JP2006144641A - Power output device and automobile equipped therewith, and control method for the power output device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To maintain driving condition of each part of a hybrid automobile in good condition, without mounting a special cooling device. <P>SOLUTION: In a power output method in this invention, when the temperature of lubricating oil for lubricating and cooling a power distribution integrating mechanism 30, motors MG1, MG2, etc. exceeds a predetermined temperature, the engine 22 is operated with its operating point shifted in a direction to lessen the total loss of the power distribution integrating mechanism 30 and motors MG1, MG2, and the engine 22 and motors MG1, MG2 are driven and controlled so as to output the required torque required of a ring gear shaft 32a as a drive shaft. Since the lubricating oil can thus be adjusted to a temperature suitable for the lubrication and cooling, the lubrication and cooling of the power distribution integrating mechanism 30 and motors MG1, MG2 are secured without mounting a special cooling device, maintaining the driving condition in good condition. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a power output apparatus that outputs power to a drive shaft, an automobile that is mounted with the power output apparatus and that travels with an axle connected to the drive shaft, and a control method for the power output apparatus.

Conventionally, as this type of power output apparatus, an apparatus mounted on a hybrid vehicle including an engine, a transmission, and a motor has been proposed. In this apparatus, cooling devices are mounted on the engine, transmission, and motor, respectively, and the temperature of the engine, transmission, and motor is adjusted to be within the appropriate temperature range by controlling each cooling device.
JP 2004-136777 A

  However, in the power output device described above, if the engine, transmission, and motor are sufficiently cooled by the cooling device, the number of components of the cooling device to be mounted increases or becomes large, so that the entire device becomes large. In particular, when mounted on a hybrid vehicle, it is necessary to mount a motor in addition to the engine, transmission, etc., so the mounting space is limited, and it is extremely difficult to mount a cooling device that sufficiently cools the engine, transmission, and motor. It is.

  The power output device of the present invention, the automobile equipped with the power output device, and the control method of the power output device are one of the objects to solve these problems, to reduce the size and to maintain the power transmission mechanism in a good driving state. . Another object of the present invention is to provide a power output device, a vehicle equipped with the power output device, and a control method for the power output device, while reducing the size and maintaining the power transmission mechanism, the generator, and the motor in a good driving state. To do. Furthermore, it is an object of the power output apparatus of the present invention, an automobile on which the power output apparatus is mounted, and a control method for the power output apparatus to cope with the required driving force.

  In order to achieve at least a part of the above object, the power output apparatus of the present invention, the automobile equipped with the power output apparatus, and the control method of the power output apparatus employ the following means.

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An internal combustion engine;
A power transmission mechanism connected to the output shaft of the internal combustion engine and the drive shaft, and capable of transmitting power from the internal combustion engine to the drive shaft by a mechanical mechanism;
An electric motor capable of outputting power to the drive shaft without going through the power transmission mechanism;
The internal combustion engine is configured such that a loss of the power transmission mechanism is adjusted based on a temperature of a lubricating cooling medium that lubricates and / or cools the power transmission mechanism, and a driving force based on a required driving force is output to the driving shaft. The gist is provided with drive control means for driving and controlling the electric motor.

  In the power output device of the present invention, the loss of the power transmission mechanism is adjusted based on the temperature of the lubrication cooling medium that lubricates and cools the power transmission mechanism, and the driving force based on the required driving force is output to the drive shaft. The internal combustion engine and the electric motor are driven and controlled. Therefore, the lubrication cooling medium can be maintained in a state suitable for lubrication and cooling without using a special cooling device. As a result, it is possible to reduce the size and maintain the power transmission mechanism in a favorable driving state. Moreover, it can respond to the required driving force.

