CN114506307A - 车辆的控制装置 - Google Patents

车辆的控制装置 Download PDF

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Publication number
CN114506307A
CN114506307A CN202111233905.XA CN202111233905A CN114506307A CN 114506307 A CN114506307 A CN 114506307A CN 202111233905 A CN202111233905 A CN 202111233905A CN 114506307 A CN114506307 A CN 114506307A
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China
Prior art keywords
pressure
control device
mode
oil
vehicle
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CN202111233905.XA
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CN114506307B (zh
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虫贺健太郎
渡边准司
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Toyota Motor Corp
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Toyota Motor Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/022—Chain drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H7/00—Gearings for conveying rotary motion by endless flexible members
    • F16H7/08—Means for varying tension of belts, ropes, or chains
    • F16H7/0829—Means for varying tension of belts, ropes, or chains with vibration damping means
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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
    • B60K6/22—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 characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/24—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 characterised by apparatus, components or means specially adapted for HEVs characterised by the combustion engines
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    • 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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    • 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
    • B60K6/22—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 characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—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 characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—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 characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60K6/42—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 characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60K6/42—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 characterised by the architecture of the hybrid electric vehicle
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/38—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 characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K2006/381—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 characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches characterized by driveline brakes
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Abstract

本发明涉及一种车辆的控制装置。车辆具备通过从油泵供给的油而作为油阻尼器发挥功能的链条张紧器。车辆的控制装置将车辆的行驶模式控制为EV模式及非EV模式中的任一行驶模式。控制装置在行驶模式从EV模式转变为了非EV模式的情况下，执行使EV模式持续的时间即EV持续时间为规定时间以上时的向链条张紧器供给的油的供给压力比EV持续时间小于规定时间时的供给压力高的高压处理。

Description

车辆的控制装置
技术领域
本公开涉及车辆的控制装置。
背景技术
日本特开2014-109237号公报所记载的车辆具备驱动链轮、2个从动链轮、链条、摆动引导件及链条张紧器。驱动链轮安装于内燃机的曲轴。从动链轮分别安装于内燃机的进气凸轮轴及排气凸轮轴。链条卷挂于驱动链轮及2个从动链轮。摆动引导件位于链条的附近。内燃机将摆动引导件以能够摆动的方式支承。链条张紧器将摆动引导件向链条压靠。即，链条张紧器经由摆动引导件而向链条施加张力。另外，向链条张紧器供给油。并且，链条张紧器具有作为油阻尼器的功能。
发明内容
一方案提供一种车辆的控制装置，所述车辆具备：内燃机；电动发电机；驱动链轮，固定于所述内燃机的曲轴；从动链轮，被传递来自所述驱动链轮的驱动力；链条，卷挂于所述驱动链轮及所述从动链轮；摆动引导件，以能够摆动的方式被支承；链条张紧器，将所述摆动引导件向所述链条压靠；及油泵，基于所述曲轴的旋转来喷出油。所述控制装置构成为，将所述车辆的行驶模式控制为使所述内燃机停止并使所述电动发电机驱动来行驶的EV模式及使所述内燃机驱动来行驶的非EV模式中的任一行驶模式。所述链条张紧器通过从所述油泵供给的油而具有作为油阻尼器的功能。所述控制装置构成为，在行驶模式从所述EV模式转变为了所述非EV模式的情况下，执行使所述EV模式持续的时间即EV持续时间为规定时间以上时的向所述链条张紧器供给的油的供给压力比所述EV持续时间小于所述规定时间时的所述供给压力高的高压处理。
一般来说，已知有除了内燃机之外还具备作为驱动源的电动发电机的车辆。在这样的车辆中，能够实现使内燃机停止并使电动发电机驱动来行驶的EV模式下的行驶。
在此，设为能够以EV模式行驶的车辆具备在背景技术中说明的链条张紧器。在EV模式中，由于内燃机处于停止状态，所以从将内燃机作为驱动源进行动作的油泵向链条张紧器的油的供给也停止。在该状态下，若从链条向链条张紧器作用力而链条张紧器动作，则混入于从油泵向链条张紧器的油路的空气有时会向链条张紧器内进入。并且，若一旦空气向链条张紧器内进入，则直到将该空气向链条张紧器外排出为止花费时间，在此期间，链条张紧器可能会无法发挥作为油阻尼器而被期待的效果。
相对于此，根据上述方案，在EV持续时间为规定时间以上的情况下，即，在空气存在于链条张紧器的内部的可能性高的情况下，供给压力变高。因而，与供给压力与EV持续时间小于规定时间时相同的情况相比，向链条张紧器的内部流入的油的量变多，从链条张紧器的内部排出的油的量也变多。伴随于该油的排出，存在于链条张紧器的内部的空气容易向外部排出，因此，即使在从EV模式转变为了非EV模式时在链条张紧器的内部存在空气，也能够将该空气快速排出。
在上述结构中，可以是，所述控制装置将所述内燃机的内燃机转速为预先确定的规定转速以下作为条件来执行所述高压处理。根据上述结构，在内燃机的内燃机转速超过规定转速而作为从油泵向链条张紧器供给的油的压力能够确保充分的压力的情况下，不执行高压处理。因此，例如能够防止与执行高压处理相伴的能量损失。
