JP4201000B2 - POWER OUTPUT DEVICE, VEHICLE MOUNTING THE SAME, AND METHOD FOR CONTROLLING POWER OUTPUT DEVICE - Google Patents

Description

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

Conventionally, as this type of power output device, a first motor generator, an engine, and an output shaft are connected to a sun gear, a carrier, and a ring gear of a planetary gear mechanism, respectively, and a second motor generator is connected to an output shaft through a transmission. Has been proposed (see, for example, Patent Document 1). This device includes an electric oil pump capable of pumping oil to a brake provided in the transmission and a mechanical oil pump connected to the crankshaft of the engine. When an abnormality occurs in the electric oil pump, the engine By operating the mechanical oil pump by driving, power can be transmitted from the second motor generator to the output shaft regardless of the abnormality of the electric oil pump.
JP-A-2005-207305

  As described above, in the power output device described above, the engine is driven and the mechanical oil pump is operated to transmit power from the second motor generator to the output shaft. The processing when the output of is restricted is not considered. When the output of power from the engine is limited, the oil pumping ability from the oil pump may be insufficient, and the brake may slip or generate heat. In addition, in a device of a type that supplies oil that is pumped from an oil pump as a lubricant to a machine part of a drive system, it is difficult to supply oil to the machine part, so there may be insufficient lubrication of the machine part. is there.

  The power output apparatus of the present invention, a vehicle equipped with the power output apparatus, and a control method of the power output apparatus more appropriately cope with a shortage of the pumping capacity of the pumping means when the power output from the internal combustion engine is limited. With the goal.

  The power output apparatus of the present invention, a vehicle equipped with the power output apparatus, and a control method for the power output apparatus employ the following means in order to achieve the above-described object.

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An internal combustion engine;
An electric motor that can input and output power;
A pumping means for pumping a working fluid by power from the internal combustion engine;
Power transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft using the pressure of the working fluid pumped by the pressure feeding means;
When the output of power from the internal combustion engine is limited, the pumping capacity shortage determining means for determining whether or not the pumping capacity of the pumping means is insufficient based on the restricted state and the pumping request of the pumping means. When,
An output limiting means for limiting the output of power from the electric motor when it is determined by the pumping capacity shortage determining means that the pumping capacity of the pumping means is insufficient;
It is a summary to provide.

  In the power output apparatus of the present invention, when the output of power from the internal combustion engine is limited, it is determined whether or not the pumping capability of the pumping unit is insufficient based on the limited state and the pumping request of the pumping unit. However, when it is determined that the pumping capacity of the pumping means is insufficient, the output of power from the motor is limited. Therefore, the output of power from the internal combustion engine is limited and the pumping capacity of the pumping means remains insufficient. It is possible to suppress the occurrence of problems due to the output of power. As a result, it is possible to more appropriately cope with the shortage of the pumping ability of the pumping means when the output of power from the internal combustion engine is limited.

  In such a power output apparatus of the present invention, the insufficient pumping capacity determining means increases the rotational speed of the internal combustion engine to the required rotational speed required for the internal combustion engine in response to the pumping request of the pumping means due to the restriction. It may also be a means for determining that the pumping capacity is insufficient when it cannot be performed. By so doing, it is possible to more appropriately determine the lack of pumping capacity. In this aspect of the power output apparatus of the present invention, the pumping capacity shortage determining means is configured such that the required rotational speed is controlled by the internal combustion engine while the internal combustion engine is controlled to operate at a predetermined rotational speed as the restriction. It may be a means for determining that the pumping capacity is insufficient when the rotational speed is exceeded. In this way, it is possible to determine the lack of the pumping capability of the pumping means while the internal combustion engine is controlled to rotate at a predetermined rotational speed as a limitation on the output of power from the internal combustion engine.

  Furthermore, in the power output apparatus of the present invention, the output limiting means may be means for prohibiting output of power from the electric motor. If it carries out like this, generation | occurrence | production of the malfunction by outputting motive power from an electric motor in the state which the pumping capability of the pumping means may be insufficient can be suppressed more reliably.

  In the power output apparatus of the present invention, the working fluid is a fluid that also functions as a lubricant. Among the working fluids that are pumped by the pumping unit, the working fluid that is not used to actuate the power transmission unit is used. Lubricant supply means that can be supplied to the mechanical part of the power transmission means can also be provided. If it carries out like this, it can suppress that a malfunction arises in a machine part by the lack of the pumping capability of a pumping means.