  In such a power output apparatus of the present invention, the drive control means is a means for controlling so that the loss of the power transmission mechanism is reduced when the temperature of the lubricating cooling medium is equal to or higher than a predetermined temperature. You can also

  In the power output apparatus of the present invention, the power transmission mechanism is connected to three axes of the output shaft, the drive shaft, and the third rotation shaft of the internal combustion engine, and any two of the three shafts are connected. A three-axis power input / output mechanism for inputting / outputting power to / from the remaining shaft based on input / output power; and a generator capable of inputting / outputting power to / from the third rotating shaft; The internal combustion engine, the generator, and the electric motor can be driven and controlled. In this aspect of the power output apparatus according to the present invention, the drive control means includes a loss of the power transmission mechanism based on a temperature of a lubricating cooling medium shared by the power transmission mechanism, the generator, and the motor, and the generator. And controlling the drive of the internal combustion engine, the generator, and the electric motor so that the sum of the loss of the motor and the loss of the electric motor is adjusted and the driving force based on the required driving force is output to the driving shaft. It can also be. If it carries out like this, size reduction can be attained and a power transmission mechanism, a generator, and an electric motor can be maintained in a favorable drive state. Furthermore, in the power output apparatus of the present invention of this aspect, the drive control means may be means for controlling the loss of the sum to be adjusted by moving the operating point of the internal combustion engine. . In this way, the power transmission mechanism, the generator, and the electric motor can be maintained in a good driving state simply by moving the operating point of the internal combustion engine.

  In the power output apparatus of the present invention in which the operating point of the internal combustion engine is moved, the drive control means is adjusted so that the sum loss is reduced when the temperature of the lubricating cooling medium is equal to or higher than a predetermined temperature. It can also be a means for controlling. In the power output apparatus of the present invention according to this aspect, the drive control means sets the operating point of the internal combustion engine when the generator is driven in a normal rotation when the temperature of the lubricating cooling medium is equal to or higher than the predetermined temperature. It can also be a means for controlling the internal combustion engine to operate by moving it to the low rotation high torque side. Further, in the power output apparatus of the present invention of these aspects, the drive control means may be configured such that when the generator is driven in a negative rotation when the temperature of the lubrication cooling medium is equal to or higher than the predetermined temperature, the drive control means It may be a means for controlling the internal combustion engine to be operated by moving the operating point to the high rotation low torque side. Furthermore, in the power output apparatus of the present invention of these aspects, the drive control means is configured to operate the internal combustion engine at an operating point at which power is efficiently output from the internal combustion engine when the temperature of the lubricating cooling medium is lower than the predetermined temperature. It can also be a means for controlling the engine to operate. In this way, the energy efficiency of the entire apparatus can be further improved.

The automobile of the present invention
The power output apparatus of the present invention according to any one of the above-described embodiments, that is, a power output apparatus that basically outputs power to a drive shaft, the internal combustion engine, the output shaft of the internal combustion engine, and the drive shaft A power transmission mechanism that is capable of transmitting power from the internal combustion engine to the drive shaft by a mechanical mechanism, an electric motor that can output power to the drive shaft without passing through the power transmission mechanism, and the power The internal combustion engine and the electric motor are configured such that a loss of the power transmission mechanism is adjusted based on a temperature of a lubricating cooling medium that lubricates and / or cools the transmission mechanism, and a driving force based on a required driving force is output to the driving shaft. And a drive control means for driving and controlling the vehicle, and the vehicle is driven with an axle connected to the drive shaft.

  In the automobile of the present invention, since the power output device of the present invention according to any one of the above-described aspects is mounted, the same effect as the effect of the power output device of the present invention, for example, downsizing and a power transmission mechanism That can maintain the power in a good driving state, the effect that can respond to the required driving force, the effect that the power transmission mechanism, the generator, and the motor can be kept in a good driving state while reducing the size Can be played.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine, a power transmission mechanism connected to an output shaft and a drive shaft of the internal combustion engine, and capable of transmitting power from the internal combustion engine to the drive shaft by a mechanical mechanism, and the power transmission mechanism without passing through the power transmission mechanism An electric motor capable of outputting power to a drive shaft, and a control method of a power output device comprising:
The internal combustion engine is configured such that the loss of the power transmission mechanism is adjusted based on the temperature of the lubrication cooling medium to be lubricated and / or cooled, and the driving force based on the required driving force is output to the drive shaft. The gist is to drive and control the electric motor.

