hybrid vehicle control device

专利摘要:
HYBRID VEHICLE CONTROL DEVICE This control device (11) controls a hybrid vehicle (1) that is provided with a planetary gear mechanism (22) that includes a first gear (23S) coupled to a first rotating machine (MG1), a carrier (23C) coupled to a motor shaft (26) of an internal combustion engine (21), and a second gear (23R) coupled to a drive shaft (43) to which a second rotating machine (MG2) is coupled; and a rotation locking mechanism (24) that blocks the rotation of the motor shaft in the other direction. When, in a state in which the internal combustion engine has stopped and the hybrid vehicle is running in a dual drive travel mode using both a first torque (Tg) sent by the first rotation machine and a second torque (TM) sent by the second rotating machine, the control device (11) adjusts the ratio of the first torque to the total torque based on the result of determining whether or not the temperature (t1) of the first gear mechanism satisfies a desired condition.
公开号:BR112015013714B1
申请号:R112015013714-8
申请日:2012-12-12
公开日:2021-01-12
发明作者:Yasuhiro Oshiumi
申请人:Toyota Jidosha Kabushiki Kaisha；
IPC主号:

专利说明:

TECHNICAL FIELD
[001] The invention relates, for example, to a hybrid vehicle control device and, more particularly, to a technical field of a hybrid vehicle control device that suppresses an increase in the temperature of a drive mechanism such as a planetary gear mechanism and a gear reduction mechanism. FUNDAMENTAL TECHNIQUE
[002] A hybrid vehicle that distributes the driving force that is sent by an internal combustion engine (for example, an engine) and the driving force that is sent by a rotating electric machine (for example, an engine generator) through a planetary gear mechanism including a solar gear, a conveyor, and an annular gear that are capable of presenting a differential rotation with respect to each other is known (for example, reference to PTL 1 to PTL 3). In PTL 1, a mechanical oil pump that is activated by using the torque that is sent by the internal combustion engine (that is, the rotation torque of a crankshaft connected to the internal combustion engine) is used in order to supply a lubricant for the rotating electrical machine.
[003] Hybrid vehicles can travel in an EV travel mode, where hybrid vehicles travel using the torque that is sent by the rotating electrical machine in a state where the internal combustion engine is stopped, for the purpose of perfecting (that is, improve) fuel economy. In a state in which the internal combustion engine is stopped, the internal combustion engine does not send any torque (that is, the crankshaft does not turn), and thus the mechanical oil pump is not started. In a state in which the mechanical oil pump is not started, a new lubricant is not supplied to the rotating electrical machine (that is, the circulation of lubricant stops), and thus the temperature of the rotating electrical machine may increase. PTL 1 proposes a technique to supply the lubricant to the rotating electrical machine by driving the internal combustion engine (that is, stopping the travel in EV travel mode) in order to suppress an increase in the temperature of the rotating electrical machine in a case in which the temperature of the rotating electrical machine is equal to or greater than a predetermined temperature.
[004] Additionally, PTL 2 and PTL 3 are two other examples describing the technique relating to the invention.
[005] In the hybrid vehicle that is described in PTL 2, the planetary gear mechanism is additionally provided with a clutch that allows or releases the connection between the carrier and an internal combustion engine input shaft and a brake that stops the rotation the carrier. When the clutch is ON (that is, the carrier and input shaft are engaged with each other) and the brake is ON (that is, the carrier rotation is stopped), the hybrid vehicle can travel (for example, perform energization or regeneration) by using torques of both the rotating electrical machine connected to the solar gear and the rotating electrical machine connected to the ring gear.
[006] The hybrid vehicle that is described in PTL 3 is additionally provided with a clutch that is capable of allowing or prohibiting the transmission of torque between the internal combustion engine and the drive shaft. In this hybrid vehicle, the transmission of torque between the internal combustion engine and the drive shaft is blocked and a torque to drive (ie, rotate) the internal combustion engine is sent from the rotating electrical machine in a case in which the vehicle hybrid performs the generation of regenerative electric energy. As a result, the torque that is sent from the rotating electrical machine to power the internal combustion engine is not transmitted to the drive shaft, and thus a change in torque on the drive shaft attributable to the drive motor internal combustion does not occur. CITATION LIST PTL 1 PATENT LITERATURE: publication of Japanese patent application No. 2012-96584 PTL 2: publication of Japanese patent application No. 2005-81930 PTL 3: publication of Japanese patent application No. 2011-255742 SUMMARY OF THE INVENTION
[007] According to the technique that is described in PTL 1, the internal combustion engine is driven unconditionally in order to suppress an increase in the temperature of the rotating electric machine in a case in which the temperature of the rotating electric machine is equal at or above a predetermined temperature. Accordingly, the hybrid vehicle does not travel in the EV travel mode, but in an HV travel mode in which the hybrid vehicle travels using both the torque that is sent by the internal combustion engine and the torque that is sent by the rotating electric machine. Accordingly, it is difficult to increase the travel distance of the hybrid vehicle in the EV travel mode according to the technique that is described in PTL 1, and, thus, the technical problem arises where a fuel economy improvement effect resulting interruption of the internal combustion engine decreases. In other words, according to the technique that is described in PTL 1, it is impossible to achieve the suppression of an increase in the temperature of the rotating electric machine resulting from the activation of the mechanical oil pump attributable to the activation of the internal combustion engine and the effect improvement of fuel economy resulting from the interruption of the internal combustion engine at the same time.
[008] PTL 1 focuses on an increase in the temperature of the rotating electric machine. In a case in which the hybrid vehicle is traveling, however, the temperature of a structure other than the rotating electric machine (for example, a structure activated in response to the hybrid vehicle's path, specific examples that include the planetary gear mechanism and the reduction gear mechanism) also increases. Accordingly, a similar technical problem arises even in a case in which the internal combustion engine is driven unconditionally in order to suppress an increase in the temperature of the component in addition to the rotating electric machine in addition to the rotating electric machine.
[009] Additionally, PTL 1 focuses on suppressing an increase in the temperature of the rotating electrical machine. However, the temperature of the rotating electric machine is relatively low immediately after, for example, the start of the hybrid vehicle's journey, and thus a request to promote an increase in the temperature of the rotating electric machine (ie heating ) is also assumed. In view of this request, it is preferable in some cases to achieve the promotion of an increase in the temperature of the rotating electric machine and the effect of improving fuel economy at the same time not only during the suppression of an increase in the temperature of the rotating electric machine, but also during the promotion of an increase in the temperature of the rotating electric machine.
[010] What was described above is an example of problems that the invention must solve. An object of the invention is to provide a hybrid vehicle control device that is capable of achieving the fuel economy enhancing effect while properly adjusting the temperature of a driven structure in response to the hybrid vehicle's travel.
[011] <1> In order to solve the above problems, a hybrid vehicle control device according to the invention is a hybrid vehicle control device for controlling a hybrid vehicle including an internal combustion engine, a first electric machine rotary, a second rotating electric machine having an output shaft connected to a drive axle of the hybrid vehicle, a first gear mechanism having (i-1) a first gear connected to an output axis of the first rotating electric machine, (i -2) a carrier connected to a motor shaft of the internal combustion engine, and (i-3) a second gear connected to the drive shaft, (ii) the first gear, the carrier, and the second gear being able to perform a differential rotation with respect to each other, and a rotation locking mechanism capable of allowing the rotation of the motor shaft in one direction and capable of blocking the rotation of the motor shaft in the other direction other than the first direction, the hybrid vehicle control device including determination devices to determine whether or not the temperature of the first gear mechanism satisfies a desired condition and control devices to control at least one of the first rotating electric machine and the second electric machine rotary, based on the result of the determination by the determining device, so that the ratio of a first torque output by the first rotating electrical machine to the total torque, which is the total of the first torque and a second torque output by the second machine rotating electrical; adjusted.
[012] The hybrid vehicle control device according to the invention can control the hybrid vehicle in which the driving force which is sent by the internal combustion engine and the driving force which is sent by the two rotating electrical machines (that is , the first rotating electric machine and the second rotating electric machine) are distributed by the first gear mechanism having the first gear (for example, a solar gear), the carrier, and the second gear (for example, a ring gear) that can perform differential rotation with respect to each other.
[013] Here, the output shaft of the first rotating electrical machine is directly or indirectly connected to the first gear. The motor shaft of the internal combustion engine is directly or indirectly connected to the carrier. The drive shaft of the hybrid vehicle is directly or indirectly connected to the second gear. In addition, the output shaft of the second rotating electrical machine is connected to the drive shaft of the hybrid vehicle via another element such as a second gear mechanism.
[014] Furthermore, according to the invention, switching is suitably carried out by the rotation locking mechanism in order to allow or prohibit the rotation of the internal combustion engine's motor shaft. Specifically, for example, the rotation lock mechanism may allow the rotation of the motor shaft in one direction (for example, the direction of rotation of the internal combustion engine motor shaft in a case where the internal combustion engine is driven in a positive direction in which the hybrid vehicle travels forward with respect to one direction of travel) and blocks the rotation of the motor axis in the other direction (for example, a negative direction that is opposite to the positive direction). In this case, the motor shaft can rotate in one direction and cannot rotate in the other direction. A single track clutch is an example of such a rotation lock mechanism. The rotation locking mechanism may be able to properly switch between a state in which rotation of the motor shaft in one direction is permitted and a state in which rotation of the motor shaft in one direction is prohibited. Likewise, the rotation locking mechanism may be able to properly switch between a state in which rotation of the motor shaft in the other direction is allowed and a state in which rotation of the motor shaft in the other direction is prohibited. . A clutch mechanism such as a dog clutch and a braking mechanism such as a brake are examples of such a rotation locking mechanism.
[015] The hybrid vehicle that has the configuration described above is able to travel in a dual drive travel mode in which the hybrid vehicle travels using both the first torque output by the first rotating electrical machine and the second torque output by the second rotating electrical machine in a state in which the internal combustion engine is stopped. In a case in which the hybrid vehicle energizes in the double drive travel mode, for example, the second torque (typically a torque in the positive direction) that acts to rotate the output shaft of the second rotating electrical machine in one direction it is shipped from the second rotating electrical machine as described in detail later with reference to a nomogram. The second torque that is sent from the second rotating electric machine is transmitted to the drive axis of the hybrid vehicle as a torque that acts to rotate the drive axis of the hybrid vehicle in one direction (typically, torque in the positive direction). In addition, the first torque (typically a torque in the negative direction) that acts to rotate the output shaft of the first rotating electrical machine in the other direction is sent from the first rotating electrical machine in the double drive travel mode. The first torque that is sent from the first rotating electric machine is transmitted to the drive shaft of the hybrid vehicle, through the first gear mechanism, as a torque that acts to turn the drive shaft of the hybrid vehicle in one direction (typically , torque in the positive direction). As a result, the hybrid vehicle is able to travel in the dual drive travel mode (energizing in the example described above).
[016] The first torque that is sent from the first rotating electrical machine (typically a torque in the negative direction) is transmitted, through the first gear mechanism, as a torque (typically, a torque in the negative direction) that acts to turn the motor shaft in the other direction (typically the negative direction). However, the motor shaft does not rotate (that is, it may not rotate) since the rotation of the motor shaft in the other direction (typically the negative direction) is blocked by the rotation lock mechanism. In other words, the rotation of the internal combustion engine by the first torque that is sent from the first rotating electrical machine does not occur (that is, it may not occur). Accordingly, the hybrid vehicle is able to travel properly in the dual drive travel mode in which the hybrid vehicle travels by using both the first torque and the second torque in a state in which the internal combustion engine is stopped.
[017] Additionally, it should be noted that the hybrid vehicle that has the configuration described above is also able to travel in a single drive travel mode in which the hybrid vehicle travels by using any of the first torque and the second torque (typically the second torque) and without using the other between the first torque and the second torque (typically the first torque) in a state in which the internal combustion engine is stopped.
