CN108297675B - 混合动力车辆的控制装置 - Google Patents

混合动力车辆的控制装置 Download PDF

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Publication number
CN108297675B
CN108297675B CN201810028532.4A CN201810028532A CN108297675B CN 108297675 B CN108297675 B CN 108297675B CN 201810028532 A CN201810028532 A CN 201810028532A CN 108297675 B CN108297675 B CN 108297675B
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rotational speed
coupling
torque
electric motor
rotating element
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CN201810028532.4A
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CN108297675A (zh
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今村达也
田端淳
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Toyota Motor Corp
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Toyota Motor Corp
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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Abstract

本发明提供一种混合动力车辆的控制装置，在动力分配机构的输出侧设置能够差动旋转的连接器，通过控制该连接器的转速差，可以改善动力的传递效率，改善耗油率或者耗电性能。本发明的控制装置还配备有：由差动机构构成的动力分配机构；被连接到第一旋转元件上的发动机；被连接到第二旋转元件上的第一电动机；被连接到第三旋转元件上的第二电动机；被从第三旋转元件传递转矩的驱动轮；具有被传递第三旋转元件的转矩的驱动侧构件和将转矩输出给驱动轮的从动侧构件、并且能够控制驱动侧构件与从动侧构件的转速差的连接器；以及控制第一电动机、第二电动机和连接器的控制器，控制器变更连接器中的转速差(步骤S2),伴随着转速差的变更，变更第一电动机和第二电动机中的至少第一电动机的转速或者转矩(步骤S4)。

Description

混合动力车辆的控制装置
技术领域
本发明涉及以作为驱动动力源配备有至少两种类型的驱动装置的混合动力车辆为对象的控制装置。
背景技术
在专利文献1中记载了混合动力车辆的一个例子。专利文献1中记载的驱动装置以下述方式构成：配备有动力分配机构，所述动力分配机构配备有：被输入发动机的转矩的第一旋转元件、连接有第一电动机·发电机的第二旋转元件、以及作为输出部的第三旋转元件，所述驱动装置根据需要将第二电动机·发电机的转矩附加到从第三旋转元件输出的转矩上，并输出给驱动轮。在第一旋转元件与发动机之间配置有能够进行至少二级变速的动力传递机构。能够利用该动力传递机构将规定车速下的发动机转速切换为高低两个转速。
根据专利文献1记载的驱动装置，由于能够利用第一电动机·发电机将发动机转速控制为适当的转速，而且，在高车速时通过减小动力传递机构中的变速比，能够降低发动机转速，因此，能够抑制发动机中的燃料消耗，谋求低耗油率化。
现有技术文献
专利文献
专利文献1：国际公开第2013/114594号
发明内容
发明所要解决的课题