  According to the control method of the power output apparatus of the present invention, the loss of the power transmission mechanism is adjusted based on the temperature of the lubrication cooling medium that performs lubrication and cooling of the power transmission mechanism, and the driving force based on the required driving force is driven. The internal combustion engine and the electric motor are controlled to be output to the shaft. Therefore, the lubrication cooling medium can be maintained in a state suitable for lubrication and cooling without using a special cooling device. As a result, it is possible to reduce the size and maintain the power transmission mechanism in a favorable driving state. Moreover, it can respond to the required driving force.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a power output apparatus as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire power output apparatus.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 39a and 39b of the vehicle through the gear mechanism 37 and the differential gear 38.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The oil pump 60 is configured, for example, as an internal gear pump that is driven by the crankshaft 26 of the engine 22, and the lubricating oil stored in the oil pan 62 is supplied to the power distribution and integration mechanism 30, the reduction gear 35, and the motors MG1 and MG2. The parts are lubricated and cooled.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes a shift position from a shift position sensor 82 that detects an oil temperature Toil from a temperature sensor 64 attached to an oil pan 62, an ignition signal from an ignition switch 80, and an operation position of a shift lever 81. SP, accelerator pedal position Acc from the accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83, brake pedal position BP from the brake pedal position sensor 86 that detects the amount of depression of the brake pedal 85, and vehicle speed from the vehicle speed sensor 88 V or the like is input through the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of the thus configured hybrid vehicle 20 of the embodiment will be described. FIG. 2 is a flowchart illustrating an example of a drive control routine executed by the hybrid electronic control unit 70 of the hybrid vehicle 20 according to the embodiment. This routine is repeatedly executed every predetermined time (for example, every 8 msec).

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Ne of the engine 22, the motor MG1. , MG2 rotation speed Nm1, Nm2, remaining capacity SOC of battery 50, input / output limits Win and Wout of battery 50, and oil temperature Toil from temperature sensor 64 are executed (step S100). Here, the rotation speed Ne of the engine 22 is detected by a rotation speed sensor (not shown) attached to the crankshaft 26 and input from the engine ECU 24 by communication. The rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44 and input from the motor ECU 40 by communication. did. The remaining capacity SOC is calculated based on the charge / discharge current of the battery 50 detected by the current sensor, and is input from the battery ECU 52 by communication. Input / output limits Win and Wout are set based on the remaining capacity SOC, battery temperature, and the like, and are input from the battery ECU 52 by communication.

  When the data is input in this way, the required torque Tr * and the required power Pr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b are set based on the input accelerator opening Acc and the vehicle speed V. (Step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 3 shows an example of a map for setting the required torque. The required power Pr * is set to a value obtained by multiplying the required torque Tr * by the rotation speed Nr of the ring gear shaft 32a. The rotational speed Nr of the ring gear shaft 32a can be obtained by dividing the rotational speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35 or by multiplying the vehicle speed V by the conversion factor k.

  When the required power Pr * is set in this way, the engine required power Pe * to be output from the engine 22 is set by the sum of the set required power Pr *, the charge / discharge required power Pb * of the battery 50 and the loss Loss (step S120). . Here, the charge / discharge required power Pb * can be set based on the remaining capacity SOC of the battery 50 and the accelerator opening Acc.

  When the engine required power Pe * is set, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the engine required power Pe * (step S130). This setting is performed by setting the target rotational speed Ne * and the target torque Te * based on the operation line for efficiently operating the engine 22 and the engine required power Pe *. FIG. 4 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained by the intersection of the operating line and a curve with a constant engine required power Pe * (Ne * × Te *).

  Next, the input oil temperature Toil is compared with the predetermined temperature Tref (step S140). Here, the predetermined temperature Tref is used to determine whether the lubricating oil from the oil pan 62 is in a temperature state suitable for lubrication and cooling of the power distribution and integration mechanism 30, the reduction gear 35, and the motors MG1 and MG2. For example, 120 ° C.

