Vehicle control device

Abstract

To suppress degradation of fuel economy and to discharge the air from inside a tensioner.SOLUTION: A control device is used for a vehicle comprising: an engine having a tensioner adjusting tensile force of a timing chain and functioned as a damper by using an oil pressure of an engine oil, and outputting power for traveling; an oil pump supplying the engine oil to the tensioner by using power from the engine; and a motor for inputting / outputting the power for travelling. The control device controls the engine and the motor so as to travel in accompany with intermittent operation of the engine, and controls the oil pump. After the engine starts, the control device controls the oil pump so that an oil pressure is lower when a lapse time from start of an engine is long in comparison with when short.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a vehicle control device. [Background technology]

[0002] Conventionally, a vehicle control device of this type has been proposed for use in a vehicle equipped with an engine that outputs power for driving, an oil pump, and a motor that inputs and outputs power for driving (see, for example, Patent Document 1). The engine is equipped with a tensioner that adjusts the tension of the timing chain and functions as a damper using the hydraulic pressure of the engine oil. The oil pump uses power from the engine to supply engine oil to the tensioner. This device controls the engine and motor so that the vehicle runs with the engine operating intermittently. When the vehicle has been running with the engine stopped for a specified time or longer, the oil pump is controlled so that the engine oil hydraulic pressure is set to a predetermined hydraulic pressure that is higher than when the vehicle has been running with the engine stopped for less than the specified time. This allows air inside the tensioner to be quickly expelled. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2022-71520 Summary of the Invention [Problem to be solved by the invention]

[0004] The vehicle control system described above controls the oil pump to maintain a predetermined oil pressure after the engine is started, regardless of the amount of air inside the tensioner. When the amount of air inside the tensioner is small, it is believed that a low oil pressure can be sufficient to expel the air inside. Therefore, if the oil pressure is set high, the output of the oil pump will be excessive compared to the amount of air inside, resulting in reduced fuel efficiency for the engine, which is the power source for the oil pump.

[0005] The vehicle control device of the present invention has as its main object to suppress a decrease in fuel efficiency and to exhaust air from inside the tensioner. [Means for solving the problem]

[0006] The vehicle control device of the present invention employs the following means to achieve the above-mentioned main object.

[0007] The vehicle control device of the present invention comprises: A vehicle control device is used in a vehicle that includes an engine that outputs power for running, the engine having a tensioner that adjusts tension of a timing chain and functions as a damper using the oil pressure of the engine oil, an oil pump that supplies engine oil to the tensioner using power from the engine, and a motor that inputs and outputs power for running, the vehicle control device controls the engine and the motor so that the vehicle runs with intermittent operation of the engine, and also controls the oil pump, After the engine is started, the oil pump is controlled so that the oil pressure is lower when the time elapsed since the engine was started is long compared to when the time elapsed since the engine was started is short. The gist of this is as follows.

[0008] In the vehicle control device of the present invention, after the engine starts, the oil pump is controlled so that the oil pressure is lower when a long time has elapsed since the engine started compared to when a short time has elapsed. Air inside the tensioner gradually escapes when the engine is started and oil pressure is applied. Therefore, by controlling the oil pump so that the oil pressure is lower when a long time has elapsed since the engine started compared to when a short time has elapsed, the air inside the tensioner can be expelled while suppressing a decrease in fuel efficiency.

[0009] In the vehicle control device of the present invention, after the engine is started, the hydraulic pressure may be set to a first hydraulic pressure or higher that is higher than a predetermined hydraulic pressure until the elapsed time exceeds a first hour, and then, from when the elapsed time exceeds the first hour until a second time longer than the first hour has elapsed, the hydraulic pressure may be set to a second hydraulic pressure that is higher than the predetermined hydraulic pressure but lower than the first hydraulic pressure, and then the hydraulic pressure may be set to the predetermined hydraulic pressure. This configuration can further reduce fuel consumption compared to a configuration in which the hydraulic pressure is continuously set to the predetermined hydraulic pressure regardless of whether the elapsed time exceeds the first hour. Here, the "predetermined hydraulic pressure" may be a hydraulic pressure that is predetermined to enable the tensioner to fully perform its damping function when no air is trapped inside the tensioner.