  In the power output apparatus of the present invention, electric power that is connected to the output shaft of the internal combustion engine and the drive shaft, and that can output at least part of the power from the internal combustion engine to the drive shaft by input and output of electric power and power. Input / output means may be provided. In this case, the power / power input / output means is connected to three shafts of the output shaft, the drive shaft, and the third shaft of the internal combustion engine, and is used for power input / output to any two of the three shafts. It may be a means comprising a three-axis power input / output means for inputting / outputting power to the remaining one shaft and a generator capable of inputting / outputting power to / from the third shaft, The power drive input / output means has a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft, and the first rotor and the first rotor The rotor of 2 may be a counter-rotor electric motor that relatively rotates by electromagnetic action.

The vehicle of the present invention
The power output apparatus of the present invention according to any one of the above-described aspects, that is, a power output apparatus that basically outputs power to the drive shaft, the internal combustion engine, an electric motor that can input and output power, Pressure feeding means for pumping the working fluid by power from the internal combustion engine, power transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft using the pressure of the working fluid pumped by the pressure feeding means, A pumping capacity shortage determining means for determining whether or not the pumping capacity of the pumping means is insufficient based on the restriction state and the pumping request of the pumping means when the output of power from the internal combustion engine is limited; A power output device comprising: an output limiting means for limiting output of power from the electric motor when the pumping capacity shortage determining means determines that the pumping capacity of the pumping means is insufficient; It is connected to the gist to travel to.

  Since the vehicle according to the present invention is equipped with the power output device according to any one of the above-described aspects, the same effect as the power output device according to the present invention, for example, the output of power from the internal combustion engine. The effect of suppressing the occurrence of problems due to output of power from the motor in a state where the pumping capacity of the pumping means is limited and the pumping means of the pumping means is limited or the output of the power from the internal combustion engine is limited. The effect which can cope with lack of pumping capability more appropriately can be produced.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine, an electric motor capable of inputting / outputting power, a pressure feeding means for pumping a working fluid by the power from the internal combustion engine, a rotating shaft of the motor and the pressure using the pressure of the working fluid pumped by the pressure feeding means A power transmission device comprising: a power transmission means for transmitting power to the drive shaft;
(A) When the output of power from the internal combustion engine is limited, it is determined whether or not the pumping capability of the pumping unit is insufficient based on the state of the limitation and the pumping request of the pumping unit;
(B) When it is determined in step (a) that the pumping capacity of the pumping means is insufficient, the output of power from the electric motor is limited.

  According to the control method of the power output apparatus of the present invention, when the output of power from the internal combustion engine is limited, the pumping capacity of the pumping means is insufficient based on the restriction state and the pumping request of the pumping means. If it is determined whether or not the pumping capacity of the pumping means is insufficient, the power output from the electric motor is limited. Therefore, the power output from the internal combustion engine is limited and the pumping capacity of the pumping means remains insufficient. In this state, it is possible to suppress the occurrence of problems due to the output of power from the electric motor. As a result, it is possible to more appropriately cope with the shortage of the pumping ability of the pumping means when the output of power from the internal combustion engine is limited.

  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 a configuration of a hybrid vehicle 20 equipped with a power output apparatus according to 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 motor MG2 connected to the power distribution and integration mechanism 30 via a transmission 60, and a hybrid electronic control unit 70 for controlling the entire drive system of the vehicle.