[018] In a case in which the hybrid vehicle travels in double drive travel mode, for example, the first torque is sent by the first rotating electrical machine and is transmitted from the first gear to another gear (for example, a pinion) that is engaged with the first gear. Accordingly, in a case in which the hybrid vehicle is traveling in the dual drive travel mode, the surface pressure between the first gear and the other gear engaged with the first gear or similar increases compared to a case in which the vehicle hybrid is not traveling in dual drive travel mode. Accordingly, the temperature of a lubricant (that is, the temperature of the first gear mechanism for which the lubricant is supplied) is more likely to increase in a case in which the hybrid vehicle is traveling in the dual drive travel mode. that in a case in which the hybrid vehicle is not traveling in the double drive travel mode, in other words, the technical problem in which the temperature of the first gear mechanism may become unstable (for example, increasing excessively) is more likely to occur in a case in which the hybrid vehicle is traveling in the double drive travel mode than in a case in which the hybrid vehicle is not traveling in the double drive travel mode.
[019] Even in a case where the hybrid vehicle is not traveling in dual drive travel mode, the technical problem in which the temperature of the first gear mechanism is more likely to become unstable (for example, increasing excessively) can occur in some cases.
[020] In an alternative example, it is preferable to actively increase the temperature of the lubricant (that is, the temperature of the first gear mechanism to which the lubricant is supplied) immediately after a hybrid vehicle in a cold state starts to travel on the single drive path mode or double drive path mode. Likewise, it is preferable to actively increase the temperature of the lubricant (that is, the temperature of the first gear mechanism for which the lubricant is supplied) in the event of the hybrid vehicle traveling, for example, in a low temperature environment. In other words, the technical problem in which the temperature of the first gearing mechanism can become unstable (for example, to decrease excessively) can occur in the hybrid vehicle traveling in that state.
[021] Even in other cases, the technical problem in which the temperature of the first gear mechanism may become unstable (for example, dropping excessively) can occur in some cases.
[022] In order to solve the above problems, the hybrid vehicle control device according to the invention adjusts the temperature of the first gear mechanism (for example, suppresses an excessive increase or excessive reduction in temperature) by adjusting the first torque that is sent by the first rotating electrical machine. The control device includes the determining device and the control device in order to adjust the first torque. It is preferable that the operation of the determining device and the operation of the control device described below are carried out without the activation of the internal combustion engine (that is, with the internal combustion engine stopped).
[023] The determining device determines whether or not the temperature of the first gear mechanism satisfies the desired condition. Examples of the operation for determining whether or not the temperature satisfies the desired condition include an operation for determining whether or not the temperature is equal to or greater than a predetermined limit or whether or not the temperature is equal to or less than the predetermined limit .
[024] The control device controls at least one of the first rotating electrical machine and the second rotating electrical machine based on the result of the determination by the determining device so that the first torque is adjusted. Specifically, it is preferable that the control device controls at least one of the first rotating electrical machine and the second rotating electrical machine in order to adjust the ratio of the first torque (that is, the reason that the first torque must occupy or share the torque) total) for total torque which is the total of the first torque and the second torque (for example, a torque that must be transmitted to the drive shaft of the hybrid vehicle and corresponds to a required torque or a regenerative torque (described later)).
[025] In this case, it is preferable that the control device controls at least one of the first rotating electrical machine and the second rotating electrical machine in order to adjust the ratio of the first torque while maintaining the total torque (that is, without changing the total torque) from the point of view of not affecting the path of the hybrid vehicle (for example, from the point of view of suppressing a deterioration in passenger comfort of use due to vibration attributable to the fluctuation of torque or similar). In this case, it is preferable that the ratio of the second torque to the total torque is increased by the same margin as the ratio of the first torque decreases in a case in which the ratio of the first torque decreases. Likewise, it is preferable that the ratio of the second torque to the total torque is reduced by the same margin as the ratio of the first torque increases in a case where the ratio of the first torque increases. Accordingly, the control device can directly adjust the ratio of the first torque. Alternatively, the control device can indirectly adjust the ratio of the first torque by directly adjusting the ratio of the second torque.
[026] Since the total torque is maintained, it can be said that a reduction in the ratio of the first torque and an increase in the ratio of the second torque have substantially the same meaning as a reduction in the first torque and an increase in the second torque, respectively. Likewise, it can be said that an increase in the ratio of the first torque and a reduction in the ratio of the second torque have substantially the same meaning as an increase in the first torque and a reduction in the second torque, respectively.
[027] At a time when the determination device performs the determination operation, the hybrid vehicle may be traveling in the double drive travel mode or may be traveling in the single drive travel mode. The moment the control device performs the control operation, the ratio of the first torque (the ratio of the second torque to put it another way) is adjusted, and so it is preferable that the hybrid vehicle is traveling in double drive path in which both the first torque and the second torque are used. Accordingly, it is preferable that the transition to the route in the double drive path mode is made in the hybrid vehicle traveling in the single drive path mode at the time the control device performs the control operation.
[028] Here, a case in which the ratio of the first torque decreases (that is, the first torque decreases) is taken as an example. In that case, the surface pressure between the first gear to which the first torque is transmitted and the other gear (for example, the pinion gear) that is engaged with the first gear decreases compared to before the increase in the ratio of the first torque. As a result, an increase in the lubricant temperature to maintain lubrication of the first gear mechanism is suppressed (or lubricant cooling is promoted) compared to before the reduction in the first torque ratio. Accordingly, the ratio of the first torque decreases, and an increase in the temperature of the first gear mechanism is suppressed (or the cooling of the first gear mechanism is promoted) compared to before the increase in the ratio of the first torque. Accordingly, the control device can suppress an increase in the temperature of the first gear mechanism by reducing the ratio of the first torque in the case of an excessive increase in the temperature of the first gear mechanism (that is, in a case in which the suppression of an increase in the temperature of the first gear mechanism is requested).
[029] In a case in which the hybrid vehicle is traveling in dual drive travel mode, for example, the surface pressure between the first gear to which the first torque is transmitted and the other gear (for example, the gear pinion) that is engaged with the first gear or similar increases as described above, and therefore the temperature of the lubricant (or the temperature of the first gear mechanism) must increase. Accordingly, in this case, it is preferable that the control device suppresses an increase in the temperature of the first gear mechanism by reducing the ratio of the first torque.
[030] A case in which the ratio of the first torque increases (that is, the first torque increases) is assumed in this example. In this case, the surface pressure between the first gear to which the first torque is transmitted and the other gear (for example, the pinion gear) that is engaged with the first gear increases compared to before the increase in the ratio of the first gear. - the torque. As a result, an increase in the temperature of the lubricant for the purpose of maintaining the lubrication of the first gear mechanism is promoted (or heating of the lubricant is promoted) compared to before the increase in the ratio of the first torque. Accordingly, the ratio of the first torque increases, and an increase in the temperature of the first gear mechanism is promoted (or the heating of the first gear mechanism is promoted) compared to before the increase in the ratio of the first torque. Accordingly, the control device can promote an increase in the temperature of the first gear mechanism by increasing the ratio of the first torque in the case of an excessive reduction in the temperature of the first gear mechanism (that is, in a case in which the promotion of an increase in the temperature of the first gear mechanism is requested).
[031] In a case in which the hybrid vehicle is traveling in the single drive travel mode or the double drive travel mode in the low temperature environment, for example, the lubricant temperature (or the temperature of the first gear mechanism) is relatively low. Likewise, the temperature of the lubricant (or the temperature of the first gear mechanism) is relatively low immediately after, for example, the hybrid vehicle in the cold state starts to travel in the single drive travel mode or drive travel mode double. The lubricant that has a relatively low temperature described above can cause a rattling noise from the first gear, to which the first torque output by the first rotating electrical machine is transmitted, increases due to a reduction in viscosity. Accordingly, in this case, it is preferable for the control device to increase the temperature of the first gear mechanism by increasing the reason for the first torque.
[032] As described above, the control device is able to properly adjust the temperature of the first gear mechanism by adjusting the ratio of the first torque (that is, adjusting the first torque).
[033] According to the invention, the control device can adjust the temperature of the first gear mechanism without starting the internal combustion engine (that is, without combustion followed by the injection of fuel into a combustion chamber of the engine. combustion). In other words, the control device is able to adjust the temperature of the first gear mechanism by adjusting the ratio of the first torque (that is, adjusting the operating state of the first rotating electrical machine) to a state in which the internal combustion engine remains stopped. Accordingly, the deterioration in fuel economy attributable to the activation of the internal combustion engine is suppressed. In other words, according to the invention, the technical effect can be adequately achieved in which a fuel economy-enhancing effect can be achieved while the temperature of a structure (for example, the first gear mechanism) activated in response to The hybrid vehicle's path is properly adjusted.
[034] <2> In another aspect of the hybrid vehicle control device according to the invention, the control device controls at least one of the first rotating electric machine and the second rotating electric machine so that the ratio of the first torque for the total torque to be reduced in a case in which the temperature of the first gear mechanism is determined to be equal to or greater than a first limit.
[035] According to this aspect, the control device can estimate that the temperature of the first gear mechanism is excessively increased (that is, the suppression of an increase in the temperature of the first gear mechanism is requested) in a case in which the temperature of the first gear mechanism is equal to or higher than the first limit. Accordingly, in this case, the control device can suppress an increase in the temperature of the first gear mechanism (or it can promote the cooling of the first gear mechanism) by reducing the ratio of the first torque.
[036] <3> In another aspect of the hybrid vehicle control device according to the invention, the control device controls at least one of the first rotating electric machine and the second rotating electric machine so that the ratio of the first torque for the total torque to be increased in a case in which the temperature of the first gear mechanism is determined to be equal to or less than a second limit.
[037] According to this aspect, the control device can estimate that the temperature of the first gear mechanism is reduced excessively (that is, the suppression of a reduction in temperature of the first gear mechanism is necessary) in a case in which the temperature of the first gear mechanism is equal to or less than the second limit. Accordingly, in this case, the control device can suppress a reduction in the temperature of the first gear mechanism (or it can promote an increase in the temperature of the first gear mechanism) by increasing the ratio of the first torque.
[038] <4> In another aspect of the hybrid vehicle control device according to the invention, the hybrid vehicle additionally includes the second gear mechanism connecting the output shaft of the second rotating electrical machine and the drive shaft to each other , the determination device determines whether or not the temperature of the second gear mechanism satisfies the desired condition, and the control device controls at least one of the first electrical machine and the second electrical machine based on the result of the determination by the determination device so that the ratio of the second torque to the total torque is adjusted.
[039] According to this aspect, the control device may not only adjust the temperature of the first gear mechanism by adjusting the first torque output by the first rotating electrical machine, but also adjust the temperature of the second gear mechanism by adjustment of the second torque output by the second rotating electrical machine.
[040] Here, a case in which the ratio of the second torque decreases (that is, the second torque decreases) is taken as an example. In that case, the surface pressure between the gears of the second gear mechanism to which the second torque is transmitted decreases compared to before the reduction in the ratio of the second torque. As a result, an increase in the lubricant temperature to maintain the lubrication of the second gear mechanism is suppressed (or lubricant cooling is promoted) compared to before the reduction in the second torque ratio. Accordingly, the ratio of the second torque decreases, and an increase in the temperature of the second gear mechanism is suppressed (or the cooling of the second gear mechanism is promoted) compared to before the reduction in the ratio of the second torque. Accordingly, the control device can suppress an increase in the temperature of the second gear mechanism by reducing the ratio of the second torque in the case of an excessive increase in the temperature of the second gear mechanism (that is, in a case in which the suppression of an increase in the temperature of the second gear mechanism is requested).