  If the oil temperature Toil is determined to be equal to or lower than the predetermined temperature Tref, it is determined that the lubricating oil is in a temperature state suitable for lubrication and cooling, and the set target rotational speed Ne * of the engine 22 and the rotational speed of the ring gear shaft 32a are determined. Using Nr (= Nm2 / Gr) and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed Nm1 * of the motor MG1 is set by the following equation (1) and the set target rotational speed Nm1 * and the current rotational speed Based on the number Nm1, the torque command Tm1 * of the motor MG1 is set by the following equation (2) (step S180). FIG. 5 is a collinear diagram showing the dynamic relationship between the rotational speed and torque of each rotating element of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotational speed of the sun gear 31, the C-axis indicates the rotational speed of the carrier 34, and the R-axis indicates the rotational speed Nr of the ring gear 32 (ring gear shaft 32a). As described above, since the rotation speed of the sun gear 31 is the rotation speed Nm1 of the motor MG1 and the rotation speed of the carrier 34 is the rotation speed Ne of the engine 22, the target rotation speed Nm1 * of the motor MG1 is the rotation speed of the ring gear shaft 32a. Based on Nr, the target rotational speed Ne * of the engine 22 and the gear ratio ρ of the power distribution and integration mechanism 30, it can be calculated by the equation (1). Therefore, the engine 22 can be rotated at the target rotational speed Ne * by setting the torque command Tm1 * so that the motor MG1 rotates at the target rotational speed Nm1 * and drivingly controlling the motor MG1. Here, Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “KP” in the second term on the right side is a gain of a proportional term. Yes, “KI” in the third term on the right side is the gain of the integral term. Note that the two thick arrows on the R axis in FIG. 5 indicate that the torque Te * output from the engine 22 when the engine 22 is steadily operated at the operation point of the target rotational speed Ne * and the target torque Te * is the ring gear shaft 32a. (Hereinafter, this torque is called direct torque) and torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a.

Nm1 * = (Ne * ・ (1 + ρ) -Nm2 / Gr) / ρ (1)
Tm1 * = previous Tm1 * + KP (Nm1 * -Nm1) + KI∫ (Nm1 * -Nm1) dt (2)

  When the target rotational speed Nm1 * of the motor MG1 and the torque command Tm1 * are set, a request is made based on the required torque Tr *, the torque command Tm1 *, the gear ratio ρ of the power distribution and integration mechanism 30, and the gear ratio Gr of the reduction gear 35. A temporary motor torque Tm2tmp as a torque to be output from the motor MG2 in order to apply the torque Tr * to the ring gear shaft 32a is calculated by the following equation (3) determined from the torque balance relationship in the nomograph of FIG. S190), the following equations (4) and (5) based on the input / output limits Win and Wout of the battery 50, the torque command Tm1 * of the motor MG1, the current rotational speed Nm1 of the motor MG1, and the rotational speed Nm2 of the motor MG2. ) For torque limits Tm2min and Tm2max as lower and upper limits of torque that may be output from motor MG2. Calculated (step S200), compares towards the the torque limit Tm2max larger of the tentative motor torque Tm2tmp and the torque restriction Tm2min, sets the smaller of the two to the torque command Tm2 * of the motor MG2 (step S210). Thereby, torque command Tm2 * of motor MG2 can be set as a torque limited within the range of input / output limits Win and Wout of battery 50.

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (3)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (4)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (5)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S220), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do.

