature Ts is higher than the 3 rd predetermined temperature T3. That is, the process 2 is a process in the case where it is determined that the torque converter temperature Tt and the stator temperature Ts are high. In the process 2, it is determined whether or not the lock-up clutch 34 is engaged, as in S12 and S13 in fig. 4, and if it is determined that the lock-up clutch 34 is engaged, the LC actuator 341 is controlled to prohibit the slip of the lock-up clutch 34 and engage the lock-up clutch 34. On the other hand, when it is determined that the lock-up clutch 34 is disengaged, the engine 2 is controlled so that the torque of the engine 2 becomes equal to or less than the predetermined torque. Similarly to S15 and S16 in fig. 4, the electric power supplied to the stator 42 is controlled so that the output of the motor generator 4 becomes equal to or less than a predetermined value, and the pump 8 is controlled so that the amount of cooling water fed into the water jacket 7 is increased.

The process 3 is a process for determining that the torque converter temperature Tt is higher than the 1 st predetermined temperature T1, the rotor temperature Tr is lower than the 2 nd predetermined temperature T2, and the stator temperature Ts is lower than the 3 rd predetermined temperature T3. That is, the 3 rd process is a process in the case where it is determined that only the torque converter temperature Tt is high. In the process 3, it is determined whether or not the lock-up clutch 34 is engaged, as in S12 and S13 in fig. 4, and if it is determined that the lock-up clutch 34 is engaged, the LC actuator 341 is controlled to prohibit the slip of the lock-up clutch 34 and engage the lock-up clutch 34. On the other hand, when it is determined that the lock-up clutch 34 is disengaged, the engine 2 is controlled so that the torque of the engine 2 becomes equal to or less than the predetermined torque.

The 4 th process is a process of determining that the torque converter temperature Tt is lower than the 1 st predetermined temperature T1, the rotor temperature Tr is higher than the 2 nd predetermined temperature T2, and the stator temperature Ts is higher than the 3 rd predetermined temperature T3. That is, the 4 th process is a process in the case where the rotor temperature Tr and the stator temperature Ts are determined to be high. In the 4 th process, the rotor 41 and the stator 42 are cooled in a range where the torque converter temperature Tt does not exceed the 1 st predetermined temperature T1. Specifically, the lock-up clutch 34 is disengaged, and the engine 2 is controlled so that the rotation speed of the engine 2 becomes equal to or higher than a predetermined rotation speed. This promotes heat release from the rotor 41 to the air, and lowers the rotor temperature Tr. In the 4 th process, the electric power supplied to the stator 42 is controlled so that the output of the motor generator 4 becomes equal to or less than a predetermined value, and the pump 8 is controlled so that the amount of the cooling water fed into the water jacket 7 is increased.

The 5 th process is a process for determining that the torque converter temperature Tt is lower than the 1 st predetermined temperature T1, the rotor temperature Tr is higher than the 2 nd predetermined temperature T2, and the stator temperature Ts is lower than the 3 rd predetermined temperature T3. That is, the 5 th process is a process in the case where it is determined that only the rotor temperature Tr is high. In the 5 th process, the lock-up clutch 34 is disengaged and the engine 2 is controlled so that the rotation speed of the engine 2 becomes equal to or higher than the predetermined rotation speed, as in the 4 th process.

The process 6 is a process of determining that the torque converter temperature Tt is lower than the 1 st predetermined temperature T1, the rotor temperature Tr is lower than the 2 nd predetermined temperature T2, and the stator temperature Ts is higher than the 3 rd predetermined temperature T3. That is, the 6 th process is a process in the case where it is determined that only the stator temperature Ts is high. In the process 6, the stator 42 is cooled in a range where the torque converter temperature Tt does not exceed the 1 st predetermined temperature T1. Specifically, the electric power supplied to the stator 42 is controlled so that the output of the motor generator 4 becomes equal to or less than a predetermined value, and the pump 8 is controlled so that the amount of cooling water fed into the water jacket 7 is increased. In a map of the effective Fuel Consumption rate (BSFC), the TM actuator 51 is controlled so as to switch to a shift position with the highest engine efficiency.

The present embodiment can provide the following effects.