[041] A case in which the ratio of the second torque increases (that is, the second torque increases) is considered as another example. In that case, the surface pressure between the gears of the second gear mechanism to which the second torque is transmitted increases compared to before the increase in the ratio of the second torque. As a result, an increase in the lubricant temperature for maintaining the lubrication of the second gear mechanism is promoted (or heating of the lubricant is promoted) compared to before the increase in the ratio of the second torque. Accordingly, the ratio of the second torque increases, and an increase in the temperature of the second gear mechanism is promoted (or the heating of the second gear mechanism is promoted) compared to before the increase in the ratio of the second torque. Accordingly, the control device can promote an increase in the temperature of the second gear mechanism by increasing the ratio of the second torque in the case of an excessive reduction in the temperature of the second gear mechanism (that is, in a case in which the promotion of an increase in the temperature of the second gear mechanism is requested).
[042] <5> In the aspect of the hybrid vehicle control device that adjusts the ratio of the second torque as described above, the control device controls at least one of the first rotating electric machine and the second rotating electric machine so that the ratio of the second torque to the total torque is reduced in a case in which the temperature of the second gear mechanism is determined to be equal to or greater than a third limit.
[043] According to this aspect, the control device can estimate that the temperature of the second gear mechanism is excessively increased (that is, the suppression of an increase in the temperature of the second gear mechanism is requested) in a case in which the temperature of the second gear mechanism is equal to or higher than the third limit. Accordingly, in this case, the control device can suppress an increase in the temperature of the second gear mechanism by reducing the ratio of the second torque.
[044] <6> In the aspect of the hybrid vehicle control device that adjusts the ratio of the second torque as described above, the control device controls at least one of the first rotating electric machine and the second rotating electric machine, so that the ratio of the second torque to the total torque is increased in a case where the temperature of the second gear mechanism is determined to be equal to or less than a fourth limit.
[045] According to this aspect, the control device can estimate that the temperature of the second gear mechanism is excessively reduced (that is, the suppression of a reduction in the temperature of the second gear mechanism is requested) in a case in which the temperature of the second gear mechanism is equal to or less than the fourth limit. Accordingly, in this case, the control device can suppress a reduction in the temperature of the second gear mechanism by increasing the ratio of the second torque.
[046] <7> In another aspect of the hybrid vehicle control device according to the invention, the control device controls at least one of the first rotating electric machine and the second rotating electric machine so that the ratio of the first torque for the required torque of the hybrid vehicle corresponding to the total torque is adjusted in the case of energization in the dual drive travel mode in which the hybrid vehicle travels by using both the first torque and the second torque in a state in which the engine internal combustion is stopped.
[047] According to this aspect, the control device can adjust the temperature of the first gear mechanism by adjusting the ratio of the first torque (that is, the setting of the first torque) to the required torque (that is, the torque that it is necessary to energize the hybrid vehicle) even if the hybrid vehicle is energized in the dual drive travel mode.
[048] <8> In another aspect of the hybrid vehicle control device according to the invention, the rotation locking mechanism can fix the engine axle so that the rotation of the engine axle is blocked, the hybrid vehicle can perform the generation of regenerative electric energy in the double drive travel mode, where the hybrid vehicle travels by using both the first torque and the second torque in the state where the internal combustion engine is stopped, by the motor shaft being fixed by the mechanism blocking rotation so that the motor shaft does not turn, and the control device controls at least one of the first rotating electrical machine and the second rotating electrical machine, so that the ratio of the first torque to the regenerative torque corresponding to the total torque used during the generation of regenerative electrical energy is adjusted, in a case in which the hybrid vehicle generates regenerative electrical energy.
[049] According to this aspect, the rotation locking mechanism can fix the motor shaft so that the rotation of the motor shaft is blocked. In another, the rotation locking mechanism can properly switch between the state in which rotation of the motor shaft in one direction is allowed and the state in which rotation of the motor shaft in one direction is prohibited. Likewise, the rotation locking mechanism can properly switch between the state in which rotation of the motor shaft in the other direction is allowed and the state in which rotation of the motor shaft in the other direction is prohibited.
[050] In a case in which the rotation of the motor shaft (particularly the rotation in the other direction) is blocked by the rotation locking mechanism, the hybrid vehicle can perform the energization in the double drive travel mode as described above. In a case in which the rotation of the motor shaft (in particular, the rotation in one direction) is blocked by the rotation locking mechanism, the hybrid vehicle can perform the generation of regenerative electrical energy in the double drive travel mode.
[051] In a case in which the hybrid vehicle generates regenerative electrical energy in the double drive travel mode, each of the output axes of the first rotating electric machine and the second rotating electric machine rotates in response to the rotation of the drive (that is, the path of the hybrid vehicle) as described in greater detail later with reference to a nomogram. As a result, each of the first rotating electrical machine and the second rotating electrical machine is operated as an electric power generator. In this case, the first rotating electrical machine that is operated as an electric power generator can be substantially considered a rotating electrical machine that sends the first torque (typically a torque in the positive direction) that acts to rotate the output shaft of the first machine electric rotating in one direction. Likewise, the second rotating electrical machine that is operated as an electrical power generator can be substantially considered a rotating electrical machine that sends the second torque (typically, a torque in the negative direction) that acts to rotate the output shaft of the second rotating electrical machine in the other direction. Each of the first torque and the second torque described above acts on the drive shaft as torque to reduce the hybrid vehicle's vehicle speed (called the regenerative brake). In this way, the hybrid vehicle is capable of generating regenerative electrical energy in the dual drive travel mode.
[052] The first torque that is sent from the first rotating electrical machine (typically, torque in the positive direction) is transmitted, through the first gear mechanism, as a torque (typically, torque in the positive direction) that acts to rotate the motor shaft in one direction (typically the positive direction). However, the motor shaft is fixed by the rotation locking mechanism so that the motor shaft does not turn in a case in which the hybrid vehicle generates regenerative electrical energy. In other words, the rotation of the internal combustion engine by the first torque that is sent from the first rotating electrical machine does not occur. Accordingly, the hybrid vehicle is capable of adequately generating regenerative electrical energy in the dual drive travel mode where the hybrid vehicle travels by using both the first torque and the second torque in a state in which the combustion engine inter - na is stopped.
[053] According to this aspect, the control device can adjust the temperature of the first gear mechanism by adjusting the ratio of the first torque (that is, the setting of the first torque) to the regenerative torque (that is, the torque used or necessary for the generation of regenerative electrical energy) even in a case in which the hybrid vehicle generates regenerative electrical energy in the dual drive travel mode as described above.
[054] <9> In another aspect of the hybrid vehicle control device according to the invention, the rotation locking mechanism is capable of securing the motor shaft so that the rotation of the motor shaft is blocked, the vehicle The hybrid vehicle can generate regenerative electrical energy in the dual drive travel mode, in which the hybrid vehicle travels using both the first torque and the second torque in the state where the internal combustion engine is stopped, by the motor shaft being fixed by the rotation locking mechanism so that the motor shaft does not rotate, and the control device controls the first rotating electrical machine, so that the generation of electrical energy by the first rotating electrical machine is stopped, based on the result of the determination by the determining device in a case in which the hybrid vehicle generates regenerative electrical energy.
[055] According to this aspect, the control device controls the first rotating electrical machine so that the generation of electrical energy by the first rotating electrical machine is stopped in a case in which the hybrid vehicle is generating regenerative electrical energy. in dual drive travel mode. In other words, the control device controls the first rotating electrical machine so that the second rotating electrical machine is operated as an electrical generator and the first rotating electrical machine is not operated as an electrical generator in a case in which the hybrid vehicle is generating regenerative electrical energy in the dual drive path mode.
[056] The first rotating electrical machine that for the generation of electrical energy may not be operated as an electrical energy generator (that is, it may not be operated as an electric motor), and in this way, it can power the combustion engine internal. In other words, the first rotating electric machine can send the first torque to drive the internal combustion engine, being driven by the use of electric energy that is supplied from the battery or is generated by the second rotating electric machine. The first torque that is sent by the first rotating electrical machine is transmitted to the motor shaft via the first gear mechanism. As a result, a supply mechanism (for example, an oil pump, described later) that supplies a lubricant by using the rotating force of the motor shaft is operated, and thus a new lubricant is supplied for the first gear mechanism. Accordingly, the temperature of the first gear mechanism can be adjusted more appropriately. In other words, an increase in the temperature of the first gear mechanism is adequately suppressed in a case in which the hybrid vehicle travels in the dual drive travel mode in which the temperature of the first gear mechanism must increase (in this case, the hybrid vehicle -do generating regenerative electricity).
[057] Alternatively, the first rotating electrical machine which, for the generation of electrical energy, cannot be operated as an electrical energy generator or as an electric motor, and therefore cannot send a torque (that is, the first electrical machine rotating electrical may be inactive or the first torque may be zero). Accordingly, the surface pressure between the first gear to which the first torque is transmitted and another gear (for example, the pinion gear) that is engaged with the first gear decreases significantly, and thus an increase in the temperature of the lubricant to maintain lubrication of the first gear mechanism is suppressed. In other words, an increase in the temperature of the first gear mechanism is adequately suppressed in a case where the hybrid vehicle travels in the double drive travel mode where the temperature of the first gear mechanism must increase (in this case, the vehicle hybrid is generating regenerative electricity).
[058] The control device can adjust the temperature of the first gear mechanism without starting the internal combustion engine since the generation of electrical energy by the first rotating electrical machine is stopped in a case in which the hybrid vehicle generates energy regenerative power in dual drive travel mode as described above. Accordingly, the technical effect can be adequately achieved in which the fuel economy enhancing effect can be achieved while the structure temperature (for example, the first gear mechanism) activated in response to the path of the hybrid vehicle is properly adjusted.
[059] <10> In another aspect of the hybrid vehicle control device which stops the generation of electrical energy by the first rotating electrical machine in a case in which the hybrid vehicle performs the generation of regenerative electrical energy as described above, the hybrid vehicle additionally includes the supply mechanism supplying the lubricant to maintain lubrication from the first gear mechanism to the first gear mechanism by using the rotating force of the motor shaft and the control device controls the first rotating electrical machine to stop the generation of electrical energy by the first rotating electrical machine and rotates the motor shaft using the first torque.
[060] According to this aspect, the first rotating electrical machine that for the generation of electrical energy may not be operated as an electrical energy generator (that is, it can be operated as an electric motor), and, in this way, can power the internal combustion engine. In other words, the first rotating electric machine can send the first torque to drive the internal combustion engine, being driven by the use of electric energy that is supplied from the battery or is generated by the second rotating electric machine under control by the control device. . The first torque that is sent by the first rotating electrical machine is transmitted to the motor shaft through the first gear mechanism. As a result, the supply mechanism (for example, the mechanical oil pump) that supplies the lubricant by using the rotating force of the motor shaft is operated, and in this way, a new lubricant is supplied for the first gear. Accordingly, the temperature of the first gear mechanism can be adjusted more appropriately. In other words, an increase in the temperature of the first gear mechanism is adequately suppressed in a case in which the hybrid vehicle travels in the dual drive travel mode in which the temperature of the first gear mechanism must increase (in this case, the hybrid vehicle generating regenerative electricity).
[061] The rotation of the motor shaft is necessary for the operation of the supply mechanism that supplies the lubricant by using the rotation force of the motor shaft. Accordingly, in a case in which the first rotating electrical machine is controlled so that the generation of electrical energy by the first rotating electrical machine is stopped and the motor shaft rotates using the first torque, it is preferable that the rotation do not fix the motor shaft so as not to block the rotation of the motor shaft even in a case in which the hybrid vehicle is generating regenerative electrical energy.
[062] <11> In another aspect of the hybrid vehicle control device that stops the generation of electrical energy by the first rotating electrical machine in a case in which the hybrid vehicle performs the generation of regenerative electrical energy as described above, the control controls the first rotating electrical machine so that the first torque becomes zero.