[0010] In this case, when the engine oil temperature is low when the engine is started, the first and second times may be longer than when the oil temperature is high. When the engine oil temperature is low, the viscosity of the engine oil is higher than when the oil temperature is high, making it more difficult to expel air from inside the tensioner with the same oil pressure. Therefore, when the engine oil temperature is low when the engine is started, the first and second times can be longer than when the oil temperature is high, allowing the air to be more appropriately expelled from inside the tensioner.

[0011] In this case, the elapsed time may be reset to 0 when the engine is stopped for a predetermined period of time or longer. When the engine is stopped for a predetermined period of time or longer, new air may have entered the tensioner. By resetting the elapsed time to 0 when the engine is stopped for a predetermined period of time or longer to expel this air, the air inside the tensioner can be more reliably expelled than when the elapsed time is not reset to 0. [Brief explanation of the drawings]

[0012] [Figure 1] 1 is a diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a control device according to an embodiment of the present invention. [Figure 2]2 is a diagram showing the outline of the configuration of a timing chain C of an engine 22. FIG. [Figure 3] 4 is a flowchart showing an example of a hydraulic control routine executed by a CPU of an engine ECU 24. [Figure 4] FIG. 3 is an explanatory diagram showing an example of a first map. [Figure 5] FIG. 4 is an explanatory diagram showing an example of a second map. [Figure 6] 10 is an explanatory diagram for explaining the state of engine oil in the tensioner T when the operation of the engine 22 is stopped. FIG. DETAILED DESCRIPTION OF THE INVENTION

[0013] Next, a mode for carrying out the present invention will be described using examples. [Example]

[0014] 1 is a diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a control device according to one embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50, a charger 60, and a hybrid electronic control unit (hereinafter referred to as "HVECU") 70.

[0015] The engine 22 is an internal combustion engine that outputs power using gasoline, diesel, or the like as fuel. FIG. 2 is a schematic diagram illustrating the configuration of a timing chain C of the engine 22. The engine 22 includes the timing chain C, an oil pump OP, and a tensioner T. The timing chain C is wound around a crank pulley P0 that rotates integrally with the crankshaft 26 of the engine 22 and pulleys P1 and P2 that rotate integrally with exhaust-side and intake-side camshafts (not shown) of the engine 22, thereby transmitting the rotation of the crankshaft 26 to the exhaust-side and intake-side camshafts. The oil pump OP is connected to the crankshaft 26 and discharges oil in response to the rotation of the crankshaft 26. The oil pump OP is a variable-displacement pump whose displacement can be changed by controlling an adjustment valve (not shown). The oil pump OP supplies engine oil stored in an oil pan (not shown) to the cylinder head and tensioner T of the engine 22. As shown in FIG. 2, the tensioner T includes a housing T1, a plunger T2, a biasing spring T3, and a check valve mechanism T4. The housing T1 is formed in a generally cylindrical shape, with one end closed and the other end open. The plunger T2 is disposed inside the housing T1 at the open end. The biasing spring T3 is disposed inside the housing T1 at the closed end. The plunger T2 is generally cylindrical and is formed so that its outer diameter is slightly smaller than the inner diameter of the second space in the housing T1. The internal space of the plunger T2 forms a low-pressure chamber T5 into which engine oil is introduced. The low-pressure chamber T5 is connected to an oil pan via a connecting hole (not shown). The biasing spring T3 biases the plunger T2 toward the timing chain C. The space between the end face of the plunger T2 on the side of the biasing spring T3 and the bottom surface of the housing T1 forms a high-pressure chamber T6 into which engine oil is introduced from a supply oil passage communicating with the oil pump OP. The low-pressure chamber T5 and the high-pressure chamber T6 are configured to be able to communicate with each other via a connecting hole T7. The check valve mechanism T4 regulates the flow of oil between the low-pressure chamber T5 and the high-pressure chamber T6 via the connecting hole T7 in accordance with the pressure (oil pressure) of the engine oil in the low-pressure chamber T5 and the high-pressure chamber T6.That is, when the hydraulic pressure in the low-pressure chamber T5 is higher than the hydraulic pressure in the high-pressure chamber T6, the check valve mechanism T4 allows oil to flow from the low-pressure chamber T5 to the high-pressure chamber T6 via the connecting hole T7, and when the hydraulic pressure in the low-pressure chamber T5 is equal to or lower than the hydraulic pressure in the high-pressure chamber T6, the check valve mechanism T4 restricts oil from flowing from the low-pressure chamber T5 to the high-pressure chamber T6 via the connecting hole T7. With this configuration, the tensioner T adjusts the tension of the timing chain C and also functions as a damper using the engine oil inside. The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as the "engine ECU") 24.