在上述结构中，可以是，在所述高压处理中，所述EV持续时间越长，则所述控制装置使所述供给压力越高。根据上述结构，EV持续时间长而存在于链条张紧器的内部的空气的量变多的可能性越高，则高压处理中的供给压力越高。因此，即使EV持续时间长，也能够在之后的非EV模式下将链条张紧器的内部的空气快速排出。
在上述结构中，可以是，所述控制装置在行驶模式从所述EV模式转变为了所述非EV模式后，在所述高压处理之前，执行使所述油泵的目标压力成为比所述高压处理中的所述供给压力高的填充压力的填充处理，所述填充处理中的所述填充压力不基于所述EV持续时间变化。
根据上述结构，由于在从EV模式转变为了非EV模式时执行填充处理，所以从油泵到链条张紧器为止的油路内的油的压力快速上升。另一方面，由于不会产生根据EV持续时间而填充处理中的高的填充压力进一步被提高之类的情况，所以不会对例如油泵及油路施加过度的负担。
附图说明
图1是车辆的概略结构图。
图2是链条机构的主视图。
图3是链条张紧器的周边结构的剖视图。
图4是示出压力控制的流程图。
图5是时间图，(a)是示出HV模式的选择状况的变化的时间图。(b)是示出EV模式的选择状况的变化的时间图。(c)是示出内燃机的驱动状况的变化的时间图。(d)是示出第二电动发电机的驱动状况的变化的时间图。(e)是示出油泵的目标压力的变化的时间图。(f)是示出链条张紧器的阻尼力的变化的时间图。
具体实施方式
以下，按照图1～图5(f)来说明本发明的一实施方式。首先，对应用了本公开的控制装置90的车辆100的概略结构进行说明。
如图1所示，车辆100具备内燃机10、动力分配机构40、减速机构50、第一电动发电机61、第二电动发电机62、传递机构66、差速器67及多个驱动轮68作为传递动力的路径。
内燃机10具备曲轴11作为输出轴。曲轴11连接于动力分配机构40。动力分配机构40是具有太阳轮41、齿轮架42、多个小齿轮43、齿圈44及齿圈轴45的行星齿轮机构。外齿齿轮的太阳轮41及内齿齿轮的齿圈44位于同轴上。太阳轮41经由多个小齿轮43而连结于齿圈44。齿轮架42将小齿轮43以能够自转的状态支承。另外，齿轮架42将小齿轮43以能够公转的方式支承。即，小齿轮43伴随于齿轮架42的旋转而公转。齿轮架42连接于曲轴11。太阳轮41连结于第一电动发电机61的旋转轴。
若内燃机10的转矩向齿轮架42输入，则该内燃机10的转矩向太阳轮41和齿圈44分配。并且，若经由太阳轮41而传递来的内燃机10的转矩向第一电动发电机61的旋转轴输入，则第一电动发电机61作为发电机发挥功能。
相对于此，在使第一电动发电机61作为电动机发挥了功能的情况下，第一电动发电机61的转矩向太阳轮41输入。于是，输入到太阳轮41的第一电动发电机61的转矩向齿轮架42和齿圈44分配。并且，若经由齿轮架42而传递来的第一电动发电机61的转矩向内燃机10的曲轴11输入，则内燃机10的曲轴11旋转。即，第一电动发电机61能够使转矩作用于内燃机10。
齿圈44连结于齿圈轴45。齿圈轴45与齿圈44一体旋转。齿圈轴45连接于传递机构66。传递机构66例如包含减速齿轮机构及自动变速器。传递机构66经由差速器67而连接于驱动轮68。差速器67容许在左右的驱动轮68产生转速差。
另外，齿圈轴45连接于减速机构50。减速机构50是具有太阳轮51、齿轮架52、多个小齿轮53、齿圈54及外壳55的行星齿轮机构。外齿齿轮的太阳轮51及内齿齿轮的齿圈54位于同轴上。太阳轮51经由多个小齿轮53而连结于齿圈54。齿轮架52将小齿轮53以能够自转的状态支承。齿轮架52固定于减速机构50的外壳55。即，齿轮架52不能旋转，小齿轮53通过齿轮架52而成为了不能公转的状态。齿圈54连接于齿圈轴45。太阳轮51连接于第二电动发电机62的旋转轴。
第二电动发电机62通过在使车辆100减速时作为发电机发挥功能，从而能够使与第二电动发电机62的发电量对应的再生制动力在车辆100产生。
相对于此，在使第二电动发电机62作为电动机发挥了功能的情况下，第二电动发电机62的转矩经由减速机构50、齿圈轴45、传递机构66及差速器67而向驱动轮68输入。于是，通过第二电动发电机62的转矩，驱动轮68旋转。
车辆100具备第一变换器71、第二变换器72及蓄电池73作为用于授受电力的装置。第一变换器71调整第一电动发电机61与蓄电池73之间的电力的授受量。第二变换器72调整第二电动发电机62与蓄电池73之间的电力的授受量。
如图1所示，车辆100具备供给通路76及油泵77作为用于供给油的机构。油泵77连结于曲轴11，通过该曲轴11旋转而驱动。因此，油泵77是基于曲轴11的旋转来喷出油的所谓机械式的油泵。另外，油泵77通过控制未图示的调整阀而调整油泵77的容量，能够变更在曲轴11旋转1圈时喷出的油的量。即，油泵77是容量可变式泵。供给通路76连接于油泵77。供给通路76将从油泵77喷出的油向内燃机10的各处供给。
如图2所示，车辆100具备用于将曲轴11的驱动力向其他装置传递的链条机构20。链条机构20具备驱动链轮21、进气侧链轮22、排气侧链轮23、链条24、固定引导件25、摆动引导件26、罩27及链条张紧器30。