  If it is determined in step S140 that the oil temperature Toil is higher than the predetermined temperature Tref, it is determined that the lubricating oil is not in a temperature state suitable for lubrication or cooling, and the input rotational speed Nm1 of the motor MG1 is 0 or more. Whether or not (step S150). When it is determined that the rotational speed Nm1 is equal to or greater than 0, the target rotational speed Ne * is subtracted from the target rotational speed Ne * set in step S130 to reset the target rotational speed Ne * and reset the engine required power Pe *. The target torque Te * is reset by dividing the target rotational speed Ne * (step S160). FIGS. 6 and 7 show how the target rotational speed Ne * and the target torque Te * are reset when the oil temperature Toil is higher than the predetermined temperature Tref and the rotational speed Nm1 is 0 or more. “A” in the figure indicates a case where the operation point on the operation line for efficiently outputting power from the engine 22 is set to the target rotational speed Ne * and the target torque Te *, and “B” in the figure indicates “A”. This shows a case where the engine required power Pe * is set to the target rotational speed Ne * and the target torque Te * while the engine required power Pe * is fixed and moved to the low rotation high torque side. When the rotational speed Nm1 is greater than or equal to 0, the lower the target rotational speed Ne *, the lower the rotational speed of the ring gear 32 and the lower the rotational speed of the sun gear 31 and the rotational speed of the carrier 34. Get smaller. Further, if the target rotational speed Ne * is lowered while the engine required power Pe * remains constant, the target torque Te * increases. Therefore, the direct torque of the engine 22 increases and torque to be output from the motor MG2 (torque command Tm2 *) Becomes smaller, and the loss (copper loss) of the motor MG2 becomes smaller. On the other hand, when the target torque Te * increases, the absolute value of the torque (torque command Tm1 *) to be output from the motor MG1 increases, so the copper loss increases, but the target rotation speed Ne * (rotation speed Nm1) decreases. Therefore, the iron loss is reduced and the loss of the motor MG1 is not increased. In consideration of these matters, when the rotational speed Nm1 is greater than or equal to 0, the efficiency of the engine 22 deteriorates if the operating point of the engine 22 is moved to the low-rotation high-torque side, but the power distribution and integration mechanism 30 and the motors MG1, The loss of the sum with MG2 can be reduced, and the temperature rise of the lubricating oil can be suppressed. For this reason, the operating point of the engine 22 is moved to the low-rotation high-torque side when the oil temperature Toil is higher than the predetermined temperature Tref and the rotational speed Nm1 is 0 or more. FIG. 8 shows the heat loss of the power distribution and integration mechanism 30 and the motors MG1 and MG2 when the engine 22 is operated at the target rotational speed Ne * and the target torque Te * of “A”, and the target rotational speed of “B”. A comparative example of the power distribution integration mechanism 30 and the heat loss of the motors MG1, MG2 when the engine 22 is operated with Ne * and the target torque Te * is shown.

  If it is determined that the rotational speed Nm1 is less than 0, the target rotational speed Ne * is reset by adding the predetermined rotational speed ΔNe to the target rotational speed Ne * set in step S130, and the engine required power Pe * is reset. The target torque Te * is reset by dividing the target rotational speed Ne * (step S170). When the rotational speed Nm1 is less than 0, the loss of the power distribution and integration mechanism 30 tends to decrease as the target rotational speed Ne * increases. When the rotational speed Nm1 is less than 0, the motor MG1 is driven as an electric motor and the motor MG2 is driven as a generator, and a part of the power output from the motor MG1 is generated by the motor MG2. The energy circulation in which the generated power is supplied to the motor MG1 again occurs to increase the loss of the motors MG1 and MG2. However, the increase in the loss of the motor MG1 and MG2 due to the energy circulation is suppressed as the target rotational speed Ne * is increased. be able to. Considering these facts, when the rotational speed Nm1 is less than 0, the efficiency of the engine 22 deteriorates if the operating point of the engine 22 is moved to the high-rotation low-torque side, but the power distribution integration mechanism 30 and the motors MG1, The loss of the sum with MG2 can be reduced, and the temperature rise of the lubricating oil can be suppressed. For this reason, when the oil temperature Toil is higher than the predetermined temperature Tref and the rotation speed Nm1 is less than 0, the operating point of the engine 22 is moved to the high rotation low torque side.

  When the target rotational speed Ne * and the target torque Te * are reset in this way, the processing after step S180 is performed based on the reset target rotational speed Ne * and target torque Te *, and this routine is terminated.

  According to the hybrid vehicle 20 of the embodiment described above, when the temperature of the lubricating oil (oil temperature Toil) for lubricating and cooling the power distribution and integration mechanism 30 and the motors MG1 and MG2 is higher than the predetermined temperature Tref, the power distribution and integration is performed. The engine 22 and the motors MG1 and MG2 are moved so that the operating point of the engine 22 is moved in a direction in which the loss of the sum of the mechanism 30 and the motors MG1 and MG2 is reduced, and the required torque Tr * is output to the ring gear shaft 32a as the drive shaft. Therefore, the lubricating oil can be adjusted to be in a temperature state suitable for lubrication and cooling without mounting a special cooling device. As a result, the overall apparatus can be reduced in size, and the power distribution and integration mechanism 30 and the motors MG1 and MG2 can be maintained in a favorable driving state. Of course, when the oil temperature Toil is equal to or lower than the predetermined temperature Tref, the engine 22 is operated at an operation point at which power can be efficiently output from the engine 22, so that the energy efficiency of the entire apparatus can be improved.