[0016] The engine ECU 24 is configured as a microprocessor centered around a CPU (not shown), and includes, in addition to the CPU, a ROM for storing processing programs, a RAM for temporarily storing data, input / output ports, and communication ports. The engine ECU 24 receives signals from various sensors required for controlling the operation of the engine 22 via an input port. Examples of signals input to the engine ECU 24 include a crank angle θcr from a crank position sensor 23 that detects the rotational position of a crankshaft 26 of the engine 22, a throttle opening TH from a throttle valve position sensor that detects the position of a throttle valve, and an oil temperature Toil from an oil temperature sensor 25 that detects the temperature of the engine oil. The engine ECU 24 outputs various control signals for controlling the operation of the engine 22 via an output port. Examples of control signals output from the engine ECU 24 include a control signal to a throttle motor that adjusts the position of the throttle valve, a control signal to a fuel injection valve, a control signal to an ignition coil integrated with an igniter, and a control signal to an adjustment valve (not shown) of an oil pump OP. The engine ECU 24 is connected to the HVECU 70 via a communication port, and controls the operation of the engine 22 based on control signals from the HVECU 70, and outputs data relating to the operating state of the engine 22 to the HVECU 70 as necessary. The engine ECU 24 calculates the rotation speed of the crankshaft 26, i.e., the rotation speed Ne of the engine 22, based on the crank angle θcr from the crank position sensor 23.

[0017] The planetary gear 30 is configured as a single-pinion planetary gear mechanism. A rotor of a motor MG1 is connected to a sun gear of the planetary gear 30. A drive shaft 36, which is coupled to drive wheels 38a, 38b via a differential gear 37, is connected to a ring gear of the planetary gear 30. A crankshaft 26 of the engine 22 is connected to a carrier of the planetary gear 30 via a damper 28.

[0018] The motor MG1 is configured as, for example, a synchronous generator motor, and as described above, its rotor is connected to the sun gear of the planetary gear 30. The motor MG2 is configured as, for example, a synchronous generator motor, and its rotor is connected to the drive shaft 36. The inverters 41, 42 are connected to a battery 50 via a power line 54. The motors MG1, MG2 are rotationally driven by a motor electronic control unit (hereinafter referred to as "motor ECU") 40, which controls the switching of multiple switching elements (not shown) of the inverters 41, 42.

[0019] The motor ECU 40 is configured as a microprocessor centered around a CPU (not shown). In addition to the CPU, the motor ECU 40 includes a ROM for storing processing programs, a RAM for temporarily storing data, input / output ports, and communication ports. Signals from various sensors required for driving and controlling the motors MG1 and MG2 are input to the motor ECU 40 via the input port. Examples of signals input to the motor ECU 40 include rotational positions θm1 and θm2 from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and phase currents from current sensors that detect the currents flowing through each phase of the motors MG1 and MG2. The motor ECU 40 outputs switching control signals and other signals to multiple switching elements (not shown) of the inverters 41 and 42 via the output port. The motor ECU 40 is connected to the HVECU 70 via the communication port. The motor ECU 40 controls the driving of the motors MG1 and MG2 based on control signals from the HVECU 70 and outputs data related to the driving status of the motors MG1 and MG2 to the HVECU 70 as needed. The motor ECU 40 calculates the rotation speeds Nm1 and Nm2 of the motors MG1 and MG2 based on the rotation positions θm1 and θm2 of the rotors of the motors MG1 and MG2 from the rotation position detection sensors 43 and 44.

[0020] Battery 50 is configured as, for example, a lithium ion secondary battery or a nickel-metal hydride secondary battery. As described above, battery 50 is connected to inverters 41 and 42 via power line 54. Battery 50 is managed by battery electronic control unit (hereinafter referred to as "battery ECU") 52.