上述专利文献1中记载的混合动力驱动装置中的动力分配机构及动力传递机构具有上述第一至第三旋转元件及其它多个旋转构件，通过这些旋转元件及旋转构件的相对旋转，进行动力分配及规定变速比下的转矩传递。即，由于是利用动力分配机构和作为变速部的动力传递机构两者来进行发动机的转速或者运转点的控制的结构，因此，存在着作为驱动装置的整体的结构大型化的可能性。另外，因动力分配机构及动力传递机构各自的相对旋转而产生不可避免的动力损失，相对转速越大，另外，传递的转矩越大，则损失变得越大。即，能量效率越降低。并且，在专利文献1记载的驱动装置中，在车辆以规定的车速行驶的状态下的动力分配机构及动力传递机构中的旋转元件及旋转构件的相对转速(或者，转速差)，会变成机构上决定的规定的转速，因此，没有进行降低该状态下的动力损失的控制的余地，在提高能量效率这一点上，还有改进的余地。
本发明是着眼于上述技术课题而做出的，其目的是提供一种能够改变动力分配机构的工作状态或者工作点，进而可以谋求提高能量效率的混合动力车辆的控制装置。
解决课题的手段
为了达到上述目的，本发明的混合动力车辆的控制装置配备有：借助第一旋转元件、第二旋转元件和第三旋转元件这三个旋转元件进行差动作用的动力分配机构；连接到上述第一旋转元件上的发动机；连接到上述第二旋转元件上的第一电动机；连接到上述第三旋转元件上的第二电动机；以及被从上述第三旋转元件传递转矩的驱动轮，其特征在于，还配备有连接器和控制器，所述连接器具有被传递上述第三旋转元件的转矩的驱动侧构件和将转矩输出给上述驱动轮的从动侧部件，并且能够控制上述驱动侧构件与上述从动侧构件的转速差，上述控制器控制上述第一电动机、上述第二电动机和上述连接器，上述控制器变更上述连接器的上述转速差，伴随着上述转速差的变更，变更上述第一电动机和上述第二电动机中的至少上述第一电动机的转速或者转矩。
本发明的上述控制器也可以以下述方式构成：变更上述转速差以及上述第一电动机和上述第二电动机中的至少上述第一电动机的转速或者转矩，以使得由通过上述连接器中的上述转速差的变更所形成的上述连接器的动力传递效率和通过上述动力分配机构的工作状态伴随着上述连接器中的上述转速差的变更而变化所形成的上述动力分配机构的动力传递效率确定的总效率，变得比上述转速差的变更以及上述动力分配机构的工作状态伴随着上述转速差的变更而变化之前的总效率高。
另外，在本发明中，上述发动机包括能够沿着表示燃烧效率最佳的运转状态的最佳耗油率曲线运转的发动机，上述控制器在将上述发动机保持在上述最佳耗油率曲线上的运转状态的状态下变更上述第一电动机的转速或者转矩。
在本发明中，上述混合动力车辆配备有从上述第三旋转元件被传递转矩的副轴和将转矩传递给左右的上述驱动轮的主减速机构，上述连接器与上述副轴同轴地设置在上述副轴与上述主减速机构之间。
在本发明中，上述连接器是具有将上述驱动侧构件与上述从动侧构件连接起来的摩擦式的锁止离合器的流体连接器，上述控制器通过使上述锁止离合器成为打滑状态，控制上述转速差。
发明的效果
在本发明中，由于发动机输出的转矩经由动力分配机构及连接器被传递给驱动轮，因此，动力分配机构及连接器的动力损失影响能量效率。但是，即使因变更连接器的转速差而连接器的动力损失增大，通过伴随着连接器的转速差的变更而变更第一电动机或者第二电动机的转速或者转矩，变更动力分配机构的工作状态，动力分配机构的动力损失也会被降低。从而，根据本发明，通过连接器的转速差的变更及第一电动机或者第二电动机引起的动力分配机构的工作状态的变更，可以提高总效率。
附图说明
图1是表示作为根据本发明的控制装置的控制对象的混合动力车辆中的齿轮系的一个例子的示意图。
图2是示意地表示对于锁止离合器的液压控制回路的一个例子的图。
图3是说明该混合动力车辆的控制系统用的框图。
图4是集中地表示该混合动力车辆的各个行驶模式中的制动器的卡合及释放的状态、以及各个电动机·发电机的功能的图。
图5是用于说明混合动力模式中的前进时的工作状态的共线图。
图6是表示连接器的转速差与损失量的关系的一个例子的曲线图。
图7是表示转速差与动力分配机构的工作点变更量的关系的一个例子的曲线图。
图8是表示转速差与动力分配机构的损失的关系的一个例子的曲线图。
图9是表示在连接器中不产生转速差的状态、以及在连接器产生转速差并使动力分配机构变化到机械点的状态的共线图。