(1) The control device 1 of the hybrid vehicle of the present embodiment is configured to control a hybrid vehicle including an engine 2, a torque converter 3 having a pump impeller 31 to which torque output from an output shaft 2a of the engine 2 is input and a turbine runner 32 disposed opposite to the pump impeller 31, a transmission 5 that changes speed of rotation input from the torque converter 3, a motor generator 4 having a rotor 41 integrally connected to the pump impeller 31 and a stator 42 disposed around the rotor 41, a lockup clutch 34 that couples the output shaft 2a and an input shaft 5a of the transmission 5, and a pump 8 (fig. 1) that discharges a cooling medium that cools the stator 42. The control device 1 includes: a torque converter temperature detection unit 21 that detects a temperature Tt of the torque converter 3; a rotor temperature detection unit 22 that detects a temperature Tr of the rotor 41; a stator temperature detection unit 23 that detects a temperature Ts of the stator 42; and a controller 10 that controls the engine 2, the transmission 5, the lock-up clutch 34, the motor generator 4, and the pump 8 such that the temperature Tt of the torque converter 3 is equal to or lower than a 1 st predetermined temperature T1, the temperature Tr of the rotor 41 is equal to or lower than a 2 nd predetermined temperature T2, and the temperature Ts of the stator 42 is equal to or lower than a 3 rd predetermined temperature T3, based on the temperature Tt of the torque converter 3 detected by the torque converter temperature detection unit 21, the temperature Tr of the rotor 41 detected by the rotor temperature detection unit 22, and the temperature Ts of the stator 42 detected by the stator temperature detection unit 23 (fig. 2 and 3).

With this configuration, when the rotor 41 of the motor generator 4 is integrally connected to the pump impeller 31 of the torque converter 3, the motor generator 4 can be efficiently cooled. As a result, it is possible to prevent inconvenience such as the motor generator 4 becoming unusable or control using the motor generator 4 becoming impossible due to a temperature rise of the motor generator 4.

(2) The controller 10 includes a torque converter temperature determination unit 111, and the torque converter temperature determination unit 111 determines whether or not the torque converter temperature Tt detected by the torque converter temperature detection unit 21 exceeds a 1 st predetermined temperature T1, and when the torque converter temperature determination unit 111 determines that the torque converter temperature Tt exceeds a 1 st predetermined temperature T1, controls the lock-up clutch 34 and the engine 2 so that the lock-up clutch 34 is engaged by prohibiting the slip of the lock-up clutch 34, or so that the lock-up clutch 34 is disengaged and the torque of the engine 2 becomes equal to or less than a predetermined torque (fig. 2 and 4).

The engagement of the lock-up clutch 34 includes full engagement in which slip is prohibited and micro-engagement in which engagement is performed while slipping, but when micro-engagement occurs, heat loss due to slipping of the torque converter 3 and heat loss due to slipping of the lock-up clutch 34 occur, which cause an increase in the temperature of the torque converter. Therefore, when the torque converter temperature Tt is high, the slip of the lock-up clutch 34 is prohibited, so that the heat loss can be reduced, and the increase in the torque converter temperature can be suppressed. In other words, the heat loss is reduced, and the temperature of the torque converter can be reduced by the amount corresponding to the heat loss. When the lock-up clutch 34 is disengaged and the torque converter 3 is functioning, the torque of the engine 2 is limited to suppress the function of the torque converter 3, thereby suppressing heat generation in the torque converter 3. As a result, when the torque converter temperature Tt exceeds the 1 st predetermined temperature T1 and becomes a high temperature, the torque converter temperature Tt can be lowered, and the temperature of the motor generator 4 can be prevented from increasing due to heat received from the contact portion with the torque converter 3 or the like. The temperature of the motor generator 4 can be lowered by heat transfer from the motor generator 4 to the torque converter 3.

(3) The controller 10 includes a rotor temperature determination unit 112, and the rotor temperature determination unit 112 determines whether or not the rotor temperature Tr detected by the rotor temperature detection unit 22 exceeds the 2 nd predetermined temperature T2, and when the rotor temperature determination unit 112 determines that the rotor temperature Tr exceeds the 2 nd predetermined temperature T2, the transmission 5, the pump 8, and the electric power control unit 13 are also controlled so that the transmission 5 is down-shifted (the gear ratio is increased), the flow rate of the cooling water is increased, and the output of the motor generator 4 becomes equal to or less than a predetermined value (fig. 2 and 4).

The transmission 5 is down-shifted (the transmission ratio is increased), so that the rotation speed of the engine 2 is increased, and the rotor 41 integrally connected to the rotating pump impeller 31 is cooled by heat exchange with air. The stator 42 is cooled by increasing the flow rate of the cooling water, and the temperature of the rotor 41 is lowered by heat transfer through the air to the cooled stator 42. By setting the output of the motor generator 4 to be equal to or less than the predetermined value, unnecessary heat generation of the motor generator 4 can be reduced. Therefore, the rotor temperature Tr and the stator temperature Ts can be effectively reduced together with the torque converter temperature Tt.