驱动链轮21安装于曲轴11。进气侧链轮22安装于内燃机10的未图示的进气凸轮轴。排气侧链轮23安装于内燃机10的未图示的排气侧凸轮轴。需要说明的是，进气凸轮轴用于使内燃机10的进气门选择性地开闭，排气凸轮轴用于使内燃机10的排气门选择性地开闭。链条24卷挂于驱动链轮21、进气侧链轮22及排气侧链轮23。因此，若驱动链轮21旋转，则链条24移动，向进气侧链轮22及排气侧链轮23传递驱动力而进气侧链轮22及排气侧链轮23旋转。因此，在本实施方式中，进气侧链轮22及排气侧链轮23是从动链轮。
罩27位于进气侧链轮22及排气侧链轮23的附近。罩27将链条24中的卷挂于进气侧链轮22及排气侧链轮23的部分从链条24的外侧覆盖。
固定引导件25位于由链条24包围的区域之外且该链条24的附近。固定引导件25位于驱动链轮21与排气侧链轮23之间。固定引导件25以从驱动链轮21去往排气侧链轮23的方式延伸。固定引导件25通过螺栓而固定于内燃机10的外表面。固定引导件25从由链条24包围的区域之外与该链条24接触。
摆动引导件26位于由链条24包围的区域之外且该链条24的附近。摆动引导件26位于驱动链轮21与进气侧链轮22之间。摆动引导件26具备引导件主体26A、支承突起26B、抵接突起26C及转动轴26D。引导件主体26A以从驱动链轮21去往进气侧链轮22的方式延伸。引导件主体26A具有长度方向的中央部分朝向链条24弯曲的大致弓型形状。支承突起26B位于引导件主体26A的距驱动链轮21近的端部。支承突起26B向从链条24离开的方向突出。转动轴26D贯通支承突起26B。转动轴26D固定于内燃机10。支承突起26B及引导件主体26A能够以转动轴26D为中心轴进行摆动。抵接突起26C位于引导件主体26A的比长度方向的中央部分距进气侧链轮22近的部位。抵接突起26C向从链条24离开的方向突出。如图3所示，抵接突起26C的突出端面以使该突出端面的中央部分凹陷的方式弯曲。
如图2所示，链条张紧器30隔着摆动引导件26而位于与链条24相反的一侧。如图3所示，链条张紧器30具备壳体31、柱塞32、施力弹簧33、止回阀机构34、上侧凸缘36及下侧凸缘37。
如图3所示，壳体31具有大致圆筒形状，在第一端具有开口，具有封闭的第二端。壳体31的开口朝向抵接突起26C。壳体31的内表面区划内部空间31A、扩径空间31B及供给孔31C。内部空间31A从壳体31的开口延伸到底面，成为了大致圆柱形状的空间。扩径空间31B连接于内部空间31A的轴线方向的大致中央部分。扩径空间31B将内部空间31A在周向上包围，成为了大致圆环形状的空间。供给孔31C从扩径空间31B贯通至壳体31的外周面。供给孔31C连接于供给通路76。
上侧凸缘36从壳体31的外周面朝向上侧突出。上侧凸缘36通过螺栓而固定于内燃机10的外表面。下侧凸缘37从壳体31的外周面朝向下侧突出。下侧凸缘37通过螺栓而固定于内燃机10的外表面。
柱塞32具有大致圆柱形状。柱塞32的外径比壳体31的内部空间31A的内径稍小。柱塞32位于壳体31的内部空间31A。柱塞32的包含第一端的一部分从内部空间31A突出。柱塞32的包含第一端的端面抵接于摆动引导件26的抵接突起26C。柱塞32的包含第一端的端面以使中央部分突出的方式弯曲。另外，在柱塞32的包含第二端的端面与壳体31的内部空间31A的底面之间区划有被供给油的油压室30A。需要说明的是，链条张紧器30通过向油压室30A供给的油而也作为油阻尼器发挥功能。
柱塞32在内部具有空间。柱塞32的内表面区划第一空间32A、第二空间32B、连接孔32C及导入孔32D。第二空间32B、连接孔32C及第一空间32A从柱塞32的第二端朝向第一端依次排列。第二空间32B成为了大致圆柱形状的空间。第二空间32B向油压室30A开放。连接孔32C连接于第二空间32B。连接孔32C成为了大致圆柱形状的空间。连接孔32C的内径比第二空间32B的内径小。第一空间32A连接于连接孔32C。第一空间32A成为了大致圆柱形状的空间。第一空间32A的内径比连接孔32C的内径大。导入孔32D从第一空间32A贯通至柱塞32的外周面。
施力弹簧33位于壳体31与柱塞32之间。施力弹簧33被压缩。施力弹簧33的第一端与壳体31的区划内部空间31A的底面接触。施力弹簧33的包含第二端的一部分位于柱塞32的第二空间32B，与区划该第二空间32B的底面接触。施力弹簧33对柱塞32朝向摆动引导件26的抵接突起26C施力。
止回阀机构34位于柱塞32的第二空间32B，安装于区划该第二空间32B的底面。止回阀机构34根据第一空间32A及第二空间32B的油的压力而限制经由连接孔32C的第一空间32A与第二空间32B之间的油的流通。具体而言，止回阀机构34在第一空间32A的油的压力比第二空间32B的油的压力高的情况下，容许经由连接孔32C的从第一空间32A向第二空间32B的油的流通。相对于此，止回阀机构34在第一空间32A的油的压力为第二空间32B的油的压力以下的情况下，限制经由连接孔32C的从第二空间32B向第一空间32A的油的流通。