图10是用于说明由本发明的控制装置实施的控制例的流程图。
图11是表示在进行了图10所示的控制的情况下的发动机转速、发动机转矩、第一电动机的转矩、第一电动机的转速、锁止离合器的卡合液压、第二电动机的转矩、第二电动机的转速、连接器中的流体的温度的变化的一个例子的时间图。
具体实施方式
图1表示由作为本发明的实施方式的控制装置控制的混合动力车辆中的齿轮系的一个例子，在与发动机(ENG)1同一轴线上，从发动机1侧起依次配置有制动器2、动力分配机构3、以及第一电动机·发电机(MG1。下面，称之为第一电动机)4。发动机1是汽油发动机或柴油发动机等内燃机。制动器2是选择性地将发动机1的输出轴以及与之连接的构件的旋转停止用的制动器，可以由借助液压或者电磁力等进行动作的摩擦式或者啮合式的制动器构成。
在图1所示的例子中，动力分配机构3由借助三个旋转元件进行差动作用的单小齿轮型的行星齿轮机构构成。从而，动力分配机构3配备有三个旋转元件：太阳齿轮S、相对于太阳齿轮S配置在同心圆上的齿圈R、使与太阳齿轮S及齿圈R啮合的小齿轮可自转及公转地保持该小齿轮的行星齿轮架C。发动机1被连接到该行星齿轮架C上。动力分配机构3的输出部件是齿圈R，在齿圈R上连接有输出齿轮5。太阳齿轮S与作为中空轴的太阳齿轮轴6的外周部一体化地设置，第一电动机4(更具体地说，第一电动机4的转子)被连接到该太阳齿轮轴6上。从而，太阳齿轮S成为反作用力部件。另外，在图1所示的例子中，太阳齿轮S相当于本发明的实施方式中的第二旋转元件，行星齿轮架C相当于第一旋转元件，齿圈R相当于第三旋转元件。
中间轴7贯通太阳齿轮轴6的内部地配置。中间轴7的一个端部被连接到上述行星齿轮架C或者发动机1的输出轴上，另外，其另一个端部被连接到油泵8上。油泵8是被发动机1输出的转矩驱动的所谓的机械式泵。
与中间轴7平行地配置副轴9，动力分配机构3的输出齿轮5与设置在该副轴9上的从动齿轮10啮合。从而，转矩被从齿圈R传递到副轴9。与上述中间轴7及副轴9平行地配置第二电动机·发电机(MG2。下面，称之为第二电动机)11，安装于该第二电动机11的转子轴12上的主动齿轮13与上述从动齿轮10啮合。从而，构成为将第二电动机11的转矩附加到从输出齿轮5输出的转矩上。
在与副轴9同一轴线上配置能够控制(变更)转速差的连接器14。连接器14是在驱动侧构件和从动侧构件之间经由适当的介质传递转矩的连接器，进而，是构成为能够伴随着这些构件的相对旋转(差动旋转)而传递转矩的连接器。该连接器的例如为具有转矩放大作用的变矩器、流体连接器或者电磁粉末离合器。图1中表示的流体连接器的例子，以下面所述的方式构成：作为驱动侧构件的泵轮15与作为从动侧构件的涡轮机叶轮16对向地配置，通过将由泵轮15产生的流体(或者油)的螺旋流供应给涡轮机叶轮16，在泵轮15与涡轮机叶轮16之间传递转矩。控制泵轮15与涡轮机叶轮16的转速差，另外，限制泵轮15与涡轮机叶轮16的相对旋转的锁止离合器17设置在泵轮15和涡轮机叶轮16之间，另外，与该锁止离合器17串联地设置有减震器18。锁止离合器17也可以是具有不打滑的完全卡合状态和不传递转矩的释放状态，并且能够伴随着打滑传递转矩且变更其打滑转速(转速差)的摩擦式的离合器。
在图2中示意地表示为了控制锁止离合器17的卡合·释放的状态的液压回路的一个例子。供应给锁止离合器17以及连接器14的液压是利用次级调节阀(图中未示出)将排放压调压而成的调整压PSM，上述排放压是将上述油泵8产生的液压调压到管路压力的初级调节阀(图中未示出)的排放压。在将该调整液压PSM供应给锁止离合器17的油路中设置锁止控制阀VLU。该锁止控制阀VLU由线性电磁阀构成，通过根据控制指令信号适当地变更调压水平，高低控制供应给锁止离合器17的锁止液压，或者控制锁止液压的供应·排出。从而，锁止离合器17的打滑量、即连接器14的转速差可以由锁止控制阀VLU控制。
上述副轴9被连接到泵轮15上。与此相对，主动齿轮19被连接到涡轮机叶轮16上，该主动齿轮19与作为主减速机的差动齿轮20中的齿圈21啮合。从而，驱动力被从差动齿轮20传递给左右的驱动轮22。从而，在图1所示的例子中，从输出齿轮5向驱动轮22输出驱动转矩，在传递该驱动转矩的路径的途中设置连接器14。另外，在图1中，为了作图方便起见，对于连接器14以及差动齿轮20，将位置调换到图1的右侧。