(4) The controller 10 includes a stator temperature determination unit 113 in addition to the torque converter temperature determination unit 111, the stator temperature determination unit 113 determining whether or not the stator temperature Ts detected by the stator temperature detection unit 23 exceeds a 3 rd predetermined temperature T3, and when the stator temperature determination unit 113 determines that the stator temperature Ts exceeds a 3 rd predetermined temperature T3, the controller controls the pump 8 and the electric power control unit 13 such that the amount of cooling water increases and the output of the motor generator 4 becomes equal to or less than a predetermined value (fig. 2 and 4). This also reduces the stator temperature Ts together with the torque converter temperature Tt.

(5) When the torque converter temperature determination unit 111 determines that the torque converter temperature Tt does not exceed the 1 st predetermined temperature T1 and the rotor temperature determination unit 112 determines that the rotor temperature Tr exceeds the 2 nd predetermined temperature T2, the controller 10 controls the lock-up clutch 34 so that the lock-up clutch 34 is disengaged. When the rotational speed of the engine 2 is increased in a state where the lock-up clutch 34 is disengaged, heat exchange between the rotor 41 integrally connected to the pump impeller 31 and the air is promoted. Thereby, the rotor temperature Tr can be effectively reduced.

(6) When it is determined by torque converter temperature determination unit 111 that torque converter temperature Tt does not exceed 1 st predetermined temperature T1, that rotor temperature Tr exceeds 2 nd predetermined temperature T2 by rotor temperature determination unit 112, and that stator temperature Ts exceeds 3 rd predetermined temperature T3 by stator temperature determination unit 113, controller 10 controls pump 8 and electric power control unit 13 so that the amount of cooling water increases and the output of motor generator 4 becomes equal to or less than a predetermined value, in addition to the control of (5) described above. This can effectively reduce the rotor temperature Tr and the stator temperature Ts.

(7) When it is determined by torque converter temperature determination unit 111 that torque converter temperature Tt does not exceed 1 st predetermined temperature T1, it is determined by rotor temperature determination unit 112 that rotor temperature Tr does not exceed 2 nd predetermined temperature T2, and it is determined by stator temperature determination unit 113 that stator temperature Ts exceeds 3 rd predetermined temperature T3, controller 10 controls pump 8, motor generator 4, and transmission 5 so that the flow rate of the cooling water increases, the output of motor generator 4 becomes equal to or less than a predetermined value, and the shift position is switched to the shift position where the engine efficiency is highest. In the 6 th process, the purpose is to lower the stator temperature Ts, and therefore, the shift position with high engine efficiency is switched regardless of the engine speed. This can reduce the heat generation of the entire system, and effectively reduce the stator temperature Ts.

In the above-described embodiment, the torque converter temperature detection unit 21 detects the temperature of the hydraulic oil in the torque converter 3 as the torque converter temperature Tt, but the torque converter temperature is not limited to the hydraulic oil temperature, and may be the temperature of a member having a correlation with the torque converter temperature (for example, the temperature of the pump impeller 31).

In the above embodiment, the rotor temperature Tr (estimated temperature) is detected (calculated) by the rotor temperature detection portion 22 using the heat and the coefficient from the torque converter 3 and the stator 42, but the rotor temperature is not limited thereto, and may be a member having a correlation with the rotor temperature (for example, the temperature of the magnet of the rotor 41).

In the above-described embodiment, the temperature of the coil of the stator 42 or the temperature of the cooling water in the water jacket 7 is detected as the stator temperature Ts by the stator temperature detecting portion 23, but the stator temperature Ts is not limited thereto, and the stator temperature may be calculated from the temperature of a member having a correlation with the stator temperature.

The invention can also be used as a control method of a hybrid vehicle, the control method including: detecting a temperature Tt of the torque converter 3; a step of detecting a temperature Tr of the rotor 41; a step of detecting a temperature Ts of the stator 42; and a step of controlling the engine 2, the transmission 5, the lock-up clutch 34, the motor generator 4, and the stator cooling device (pump 8) so that the temperature Tt of the torque converter 3 becomes the 1 st predetermined temperature T1 or less, the temperature Tr of the rotor 41 becomes the 2 nd predetermined temperature T2 or less, and the temperature Ts of the stator 42 becomes the 3 rd predetermined temperature T3 or less, based on the detected temperature Tt of the torque converter 3, the detected temperature Tr of the rotor 41, and the detected temperature Ts of the stator 42.

One or more of the above-described embodiments and modifications may be arbitrarily combined, or modifications may be combined with each other.

The invention can effectively restrain the temperature rise of the motor generator.

While the present invention has been described with reference to the preferred embodiments, it will be understood by those skilled in the art that various changes and modifications may be made without departing from the scope of the present invention as set forth in the following claims.