  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 disposed 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 motor MG2 is connected to the ring gear 32 via the transmission 60. The motor MG1 generates power. When the motor MG1 functions as a motor, the 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 22 input from the carrier 34. And the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32. The ring gear 32 is mechanically connected to the drive wheels 39a and 39b via a gear mechanism 37 and a differential gear 38. Therefore, the power output to the ring gear 32 is output to the drive wheels 39a and 39b via 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 transmission 60 connects and disconnects the rotating shaft 48 of the motor MG2 and the ring gear shaft 32a and reduces the rotational speed of the rotating shaft 48 of the motor MG2 to two stages by connecting the both shafts to the ring gear shaft 32a. It is configured to be able to communicate. An example of the configuration of the transmission 60 is shown in FIG. The transmission 60 shown in FIG. 2 includes a double-pinion planetary gear mechanism 60a, a single-pinion planetary gear mechanism 60b, and two brakes B1 and B2. The planetary gear mechanism 60a of the double pinion includes an external gear sun gear 61, an internal gear ring gear 62 arranged concentrically with the sun gear 61, a plurality of first pinion gears 63a meshing with the sun gear 61, A plurality of second pinion gears 63b that mesh with the one pinion gear 63a and mesh with the ring gear 62, and a carrier 64 that holds the plurality of first pinion gears 63a and the plurality of second pinion gears 63b so as to rotate and revolve freely. The sun gear 61 can be freely rotated or stopped by turning on and off the brake B1. The single-pinion planetary gear mechanism 60 b includes an external gear sun gear 65, an internal gear ring gear 66 disposed concentrically with the sun gear 65, and a plurality of pinion gears 67 that mesh with the sun gear 65 and mesh with the ring gear 66. And a carrier 68 that holds a plurality of pinion gears 67 so as to rotate and revolve. The sun gear 65 is connected to the rotating shaft 48 of the motor MG2, the carrier 68 is connected to the ring gear shaft 32a, and the ring gear 66 is braked. The rotation can be freely or stopped by turning on and off B2. The double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b are connected by a ring gear 62 and a ring gear 66, and a carrier 64 and a carrier 68, respectively. The transmission 60 can disconnect the rotating shaft 48 of the motor MG2 from the ring gear shaft 32a by turning off both the brakes B1 and B2, and can turn off the brake B1 and turn on the brake B2 to turn on the rotating shaft 48 of the motor MG2. Is rotated at a relatively large reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as a Lo gear state), the brake B1 is turned on and the brake B2 is turned off to rotate the rotating shaft 48 of the motor MG2. Is rotated at a relatively small reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as a Hi gear state). Note that when the brakes B1 and B2 are both turned on, the rotation of the rotary shaft 48 and the ring gear shaft 32a is prohibited.

  The brakes B1 and B2 of the transmission 60 are turned on and off by the hydraulic pressure from the hydraulic circuit 100. FIG. 3 shows an example of the configuration of the hydraulic circuit 100. As shown in the figure, the hydraulic circuit 100 is necessary to engage the brake B1 and the brake B2 with a mechanical oil pump 102 that sucks and pumps oil stored in the oil tank 101 by power from the engine 22. The electric oil pump 104 that sucks and pumps the oil stored in the oil tank 101 by driving the electric motor 104a with the minimum pumping performance, and the pressure of the oil pumped from the mechanical oil pump 102 and the electric oil pump 104 A three-way solenoid 105 and a pressure control valve 106 that can switch the level of (line pressure) in two stages, and linear solenoids 108 and 109 and a control valve that individually act on the brakes B1 and B2 with adjustable pressure. 110, 111 and Accum And over motor 114 and 115, a modulator valve 112 is supplied to each input port of steps down the line pressure 3-way solenoid 105 and the linear solenoid 110, 111, and a. The pressure control valve 106 is a double-pinion planetary gear mechanism 60a or a single-pinion planetary gear using, as a lubricant, excess oil that has not been used for engaging the brakes B1 and B2 among the oil pumped by the mechanical oil pump 102. The mechanism 60b and the power distribution and integration mechanism 30 can be supplied. In the hydraulic circuit 100, as shown in the figure, oil pressure sensors 116, 117, 118 for detecting the line pressure and the oil pressure acting on the brakes B1, B2, and an oil temperature sensor 119 for detecting the oil temperature. Is attached.

  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 the 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 from the temperature sensor (not shown) 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 has a shift position for detecting the hydraulic pressure PS from the hydraulic sensors 116, 117, 118, the oil temperature TO from the oil temperature sensor 119, the ignition signal from the ignition switch 80, and the operating position of the shift lever 81. The shift position SP from the sensor 82, the accelerator opening Acc from the accelerator pedal position sensor 84 for detecting the depression amount of the accelerator pedal 83, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, The vehicle speed V from the vehicle speed sensor 88 is input via the input port. The hybrid electronic control unit 70 outputs a drive signal to the 3-way solenoid 105 and the linear solenoids 108 and 109 of the hydraulic circuit 100 in the transmission 60 through an output 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 communication ports, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. Is doing.

  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. There is. Further, when the operation in the torque conversion operation mode, the charge / discharge operation mode, and the motor operation mode described above is prohibited, the engine 22 is feedback-controlled so that the rotation speed Ne of the engine 22 is fixed at a predetermined rotation speed Nset (for example, 2000 rpm). The motor MG2 sets the torque command based on the rotational speed Nm1 of the motor MG1 so that the power corresponding to the required power is generated by the motor MG1, and consumes the generated power of the motor MG1 as it is by the motor MG2. There is also an engine rotation speed fixed operation mode in which a torque command is set based on the rotation speed Nm2 to drive and control the motors MG1, MG2.