[063] According to this aspect, the first rotating electrical machine that for the generation of electrical energy cannot be operated as an electrical energy generator or as an electric motor, and, therefore, it may not send a torque (this is , the first rotating electrical machine may be inactive or the first torque may be zero). Accordingly, the surface pressure between the first gear on which the first torque is transmitted and the other gear (for example, the pinion gear) that is engaged with the first gear decreases significantly, and thus increases at the lubricant temperature to maintain lubrication the first gear mechanism is suppressed. In other words, an increase in the temperature of the first gear mechanism is adequately suppressed in a case in which the hybrid vehicle travels in the dual drive travel mode in which the temperature of the first gear mechanism must increase (in this case, the hybrid vehicle generating regenerative electricity).
[064] <12> In another aspect of the hybrid vehicle control device that stops the generation of electrical energy by the first rotating electrical machine in a case in which the hybrid vehicle performs the generation of regenerative electrical energy as described above, the control controls the first rotating electrical machine so that the power generation by the first rotating electrical machine is stopped in a case where the temperature of the first gear mechanism is determined to be equal to or greater than the first limit.
[065] According to this aspect, the control device can estimate that the temperature of the first gear mechanism is excessively increased (that is, the suppression of an increase in the temperature of the first gear mechanism is requested) in one case in which the temperature of the first gear mechanism is equal to or greater than the first limit. Accordingly, in this case, the control device can suppress an increase in temperature of the first gear mechanism by interrupting the generation of electrical energy by the first rotating electrical machine.
[066] <13> In another aspect of the hybrid vehicle control device according to the invention, the hybrid vehicle additionally includes the supply mechanism supplying the lubricant while maintaining lubrication from the first gear mechanism to the first gear mechanism by use of the rotating force of the motor shaft and the control device controls at least one of the first rotating electrical machine and the second rotating electrical machine so that (i) a travel mode transition is carried out for the hybrid vehicle in one way double drive path in which the hybrid vehicle travels by using both the first torque and the second torque in a state in which the internal combustion engine is stopped for a single drive path mode in which the hybrid vehicle travels through use of the second torque and without using the first torque in a state in which the internal combustion engine is stopped and (ii) the engine shaft rotates p the use of the first torque in a case in which it is determined that a state in which the temperature of the first gear mechanism satisfies the desired condition cannot be achieved by adjusting the ratio of the first torque.
[067] According to this aspect, the determination device determines whether or not the state in which the temperature of the first gear mechanism satisfies the desired condition can be achieved by adjusting the ratio of the first torque. In a case where it is determined as a result that the state in which the temperature of the first gear mechanism satisfies the desired condition cannot be achieved by adjusting the ratio of the first torque, the transition from the double drive travel mode to the single drive path is made for the hybrid vehicle under the control of the control device.
[068] In a case in which the hybrid vehicle travels in the single drive travel mode, the first torque that is sent by the first rotating electric machine may not be used as the driving force of the hybrid vehicle. Accordingly, the first rotating electric machine can send the first torque being fired by the use of electrical energy that is supplied from the battery or is generated by the second rotating electric machine and rotates the motor shaft of the internal combustion engine by using the first torque under the control of the control device. As a result, the supply mechanism (for example, the mechanical oil pump) that supplies the lubricant by using the rotating force of the motor shaft is operated, and in this way, the new lubricant is supplied to the first gear. Accordingly, the temperature of the first gear mechanism can be adjusted more appropriately. In other words, an increase in the temperature of the first gear mechanism is adequately suppressed in a case in which the hybrid vehicle travels in the double-drive travel mode in which the temperature of the first gear mechanism must increase.
[069] <14> In the hybrid vehicle control device that is transitioned to the single drive travel mode as described above, the realization of the state in which the temperature of the first gear mechanism satisfies the desired condition by adjusting the ratio of the first torque is determined to be impossible (i) in a case where the temperature of the first gear mechanism is equal to or greater than the first limit and the temperature of the second gear mechanism is equal to or greater than the third limit or ( ii) in a case in which the temperature of the first gear mechanism is equal to or greater than a fifth limit exceeding the first limit.
[070] According to this aspect, the determining device can properly determine whether or not the state where the temperature of the first gear mechanism satisfies the predetermined condition can be achieved by adjusting the ratio of the first torque.
[071] The effects described above and other advantages of the invention will be described in more detail in the following description of the modalities. BRIEF DESCRIPTION OF THE DRAWINGS
[072] Figure 1 is a block diagram illustrating an example of a hybrid vehicle configuration according to this modality;
[073] Figure 2 is a block diagram illustrating an example of the configuration of a hybrid drive device;
[074] Figure 3 is a flow chart illustrating the flow of a control operation (particularly, a control operation associated with the temperature of a power distribution device) of the hybrid drive device that is performed by an ECU;
[075] Figure 4 is a nomogram showing the operational status of the hybrid drive device;
[076] Figure 5 is a nomogram showing the operational state of the hybrid drive device;
[077] Figure 6 is a nomogram illustrating the operational state of the hybrid drive device;
[078] Figure 7 is a nomogram illustrating the operational state of the hybrid drive device;
[079] Figure 8 is a nomogram illustrating the operational state of the hybrid drive device. MODE FOR CARRYING OUT THE INVENTION
[080] Hereinafter, an embodiment of the invention will be described with reference to the attached drawings. (1) Hybrid Vehicle Configuration 1
[081] First, an example of a hybrid vehicle configuration 1 according to this modality will be described with reference to figure 1. Figure 1 is a block diagram illustrating the hybrid vehicle configuration example 1.
[082] As illustrated in figure 1, hybrid vehicle 1 is provided with a hybrid drive device 10, an electronic control unit (ECU) 11 which is a specific example of a "control device", a control unit for (PCU) 12, a battery 13, and a charge state sensor (SOC) 14.
[083] ECU 11, which is an electronic control unit that controls the operation of each section of the hybrid vehicle 1 is an example of "control device of the hybrid drive device". ECU 11 is supplied with, for example, a central processing unit (CPU), a read-only memory (ROM), and a random access memory (RAM). ECU 11 controls the operational status of the hybrid drive device 10 according to a control program that is stored in the ROM. ECU 11 corresponds to a specific example of each of the "determination devices" and "control devices".
[084] The hybrid drive device 10 is a power sequencing unit driving the hybrid vehicle 1 by supplying a driving torque as a driving force for a left SFL axis and a right SFR axis that are connected to a left front wheel FL and front right wheel FR which are the drive wheels of the hybrid vehicle 1. The configuration of the hybrid drive device 10 will be described in detail later (reference to figure 2).
[085] PCU 12 is an electrical power control unit that controls the input and output of electrical energy between battery 13 and an MG1 engine generator and an MG2 engine generator (described later, with reference to figure 2) and electric power input and output between the MG1 engine generator and the MG2 engine generator. For example, PCU 12 converts DC electrical energy that is recovered from battery 13 into AC electrical energy and supplies AC electrical energy to the MG1 engine generator and MG2 engine generator. Additionally, PCU 12 converts the AC electrical energy that is generated by the MG1 motor generator and the MG2 motor generator into DC electrical energy and supplies the DC electrical energy to the battery 13.
[086] Battery 13 is a rechargeable battery unit that is configured to have a plurality of lithium-ion battery cells connected in series and functions as a source of electrical power for energizing the MG1 engine generator and generator of MG2 engine. Battery 13 can be a battery unit that has a nickel-hydrogen battery as a component and can be one of several capacitive devices such as an electric double layer capacitor.
[087] The SOC 14 sensor is a sensor that is configured to detect the remaining battery energy that shows the battery charge status 13. The SOC 14 sensor is electrically connected to ECU 11, and the SOC value of battery 13 that is detected by the SOC 14 sensor and is collected by ECU 11 continuously. (2) Configuration of the Hybrid Drive Device 10
[088] Next, the configuration of the hybrid drive device 10 will be described in detail with reference to figure 2. Figure 2 is a block diagram illustrating an example of the configuration of the hybrid drive device 10.
[089] As illustrated in figure 2, the hybrid drive device 10 is provided with an engine 21 which is a specific example of an "internal combustion engine", the MG1 engine generator which is a specific example of a "first machine" rotary electric ", the MG2 engine generator which is a specific example of a" second rotary electric machine "and a power distribution device 22 which is a specific example of a" first gear mechanism ".
[090] The power distribution device 22 is a planetary gear mechanism. Specifically, the power distribution device 22 is provided with a solar gear 23S which is a specific example of a "first gear" a pinion gear 23P, an annular gear 23R which is a specific example of a "second gear", and a 23C carrier. The solar gear 23S is an external gear that rotates in the centers of a plurality of gear elements. The 23P pinion gear is an external gear that rotates and revolves around the 23S solar gear while circumscribing the 23S solar gear. The 23R ring gear is an internal gear that is formed to be hollow and annular in shape to intertwine with the 23P pinion gear.
[091] The torque (rotation torque) that is generated by driving the motor 21 is transmitted to an input shaft 28 as an input shaft through a crankshaft 26 as a motor shaft of the motor 21 and a damping device mounted on spiral-type torque limiter 27.
[092] A dog clutch 24 that is capable of blocking rotation of crankshaft 26 is connected to crankshaft 26. Specifically, a rotation axis of a dog clutch gear 24a is mounted on a transverse shaft wrap 25 through a fastening element. A rotary axis of another gear 24b of the dog clutch is mounted on the crankshaft 26 via a fastener. Crankshaft 26 is not attached when gear 24a and gear 24b do not intertwine with each other (that is, when gear 24a and gear 24b are isolated from each other). Accordingly, crankshaft 26 rotates in this case. Crankshaft 26 is secured when gear 24a and gear 24b intertwine with each other. Accordingly, crankshaft 26 does not rotate in this case.
[093] Any clutch mechanism (for example, a clutch mechanism using a wet multi-plate friction hitch or a clutch mechanism using a cam beam) that is capable of securing crankshaft 26 at any time (that is, blocking the rotation of the crankshaft 26 at any delay) or a brake mechanism (for example, a brake mechanism using pressure from multiple wet plates) can be used instead of the dog clutch 24. Alternatively, a single track clutch that blocks any of the positive rotation and the negative rotation of the crankshaft 26 can be used instead of the dog clutch 24.
[094] A mechanical oil pump 29 that is driven by using the rotating force of crankshaft 26 (or the rotating force of the input shaft 28) is arranged on the geometric axis of the input shaft 28. The mechanical oil pump 29 sucks the oil that is stored in an oil pan 30. The mechanical oil pump 29 supplies the oil sucked into a power system of the power distribution device 22 (for example, rotating and sliding parts of the gear elements and shafts related). As a result, a cooling effect, a rubbing resistance reduction effect, a corrosion prevention effect, a waterproofing retention effect, and the like are achieved by the oil.
[095] The MG1 motor generator is an AC synchronized generator that is provided with a motor shaft 31, a rotor 32R, and a stator 32S. The motor shaft 31 is arranged around the input shaft 28 to be able to rotate coaxially with the input shaft 28. Rotor 32R is a permanent magnet that is mounted on the motor shaft 31. A three-phase winding is wound around of the 32S stator.
[096] The MG2 motor generator is an AC synchronized generator that is supplied with a motor shaft 33, a rotor 34R and a stator 34S. The motor shaft 33 is arranged parallel to the input shaft 28 and to be able to rotate. The 34R rotor is a permanent magnet that is mounted on the motor shaft 33. A three-phase winding is wound around the 34S stator.
[097] Focusing on the power distribution device 22, the carrier 23C is connected to the input shaft 28 of the motor 21. The solar gear 23S is fitted on the motor shaft 21 of the MG1 motor generator. The ring gear 23R is connected to a drive shaft 43 as a drive shaft via a reduction gear mechanism 36. Additionally, the drive shaft 43 is connected to the motor shaft 33 of the MG2 engine generator via the gear mechanism. reduction 36 which is a specific example of a "second gear mechanism".