第一电动机4中产生的电力被供应给第二电动机11，第二电动机11作为电动机起作用，其输出转矩在上述从动齿轮10中附加到从输出齿轮5输出的转矩上。从而，各个电动机4、11经由包含逆变器23及蓄电装置24的电源部25被电连接。另外，作为一个例子，这些电动机4、11由三相同步电动机构成。
在图3中用框图表示对于上述混合动力车辆的控制系统。所述混合动力车辆的控制系统设置有控制各个电动机4、11的电动机·发电机用电子控制装置(MG—ECU)26和控制发动机1的发动机用电子控制装置(ENG—ECU)27。这些电子控制装置26、27以微型计算机为主体构成，基于输入的各种信号或者数据进行运算，将其运算结果作为控制指令信号输出。MG-ECU26主要控制第一电动机4及第二电动机11各自的电流(MG1电流、MG2电流)。另外，ENG—ECU27主要对发动机1输出用于指示其电子节气门(图中未示出)的开度的电子节气门开度信号、及指示点火及其正时的点火信号。
所述混合动力车辆的控制系统设置有混合动力用电子控制装置(HV—ECU)28，所述混合动力用电子控制装置28对这些电子控制装置26、27输出指令信号，并且进行上述锁止离合器17及制动器2的转矩容量或者卡合及释放的控制。该HV—ECU28与上述各个电子控制装置26、27一样，以微型计算机为主体构成，基于输入的各种信号或者数据进行运算，将其运算结果作为控制指令信号输出。其被输入的数据例如有车速、加速踏板开度、第一电动机(MG1)4的转速、第二电动机(MG2)11的转速、输出轴(例如，上述副轴9)的转速、充电剩余量(SOC)、来自于节能开关的信号、上述连接器14的转速差等。另外，输出的指令信号例如为：第一电动机(MG1)4的转矩指令及第二电动机(MG2)11的转矩指令被输出到上述MG—ECU26，发动机转矩指令被输出到上述ENG—ECU27。进而，从HV—ECU28输出对于控制锁止离合器17的转矩容量(连接器14的转速差)用的锁止控制阀VLU的指令信号、将制动器2卡合或者释放的指令信号。另外，上述各个ECU26、27、28相当于本发明的实施方式中的控制器。
通过使上述各个电动机4、11作为电动机或者发电机起作用，另外，将制动器2控制到卡合或者释放状态，由此设定各种行驶模式。在图4中集中地表示行驶模式。电力行驶(EV)模式是不使用发动机1的驱动力而前进行驶及后退行驶的模式，能够进行只用第二电动机2作为电动机驱动的单独驱动和将第一电动机4及第二电动机11两者作为电动机驱动的双驱动。另外，在双驱动的情况下，使制动器2卡合，停止发动机1的输出轴或者与之连接的行星齿轮架C的旋转。混合动力(HV)模式是利用发动机1和各个电动机4、11产生驱动力进行前进行驶及后退行驶的模式，是使第一电动机4作为发电机起作用并利用第一电动机4控制发动机1的转速，将该第一电动机4发出的电力供应给第二电动机11并使第二电动机11作为电动机起作用的模式。
这里，利用关于构成动力分配机构3的行星齿轮机构的共线图，说明在以混合动力模式行驶的状态下的动力分配机构3及连接器14的工作状态。图5表示前进时的工作状态，发动机1输出正方向的转矩，与此相对，第一电动机4通过正旋转并且发电，输出负方向的转矩。第二电动机11借助于第一电动机4发出的电力而作为电动机起作用，输出正方向的转矩。在图5中用粗的箭头表示这些转矩的方向。在该状态下，发动机转速根据第一电动机4的转速而变化，在稳定的行驶状态下，由第一电动机4控制，以使发动机转速成为在表示燃烧效率或者能量效率最好的运转状态的最佳耗油率曲线上的转速。另一方面，在连接器14中，如果锁止离合器17完全卡合，则成为没有转速差的直接连接状态，从而，输入侧的副轴9的转速和主动齿轮19的转速成为同一转速。与此相对，当锁止离合器17被控制到打滑状态或者被控制到释放状态时，在泵轮15与涡轮机叶轮16上产生转速差，副轴9的转速相对于主动齿轮19的转速成为高转速。并且，在连接器14中产生动力损失。