  In the hybrid vehicle 20 of the embodiment, when the oil temperature Toil is higher than the predetermined temperature Tref, the target rotation speed Ne * at the operation point at which the engine 22 can be efficiently operated is increased / decreased by the predetermined rotation speed ΔNe to reduce the operation point at a low speed. Although it moves to the high torque side or it moves to the high rotation low torque side, it is good also as what changes the grade of the rotation speed which increases / decreases target rotation speed Ne * based on oil temperature Toil.

  In the hybrid vehicle 20 of the embodiment, when the oil temperature Toil is higher than the predetermined temperature Tref, the target rotational speed Ne * at the operating point at which the engine 22 can be efficiently operated is increased or decreased by the predetermined rotational speed ΔNe to reduce the operating point to a low rotational speed. Although it is assumed that it is moved to the torque side or moved to the high rotation low torque side, a plurality of operation points that can output the engine required power Pe * are extracted, and power distribution integration is performed among the extracted operation points. It is also possible to select an operation point that minimizes the sum loss of the mechanism 30 and the motors MG1, MG2. In this case, the drive control routine of FIG. 9 may be executed instead of the drive control routine of FIG. Hereinafter, the drive control routine of FIG. 9 will be described, but the description and illustration of the same processing as that of the drive control routine of FIG. 2 will be omitted to avoid duplication.

  In the drive control routine of FIG. 9, when it is determined in step S140 of the drive control routine of FIG. 2 that the oil temperature Toil is larger than the predetermined temperature Tref, a value 1 is set in the counter C (step S300), and is determined in advance. The initial value Ne0 is reset to the target rotational speed Ne * of the engine 22, and the engine required power Pe * is divided by the reset target rotational speed Ne * to reset the target torque Te * (step S310). The initial value Ne0 may be set to a larger value based on the engine required power Pe *, for example, as the engine required power Pe * is larger. Then, the target rotational speed Nm1 * of the motor MG1 and the torque command Tm1 * and the torque command Tm2 * of the motor MG2 are set by the same processing as the steps S180 to S210 of the drive control routine of FIG. 2 (steps S320 to S350). The loss of the power distribution and integration mechanism 30 is set based on the target rotation speed Ne *, the target rotation speed Nm1 *, the rotation speed Nm2, and the oil temperature Toil, and the loss of the motor MG1 based on the torque command Tm1 * and the rotation speed Nm1. And the loss of the motor MG2 is set based on the torque command Tm2 * and the rotational speed Nm2, and the power distribution integration mechanism 30 corresponding to the value of the counter C and the motors MG1, MG2 The total loss L (C) as a sum loss is calculated and the calculated total loss L (C) is stored in a predetermined area of the RAM 76. (Step S360). Here, in the embodiment, the loss of the power distribution and integration mechanism 30 is obtained in advance by determining the relationship among the target rotation speed Ne *, the target rotation speed Nm1 *, the rotation speed Nm2, the oil temperature Toil, and the loss of the power distribution and integration mechanism 30. It is stored in the ROM 74 as a map, and is set by deriving the loss of the corresponding power distribution and integration mechanism 30 from the map when the target rotational speed Ne *, the target rotational speed Nm1 *, the rotational speed Nm2 and the oil temperature Toil are given. To do. Further, the loss of the motor MG1 is obtained when the relationship between the torque command Tm1 *, the rotational speed Nm1 and the loss of the motor MG1 is obtained in advance and stored in the ROM 74 as a map, and given the torque command Tm1 * and the rotational speed Nm1. Is set by deriving the loss of the corresponding motor MG1. Further, the loss of the motor MG2 is obtained when the relationship between the torque command Tm2 *, the rotational speed Nm2 and the loss of the motor MG2 is obtained in advance and stored in the ROM 74 as a map, and given the torque command Tm2 * and the rotational speed Nm2. Is set by deriving the loss of the corresponding motor MG2.