[098] The power distribution device 22 transmits part of the motor output 21 to the propeller shaft 43 through the input shaft 28, the carrier 23C, the pinion gear 23P and the ring gear 23R. Additionally, the power distribution device 22 transmits part of the rest of the motor output 21 to the rotor 32R of the MG1 motor generator through the input shaft 28, carrier 23C, pinion gear 23P, and solar gear 23S. As a result, the MG1 engine generator can be operated as an electricity generator.
[099] The drive shaft 43 is connected to the left SFL and right SFR axles through a differential gear 44 that absorbs the speed difference between the left front wheel FL and the right front wheel FR, the left front wheel FL, and the FR right front wheel. (3) Operation of the Hybrid Drive Device 10
[0100] In the following, a control operation (particularly a control operation associated with the temperature of the power distribution device 22) of the hybrid drive device 10 which is performed by ECU 11 will be described with reference to figures 3 to 8. Figure 3 is a flow chart illustrating the flow of control operation (particularly, the control operation associated with the temperature of the power distribution device 22) of the hybrid drive device 10 which is performed by ECU 11. Each one of the figures 4 to 8 is a nomogram showing the operational status of the hybrid drive device 10. In each nomogram shown in figures 4 to 8, the MG1 engine generator (solar gear 23S), the engine (ENG) 21 ( crankshaft 26), and the drive shaft (OUT) 43 are associated with the horizontal axis and the rotation speeds of the axis are associated with the vertical axis.
[0101] As illustrated in figure 3, hybrid vehicle 1 starts the route in a MG1 / 2 double drive travel mode (Step S10), in which hybrid vehicle 1 travels by using a torque Tg that is sent from of the MG1 engine generator and a torque Tm that is sent from the MG2 engine generator, in a state in which the engine 21 is stopped. In other words, it is preferable that the control operation (particularly, the control operation associated with the temperature of the power distribution device 22) of the hybrid drive device 10 which is performed by the ECU 11 described in this modality is performed on the hybrid vehicle 1 that is traveling in the MG1 / 2 double drive travel mode.
[0102] Here, the MG1 / 2 double drive travel mode corresponds to a travel mode in which the MG1 motor generator is used not as an electric power generator, but as an electric motor and the torque Tg and torque Tm are used as a driving force used to energize the hybrid vehicle 1 and a braking force resulting from regeneration by transmitting both the torque Tg that is sent from the MG1 engine generator and the torque Tm that is sent from the engine generator MG2 for drive shaft 43.
[0103] Hereinafter, the operational status of the hybrid drive device 10 traveling in the MG1 / 2 double drive travel mode will be described by dividing the operational state into the operating state belonging to a case in which the hybrid vehicle 1 performs the energization and the operational state pertaining to a case in which hybrid vehicle 1 generates regenerative electrical energy.
[0104] In a case in which the hybrid vehicle 1 energizes in the MG1 / 2 double-drive travel mode, dog clutch 24 fixes crankshaft 26 in order to block the negative rotation of crankshaft 26 at least (with the direction of travel of the hybrid vehicle 1 being positive). In a case where the hybrid vehicle 1 energizes in the MG1 / 2 double-drive travel mode, dog clutch 24 can secure crankshaft 26 to block positive rotation of crankshaft 26. Alternatively, dog clutch 24 can do not fix crankshaft 26 in such a way as to allow positive rotation of crankshaft 26 in a case in which the hybrid vehicle 1 energizes in the MG1 / 2 double drive travel mode.
[0105] In a case in which the hybrid vehicle 1 energizes in the MG1 / 2 double drive travel mode, the positive torque Tm is sent from the MG2 engine generator. As illustrated in figure 4 (a), the positive torque Tm that is sent from the MG2 engine generator is transmitted to the propeller shaft 43 of the hybrid vehicle 1, through the reduction gear mechanism 36, as a positive torque Tm x Rm (Rm being the reduction ratio of the reduction gear mechanism 36). In the double drive travel mode MG1 / 2, in addition, the negative torque Tg is sent from the MG1 motor generator. As illustrated in figure 4 (a), the negative torque Tg that is sent from the MG1 engine generator is transmitted to the propeller shaft 43 of the hybrid vehicle 1, through the power distribution device 22 and the reduction gear mechanism. 36, as a positive torque Tg x 1 / p (p being the gear ratio of the power distribution device 22). As a result of this, the hybrid vehicle 1 can perform the energization by using both the torque Tg that is sent from the engine generator MG1 and the torque Tm that is sent from the engine generator MG2 as the driving force .
[0106] In this case, the sharing ratio of the torque Tg sent from the MG1 engine generator to a torque required to power the hybrid vehicle 1 is determined by using, for example, a map with which the sharing ratio is it can be derived in a unique way from the driving force necessary to energize the hybrid vehicle 1 and the vehicle speed. The torque sharing ratio Tm sent from the MG2 engine generator to the required torque is determined in a unique way without any sharing ratio of the torque Tg sent from the MG1 engine generator for the determined required torque. This is because the sum of the torque sharing ratio Tm that is sent from the MG2 engine generator is normally 100% in a case in which the hybrid vehicle 1 travels in the MG1 / 2 double drive travel mode.
[0107] The negative torque Tg that is sent from the engine generator MG1 is transmitted to the input shaft 28 through the power distribution device 22 as a negative torque. In this case, the negative direction rotation of the crankshaft 26 that is connected to the input shaft 28 is blocked by the dog clutch 24. According to, as illustrated in figure 4 (a), the rotation of the crankshaft 26 attributed to the negative torque Tg which is sent from the MG1 engine generator does not occur. In the strict sense, crankshaft 26 acts as an axis that is substantially fixed to the input shaft 28 to which the negative direction is transmitted. Accordingly, the torque fluctuation between the input shaft 28 and the crankshaft 26 increases. As a result, the energy transmission (i.e., the torque transmission) from the input shaft 28 to the crankshaft 26 is limited by the damping device mounted on torque limiter 27. Accordingly, the input shaft 28 slides against the crankshaft 26 (that is, rotates in the negative direction with respect to the fixed crankshaft 26). In other words, crankshaft 26 does not rotate and only the input shaft 28 rotates. Accordingly, hybrid vehicle 1 can energize in the MG1 / 2 double-drive travel mode with engine 21 stopped (additionally, without crankshaft rotation 26 stopped at a desired crank angle at which engine 21 vibration during restart can be minimized).
[0108] In a case in which the hybrid vehicle 1 generates regenerative electrical energy in the MG! / 2 double drive travel mode, dog clutch 24 secures crankshaft 26 in order to block positive rotation of the crankshaft 26 at least. In a case in which the hybrid vehicle 1 generates regenerative electrical energy in the MG1 / 2 double-drive travel mode, dog clutch 24 can secure crankshaft 26 in order to block the negative rotation of crankshaft 26. Alternatively, the dog clutch 24 may not fix the crankshaft 26 in order to allow the crankshaft 26 to rotate negatively in a case in which the hybrid vehicle 1 generates regenerative electrical energy in the MG1 / 2 double drive travel mode.
[0109] In a case in which the hybrid vehicle 1 generates regenerative electric energy in the MG1 / 2 double drive path mode, each one between the motor axis 31 of the MG1 motor generator and the motor axis 33 of the engine generator MG2 rotates in response to the rotation of the propeller shaft 43 (that is, the path of the hybrid vehicle 1). As a result, each of the MG1 engine generator and the MG2 engine generator is operated as an electrical power generator.
[0110] In this case, the MG1 motor generator that is operated as an electrical energy generator can be considered substantially as a motor generator that sends the positive torque Tg as illustrated in figure 4 (b). The positive torque Tg that is sent by the engine generator MG1 is transmitted to the propeller shaft 43 of the hybrid vehicle 1, through the energy distribution device 22 and the reduction gear mechanism 36, as the negative torque Tg x 1 / p . Likewise, the MG2 engine generator that is operated as an electrical power generator can be considered substantially as a motor generator that sends the negative torque Tm. As illustrated in figure 4 (b), the negative torque Tm that is sent by the engine generator MG2 is transmitted to the propeller shaft 43 of the hybrid vehicle 1, through the reduction gear mechanism 36, as the negative torque Tm x Rm. Each negative torque Tg x 1 / p that is transmitted from the motor generator MG1 to the drive shaft 43 and the negative torque Tm x Rm is transmitted from the motor generator MG2 to the drive shaft 43 acts on the drive shaft 43 as a torque to reduce the vehicle speed of hybrid vehicle 1 (called re-generative brake). In this way, the hybrid vehicle can perform the generation of regenerative electrical energy in the dual drive travel mode.
[0111] As described above, hybrid vehicle 1 can perform the generation of regenerative electrical energy by using both the torque Tg which is sent from the MG1 engine generator and the torque Tm which is sent from the MG2 engine generator. .
[0112] In this case, the torque sharing ratio Tg sent from the MG1 engine generator to a regenerative torque necessary for the generation of regenerative electrical energy from the hybrid vehicle 1 (that is, a braking torque associated with the generation of regenerative electric energy) is determined by the use, for example, of a map with which the sharing ratio can be derived in a singular way from the braking force necessary for the generation of regenerative electric energy of the hybrid vehicle 1 (that is, the braking force required for the regenerative brake) and the vehicle speed. As described above, the torque sharing ratio Tm sent from the MG2 motor generator to the regenerative torque is determined in a unique way with the torque sharing ratio Tg sent from the MG1 motor generator for the determined regenerative torque.
[0113] The positive torque Tg that is sent from the MG1 motor generator is transmitted to the input shaft 28 through the power distribution device 22 as a positive torque. In this case, the positive direction rotation of the crankshaft 26 that is connected to the input shaft 28 is blocked by the dog clutch 24. According to, as illustrated in figure 4 (b), the rotation of the crankshaft 26 attributable to the positive torque Tg which is sent from the MG1 engine generator does not occur. In the strict sense, crankshaft 26 acts as an axis that is substantially attached to the input shaft 28 to which the positive steering torque is transmitted. Accordingly, the torque fluctuation between the input shaft 28 and the crankshaft 26 increases. As a result, the power transmission (i.e., the torque transmission) from the input shaft 28 to the crankshaft 26 a through the damper device mounted on torque limiter 27. Accordingly, the input shaft 28 slides against the crankshaft 26 (that is, it rotates in the positive direction with respect to the fixed crankshaft 26). In other words, crankshaft 26 does not rotate and only the input shaft 28 rotates. Accordingly, hybrid vehicle 1 can generate regenerative electrical energy in the MG1 / 2 double-drive travel mode with engine 21 stopped (additionally, without turning crankshaft 26 stopped at a desired crank angle at which the vibration of the motor 21 during restart can be minimized).
[0114] According to the operating status in the MG1 / 2 double-stroke travel mode described above, blocking any of the positive and negative rotations of crankshaft 26 will be sufficient (that is, the other between positive rotations) and a negative rotation of the crankshaft 26 may be allowed) in a case in which the hybrid vehicle 1 performs only one of the energization and the generation of regenerative electric energy (that is, in a case in which the hybrid vehicle 1 does not perform one among energization and generation of regenerative electric energy) in the MG1 / 2 double drive path mode. In this sense, the single track clutch can be used instead of the dog clutch 24 in a case in which the hybrid vehicle 1 performs only one of the energization and a generation of regenerative electrical energy (that is, in a case in which the vehicle Hybrid 1 does not perform the other one between energizing and generating regenerative electrical energy) in the MG1 / 2 double drive path mode.