[0021] Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU. In addition to the CPU, the battery ECU 52 includes a ROM for storing processing programs, a RAM for temporarily storing data, input / output ports, and communication ports. Signals from various sensors required for managing the battery 50 are input to the battery ECU 52 via the input port. Examples of signals input to the battery ECU 52 include a battery voltage Vb from a voltage sensor 51a installed between the terminals of the battery 50, a battery current Ib from a current sensor 51b attached to the output terminal of the battery 50, and a battery temperature Tb from a temperature sensor 51c attached to the battery 50. The battery ECU 52 is connected to the HVECU 70 via the communication port and outputs data related to the status of the battery 50 to the HVECU 70 as needed. The battery ECU 52 calculates a power storage percentage SOC based on the integrated value of the battery current Ib from the current sensor 51b. The power storage percentage SOC is the ratio of the amount of power that can be discharged from the battery 50 to the total capacity of the battery 50.

[0022] Charger 60 is connected to power line 54 and is configured to be able to charge battery 50 using power from external power supply 69 when power plug 61 is connected to external power supply 69 such as a household power source. Charger 60 includes an AC / DC converter and a DC / DC converter. The AC / DC converter converts AC power from external power supply 69, which is supplied via power plug 61, into DC power. The DC / DC converter converts the voltage of the DC power from the AC / DC converter and supplies it to battery 50. When power plug 61 is connected to external power supply 69, charger 60 supplies power from external power supply 69 to battery 50 by controlling the AC / DC converter and DC / DC converter by HVECU 70.

[0023] Although not shown, the HVECU 70 is configured as a microprocessor centered around a CPU, and in addition to the CPU, includes a ROM for storing processing programs, a RAM for temporarily storing data, a flash memory 72, input / output ports, and communication ports. Signals from various sensors are input to the HVECU 70 via the input ports. Examples of signals input to the HVECU 70 include an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operating position of a shift lever 81, an accelerator opening Acc from an accelerator pedal position sensor 84 that detects the amount of depression of an accelerator pedal 83, and a brake pedal position BP from a brake pedal position sensor 86 that detects the amount of depression of a brake pedal 85. Other examples include a vehicle speed V from a vehicle speed sensor 88, a mode instruction signal Smd from a mode switch 89 that indicates a CS (Charge Sustaining) mode, or a CD (Charge Depleting) mode that prioritizes EV driving over CS mode, between hybrid driving (HV driving) in which the vehicle is driven by the engine 22 and electric driving (EV driving) in which the vehicle is driven without the engine 22. Another example includes a connection signal SWC from a connection switch 62 that is attached to a power plug 61 and determines whether the power plug 61 is connected to an external power source 69. The HVECU 70 outputs control signals to the charger 60 via an output port. As described above, the HVECU 70 is connected to the engine ECU 24, motor ECU 40, and battery ECU 52 via communication ports, and exchanges various control signals and data with the engine ECU 24, motor ECU 40, and battery ECU 52.

[0024] The hybrid vehicle 20 of the embodiment configured as described above runs in HV mode, in which the engine 22 is operated, in CD mode or CS mode, or runs in EV mode, in which the engine 22 is powered by the motor MG2 without operating. In this way, the hybrid vehicle 20 runs with the engine 22 intermittently operated.

[0025] In the embodiment, when the power plug 61 is connected to the external power source 69 while the vehicle is parked with the system off (system stopped) at a charging point such as a home or a charging station, the HVECU 70 controls the charger 60 so that the battery 50 is charged using power from the external power source 69. When the system is turned on (system started), if the battery 50's power storage percentage SOC is greater than a threshold value Shv1 (e.g., 45%, 50%, 55%), the vehicle runs in CD mode until the battery 50's power storage percentage SOC becomes equal to or less than a threshold value Shv2 (e.g., 25%, 30%, 35%). After the battery 50's power storage percentage SOC becomes equal to or less than the threshold value Shv2, the vehicle runs in CS mode until the system is turned off. When the system is turned on, if the battery 50's power storage percentage SOC is equal to or less than the threshold value Shv1, the vehicle runs in CS mode until the system is turned off. When the mode switch 92 is operated while the vehicle is running in CD mode, the vehicle runs in CS mode. If the mode switch 92 is operated to set the vehicle to CS mode and the vehicle is running, and the mode switch 92 is then operated again, the vehicle will run in CD mode.

[0026] Next, the operation of the hybrid vehicle 20 configured as described above will be described, particularly the operation when discharging air from inside the tensioner T. Figure 3 is a flowchart showing an example of a hydraulic control routine executed by the CPU of the engine ECU 24. This routine is executed when the engine 22 is started after being stopped, for example, when transitioning from EV driving mode to HV driving mode.