  Next, the operation of the hybrid vehicle 20 of the embodiment, particularly, the operation when prohibiting the output of torque from the motor MG2 while operating in the above-described engine speed fixed operation mode will be described. FIG. 4 is a flowchart illustrating an example of a motor torque output prohibition determination routine executed by the hybrid electronic control unit 70 according to the embodiment. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the motor torque output prohibition determination routine is executed, the CPU 72 of the hybrid electronic control unit 70 first determines whether or not the engine 22 is being operated in the engine speed fixed operation mode described above. (Step S100). If it is determined that the engine is not operating in the engine speed fixed operation mode, it is assumed that the engine is operating in any of the torque conversion operation mode, the charge / discharge operation mode, or the motor operation mode described above. Is set to 0 (step S110), and this routine is terminated.

  On the other hand, if it is determined that the engine is operating in the engine speed fixed operation mode, the current speed Ne of the engine 22 and the pump request speed Npump are input (step S120), and the input pump request speed is input. Npump is compared with the current rotation speed Ne (step S130). Here, the rotation speed Ne of the engine 22 is detected by a rotation speed sensor (not shown) attached to the crankshaft 26 of the engine 22 and input from the engine ECU 24 by communication. The pump requested rotational speed Pump is set by a pump requested rotational speed setting routine (not shown) based on the state of the transmission 60. The required pump speed Npump is set, for example, by setting the required pump speed Npump to a speed corresponding to the idling speed of the engine 22 in normal times, and the oil temperature TO from the oil temperature sensor 119 is outside the appropriate temperature range. Or when there is a shortage of oil supplied to the double-pinion planetary gear mechanism 60a or the single-pinion planetary gear mechanism 60b via the pressure control valve 106 due to an abnormality in the three-way solenoid 105. This can be done by setting the pump required rotational speed Npump so that the rotational speed is larger than that.

  When it is determined that the pump request speed Npump is equal to or less than the current speed Ne, the counter C is set to a value of 0 (step S110), and this routine is terminated. The pump request speed Pump is determined from the current speed Ne. If the counter C is determined to be larger, the counter C is incremented by 1 (step S140), and the state in which the pump request rotational speed Npump exceeds the current rotational speed Ne until the value of the counter C reaches the predetermined value Cref. When the operation is continued (step S150), torque output from the motor MG2 is prohibited (value 0 is set in the torque command Tm2 * of the motor MG2) (step S160), and this routine is terminated. Here, the predetermined value Cref determines the timing for determining whether the mechanical oil pump 102 has insufficient pumping capacity, and can be set based on the start interval of this routine. Normally, when an increase in the rotational speed Ne is instructed by the pump required rotational speed Npump, the engine 22 is controlled to operate at a rotational speed equal to or higher than the pump required rotational speed Npump, but when operated in the engine rotational speed fixed operation mode. Since the rotational speed Ne of the engine 22 is fixed at a predetermined rotational speed Nset, it is impossible to cope with a pump required rotational speed Npump exceeding the predetermined rotational speed Nset. Therefore, the mechanical oil pump 102 has a shortage in pumping capacity. Further, in the embodiment, since the electric oil pump 104 has only a necessary minimum pumping performance, even the electric oil pump 104 cannot cope with the pump required rotation speed Npump. For this reason, when the pumping capacity of the mechanical oil pump 102 is insufficient, problems such as heat generation of the brakes B1 and B2 and poor lubrication of the double-pinion planetary gear mechanism 60a and the single-pinion planetary gear mechanism 60b of the transmission 60 occur. Incurs outbreaks. In the embodiment, the occurrence of the above-described problem is suppressed by prohibiting the output of torque from the motor MG2 when the pump required rotation speed Npump of the engine 22 becomes larger than the current rotation speed Ne. In the embodiment, the torque output from the motor MG1 is also set to 0 as the torque output from the motor MG2 is prohibited.

  According to the hybrid vehicle 20 of the embodiment described above, the necessary oil is supplied from the mechanical oil pump 102 during the feedback control of the engine 22 so that the rotational speed Ne of the engine 22 is fixed at a predetermined rotational speed. It is determined whether the mechanical oil pump 102 has insufficient pumping performance based on the pump required rotational speed Npump and the current rotational speed Ne required for the engine 22 to pump When it is determined that the pumping performance is insufficient, the output of torque from the motor MG2 is prohibited. Therefore, the inconvenience caused by the torque being output from the motor MG2 in a state where the pumping performance of the mechanical oil pump 102 is insufficient, for example, the brakes B1, B2 Heat generation of the double pinion planetary gear mechanism 60a in the transmission 60, single pinion It is possible to avoid the disadvantages, such as insufficient lubrication of the star gear mechanism 60b.