[0115] In hybrid vehicle 1 that is traveling in MG1 / 2 double drive travel mode, the torque Tg that is sent by the MG1 engine generator is transmitted from the solar gear 23S to the pinion gear 23P that is engaged with the 23S solar gear. Accordingly, the surface pressure between the solar gear 23S and the pinion gear 23P is higher in a case in which the hybrid vehicle 1 is traveling in the MG1 / 2 double drive travel mode than in a case in which the vehicle hybrid 1 is not traveling in the MG1 / 2 dual drive travel mode. Accordingly, the oil temperature of the oil that is supplied to the energy distribution device 22 (that is, the temperature of the energy distribution device 22) must increase in a case in which the hybrid vehicle 1 is traveling in the mode of double drive path MG1 / 2. Accordingly, the suppression of an increase in the temperature of the energy distribution device 22 is more strongly desired in a case in which the hybrid vehicle 1 is traveling in the MG1 / 2 double drive travel mode than in a case in which the hybrid vehicle 1 is not traveling in the MG1 / 2 dual drive travel mode.
[0116] In a case where hybrid vehicle 1 is traveling in the MG1 / 2 dual drive travel mode, however, new oil is less likely to be supplied to the power distribution device 22 since the engine 21 is stopped (that is, since the mechanical oil pump 29 is not being operated). In other words, it is difficult to suppress an increase in the temperature of the energy distribution device 22 by supplying oil from the mechanical oil pump 29 in a case where the hybrid vehicle 1 is traveling in the travel mode. double actuation MG1 / 2. Accordingly, the operation of the mechanical oil pump 29 by driving the motor 21 (i.e., oil supply from the mechanical oil pump 29 to the energy distribution device 22) is conceivable as a countermeasure. However, fuel economy worsens when engine 21 is started. In other words, the suppression of an increase in the temperature of the power distribution device 22 and the suppression of the deterioration of fuel economy cannot be achieved at the same time when the engine 21 is started.
[0117] The situation described above is not limited to the power distribution device 22, but a similar situation occurs in the reduction gear mechanism 36 as well.
[0118] On this basis, ECU 11 of this modality adjusts the torque sharing ratio Tg that is sent from the MG1 engine generator and the torque sharing ratio Tm that is sent from the MG2 engine generator so adjusting the temperature of the power distribution device 22 and the temperature of the reduction gear mechanism 36 with the motor 21 stopped.
[0119] In order to perform this operation, ECU 11 first determines whether or not the temperature t1 of the power distribution device 22 is equal to or higher than a predetermined limit T1 and the temperature t2 of the reduction gear mechanism 36 is equal to or greater than a predetermined limit T2 (step S11).
[0120] In this case, ECU 11 can estimate the temperature t1 of the energy distribution device 22 based on the oil oil temperature that is supplied to the energy distribution device 22 (that is, the oil circulating in a transverse axis) and the integrated torque time value that is sent by the MG1 engine generator. Likewise, ECU 11 can estimate the temperature t2 of the reduction gear mechanism 36 based on the oil temperature of the oil that is supplied to the reduction gear mechanism 36 and the integrated torque time value that is sent by the engine generator MG2.
[0121] Additionally, it is preferable that the predetermined limit T1 is set to a suitable value from the point of view of being able to perform a preferred operation of the energy distribution device 22 (for example, maintaining an adequate level of lubrication with oil ). For example, it is preferable that the predetermined limit T1 exceeds the temperature of the power distribution device 22 in a state in which the probability of the occurrence of an oil film shortage attributable to a reduction in oil viscosity resulting from an increase in the temperature of oil oil is zero or low. In addition, it is preferable that the predetermined limit T1 does not exceed the temperature of the power distribution device 22 in a state in which the lack of oil film attributable to an increase in oil viscosity resulting from an increase in oil oil temperature occurs (or in a state in which the likelihood of a lack of oil film in the near future is high as the oil's oil temperature continues to rise as it is). A numerical value of 120 C is an example of the predetermined limit T1.
[0122] Likewise, it is preferable that the predetermined limit T2 is set to a suitable value from the point of view of being able to perform a preferred operation of the reduction gear mechanism 36 (for example, maintaining an adequate level of lubrication with oil). For example, it is preferable that the predetermined limit T2 exceeds the temperature of the reduction gear mechanism 36 in a state in which the probability of a lack of oil film attributable to a reduction in oil viscosity resulting from an increase in the temperature of oil oil is equal to zero or low. In addition, it is preferable that the predetermined limit T2 does not exceed the temperature of the reduction gear mechanism 36 in a state in which the lack of oil film attributable to an increase in oil viscosity resulting from an increase in oil oil temperature occurs (or in a state where the likelihood of a lack of oil film in the near future is high as the oil's oil temperature continues to rise as it is). A numerical value of 120 C is an example of a predetermined limit T2.
[0123] In a case where it is determined that the temperature t1 of the power distribution device 22 is less than the predetermined limit T1 or the temperature t2 of the reduction gear mechanism 36 is less than the predetermined limit T2 as a result of determining step S11 (step S11: No), ECU 11 determines whether or not the temperature t1 of the power distribution device 22 is equal to or greater than a predetermined limit T3 (step S12, the predetermined limit T3 being a value that exceeds the predetermined limit T1). The predetermined limit T3 can be set to a suitable value that exceeds the predetermined limit T1.
[0124] In a case in which it is determined that the temperature t1 of the power distribution device 22 is lower than the predetermined limit T3 as a result of the determination of step S12 (step S12: no), ECU 11 determines whether or not the temperature t1 of the energy distribution device 22 is equal to or higher than the predetermined limit T1 (Step S13).
[0125] In a case in which it is determined that the temperature t1 of the energy distribution device 22 is equal to or higher than the predetermined limit T1 as a result of the determination of step S13 (step S13: Yes), it is estimated that the temperature t1 power distribution device 22 is increasing excessively. In other words, it is estimated that it is preferable to suppress an increase in temperature t1 of the power distribution device 22. Accordingly, in this case, ECU 11 decreases the torque sharing ratio Tg that is sent from the engine generator MG1 and increases the torque sharing ratio Tm that is sent from the MG2 engine generator (step S14). In other words, ECU 11 sets the torque sharing ratio Tg that is sent from the MG1 engine generator to a value that precedes the current sharing ratio and sets the torque sharing ratio Tm that is sent from the generator. MG2 engine to a value that exceeds the current.
[0126] In this case, it is preferable that ECU 11 maintains the total torque transmitted to the propeller shaft 43 (that is, prevent fluctuation) from the point of view of not affecting the path of the hybrid vehicle 1 (for example, from from the point of view of suppressing a deterioration in the travel comfort of the passenger due to, for example, the vibration attributed to the torque fluctuation resulting from a change in the sharing ratio of each torque Tg and torque Tm). In other words, it is preferable that ECU 11 reduces the torque sharing ratio Tg and increases the torque sharing ratio Tm while maintaining the total torque transmitted to drive shaft 43 (that is, Tg x 1 / p + Tm x Rm).
[0127] As a result, the MG1 engine generator sends a torque Tg1, which is exceeded by the torque Tg which is sent immediately before the reduction in the sharing ratio, in the case of energizing the hybrid vehicle 1 as illustrated in figure 5 (a ). Likewise, the engine generator MG1 sends the torque Tg1, which is exceeded by the torque Tg which is sent immediately before the reduction in the sharing ratio, in the case of the generation of regenerative electric energy from the hybrid vehicle 1 as illustrated in figure 5 ( B). As a result, the surface pressure between the solar gear 23S to which the torque Tg1 sent from the engine generator MG1 is transmitted and the pinion gear 23P that is engaged with the solar gear 23S decreases compared to before reduction in the torque sharing ratio Tg sent from the MG1 engine generator. As a result, an increase in the oil temperature of the oil that is supplied to the energy distribution device 22 is suppressed (or the cooling of the oil is promoted) compared to before the reduction in the ratio of torque sharing Tg sent from the MG1 engine generator. Accordingly, the torque sharing ratio Tg that is sent from the MG1 engine generator decreases, and an increase in the temperature of the power distribution device 22 is suppressed (or the cooling of the power distribution device 22 is promoted) compared to before the reduction in the torque sharing ratio Tg sent from the MG1 engine generator.
[0128] The MG2 engine generator sends a torque Tm2, which exceeds the torque Tm that is sent immediately before the increase in the sharing ratio, in the case of energizing the hybrid vehicle 1 as illustrated in figure 5 (a). Likewise, the MG2 engine generator sends the torque Tm2, which exceeds the torque Tm which is sent immediately before the increase in the sharing ratio, in the case of generation of regenerative electric energy from the hybrid vehicle 1 as illustrated in figure 5 (b ). In other words, the torque sharing ratio Tm that is sent from the MG2 engine generator increases by the same margin as the torque sharing ratio Tg that is sent from the MG1 engine generator decreases. Accordingly, the total torque that is transmitted to the propeller shaft 43 can be maintained, and thus deterioration of travel comfort and deterioration of travel performance rarely or never occurs.
[0129] Then, ECU 11 determines whether or not the brake pedal of hybrid vehicle 1 is operated by the passenger (Step S15).
[0130] In a case in which it is determined that the brake pedal of the hybrid vehicle 1 is operated by the passenger as a result of the determination of Step S15 (Step S15; Yes), it is estimated that the hybrid vehicle 1 is performing power generation regenerative power in MG1 / 2 double-drive travel mode as a result of brake pedal operation. In other words, it is estimated that hybrid vehicle 1 is generating regenerative electrical energy by using both the torque Tg that is sent from the MG1 engine generator and the torque Tm that is sent from the MG2 engine generator. (reference to the nomogram in figure 4b). However, since it is determined that the temperature t1 of the power distribution device 22 is equal to or greater than the predetermined limit T1, the hybrid vehicle 1 at the current point in time is estimated to be in a state where it is preferable to suppress a increase in temperature t1 of the power distribution device 22. Accordingly, ECU 11 controls the operation of the MG1 engine generator (Step S16) for the generation of electrical energy by the MG1 engine generator to be stopped in order to suppress an increase at temperature t1 of the power distribution device 22 in a case in which the hybrid vehicle 1 is generating regenerative electrical energy in the MG1 / 2 double drive path mode in a state in which the device temperature t1 is determined power distribution 22 is equal to or greater than the predetermined limit T1.
[0131] Specifically, as illustrated in figure 6a, ECU 11 can control the MG1 engine generator (Step S16) so that the MG1 engine generator is driven (for example, the minimum positive torque Tg is sent) using the electrical energy that is supplied from the MG2 engine generator which is operated as an electrical generator. As a result, the MG1 engine generator powers engine 21. In other words, engine 21 is powered by the torque Tg that is sent from the engine generator MG1 (that is, crankshaft 26 rotates without combustion of fuel). In a case in which the MG1 engine generator powers the engine 21, it is preferable that the dog clutch 24 does not fix the crankshaft 26 so as not to block the positive rotation of the crankshaft 26 even in a case in which the hybrid vehicle 1 is performing the generation of regenerative electric energy. As a result, engine 21 (that is, crankshaft 26) spins at a rotational speed (for example, 700 rpm) at which a balance is achieved between the torque Tg sent by the MG engine generator and the friction of the engine 21 Accordingly, the mechanical oil pump 29 is activated in response to the rotation of the crankshaft 26 and, in this way, new oil is supplied from the mechanical oil pump 29 to the energy distribution device 22. Accordingly, an increase at temperature t1 of the power distribution device 22 is suppressed.
[0132] ECU 11 can control the MG1 engine generator so that the MG1 engine generator is driven by the use of electrical energy that is supplied from battery 13, (Step S16), in addition to or instead of energy which is supplied by the MG2 engine generator which is operated as an electric power generator. However, from the point of view of reducing the amount of electrical energy consumption of battery 13 (that is, preventing the increase in so-called electricity costs), it is preferable that ECU 11 controls the MG1 engine generator so that the engine generator MG1 is triggered by the use of electrical energy that is supplied by the engine generator MG2 that is operated as an electrical energy generator.