[0027] When this routine is executed, the engine ECU 24 executes a process of inputting the oil temperature Toil detected by the oil temperature sensor 25 when the engine 22 is started (step S100). Then, first and second times t1 and t2 are set based on the first map and the oil temperature Toil (step S110). The first time t1 is the time for the target oil pressure Po*, which is the target value for the engine oil discharge pressure (oil pressure) from the oil pump OP, to be equal to or greater than the first oil pressure Po1, which is higher than the base oil pressure (predetermined oil pressure) Pob. The second time t2 is the time for the target oil pressure Po* to be equal to or greater than the second oil pressure Po2, which is higher than the base oil pressure Pob but lower than the first oil pressure Po1. FIG. 4 is an explanatory diagram showing an example of the first map. The first map shows the relationship between the oil temperature Toil and the first and second times t1 and t2, and is a map determined through experiments, analysis, machine learning, etc. In the first map, as shown in the figure, the first and second times t1 and t2 are set longer when the oil temperature Toil is below a first threshold value Toref1 that is lower than 0° C. than when the oil temperature Toil is equal to or higher than the first threshold value Toref1, and are set longer when the oil temperature Toil is equal to or higher than the first threshold value Toref1 and lower than a second threshold value Toref2 that is higher than 0° C. The reason for this will be described later.

[0028] Next, a target oil pressure Po* is set as a target value for the engine oil discharge pressure (oil pressure) of the oil pump OP from the second map, the elapsed time tst since the start of the engine 22, and the first and second times t1 and t2, and an adjustment valve (not shown) of the oil pump OP is controlled so that the discharge pressure (oil pressure) of the oil pump OP becomes the target oil pressure Po* (step S120), and this routine ends. Figure 5 is an explanatory diagram showing an example of the second map. The second map shows the relationship between the elapsed time tst and the target oil pressure Po*. In the second map, as shown in the figure, the target hydraulic pressure Po* is set to the maximum hydraulic pressure Pomax of the oil pump OP until the elapsed time tst exceeds a predetermined time t0 that is shorter than the first time t1; the target hydraulic pressure Po* is set to a first hydraulic pressure Po1 that is higher than the base hydraulic pressure Pob but lower than the maximum hydraulic pressure Pomax after the elapsed time tst exceeds the predetermined time t0 and before it exceeds the first time t1; the target hydraulic pressure Po* is set to a second hydraulic pressure Po2 that is higher than the base hydraulic pressure Pob but lower than the first hydraulic pressure Po1 after the elapsed time tst exceeds the first time t1 and before it exceeds the second time t2; and once the elapsed time tst exceeds the second time t2, the target hydraulic pressure Po* is set to the base hydraulic pressure Pob. The base hydraulic pressure Pob is a hydraulic pressure that is predetermined as the minimum hydraulic pressure or a hydraulic pressure slightly higher than the minimum hydraulic pressure that can fully exert the damping function of the tensioner T when there is no air inside the tensioner T.

[0029] Next, the reason for setting the target oil pressure Po* as described above will be explained. FIG. 6 is an explanatory diagram illustrating the state of engine oil in the tensioner T when the engine 22 is stopped. In the diagram, the thick solid line within the plunger T2 indicates an example of the engine oil level Pls when the engine 22 is stopped for a short period of time. The thick dashed line indicates an example of the engine oil level Pll when the engine 22 is stopped for a long period of time. When the engine 22 is stopped for a long period of time, that is, when the vehicle is driven in EV driving mode for a long period of time, the crankshaft 26 is oscillated (rotating forward and backward) by input from the drive shaft 36, the timing chain C pushes back the plunger T2 of the tensioner T, and engine oil flows back from the oil supply passage to the oil pump OP. This reduces the amount of engine oil inside the tensioner T and causes air to become mixed in inside the tensioner T. If air gets inside the tensioner T, the damping function of the tensioner T will be reduced, causing the timing chain C to flap and generate abnormal noise, and if the engine 22 is started in this state, the timing chain C may rise up and interfere with the covers above the pulleys P1 and P2, which may cause other inconveniences. For this reason, it is desirable to exhaust the air inside the tensioner T.