接着，对车辆100的电结构进行说明。
如图1所示，车辆100具备曲轴角传感器81、加速器开度传感器83、车速传感器84及加速器踏板89。曲轴角传感器81安装于曲轴11的附近。曲轴角传感器81检测曲轴11的旋转角即曲轴角SC。加速器开度传感器83安装于由驾驶员操作的加速器踏板89的附近。加速器开度传感器83检测由驾驶员操作的加速器踏板89的操作量即加速器开度ACC。车速传感器84检测车辆100的速度即车速SP。
车辆100具备控制装置90。对于控制装置90，从曲轴角传感器81输入表示曲轴角SC的信号。对于控制装置90，从加速器开度传感器83输入表示加速器开度ACC的信号。对于控制装置90，从车速传感器84输入表示车速SP的信号。控制装置90基于曲轴角SC来算出曲轴11的转速即内燃机转速NE。
另外，控制装置90基于加速器开度ACC及车速SP来算出车辆100行驶所需的输出的要求值即车辆要求输出。控制装置90基于车辆要求输出来决定内燃机10、第一电动发电机61及第二电动发电机62的转矩分配。控制装置90基于内燃机10、第一电动发电机61及第二电动发电机62的转矩分配来控制内燃机10的输出和第一电动发电机61及第二电动发电机62的动力运行及再生。
控制装置90通过向内燃机10输出控制信号来执行该内燃机10中的吸入空气量的调整、燃料喷射量的调整、点火正时的调整等各种控制。另外，控制装置90在控制第一电动发电机61时，向第一变换器71输出控制信号。并且，控制装置90通过经由第一变换器71调整第一电动发电机61与蓄电池73之间的电力的授受量来控制第一电动发电机61。而且，控制装置90在控制第二电动发电机62时，向第二变换器72输出控制信号。并且，控制装置90通过经由第二变换器72调整第二电动发电机62与蓄电池73之间的电力的授受量来控制第二电动发电机62。
控制装置90在车辆100行驶的情况下，选择EV模式及HV模式的任一方作为车辆100的行驶模式。在此，EV模式是使内燃机10停止且使第一电动发电机61和/或第二电动发电机62驱动的车辆100的行驶模式。因此，在EV模式下，车辆100通过第一电动发电机61的转矩和/或第二电动发电机62的转矩而行驶。另外，HV模式是除了第一电动发电机61及第二电动发电机62之外还使内燃机10驱动的车辆100的行驶模式。因此，在HV模式下，车辆100除了第一电动发电机61及第二电动发电机62的转矩之外还通过内燃机10的转矩而行驶。在本实施方式中，HV模式是非EV模式的一例。
控制装置90例如在蓄电池73的剩余容量存在充分的余裕的情况下，在车辆100的起步时及轻负荷行驶时选择EV模式。相对于此，控制装置90例如在蓄电池73的剩余容量不存在充分的余裕的情况下，选择HV模式。
控制装置90在选择了HV模式作为车辆100的行驶模式的情况下，算出通常压力PB作为从油泵77向供给通路76喷出的油的通常时的目标压力。具体而言，内燃机转速NE越高，则控制装置90算出越高的值作为通常压力PB。通常压力PB的一例是数十kPa～一百几十kPa左右。另外，控制装置90根据状况而设定比通常压力PB大的值作为从油泵77向供给通路76喷出的油的目标压力。关于油的目标压力的设定的详情后述。控制装置90以设定的目标压力越高则油泵77的喷出量越大的方式控制油泵77。
控制装置90在选择了EV模式作为车辆100的行驶模式的情况下，对EV模式持续的时间即EV持续时间TE进行计数。需要说明的是，如上所述，在选择了EV模式时，内燃机10处于停止状态。伴随于此，油泵77也处于停止状态。因此，在选择了EV模式时，控制装置90不算出从油泵77向供给通路76喷出的油的目标压力。
上述的控制装置90能够构成为包含按照计算机程序(软件)来执行各种处理的1个以上的处理器的电路(circuitry)。需要说明的是，控制装置90也可以构成为执行各种处理中的至少一部分的处理的包含专用集成电路(ASIC)等1个以上的专用的硬件电路或它们的组合的电路。处理器包含CPU及RAM以及ROM等存储器。存储器保存有构成为使CPU执行处理的程序代码或指令。存储器即计算机可读介质包含能够利用通用或专用的计算机来访问的所有介质。
接着，对设定从油泵77喷出的油的目标压力的压力控制进行说明。控制装置90在车辆100的行驶模式从EV模式转变为了HV模式时执行压力控制。
如图4所示，当压力控制开始后，在步骤S11中，控制装置90设定预先确定的填充压力PA作为油泵77的目标压力。并且，控制装置90基于设定的填充压力PA，通过向油泵77输出控制信号来控制该油泵77。填充压力PA是在内燃机10的启动时用于使供给通路76内的油的压力快速上升的目标值，被设定为比通常压力PB高的一定的固定值。因此，填充压力PA不基于EV持续时间TE变化。即，填充压力PA与EV持续时间TE相独立。填充压力PA的一例是油泵77能够喷出的油的压力的最大值，是数百kPa左右。之后，控制装置90使处理进入步骤S12。