  When the total loss L (C) is stored, the value of the counter C is compared with the predetermined value Cref (step S370). When the value of the counter C is equal to or smaller than the predetermined value Cref, the counter C is incremented by 1 (step S370). S380), the target rotational speed Ne * is increased by a predetermined value α (for example, 250 rpm or 500 rpm), the target rotational speed Ne * is newly reset, and the engine required power Pe * is reset at the target rotational speed Ne *. The target torque Te * is reset to reset the target torque Te * (step S390), and the total loss corresponding to the value of the counter C incremented by repeating the processing of steps S320 to S360 with the reset target rotational speed Ne * and target torque Te *. L (C) is calculated and stored in a predetermined area of the RAM 76.

  In this way, the processing of steps S320 to S390 is repeatedly executed, and when the value of the counter C becomes larger than the predetermined value Cref in step S370, the stored target loss Ne *, target torque Te *, Torque command Tm1 * and torque command Tm2 * are selected (step S400), and the selected target rotational speed Ne *, target torque Te *, torque command Tm1 * and torque command Tm2 * are transmitted to the corresponding ECUs (step S400). S410), this routine is finished. The control of engine 22 and motors MG1, MG2 has been described above.

  Also according to the modified example described above, the target rotation speed Ne * and the target torque are determined as the operating point at which the sum loss between the power distribution and integration mechanism 30 and the motors MG1 and MG2 is minimized when the oil temperature Toil is higher than the predetermined temperature Tref. Since it is set to Te *, the temperature rise of the lubricating oil can be suppressed, and the same effect as the hybrid vehicle 20 of the embodiment can be achieved.

  In the hybrid vehicle 20 of the embodiment and its modification, the lubricating oil stored in the oil pan 62 is supplied to the motors MG1 and MG2 in addition to the power distribution and integration mechanism 30 and the reduction gear 35. However, the motors MG1 and MG2 are used. It is good also as what is not supplied to. In this case, only the loss of the power distribution and integration mechanism 30 needs to be considered.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modification of FIG. May be connected to an axle (an axle connected to wheels 39c and 39d in FIG. 10) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 39a and 39b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b via the power distribution and integration mechanism 30, but the modified example of FIG. As illustrated in the hybrid vehicle 220, the power of the engine 22 is output to the drive shaft connected to the drive wheels 39a and 39b via the transmission 230, and the lubricating oil stored in the oil pan 262 by the oil pump 260 is supplied. The power may be supplied to the mechanical part of the transmission 230. In this case, when the temperature of the lubricating oil becomes higher than a predetermined temperature, the transmission is within a range in which the sum of the power output from the engine 22 and the power output from the motor MG2 is the required power required for the drive shaft. The ratio of the power output from the motor MG2 to the power output from the engine 22 may be increased so that the loss of 230 is reduced.

  The embodiments of the present invention have been described using the embodiments. However, the present invention is not limited to these embodiments, and can be implemented in various forms without departing from the gist of the present invention. Of course you get.

  The present invention is applicable to the automobile industry.

1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a power output apparatus as one embodiment of the present invention. It is a flowchart which shows an example of the drive control routine performed by the hybrid electronic control unit 70 of the hybrid vehicle 20 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. 3 is a collinear diagram showing a dynamic relationship between the rotational speed and torque of each rotary element of the power distribution and integration mechanism 30. FIG. It is explanatory drawing which shows a mode that target rotation speed Ne * and target torque Te * are reset when oil temperature Toil is larger than predetermined temperature Tref, and rotation speed Nm1 of motor MG1 is 0 or more. FIG. 6 is a collinear diagram showing how the target rotational speed Ne * and the target torque Te * are reset when the oil temperature Toil is higher than a predetermined temperature Tref and the rotational speed Nm1 of the motor MG1 is 0 or more. It is explanatory drawing which shows the comparative example of the loss-of-heat amount of the motive power distribution integration mechanism 30 and motor MG1, MG2. It is a flowchart which shows the drive control routine of a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier , 35 reduction gear, 37 gear mechanism, 38 differential gear, 39a, 39b drive wheel, 39c, 39d wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery , 51 Temperature sensor, 52 Battery electronic control unit (battery ECU), 54 Electric power line, 60, 260 Oil pump, 62, 262 Oil pan, 64 Temperature sensor, 70 Hybrid electronic control unit, 72 CPU, 7 4 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 230 transmission, MG1, MG2 motor.