[0030] In view of these drawbacks, in this embodiment, the target oil pressure Po* is set and the oil pump OP is controlled as described above. The target oil pressure Po* is set higher than the base oil pressure Pob until the elapsed time tst after starting the engine 22 exceeds the second time t2, thereby facilitating the discharge of air from the tensioner T. Since it is considered that the amount of air trapped in the tensioner T is smaller when the elapsed time tst is long than when it is short, the target oil pressure Po* is gradually reduced from the maximum oil pressure Pomax to the first oil pressure Po1 and the second oil pressure Po2 as the elapsed time tst approaches, as described above. In other words, when the elapsed time tst is long, the target oil pressure Po* is lowered, and the oil pressure Poil is lowered compared to when the elapsed time tst is short. This reduces the output of the oil pump OP compared to when the maximum oil pressure Pomax or the first oil pressure Po1 is maintained regardless of the elapsed time tst, and suppresses a decrease in fuel efficiency of the engine 22 that drives the oil pump OP. Furthermore, when the engine oil temperature Toil is low, the viscosity of the engine oil is higher than when the oil temperature Toil is high, making it more difficult to expel air from inside the tensioner T with the same oil pressure. Therefore, as shown in Figure 4, when the engine oil temperature Toil is low when the engine 22 is started, the first and second times t1 and t2 can be made longer than when the oil temperature Toil is high, thereby more appropriately expelling air from inside the tensioner T.

[0031] Note that when the engine 22 is stopped by switching from HV driving mode to EV driving mode during execution of the hydraulic control routine illustrated in FIG. 3, a certain amount of air has been discharged from the tensioner T. Therefore, the elapsed time tst may be held without being reset to 0 until the next start of the engine 22, and time measurement may be restarted from the held elapsed time tst after the transition to HV driving mode and start of the engine 22. This allows the oil pump OP to be driven with an appropriate output for the amount of air inside the tensioner T, thereby suppressing a decrease in fuel efficiency of the engine 22. In this case, the target hydraulic pressure Po* may be set to the base hydraulic pressure Pob, and the elapsed time tst may be reset to 0 after a third time t3, which is longer than the second time t2, has elapsed.

[0032] According to the hybrid vehicle 20 equipped with the control device of the embodiment described above, after the engine 22 is started, the oil pump OP is controlled so that the oil pressure Poil is lower when the elapsed time tst since the start of the engine 22 is long compared to when it is short, thereby suppressing a decrease in fuel efficiency and discharging air from inside the tensioner T.

[0033] Furthermore, until the elapsed time tst exceeds a predetermined time t0 which is shorter than the first time t1, the target oil pressure Po* is set to the maximum oil pressure Pomax of the oil pump OP, and from the time the elapsed time tst exceeds the predetermined time t0 until it exceeds the first time t1, the target oil pressure Po* is set to a first oil pressure Po1 which is higher than the base oil pressure Pob and lower than the maximum oil pressure Pomax, and from the time the elapsed time tst exceeds the first time t1 until it exceeds the second time t2, the target oil pressure Po* is set to a second oil pressure Po2 which is higher than the base oil pressure Pob and lower than the first oil pressure Po1, and after the elapsed time tst exceeds the second time t2, the target oil pressure Po* is set to the base oil pressure Pob, thereby further suppressing a decrease in fuel efficiency.

[0034] Furthermore, when the engine oil temperature Toil is low when the engine 22 is started, the first and second times t1 and t2 are made longer than when the oil temperature Toil is high, thereby allowing the air inside the tensioner T to be more appropriately discharged.

[0035] In a hybrid vehicle 20 equipped with the control device of the embodiment, the target hydraulic pressure Po* is set to the maximum hydraulic pressure Pomax of the oil pump OP until the elapsed time tst exceeds a predetermined time t0 that is shorter than the first time t1, and from the time when the elapsed time tst exceeds the predetermined time t0 until it exceeds the first time t1, the target hydraulic pressure Po* is set to a first hydraulic pressure Po1 that is higher than the base hydraulic pressure Pob and lower than the maximum hydraulic pressure Pomax. However, since it is sufficient that the target hydraulic pressure Po* is set to the first hydraulic pressure Po1 or higher until the elapsed time tst exceeds the first time t1, the target hydraulic pressure Po* may be set to the first hydraulic pressure Po1 or the maximum hydraulic pressure Pomax until the elapsed time tst exceeds the first time t1.