[0133] Alternatively, ECU 11 can control the MG1 engine generator so that the MG1 engine generator is inactive (that is, so that the torque Tg becomes zero as shown in figure 6b) (Step S16). As a result, the surface pressure between the solar gear 23S and the pinion gear 23P that is engaged with the solar gear 23S decreases significantly compared to before the inactivity of the MG1 engine generator. As a result, an increase in the oil temperature of the oil that is supplied to the power distribution device 22 is significantly suppressed compared to before the inactivity of the MG1 engine generator. Accordingly, an increase in the temperature of the power distribution device 22 is significantly suppressed compared to before the inactivity of the MG1 engine generator.
[0134] ECU 11 can determine whether or not the MG1 engine generator performs engine 21 and whether or not the MG1 engine generator is inactive based on, for example, battery SOC 13 (or a limit value of Win input that is determined based on the SOC) and the regenerative electrical energy of the MG2 engine generator (that is, the amount of electrical energy being generated). In a case where the regenerative electrical energy from the MG2 motor generator exceeds the input limit value Win, for example, the regenerative electrical energy from the MG2 motor generator may not be supplied to the battery. Accordingly, ECU 11 can determine that the engine generator MG1 performs the engine engine 21 by using the regenerative electrical energy of the engine generator MG2. In a case where the input limit value Win exceeds the regenerative electrical energy of the MG2 motor generator, for example, it is considered preferable to give priority to charging battery 13 by supplying the regenerative electrical energy of the MG2 motor generator to battery 13. Accordingly, in this case, ECU 11 can determine that the MG1 engine generator is inactive.
[0135] In a case in which it is determined that the brake pedal of the hybrid vehicle 1 is not operated by the passenger as a result of the determination of Step S15 (Step S15: No), it is estimated that hybrid vehicle 1 is not performing the generation of regenerative electrical energy (ie hybrid vehicle 1 is energizing) in the MG1 / 2 dual drive travel mode. Accordingly, in this case, ECU 11 may not perform the operation of Step S16 which must be performed in a case in which the hybrid vehicle 1 performs the generation of regenerative electrical energy. In this case, ECU 11 performs the operation following Step S17.
[0136] In a case in which it is determined that the temperature t1 of the power distribution device 22 is below the predetermined limit T1 as a result of the determination of Step S13 (Step S13: No), it is estimated that the temperature t1 of the power distribution device energy distribution 22 is not excessively increased. In other words, it is estimated that an increase in temperature t1 of the energy distribution device 22 cannot be suppressed. Accordingly, in this state, ECU 11 may not perform the operation from Step S14 to Step S16 to suppress an increase in temperature t1 of the power distribution device 22. In this case, ECU 11 performs the operation following Step S17 .
[0137] After the operation from Step S13 to Step S16, ECU 11 determines whether or not the temperature t2 of the reduction gear mechanism 36 is equal to or higher than the predetermined limit T2 (Step S17).
[0138] In a case in which the temperature t2 of the reduction gear mechanism 36 has been determined to be equal to or greater than the predetermined limit T2 as a result of the determination of Step S17 (Step S17: Yes), it is estimated that the temperature t2 of the reduction gear mechanism 36 is excessively increased. In other words, it is estimated that it is preferable to suppress an increase in temperature t2 of the reduction gear mechanism 36. Accordingly, in this case, ECU 11 decreases the torque sharing ratio Tm that is sent from the engine generator MG2 and increases the torque sharing ratio Tg that is sent from the MG1 engine generator (Step S18). In other words, ECU 11 sets the torque sharing ratio Tm that is sent from the MG2 engine generator to a value exceeded by the current sharing ratio and sets the torque sharing ratio Tg that is sent from the generator motor value to a value that exceeds the current. In this case, it is preferable that ECU 11 maintains the total torque transmitted to the propeller shaft 43 (that is, prevent fluctuation), as in step S14, from the point of view of not affecting the path of the hybrid vehicle 1 (for example , from the point of view of suppressing a deterioration in passenger comfort due, for example, to the vibration attributable to the torque fluctuation resulting from a change in the share ratio of each torque Tg and torque Tm).
[0139] As a result, the engine generator MG2 sends a torque Tm1, which is exceeded by the torque Tm which is sent immediately before the reduction in the sharing ratio, in the case of energizing the hybrid vehicle 1 as shown in figure 7a . Likewise, the engine generator MG2 sends the torque Tm1, which is exceeded by the torque Tm which is sent immediately before the reduction in the sharing ratio, in the case of generation of regenerative electric energy from the hybrid vehicle 1 as illustrated in figure 7b. As a result, the surface pressure between the respective gears in the reduction gear mechanism 36 to which the torque Tm1 sent from the MG2 engine generator is transmitted decreases compared to before the reduction in the sharing ratio of the torque Tm sent from the MG2 engine generator. As a result, an increase in the oil temperature of the oil that is supplied to the reduction gear mechanism 36 is suppressed (or oil cooling is promoted) compared to before the reduction in the torque sharing ratio Tm sent from of the MG2 engine generator. Accordingly, the torque sharing ratio Tm that is sent from the MG2 engine generator decreases, and an increase in the temperature of the reduction gear mechanism 36 is suppressed (or cooling of the reduction gear mechanism 36 is promoted) compared to before the reduction in the torque sharing ratio Tm sent from the MG2 engine generator.
[0140] The MG1 engine generator sends a torque Tg2, which exceeds the torque Tg which is sent immediately before the increase in the sharing ratio, in the case of energizing the hybrid vehicle 1 as illustrated in figure 7 (a). Likewise, the MG1 engine generator sends the torque Tg2, which exceeds the torque Tg which is sent immediately before the increase in the sharing ratio, in the case of generation of regenerative electric energy from the hybrid vehicle 1 as illustrated in figure 7b. In other words, the torque sharing ratio Tg that is sent from the MG1 engine generator increases by the same margin as the torque sharing ratio Tm that is sent from the MG2 engine generator decreases. Accordingly, the total torque that is transmitted to the propeller shaft 43 can be maintained, and thus deterioration in comfort and deterioration in performance rarely or never occur.
[0141] According to figure 3, the operation from Step S17 to Step S18 follows the operation from Step S13 to step S16. In figure 3, however, the operation from Step S17 to Step S18 can be performed before or in parallel with the operation from Step S13 to Step S16.
[0142] In a case in which it is determined that the temperature t1 of the power distribution device 22 is equal to or higher than the predetermined limit T3 as a result of the determination of Step S12 (Step S12: Yes), it is estimated that there is a request strong by suppressing an increase in temperature t1 of the energy distribution device 22 compared to a case in which the temperature t1 of the energy distribution device 22 is determined to be below the predetermined limit T3. In other words, it is estimated that an increase in temperature t1 of the power distribution device 22 may not be sufficiently suppressed by adjusting the torque sharing ratio Tg sent by the MG1 engine generator and the torque sharing ratio Tm sent by the MG2 engine generator alone. Accordingly, in this case, ECU 11 discontinues travel in the MG1 / 2 double-drive travel mode which should cause an increase in temperature t1 of the power distribution device 22. Specifically, ECU 11 controls the hybrid drive device 10 (step S19) so that hybrid vehicle 1 transitions from travel mode from double drive travel mode MG1 / 2 to a single drive travel mode MG2 in which travel is performed using only the torque output of the MG2 engine generator. As a result, the hybrid vehicle 1 starts the journey in the MG2 single drive travel mode. Figure 8a is a nomogram illustrating a case in which hybrid vehicle 1 energizes in the MG2 united drive path mode. Figure 8b is a nomogram illustrating a case in which the hybrid vehicle 1 generates regenerative electrical energy in the MG2 single drive path mode. In each case, it is preferable that the dog clutch 24 does not secure the crankshaft 26 so as not to block the positive rotation and the negative rotation of the crankshaft 26.
[0143] In a case in which hybrid vehicle 1 travels in the MG2 single drive travel mode, the MG1 engine generator is merely inactive, and thus the MG1 engine generator does not send the torque Tg (that is, Tg is equal to zero). However, the MG1 engine generator sends a very small torque Tg in some cases to the point that the rattling noise of the 23S solar gear is suppressed. Accordingly, in a case in which the hybrid vehicle 1 travels in the MG2 single drive travel mode, the surface pressure between the solar gear 23S and the pinion gear 23P that is engaged with the solar gear 23S reduces significantly compared with a case in which the hybrid vehicle 1 travels in the MG1 / 2 double drive travel mode. As a result, in a case in which the hybrid vehicle 1 travels in the MG2 single drive travel mode, an increase in the oil temperature of the oil that is supplied to the power distribution device 22 is significantly suppressed compared to a case in which hybrid vehicle 1 travels in the MG1 / 2 double drive travel mode. Accordingly, an increase in the temperature of the energy distribution device 22 is significantly suppressed when the hybrid vehicle 1 travels in the MG2 united drive path mode.
[0144] Additionally, in a case in which hybrid vehicle 1 starts to travel in the MG2 single drive travel mode, ECU 11 can control the MG1 engine generator (Step S20) so that the MG1 engine generator is started by the use of electrical energy that is supplied from battery 13 or electrical energy that is supplied from the MG2 engine generator that is operated as an electrical generator (for example, so that the minimum positive torque Tg is sent) as illustrated in figures 8c and 8d. As a result, the MG1 engine generator powers engine 21. In other words, engine 21 is powered by the torque Tg that is sent from the engine generator MG1 (that is, crankshaft 26 spins without combustion of fuel). As a result, engine 21 (that is, crankshaft 26) spins at a rotational speed (for example, 700 rpm) at which a balance is achieved between the torque Tg sent by the MG engine generator and the friction of the engine 21 Accordingly, the mechanical oil pump 29 is activated in response to the rotation of the crankshaft 26, and in this way, new oil is supplied from the mechanical oil pump 29 to the energy distribution device 22. Accordingly, a increase in temperature t1 of the energy distribution device 22 is suppressed.
[0145] In a case in which it is determined that the temperature t1 of the power distribution device 22 is equal to or greater than the predetermined limit T1 and the temperature t2 of the reduction gear mechanism 36 is equal to or greater than the predetermined limit T2 as a result of the determination of Step S11 (Step S11: Yes), it is estimated that it is difficult to suppress an increase in temperature t1 of the power distribution device 22 by using the adjustment of the torque sharing ratio Tg sent by the engine generator MG1 and the torque sharing ratio Tm sent by the MG2 engine generator alone. This is because merely any one of an increase in temperature t1 of the power distribution device 22 and an increase in temperature t2 of the reduction gear mechanism 36 is basically suppressed by adjusting the torque sharing ratio Tg sent by the MG1 engine generator. and the torque sharing ratio Tm sent by the MG2 engine generator alone (that is, it is difficult to suppress an increase in temperature t1 of the power distribution device 22 and an increase in temperature t2 of the reduction gear mechanism 36 at the same time. although it is considered that it is preferable to suppress an increase in temperature t1 of the energy distribution device 22 and an increase in temperature t2 of the reduction gear mechanism 36 since it is determined that the temperature t1 of the energy distribution device 22 is equal to or greater than the predetermined limit T1 and the temperature t2 of the reduction gear mechanism 36 is equal to or sup greater than the predetermined limit T2.
[0146] Accordingly, even in this case, ECU 11 performs the operation from Step S19 to Step S20.
[0147] In the description above, ECU 11 performs a series of operations from Step S11 to Step S20. However, ECU 11 may not perform all operations from Step S11 to Step S20. For example, ECU 11 can perform operations from Step S13 to Step S14, operations from Step S15 to Step S16, operations from Step 17 to Step S18, and operations from Step S19 to Step S20 as independent operations. In other words, ECU 11 can perform each of these four sets of operations as an independent operation or can perform at least two of these four sets of operations in combination with each other.