由于在上述图5所示的混合动力模式中的前进行驶的情况下，即，在以第一电动机4进行发电而控制发动机1的转速地旋转的情况下，构成动力分配机构3的各个旋转元件(太阳齿轮S、齿圈R、保持小齿轮的行星齿轮架C)旋转，因此，产生由摩擦引起的不可避免的动力损失。另外，由于由第一电动机4发出的电力被供应给第二电动机11，或者被蓄电，因此，产生伴随着转换成电力的能量损失。第一电动机4与太阳齿轮S一起旋转，其转速越大，则上述动力分配机构3中的能量(动力)损失变得越大，在第一电动机4与太阳齿轮S一起停止着的状态下，作为动力分配机构3的整体的损失变小。如图1所示，在利用行星齿轮机构构成动力分配机构的齿轮系中，有时将第一电动机4与太阳齿轮S一起停止着的工作点称作机械点，一般地，在机械点侧工作的状态下的动力分配机构3的整体的能量效率，变得比脱离了机械点的工作状态下的动力分配机构3的整体的能量效率高。另外，由于实际使用的电动机的特性及包含行星齿轮机构的齿轮系的结构等原因，损失达到最小的工作状态是不同的，也存在着在脱离机械点的工作状态下损失达到最小的情况。
另一方面，有时将由动力分配机构3分配的发动机转矩之中经由输出齿轮5输出的转矩称为直达转矩，将第二电动机11的转矩附加到直达转矩上而成的转矩经由副轴9、连接器14以及差动齿轮20被传递给驱动轮22。如前面所述，如果锁止离合器17完全卡合，则由于连接器14不产生打滑地传递转矩，所以，连接器14中的损失变得最小，与此相对，如果将锁止离合器17控制到打滑状态而使得在连接器14中产生转速差(泵轮15与涡轮机叶轮16的相对旋转)，则该打滑成为主要原因而损失增大，能量效率降低。另外，如果在连接器14中产生转速差，则可以使动力分配机构3中的输出齿轮5的转速变化，变更动力分配机构3的工作状态(工作点)。该工作状态的变化是齿圈R以及与之成一体的输出齿轮5的转速的增大、以及与之相伴的太阳齿轮S及与之连接的第一电动机4的转速的降低。即，作为动力分配机构3，该工作状态的变化是工作状态向着接近上述机械点的方向或者朝向损失变得最小的工作点(下面，有时称之为损失最小工作点)的变化。从而，以在连接器14中不产生打滑的状态下的动力分配机构3的工作状态为基准，在连接器14中产生了转速差的情况下的动力分配机构3的工作状态的变化量(以第一电动机4为例，其转速的变化量)越大，则动力分配机构3的工作状态越接近于机械点或者损失最小工作点，损失越降低。另外，有时将这种动力分配机构3的工作状态的变化量称为工作点变更量。
这里，所谓工作点是由转矩和转速决定的工作状态，从而，动力分配机构3的工作点是由施加到动力分配机构3上的转矩或者利用动力分配机构3传递的转矩和构成动力分配机构3的行星齿轮机构的转速差决定的工作状态。另外，发动机1及电动机4、11的工作点是由各自的转矩和转速决定的工作状态，从而，对于发动机1有时将工作点称作运转点。在图1所示的结构中，当在将发动机1的转速保持恒定的状态下在连接器14上产生打滑而使其转速差变化时，即，当使连接器14的工作状态变化时，动力分配机构3的转速差及电动机4、11的转速、即工作点变化，与之相伴地损失也发生变化。
当更具体地说明时，作为一个例子，连接器14的转速差与损失量的关系如图6所示。即，转速差越大，另外，传递的转矩越大，则动力的损失越增大。这里，所谓连接器14中的损失是被输入给泵轮15的动力和从泵轮15向涡轮机叶轮16传递的动力之差，它们的动力的比例是传递动力的效率。从而，在图6中表示的损失可以借助使用连接器14的实验或者通过模拟预先求出。
与此相对，在动力分配机构3中，通过连接器14中的转速差变大，齿圈R及输出齿轮5的转速相对于没有上述转速差的情况下的转速而言增大。即，工作点变更量变大。在图7中表示其一个例子，转速差越大，另外，车速越高，则工作点变更量变得越大。如前面所述，由于当工作点变化时，动力分配机构3的工作状态接近机械点，所以，工作点变更量越大，动力分配机构3中的动力损失越降低。在图8中表示其一个例子。这里，动力分配机构3中的动力损失是被输入给行星齿轮架C的发动机1的动力与被传递给副轴9的动力之差。在该损失中包括由构成动力分配机构3的行星齿轮机构中的摩擦引起的损失及与通过第一电动机4作为发电机起作用而被消耗或电力转换相伴的损失、第二电动机11的损失。并且，被输入给行星齿轮架C的发动机1的动力与从输出齿轮5输出的动力的比例为动力传递效率。从而，在图8中表示的损失可以通过使用动力分配机构3以及各个电动机4、11的实验或者模拟预先求出。