[0036] In a hybrid vehicle 20 equipped with the control device of the embodiment, as the elapsed time tst increases, the target oil pressure Po* is reduced in stages from the maximum oil pressure Pomax to the first oil pressure Po1, the second oil pressure Po2, and the base oil pressure Pob. However, when the elapsed time tst is long, the oil pressure Poil should be lowered compared to when the elapsed time tst is short, so the target oil pressure Po* may be reduced linearly as the elapsed time tst increases.

[0037] In a hybrid vehicle 20 equipped with the control device of the embodiment, when the vehicle transitions from HV driving mode to EV driving mode and stops the engine 22, the elapsed time tst is held without being reset to 0 until the next start of the engine 22, and measurement resumes from the held elapsed time tst after the vehicle transitions to HV driving mode and starts the engine 22. However, if the engine 22 is stopped in EV driving mode for a long time, it is thought that new air will be mixed into the tensioner T while the engine 22 is stopped. For this reason, the elapsed time tst may be reset to 0 when the engine 22 is stopped for a predetermined time or longer.

[0038] The correspondence between the main elements of the embodiment and the main elements of the invention described in the "Means for Solving the Problem" section will be explained below. In the embodiment, the tensioner T corresponds to the "tensioner," the engine 22 corresponds to the "engine," the oil pump OP corresponds to the "oil pump," the motor MG2 corresponds to the "motor," and the engine ECU 24, the motor ECU 40, and the HVECU 70 correspond to the "controller."

[0039] The correspondence between the main elements of the Examples and the main elements of the invention described in the "Means for Solving the Problem" section does not limit the elements of the invention described in the "Means for Solving the Problem" section, since the Examples are examples for specifically explaining the mode for implementing the invention described in the "Means for Solving the Problem" section. In other words, the interpretation of the invention described in the "Means for Solving the Problem" section should be based on the description in that section, and the Examples are merely specific examples of the invention described in the "Means for Solving the Problem" section.

[0040] The above describes the form for carrying out the present invention using examples, but the present invention is not limited to these examples in any way, and it goes without saying that the present invention can be carried out in various forms within the scope that does not deviate from the gist of the present invention. [Industrial Applicability]

[0041] The present invention can be used in the manufacturing industry of vehicle control devices, etc. [Explanation of symbols]

[0042] 20 Hybrid vehicle, 22 Engine, 23 Crank position sensor, 24 Engine electronic control unit (engine ECU), 25 Oil temperature sensor, 26 Crankshaft, 28 Damper, 30 Planetary gear, 36 Drive shaft, 37 Differential gear, 38a, 38b Drive wheels, 40 Motor electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 50 Battery, 51a Voltage sensor, 51b Current sensor, 51c Temperature sensor, 52 Battery electronic control unit (battery ECU 52), 54 Power line, 60 Charger, 61 Power plug, 62 Connection switch, 69 External power source, 70 Hybrid electronic control unit (HVECU), 80 Ignition switch, 81 Shift lever, 82 Shift position sensor, 83 Accelerator pedal, 84 Accelerator pedal position sensor, 85 Brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 89 mode switch, C timing chain, MG1, MG2 motor, OP oil pump, P0 crank pulley, P1, P2 pulley, T tensioner, T1 housing T2 plunger, T3 bias spring, T4 check valve mechanism, T5 low pressure chamber, T6 high pressure chamber, T7 connection hole.

Claims

1. A vehicle control device is used in a vehicle that includes an engine that outputs power for running, the engine having a tensioner that adjusts tension of a timing chain and functions as a damper using the oil pressure of the engine oil, an oil pump that supplies engine oil to the tensioner using power from the engine, and a motor that inputs and outputs power for running, the vehicle control device controls the engine and the motor so that the vehicle runs with intermittent operation of the engine, and also controls the oil pump, After the engine is started, the oil pump is controlled so that the oil pressure is equal to or higher than a first oil pressure that is higher than a predetermined oil pressure until a first time has elapsed since the engine was started, and after the first time has elapsed and until a second time that is longer than the first time has elapsed, the oil pressure is set to a second oil pressure that is higher than the predetermined oil pressure but lower than the first oil pressure, and then the oil pump is controlled so that the oil pressure becomes the predetermined oil pressure; When the temperature of the engine oil is low when the engine is started, the first time period and the second time period are made longer than when the oil temperature is high. Vehicle control device.

2. 2. The vehicle control device according to claim 1, When the engine is stopped for a predetermined time or more, the elapsed time is reset to 0. Vehicle control device.

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