Claims (11)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
A power transmission mechanism connected to the output shaft of the internal combustion engine and the drive shaft, and capable of transmitting power from the internal combustion engine to the drive shaft by a mechanical mechanism;
An electric motor capable of outputting power to the drive shaft without going through the power transmission mechanism;
The internal combustion engine is configured such that a loss of the power transmission mechanism is adjusted based on a temperature of a lubricating cooling medium that lubricates and / or cools the power transmission mechanism, and a driving force based on a required driving force is output to the driving shaft. A power output device comprising drive control means for driving and controlling the electric motor.   2. The power output apparatus according to claim 1, wherein the drive control unit is a unit that performs control so that the loss of the power transmission mechanism is reduced when the temperature of the lubricating cooling medium is equal to or higher than a predetermined temperature. The power output device according to claim 1 or 2,
The power transmission mechanism is connected to three shafts of the output shaft of the internal combustion engine, the drive shaft, and a third rotating shaft, and the remaining power is based on power input to and output from any two of the three shafts. A three-axis power input / output mechanism that inputs and outputs power to the shaft.
A generator capable of inputting and outputting power to the third rotating shaft;
The drive control means is means for drivingly controlling the internal combustion engine, the generator, and the electric motor.   The drive control means calculates a sum of a loss of the power transmission mechanism, a loss of the generator, and a loss of the motor based on a temperature of a lubricating cooling medium shared by the power transmission mechanism, the generator, and the motor. 4. The power output apparatus according to claim 3, which is means for driving and controlling the internal combustion engine, the generator, and the electric motor so that a driving force based on the required driving force is adjusted and output to the driving shaft.   5. The power output apparatus according to claim 4, wherein the drive control means is a means for controlling the loss of the sum to be adjusted by moving an operating point of the internal combustion engine.   6. The power output apparatus according to claim 5, wherein the drive control means is a means for controlling so that the loss of the sum is reduced when the temperature of the lubricating cooling medium is equal to or higher than a predetermined temperature.   The drive control means moves the operating point of the internal combustion engine to a low-rotation high-torque side when the generator is driven in a normal rotation when the temperature of the lubricating cooling medium is equal to or higher than the predetermined temperature. The power output apparatus according to claim 6, which is means for controlling the engine to operate.   The drive control means moves the operating point of the internal combustion engine to a high-rotation low-torque side when the generator is driven in a negative rotation when the temperature of the lubricating cooling medium is equal to or higher than the predetermined temperature. The power output apparatus according to claim 6 or 7, which is means for controlling the engine to be operated.   The drive control means is means for controlling the internal combustion engine to be operated at an operating point at which power is efficiently output from the internal combustion engine when the temperature of the lubricating cooling medium is lower than the predetermined temperature. The power output device according to any one of 8 to 8.   An automobile mounted with the power output device according to any one of claims 1 to 9 and having an axle connected to the drive shaft. An internal combustion engine, a power transmission mechanism connected to an output shaft and a drive shaft of the internal combustion engine, and capable of transmitting power from the internal combustion engine to the drive shaft by a mechanical mechanism, and the power transmission mechanism without passing through the power transmission mechanism An electric motor capable of outputting power to a drive shaft, and a control method of a power output device comprising:
The internal combustion engine is configured such that the loss of the power transmission mechanism is adjusted based on the temperature of the lubrication cooling medium to be lubricated and / or cooled, and the driving force based on the required driving force is output to the drive shaft. A method for controlling a power output apparatus that controls driving of the electric motor.

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