在步骤S12中，控制装置90判定从执行步骤S11起的持续时间即填充持续时间T1是否为预先确定的第一规定时间C1以上。第一规定时间C1作为从设定填充压力PA起到充分升高供给通路76内的油的压力为止所需的时间，例如通过实验而确定。第一规定时间C1的一例是十数秒左右。在本实施方式中，步骤S11及步骤S12的处理是填充处理。
在步骤S12中控制装置90判定为填充持续时间T1小于第一规定时间C1的情况下(S12：否)，再次执行步骤S12的处理。在步骤S12中控制装置90判定为填充持续时间T1为第一规定时间C1以上的情况下(S12：是)，使处理进入步骤S13。
在步骤S13中，控制装置90判定EV持续时间TE是否为预先确定的规定时间TA以上。规定时间TA如以下这样确定。在EV模式持续时，有时空气会向链条张紧器30的内部进入。并且，在EV模式持续时向链条张紧器30的内部进入的空气的量存在EV持续时间TE越长则越多的倾向。并且，若向链条张紧器30的内部进入的空气的量超过某一定的量，则无法忽视给链条张紧器30的作为油阻尼器的功能带来的不良影响。于是，规定时间TA作为给链条张紧器30的作为油阻尼器的功能带来不良影响的量的空气能够进入的时间，例如通过实验而确定。规定时间TA的一例是数十分钟左右。
在步骤S13中控制装置90判定为EV持续时间TE小于规定时间TA的情况下(S13：否)，使处理进入步骤S31。相对于此，在步骤S13中控制装置90判定为EV持续时间TE为规定时间TA以上的情况下(S13：是)，使处理进入步骤S14。需要说明的是，控制装置90在步骤S13的判定后将EV持续时间TE复位。
在步骤S14中，控制装置90判定内燃机转速NE是否比预先确定的规定转速B小。规定转速B如以下这样确定。如上所述，内燃机转速NE越高，则控制装置90算出越高的值作为通常压力PB。于是，规定转速B作为用于判定通常压力PB比预先确定的阈值小的值而确定。通常压力PB的阈值被确定为将填充压力PA除以后述的修正系数而得到的值。规定转速B的一例是数千rpm左右。在步骤S14中控制装置90判定为内燃机转速NE为规定转速B以上的情况下(S14：否)，使处理进入步骤S31。
如上所述，控制装置90在步骤S13的处理中作出了否定判定的情况或在步骤S14的处理中作出了否定判定的情况下，使处理进入步骤S31。在步骤S31中，控制装置90设定通常压力PB作为油泵77的目标压力。并且，控制装置90基于设定的通常压力PB，通过向油泵77输出控制信号来控制该油泵77。之后，控制装置90结束本次的压力控制。
相对于此，在步骤S14中控制装置90判定为内燃机转速NE比规定转速B小的情况下(S14：是)，使处理进入步骤S21。
在步骤S21中，控制装置90通过对通常压力PB乘以修正系数来算出修正压力PC。修正系数为了算出比通常压力PB大的值作为修正压力PC而通过实验等预先确定。因此，修正系数的一例是比1大的固定值。需要说明的是，如上所述，在执行步骤S21时，通常压力PB比阈值小。并且，该阈值是将填充压力PA除以修正系数而得到的值。因此，对通常压力PB乘以修正系数而得到的值即修正压力PC比填充压力PA小。之后，控制装置90使处理进入步骤S22。
在步骤S22中，控制装置90设定修正压力PC作为油泵77的目标压力。并且，控制装置90基于设定的修正压力PC，通过向油泵77输出控制信号来控制该油泵77。之后，控制装置90使处理进入步骤S23。
在步骤S23中，控制装置90判定从设定修正压力PC起的持续时间即修正持续时间T2是否为预先确定的第二规定时间C2以上。关于第二规定时间C2，从设定修正压力PC起到存在于链条张紧器30的内部的全部的空气被排出为止所需的时间例如通过实验而确定。第二规定时间C2的一例是数十秒～数分钟左右。
在本实施方式中，通过步骤S21～步骤S23的处理，设定修正压力PC作为油泵77的目标压力。其结果，向链条张紧器30的内部供给的油的供给压力与设定通常压力PB作为油泵77的目标压力的情况相比变高。另外，步骤S21～步骤S23在步骤S13的判定为肯定的情况下执行。因此，步骤S21～步骤S23的处理是在EV持续时间TE为规定时间TA以上时提高供给压力的高压处理。
在步骤S23中控制装置90判定为修正持续时间T2小于第二规定时间C2的情况下(S23：否)，再次执行步骤S23的处理。相对于此，在步骤S23中控制装置90判定为修正持续时间T2为第二规定时间C2以上的情况下(S23：是)，使处理进入步骤S24。
在步骤S24中，控制装置90设定通常压力PB作为油泵77的目标压力。并且，控制装置90基于设定的通常压力PB，通过向油泵77输出控制信号来控制该油泵77。之后，控制装置90结束本次的压力控制。
对本实施方式的作用进行说明。
需要说明的是，如图5(e)所示，在未算出从油泵77向供给通路76喷出的油的目标压力的情况下，为了方便，将油泵77的目标压力设为“0”。