图9是表示在前进行驶时使得在连接器14中产生转速差的情况和不使之产生转速差的情况的共线图，用附加了符号“A”的实线表示在连接器14中不产生转速差的状态，用附加了符号“B”的虚线表示使得在连接器14中产生转速差并使动力分配机构3变化至机械点的状态。另外，由转速及转矩确定的发动机1的工作点，在由符号“A”表示的状态以及由符号“B”表示的状态中的任一状态下均被保持于最佳耗油率曲线上的工作点，发动机转速恒定。
在本发明的实施方式中作为对象的驱动装置中，通过控制设置在动力分配机构3的输出齿轮5与驱动轮22之间的连接器14的转速差，可以控制动力分配机构3中的工作状态及与之相伴的损失。本发明的实施方式中的控制装置产生这种损失的增减的特性，实施使能量效率(换句话说，车辆的耗油率)提高的控制。下面参照图10的流程图，说明其一个例子。另外，图10所示的程序由前面所述的各个ECU26、27、28实施。
在混合动力车辆行驶着的情况下实施图10所示的程序。首先，判断是否为耗油率优先的状态(步骤S1)。所谓耗油率优先的状态，例如，是在加速踏板开度大到某种程度而驱动要求量增大时，在能够选择抑制加速度的增大以将耗油率保持在良好的状态的控制和即使耗油率恶化也使加速度增大的控制的情况下，选择前者的抑制加速度的增大而使耗油率良好的控制的条件成立的状态。其一个例子是上述节能开关被开启操作的状态，或者是通过加速踏板开度在规定的低开度并且车速的变化小的定速行驶状态继续而使低耗油率要求的判断成立的状态等。在这种条件成立的情况下，在步骤S1中做出肯定的判断。另外，也可以在上述连接器14的油(流体)的温度或者控制锁止离合器17或制动器2的油(流体)的温度在设计上确定的规定温度范围以外而为低温的情况下，或者相反为高温的情况下，耗油率优先的条件不成立，在步骤S1中做出否定的判断。
在步骤S1中做出否定的判断的情况下，一度结束图10所示的程序。在这种情况下，实施动力性能优先的混合动力模式下的控制或电力行驶模式下的控制等与该时刻的驱动要求量或车速等行驶状态相应的控制。与此相对，在步骤S1中做出肯定的判断的情况下，锁止离合器17的打滑量(打滑转速)被确定(步骤S2)。由于锁止离合器17被设置成将连接器14中的作为驱动侧构件的泵轮15与作为从动侧构件的涡轮机叶片16连接起来，所以，其打滑量相当于连接器14的转速差。
如前面所述，当连接器14的转速差变化时，如参照上述图9说明的那样，动力分配机构3中的齿圈R以及输出齿轮5的转速变化，其结果是，动力分配机构3的工作状态(差动状态)变化。并且，由动力分配机构3产生的损失变化(降低)。即，当在连接器14中产生转速差时，连接器14中的损失增大，在动力分配机构3中，损失降低。这些损失与转速差的关系如参照图6、图7、图8说明的那样。在步骤S2，基于连接器14中的转速差和连接器14及动力分配机构3中的损失的关系求出连接器14的转速差，以使得将连接器14的损失和动力分配机构3的损失合计起来的总损失变得最小，换句话说，使得从发动机1到主动齿轮19的动力传递路径中的总效率变得比恰在此前的状态下的总效率更好、优选达到最好。
上述总损失达到最小的转速差是与转速差相应地在连接器14中增大的损失和与转速差相应地在动力分配机构3中降低的损失的差值达到最小的转速，是该差值尽可能地接近于零或者变为负的转速。另外，如果差值变为“负”，则由于总损失降低，所以，总能量效率增大。由于这种总损失达到最小、总能量效率达到最大的转速差也可以逐次地运算求出，另外，各损失如图6至图8所示进行预判，所以，也可以利用其关系，预先作为映射来准备，由该映射求出。