[0148] The above description focuses on the operation to suppress an increase in temperature t1 of the power distribution device 22. However, ECU 11 can perform an operation focusing on suppressing a reduction in temperature t1 of the power distribution device 22 (that is, promoting an increase in temperature t1 of the power distribution device 22). For example, ECU 11 can increase the torque sharing ratio Tg that is sent from the MG1 engine generator and reduce the torque sharing ratio Tm that is sent from the MG2 engine generator in a case where it is It is determined that the temperature t1 of the power distribution device 22 does not exceed a predetermined limit T4 (the predetermined limit T4 having a value exceeded by the predetermined limit T1). In this case, the MG1 engine generator sends the torque Tg2 that exceeds the torque Tg that is sent immediately before the increase in the sharing ratio. As a result, the surface pressure between the solar gear 23S to which the torque Tg2 sent from the engine generator MG1 is transmitted and the pinion gear 23P that is engaged with the solar gear 23S increases compared to before the increase in torque sharing ratio Tg sent from the MG1 engine generator. As a result, an increase in the oil temperature of the oil that is supplied to the power distribution device 22 is promoted (or the cooling of the oil is suppressed) compared to before the increase in the ratio of torque sharing Tg sent from of the MG1 engine generator. Accordingly, the torque sharing ratio Tg that is sent from the MG1 engine generator increases, and an increase in the temperature of the power distribution device 22 is promoted (or the cooling of the power distribution device 22 is suppressed) in comparison com before the increase in the torque sharing ratio Tg sent from the MG1 engine generator.
[0149] In addition, ECU 11 can perform a similar operation, focusing on suppressing a reduction in temperature t2 of the reduction gear mechanism 36 (that is, promoting an increase in temperature t1 of the reduction gear mechanism 36 ), on the reduction gear mechanism 36.
[0150] In a case in which ECU 11 performs an operation focusing on suppressing a reduction in at least any of the temperature t1 of the power distribution device 22 and the temperature t2 of the reduction gear mechanism 36 (that is, promoting an increase in at least any of the temperature t1 of the power distribution device 22 and the temperature t2 of the reduction gear mechanism 36), the hybrid vehicle 1 does not necessarily need to travel in the MG1 / double drive travel mode 2 at the moment when the determination operations using the temperature t1 of the energy distribution device 22 and the temperature t2 of the reduction gear mechanism 36 (referring to Step S11 to Step S13 and Step S17 in figure 3) are carried out. In other words, the operations illustrated in figure 3 can be performed in a state in which the hybrid vehicle 1 travels in the MG2 single drive path mode. In a case where hybrid vehicle 1 travels in MG2 single drive travel mode, hybrid vehicle 1 can travel in MG1 / 2 double drive travel mode at the moment when at least any of the torque sharing ratio Tg sent from the MG1 engine generator and the torque sharing ratio Tm sent from the MG2 engine generator is set (refer to step S14 and step S18 in figure 3) at maximum.
[0151] The invention can be modified accordingly without departing from the scope of the claims, the spirit of the invention, and the summary of the invention in the specification. Any hybrid vehicle control device that requires such a modification is included in the technical scope of the invention. 1 hybrid vehicle 11 hybrid drive device 21 motor 22 power distribution device 23 solar gear 23 pinion gear 23 carrier 23 ring gear 24 dog clutch 26 crankshaft 27 damper device 28 inlet shaft 29 oil engine 36 MG engine propulsion gearbox

权利要求:
Claims (14)
[0001]
1. Control device for a hybrid vehicle (1), the hybrid vehicle (1) including an internal combustion engine (21), a first rotating electric machine (MG1), a second rotating electric machine (MG2), a first mechanism gear (22), and a rotation lock mechanism (24), the second rotating electric machine (MG2) including an output shaft connected to a drive shaft of the hybrid vehicle (1), the first gear mechanism (22 ) including a first gear (23S), a carrier (23C), and a second gear (23R), the first gear (23S) connected to an output shaft of the first rotating electrical machine (MG1), the carrier (23C) connected to a motor shaft of the internal combustion engine (21), the second gear (23R) connected to the drive shaft, the first gear (23S), the carrier (23C), and the second gear (23R) being differently rotated one relative to each other, and the rotation lock mechanism (24) configured for p allow the rotation of the motor shaft in one direction and block the rotation of the motor shaft in the other direction other than the mentioned one direction, the control device FEATURED for understanding: an electronic control unit (11) configured to control the first electric machine rotary (MG1) and the second rotary electric machine (MG2) so that a ratio of a first torque output by the first rotary electric machine (MG1) to the total torque set in a case where a temperature of the first gear mechanism (22 ) does not satisfy a desired condition, the total torque being a total of the first torque output and a second torque output by the second rotating electrical machine (MG2).
[0002]
2. Control device, according to claim 1, CHARACTERIZED by the fact that the electronic control unit (11) is configured to control the first rotating electric machine (MG1) and the second rotating electric machine (MG2) so that a ratio of the first torque to the total torque is reduced in a case in which the temperature of the first gear mechanism (22) is determined to be equal to or greater than a first limit.
[0003]
3. Control device, according to claim 1, CHARACTERIZED by the fact that the electronic control unit (11) is configured to control the first rotating electric machine (MG1) and the second rotating electric machine (MG2) so that a ratio of the first torque to the total torque is increased in a case in which the temperature of the first gear mechanism (22) is determined to be equal to or less than a second limit.
[0004]
Control device according to any one of claims 1 to 3, CHARACTERIZED by the fact that the hybrid vehicle (1) includes a second gear mechanism (36) connecting the output shaft of the second rotating electrical machine (MG2 ) and the drive shaft to each other, the electronic control unit (11) is configured to control the first rotating electrical machine (MG1) and the second rotating electrical machine (MG2) so that a ratio of the second torque to the torque total is adjusted in a case where the temperature of the second gear mechanism (36) does not satisfy a desired condition.
[0005]
5. Control device, according to claim 4, CHARACTERIZED by the fact that the electronic control unit (11) is configured to control the first rotating electric machine (MG1) and the second rotating electric machine (MG2) so that a ratio of the second torque to the total torque is reduced in a case where the temperature of the second gear mechanism (36) is determined to be equal to or greater than a third limit.
[0006]
6. Control device, according to claim 4, CHARACTERIZED by the fact that the electronic control unit (11) is configured to control the first rotating electric machine (MG1) and the second rotating electric machine (MG2) so that a ratio of the second torque to the total torque is increased in a case where the temperature of the second gear mechanism (36) is determined to be equal to or less than a fourth limit.
[0007]
7. Control device according to any one of claims 1 to 3, CHARACTERIZED by the fact that the electronic control unit (11) is configured to control the first rotating electric machine (MG1) and the second rotating electric machine ( MG2) so that a ratio of the first torque to a required torque of the hybrid vehicle (1) corresponding to the total torque is adjusted during a double drive travel mode, the double drive mode is a mode in which the hybrid vehicle (1 ) travels using the first torque and the second torque in a state in which the internal combustion engine (21) is stopped.
[0008]
8. Control device according to any one of claims 1 to 3, CHARACTERIZED by the fact that the rotation lock mechanism (24) is configured to fix the motor shaft so that the rotation of the motor shaft is blocked, the hybrid vehicle (1) is configured to generate regenerative electrical energy in a double drive path mode by the motor shaft being fixed by the rotation lock mechanism (24) so that the motor shaft does not rotate , the double drive mode is a mode in which the hybrid vehicle (1) travels using the first torque and the second torque in a state where the internal combustion engine (21) is stopped; and the electronic control unit (11) is configured to control the first rotating electric machine (MG1) and the second rotating electric machine (MG2) so that a ratio of the first torque to a regenerative torque is adjusted in a case in the Since the hybrid vehicle (1) generates regenerative electrical energy, the regenerative torque is a torque corresponding to the total torque and used during the generation of regenerative electrical energy.
[0009]
9. Control device according to claim 1 or 2, CHARACTERIZED by the fact that the rotation locking mechanism (24) is configured to fix the motor shaft, so that the rotation of the motor shaft is blocked, the hybrid vehicle (1) is configured to generate regenerative electrical energy in a double drive path mode by the motor axis being fixed by the rotation lock mechanism (24) so that the motor axis does not rotate, the Dual drive mode is a mode where the hybrid vehicle (1) travels using both the first torque and the second torque in a state in which the internal combustion engine (21) is stopped, and the electronic control unit (11) is configured to control the first rotating electric machine (MG1) so that an electric power generation by the first rotating electric machine (MG1) is stopped in a case in which the hybrid vehicle (1) generates regenerative electric power and the temperature rupture of the first gear mechanism (22) does not satisfy a desired condition.
[0010]
10. Control device according to claim 9, CHARACTERIZED by the fact that the hybrid vehicle (1) includes a supply mechanism configured to supply a lubricant that maintains the lubrication of the first gear mechanism (22) for the first mechanism gear (22) by using the rotating force of the motor shaft; and the electronic control unit (11) is configured to control the first rotating electrical machine (MG1) in order to stop the generation of electrical energy by the first rotating electrical machine (MG1) and rotate the motor shaft using the first torque.
[0011]
11. Control device, according to claim 9, CHARACTERIZED by the fact that the electronic control unit (11) is configured to control the first rotating electrical machine (MG1) so that the first torque is set to zero.
[0012]
12. Control device, according to claim 9, CHARACTERIZED by the fact that the electronic control unit (11) is configured to control the first rotating electrical machine (MG1) so that the generation of electrical energy by the first electrical machine rotation (MG1) is interrupted in a case in which the temperature of the first gear mechanism (22) is determined to be equal to or higher than the first limit.
[0013]
13. Control device according to claim 1 or 2, CHARACTERIZED by the fact that the hybrid vehicle (1) additionally includes a supply mechanism configured to supply a lubricant that maintains the lubrication of the first gear mechanism (22) for the first gear mechanism (22) using the rotational force of the motor shaft; and the electronic control unit (11) is configured to control, in a case where the temperature of the first gear mechanism (22) that satisfies the desired condition cannot be achieved by adjusting a ratio of the first torque to the total torque, the first rotating electric machine (MG1) and the second rotating electric machine (MG2) so that a travel mode transition is made for the hybrid vehicle (1) from a dual drive travel mode to a single stroke travel and the motor shaft rotates by using the first torque, the double driving travel mode is a mode in which a hybrid vehicle (1) travels by using both the first torque and the second torque in one state in which the internal combustion engine (21) is stopped, the single drive travel mode is a mode in which the hybrid vehicle (1) travels by using the second torque and without using the first torque in a state where the motor internal combustion (21) is stopped.
[0014]
14. Control device according to claim 13, CHARACTERIZED by the fact that the hybrid vehicle (1) includes a second gear mechanism (36) connecting the output shaft of the second rotating electrical machine (MG2) and the drive shaft transmission to each other, the electronic control unit (11) is configured to determine a condition where the temperature of the first gear mechanism (22) that satisfies the desired condition cannot be achieved by adjusting a ratio of the first torque in a case in which the temperature of the first gear mechanism (22) is equal to or greater than the first limit and the temperature of the second gear mechanism (36) is equal to or greater than a third limit or in a case in which the temperature of the first gear mechanism (22) is equal to or greater than a fifth limit exceeding the first limit.

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法律状态:
2018-12-04| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|

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2019-10-22| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|

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2020-11-10| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|

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2021-01-12| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 12/12/2012, OBSERVADAS AS CONDICOES LEGAIS. |

优先权:

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申请号 | 申请日 | 专利标题

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PCT/JP2012/082232|WO2014091582A1|2012-12-12|2012-12-12|Hybrid vehicle control device|

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