如图5(a)所示，设为：在时刻t11下，车辆100的系统驱动，选择了HV模式作为车辆100的行驶模式。于是，如图5(c)所示，在时刻t11下内燃机10驱动。另外，若内燃机10驱动而曲轴11旋转，则油泵77驱动而喷出油。并且，来自油泵77的油向供给通路76及链条张紧器30的内部逐渐供给。此时，在链条张紧器30中，经由壳体31的供给孔31C、柱塞32的导入孔32D、第一空间32A、连接孔32C及第二空间32B而向油压室30A供给油。其结果，根据油压室30A的油的压力及施力弹簧33的作用力而柱塞32的突出量变大，由此，链条张紧器30将摆动引导件26向链条24压靠。
另外，在链条张紧器30中，伴随于链条24的移动而从摆动引导件26向柱塞32作用力。若从摆动引导件26向柱塞32作用的力变大，则柱塞32的突出量变小。于是，经由壳体31的内周面与柱塞32的外周面之间的间隙而从油压室30A流出油，由此，从摆动引导件26向柱塞32作用的力衰减。因此，链条张紧器30通过从油泵77供给的油而作为油阻尼器发挥功能。
之后，如图5(b)所示，设为：在时刻t13下，选择了EV模式作为车辆100的行驶模式。于是，如图5(c)及图5(d)所示，在时刻t13下，内燃机10停止并且第二电动发电机62驱动。若这样内燃机10停止，则油泵77也停止，因此，在时刻t13以后，从油泵77向供给通路76及链条张紧器30的内部的油的供给停止。其结果，在时刻t13以后，链条张紧器30的内部的油的压力逐渐下降，由此，如图5(f)所示，链条张紧器30的作为油阻尼器的功能即阻尼力也逐渐下降。
如图5(c)所示，在时刻t13～时刻t21的期间，内燃机10未驱动，因此曲轴11不会通过内燃机10的驱动力而旋转。不过，如图5(d)所示，在时刻t13～时刻t21的期间，第二电动发电机62驱动，因此该第二电动发电机62的驱动力有时经由减速机构50及动力分配机构40而向曲轴11传递。于是，通过第二电动发电机62的驱动力而曲轴11稍微正旋转或者稍微逆旋转。若这样曲轴11摆动，则链条24的张力变化，因此从链条24经由摆动引导件26而向链条张紧器30作用力。
若从摆动引导件26向柱塞32作用的力变大，则柱塞32的突出量变小。于是，经由壳体31的内周面与柱塞32的外周面之间而从油压室30A流出油。相对于此，若从摆动引导件26向柱塞32作用的力变小，则通过施力弹簧33的作用力而柱塞32的突出量变大。
此时，由于油泵77处于停止而供给通路76的油的压力低，所以有时在供给通路76中混入有空气。因而，在柱塞32的突出量变大时，混入于供给通路76的空气有时向链条张紧器30的油压室30A进入。尤其是，时刻t13～时刻t21的时间即EV持续时间TE越长，则空气向链条张紧器30的油压室30A进入的机会越多，因此空气向油压室30A进入的可能性高。
之后，如图5(a)所示，设为：在时刻t21下，再次选择了HV模式作为车辆100的行驶模式。于是，如图5(c)所示，在时刻t21下，内燃机10驱动。另外，如图5(e)所示，若在时刻t21下设定填充压力PA作为油泵77的目标压力，则经由供给通路76而向链条张紧器30的油压室30A逐渐供给油。因而，即使空气正向链条张紧器30的油压室30A流入，如图5(f)的实线所示，在时刻t21～时刻t22的期间，链条张紧器30的阻尼力也逐渐变大。不过，如图5(f)的实线所示，空气正向链条张紧器30的油压室30A流入的情况下的链条张紧器30的阻尼力与如图5(f)的单点划线所示那样空气未向油压室30A流入的情况相比会变小。需要说明的是，若这样链条张紧器30的阻尼力变小，则有时移动的链条24松动，因松动的链条24与罩27接触而产生异响。
这一点，在本实施方式中，在EV持续时间TE为规定时间TA以上的情况下，如图5(e)的实线所示，在时刻t22下，比图5(e)的双点划线所示的通常压力PB高的修正压力PC被设定为油泵77的目标压力。因而，在时刻t22以后，与设定通常压力PB作为油泵77的目标压力的情况相比，向链条张紧器30的油压室30A流入的油的量变多，并且从油压室30A排出的油的量也变多。之后，在从时刻t22经过了第二规定时间C2的时刻t23下，油泵77的目标压力被设定为通常压力PB。
对本实施方式的效果进行说明。
(1)在本实施方式中，在EV持续时间TE为规定时间TA以上的情况下，油泵77的目标压力成为比通常压力PB高的修正压力PC。因而，向油压室30A流入的油的量变多，从油压室30A排出的油的量也变多。其结果，即使在作为车辆100的行驶模式而从EV模式转变为了HV模式时在链条张紧器30的油压室30A中存在空气，也能够将该空气与从油压室30A排出的油一起快速排出。需要说明的是，若能够这样将油压室30A的空气快速排出，则如图5(f)的实线所示，能够快速恢复链条张紧器30的阻尼力。
(2)由于内燃机转速NE越高则关于通常压力PB算出越高的压力，所以例如在内燃机转速NE为规定转速B以上的情况下通常压力PB充分变高。在这样通常压力PB充分高的情况下，若设定比通常压力PB高的修正压力PC作为油泵77的目标压力，则为了油泵77的驱动而使用的内燃机10的驱动力浪费。