接着，在步骤S3，为了由连接器14实现在步骤S2中求出的转速差，对锁止离合器17的打滑转速进行反馈控制。由于连接器14中的转速差被作为副轴9的转速与主动齿轮19的转速之差而求出，所以，利用适当的传感器求出副轴9的转速和主动齿轮19的转速，并且，通过计算出其差来获得。另外，副轴9的转速和主动齿轮19的转速也可以由被连接到副轴9或主动齿轮19上的适当的旋转构件的转速来求出。在步骤S3中，将在步骤S2中求出的转速差作为目标转速，控制锁止离合器17的打滑转速，以使实际的转速差与该目标转速相一致。具体地说，利用上述锁止控制阀VLU控制锁止离合器17的卡合压。另外，由于锁止离合器17的打滑量、即连接器14的转速差因输入的转矩而变化，所以，也可以通过对第二电动机11的转矩或者转速与锁止离合器17的卡合压一并进行控制，由此进行锁止离合器17的反馈控制。例如，在即使将锁止离合器17完全释放、连接器14的转速差也没有变成目标值的情况下，进行借助第二电动机11使泵轮15的转速变化以使连接器14的转速差与目标值一致的控制。在该控制变成从蓄电装置24向第二电动机11供应电力的控制的情况下，即，变成消耗蓄电装置24的电力的情况下，考察消耗的燃料的削减量与电力的消耗量的多寡，在消耗燃料的削减量比电力消耗量多的情况下，即，在能量效率提高的情况下，将第二电动机11作为电动机来驱动，将连接器14的转速差向着目标值进行控制。
如参照图9说明的那样，当变更连接器14的转速差时，动力分配机构3的工作状态变化。更具体地说，通过将发动机1保持在该时刻的车速等行驶状态下的最佳耗油率运转点，太阳齿轮S及与其连接的第一电动机4的转速、以及与齿圈R连接的第二电动机11的转速发生变化。由于这些电动机4、11的转速是基于连接器11的转速差来确定的，所以，在步骤S4，将第一电动机4及第二电动机11的转速控制到基于连接器14的转速差确定的转速。之后，暂时结束图10的程序。另外，由于动力分配机构3的工作状态的变更或者工作点变更量根据第一电动机4的转速的变化而产生，所以，在步骤S4中，进行至少变更第一电动机4的转速(工作点)的控制。
在图11中表示出在进行了图10所示的控制的情况下的发动机转速、发动机转矩、第一电动机的转矩、第一电动机的转速、锁止离合器的卡合液压、第二电动机的转矩、第二电动机的转速、连接器中的流体的温度的变化的一个例子。在图11中，在以最佳耗油率曲线上的运转点运转发动机1来行驶的状态下，当连接器14的流体(ATF)的温度超过在设计上确定的上限温度Tmax时，例如即使节能开关开启，也不实施耗油率优先的控制。当流体的温度从该状态起降低，变成上限温度Tmax以下时(t1时刻)，耗油率优先模式的判断成立。这是在图10所示的流程图的步骤S1中做出肯定判断的状态。
在耗油率优先状态下，首先，为了在连接器14中产生转速差，锁止离合器17的卡合压被降低。该降低的梯度可以按照不会产生振动等异常的方式预先决定。由于混合动力车辆行驶用的负荷施加到涡轮机叶轮16上，与此相对，从发动机1传递的转矩施加到泵轮15上，所以，当在锁止离合器17中产生打滑时，泵轮15的转速增大。与此相伴，与泵轮15连接的第二电动机11的转速增大。另外，第二电动机11的转矩被降低。
当在连接器14中产生转速差时，动力分配机构3的齿圈3的转速增大。在该情况下，由于发动机1将转速及转矩保持在之前的转速及转矩，因此，太阳齿轮S以及与其连接的第一电动机4的转速降低。另外，第一电动机4的负转矩增大。即，第一电动机4及第二电动机11的工作点通过图10所示的步骤S4的控制而被变更。
通过将锁止离合器17控制到打滑状态而进行的连接器14的转速差控制、以及第一电动机4及第二电动机11的转速及转矩(即，工作点)的变更控制，是变更各个工作点、以便降低动力分配机构3中的损失并使其降低量超过连接器14的损失的增大的控制。从而，当连接器14的转速差达到作为目标的转速时(t2时刻)，第二电动机11的转矩变成零。在这里说明的例子中，是控制连接器14的转速差以使动力分配机构3中的太阳齿轮S的转速为零并停止第一电动机4进行的发电的例子。换句话说，是控制连接器14的转速差以使动力分配机构3在机械点工作的例子。从而，由于第一电动机4不发电，因此，为了使电力平衡成立，不向第二电动机11供应电力，其转矩变成零。
在该状态下，在连接器14中经由流体进行转矩的传递，搅拌力和剪切力作用于流体而发热。因此，流体的温度停留在发热量和散热量达到平衡的温度(t3时刻)。在这种降低损失的控制或者提高动力传递效率的控制的过程中，发动机1的运转点被保持在最佳耗油率曲线上，其转速以及转矩在控制的前后基本上被保持恒定。