这一点，在本实施方式中，以内燃机转速NE比规定转速B小为条件，设定比通常压力PB高的修正压力PC作为油泵77的目标压力。由此，在内燃机转速NE为规定转速B以上而作为从油泵77向链条张紧器30供给的油的压力能够确保充分的压力的情况下，不设定比通常压力PB高的修正压力PC作为油泵77的目标压力。因此，能够防止为了油泵77的驱动而使用的内燃机10的驱动力无用地损失。
(3)在本实施方式中，在从EV模式转变为了HV模式时，设定比修正压力PC高的填充压力PA作为油泵77的目标压力，因此供给通路76的油的压力快速上升。另一方面，由于不会产生例如根据EV持续时间TE而填充压力PA进一步被提高之类的情况，所以能够抑制对油泵77及供给通路76等施加过度的负担。
本实施方式能够如以下这样变更而实施。本实施方式及以下的变更例能够在技术上不矛盾的范围内互相组合而实施。
·在上述实施方式中，也可以变更算出修正压力PC的条件即执行步骤S21的条件。例如，控制装置90也可以省略步骤S14的处理而与内燃机转速NE无关地算出修正压力PC。
·在上述实施方式中，修正压力PC的算出的方法能够变更。例如，也可以不是对通常压力PB乘以修正系数来算出修正压力PC，而是对通常压力PB加上规定的修正值来算出修正压力PC。
·另外，例如，控制装置90也可以EV持续时间TE越长则算出越高的值作为修正压力PC。根据该结构，EV持续时间TE长而存在于链条张紧器30的油压室30A的空气的量变多的可能性越高，则向油压室30A供给的油的压力越高。因此，即使EV持续时间TE长，也能够在之后的HV模式下将油压室30A的空气快速排出。
·在如上述那样EV持续时间TE越长则算出越高的值作为修正压力PC的结构中，能够省略步骤S13的处理。具体而言，由于EV持续时间TE越短则修正压力PC成为越低的值，所以通过将EV持续时间TE短的情况下的修正压力PC取代通常压力PB而使用，即使省略步骤S13的处理也无妨。
·在EV持续时间TE越长则算出越高的值作为修正压力PC的结构中，可以是EV持续时间TE越长则逐级地使修正压力PC越高，也可以是EV持续时间TE和修正压力PC处于正的比例关系。需要说明的是，在EV持续时间TE和修正压力PC处于正的比例关系的情况下，EV持续时间TE为任意的规定时间以上的情况下的修正压力PC比EV持续时间TE比上述任意的规定时间小的情况下的修正压力PC高。因此，在该变更例的情况下，也相当于使EV持续时间TE为规定时间以上时的油的供给压力比小于规定时间时的油的供给压力高的高压处理。
·例如，控制装置90也可以不基于通常压力PB来算出修正压力PC。作为具体例，在步骤S22中，控制装置90也可以将作为比基于内燃机转速NE算出的通常压力PB的范围大的值而预先确定的一定的压力设定为油泵77的目标压力。
·在上述实施方式中，也可以在EV持续时间TE为规定时间TA以上的情况下，使填充压力PA比EV持续时间TE小于规定时间TA的情况下的填充压力PA大。不过，在该情况下，需要使EV持续时间TE小于规定时间TA的情况下的填充压力PA比油泵77的最大喷出压小。
·在上述实施方式中，通常压力PB的算出的方法也可以变更。例如，控制装置90也可以与内燃机转速NE无关地算出通常压力PB。需要说明的是，作为通常压力PB，也可以是预先确定的一定的固定值。
·在上述实施方式中，车辆100也可以不具备第一电动发电机61及第二电动发电机62，具备至少1个电动发电机即可。即，车辆具备1个以上的电动发电机和内燃机即可。

Claims (4)

1.一种车辆的控制装置，所述车辆具备：
内燃机；
电动发电机；
驱动链轮，固定于所述内燃机的曲轴；
从动链轮，被传递来自所述驱动链轮的驱动力；
链条，卷挂于所述驱动链轮及所述从动链轮；
摆动引导件，以能够摆动的方式被支承；
链条张紧器，将所述摆动引导件向所述链条压靠；及
油泵，基于所述曲轴的旋转来喷出油，
其中，所述控制装置构成为将所述车辆的行驶模式控制为使所述内燃机停止并使所述电动发电机驱动来行驶的EV模式及使所述内燃机驱动来行驶的非EV模式中的任一行驶模式，
所述链条张紧器通过从所述油泵供给的油而具有作为油阻尼器的功能，
所述控制装置构成为，在从所述EV模式转变为了所述非EV模式的情况下，执行使所述EV模式持续的时间即EV持续时间为规定时间以上时的向所述链条张紧器供给的油的供给压力比所述EV持续时间小于所述规定时间时的所述供给压力高的高压处理。
2.根据权利要求1所述的车辆的控制装置，
所述控制装置构成为，将所述内燃机的内燃机转速为预先确定的规定转速以下作为条件来执行所述高压处理。
3.根据权利要求1或2所述的车辆的控制装置，
所述控制装置构成为，在所述高压处理中，所述EV持续时间越长，则使所述供给压力越高。
4.根据权利要求1～3中任一项所述的车辆的控制装置，
所述控制装置构成为，在从所述EV模式转变为了所述非EV模式后，在所述高压处理之前，执行使所述油泵的目标压力成为比所述高压处理中的所述供给压力高的填充压力的填充处理，
所述填充处理中的所述填充压力不基于所述EV持续时间变化。
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