上述图10所示的流程图的连接器14的转速差(锁止离合器17的打滑量)以及动力分配机构3(第一电动机4或者第二电动机11)的工作点的控制，尽管在连接器14中产生转速差而产生损失，但是，由于降低动力分配机构3中的损失以便补偿该损失，因此，成为降低总损失的控制。从而，根据作为本发明的实施方式的控制装置，可以提高混合动力车辆中的动力传递效率，改善耗油率或者电力消耗率。
另外，在本发明中作为对象的混合动力车辆，主要是配备有发动机、具有发电功能的第一电动机、将这些发动机和第一电动机连接起来的动力分配机构、第二电动机、设置在动力分配机构与驱动轮之间的连接器的混合动力车辆，并不局限于配备有图1所示的结构的齿轮系的混合动力车辆。从而，本发明的动力分配机构并不局限于单小齿轮型的行星齿轮机构，也可以由双小齿轮型的行星齿轮机构或将多组行星齿轮机构组合而成的复合行星齿轮机构构成。
附图标记说明
1···发动机，2···制动器，3···动力分配机构，4···第一电动机，5···输出齿轮，6···太阳齿轮轴，7···中间轴，8···油泵，9···副轴，10···从动齿轮，11··第二电动机，12···转子轴，13···主动齿轮，14···连接器，15···泵轮，16···涡轮机叶轮，17···锁止离合器，18···减震器,19···主动齿轮，20···差动齿轮，21···齿圈，22···驱动轮，23···逆变器，24···蓄电装置，25···电源部，26···电动机·发电机用电子控制装置(MG—ECU)，27···发动机用电子控制装置(ENG—ECU)，28···混合动力车辆用电子控制装置(HV—ECU)，C···行星齿轮架，R···齿圈，S···太阳齿轮，VLU···锁止控制阀。

Claims (5)

1.一种混合动力车辆的控制装置，配备有：借助第一旋转元件、第二旋转元件和第三旋转元件这三个旋转元件进行差动作用的动力分配机构；与上述第一旋转元件连接的发动机；与上述第二旋转元件连接的第一电动机；与上述第三旋转元件连接的第二电动机；以及从上述第三旋转元件被传递转矩的驱动轮，其特征在于，
所述混合动力车辆的控制装置还配备有：
连接器，上述连接器具有被传递上述第三旋转元件的转矩的驱动侧构件和将转矩输出给上述驱动轮的从动侧构件，并且能够控制上述驱动侧构件与上述从动侧构件的转速差；以及
控制器，上述控制器控制上述第一电动机、上述第二电动机和上述连接器，
上述控制器变更上述连接器中的上述转速差，并且，伴随着上述转速差的变更，变更上述第一电动机和上述第二电动机中的至少上述第一电动机的转速或转矩，
上述控制器变更上述转速差以及上述第一电动机和上述第二电动机中的至少上述第一电动机的转速或者转矩，以使得由通过上述连接器中的上述转速差的变更所形成的上述连接器的动力传递效率和通过上述动力分配机构的工作状态伴随着上述连接器中的上述转速差的变更而变化所形成的上述动力分配机构的动力传递效率确定的总效率，变得比上述转速差的变更以及上述动力分配机构的工作状态伴随着上述转速差的变更而变化之前的总效率更高。
2.如权利要求1所述的混合动力车辆的控制装置，其特征在于，
上述发动机包括能够沿着表示燃烧效率最佳的运转状态的最佳耗油率曲线运转的发动机，
上述控制器在将上述发动机保持在上述最佳耗油率曲线上的运转状态的状态下，变更上述第一电动机的转速或者转矩。
3.如权利要求1或2所述的混合动力车辆的控制装置，其特征在于，
上述混合动力车辆配备有从上述第三旋转元件被传递转矩的副轴和将转矩传递给左右的上述驱动轮的主减速机构，
上述连接器与上述副轴同轴地设置在上述副轴与上述主减速机构之间。
4.如权利要求1或2所述的混合动力车辆的控制装置，其特征在于，
上述连接器是具有将上述驱动侧构件与上述从动侧构件连接起来的摩擦式的锁止离合器的流体连接器，
上述控制器通过使上述锁止离合器成为打滑状态来控制上述转速差。
5.如权利要求3所述的混合动力车辆的控制装置，其特征在于，
上述连接器是具有将上述驱动侧构件与上述从动侧构件连接起来的摩擦式的锁止离合器的流体连接器，
上述控制器通过使上述锁止离合器成为打滑状态来控制上述转速差。
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