  In the hybrid vehicle 20 of the embodiment, it is determined whether or not the pumping capacity of the mechanical oil pump 102 is insufficient by comparing the pump required rotation speed Npump of the engine 22 with the current rotation speed Ne. However, it is good also as what determines whether the shortage has arisen in the pumping capability of the mechanical oil pump 102 by comparing the pump request | requirement rotation speed Npump and the predetermined rotation speed Nset.

  In the hybrid vehicle 20 of the embodiment, when it is determined that the pumping capacity of the mechanical oil pump 102 is insufficient, the output of torque from the motor MG2 is prohibited, but the transmission 60 does not malfunction. It is also possible to set an upper limit torque having a magnitude and permit the output of torque from the motor MG2 within the range of the upper limit torque.

  In the hybrid vehicle 20 of the embodiment, the electric oil pump 104 has only a minimum necessary pumping performance. However, when an electric oil pump having a sufficient pumping performance is used, a mechanical type is usually used by the electric oil pump. The shortage of the pumping performance of the oil pump 102 is dealt with, and the motor torque output prohibition determination routine of FIG. 4 may be executed when an abnormality occurs in the electric oil pump.

  The hybrid vehicle 20 of the embodiment has been described as a process during the feedback control of the engine 22 so that the rotational speed Ne of the engine 22 is fixed at a predetermined rotational speed. The present invention may be applied to any case where the output of torque from is limited.

  In the hybrid vehicle 20 of the embodiment, the transmission 60 is configured to have two shift stages capable of switching between the Hi gear and the Lo gear, but may be a transmission having three or more shift stages, The transmission is not limited to such a transmission, and the motor MG2 and the ring gear shaft 32a may be connected by a clutch.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the transmission 60 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be connected to an axle (an axle connected to wheels 39c and 39d in FIG. 5) 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. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 39a and 39b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  In addition, a mechanical oil pump that is equipped with an engine and a motor that outputs power to the drive shaft via a power transmission device such as a transmission, is operated by power from the engine and pumps the working fluid to the power transmission device. As long as it is a hybrid vehicle provided, it can be applied to any other vehicle.

  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 power output device manufacturing industry and the automobile industry.

It is a block diagram which shows the outline of a structure of the hybrid vehicle 20 carrying the power output device which is one Example of this invention. FIG. 2 is a configuration diagram showing an outline of a configuration of a transmission 60. 1 is a configuration diagram showing an outline of the configuration of a hydraulic circuit 100. FIG. It is a flowchart which shows an example of the motor torque output prohibition determination routine performed by the hybrid electronic control unit of the embodiment. 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 , 37 gear mechanism, 38 differential gear, 39a, 39b drive wheel, 39c, 39d wheel, 40 electronic control unit for motor (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 48 rotational shaft, 50 battery , 52 Battery electronic control unit (battery ECU), 54 Electric power line, 60 Transmission, 60a Double pinion planetary gear mechanism, 60b Single pinion planetary gear mechanism, 61 Sun gear, 62 Ring gear, 63a First pinion Gear, 63b 2nd pinion gear, 64 carrier, 65 sun gear, 66 ring gear, 67 pinion gear, 68 carrier, 70 electronic control unit for hybrid, 72 CPU, 74 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, 100 Hydraulic circuit, 101 Oil tank, 102 Mechanical oil pump, 104 Electric oil pump, 104a Electric motor, 105 3 Way solenoid, 106 Pressure control valve, 108, 109 Linear solenoid, 110, 111 Control valve, 112 Modulator valve, 114 , 115 Accumulator, 116, 117, 118 Hydraulic sensor, 119 Oil temperature sensor, 230 Counter rotor motor, 232 Inner rotor, 234 Outer rotor, MG1, MG2 motor, B1, B2 brake.

Claims (9)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
An electric motor that can input and output power;
A pumping means for pumping a working fluid by power from the internal combustion engine;
Power transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft using the pressure of the working fluid pumped by the pressure feeding means;
When the output of power from the internal combustion engine is limited, the pumping capacity shortage determining means for determining whether or not the pumping capacity of the pumping means is insufficient based on the restricted state and the pumping request of the pumping means. When,
An output limiting means for limiting the output of power from the electric motor when it is determined by the pumping capacity shortage determining means that the pumping capacity of the pumping means is insufficient;
A power output device comprising:   The pumping capacity deficiency judging means has the pumping ability when the rotational speed of the internal combustion engine cannot be increased to the required rotational speed required for the internal combustion engine in response to the pumping request of the pumping means due to the restriction. The power output apparatus according to claim 1, wherein the power output apparatus is a means for determining that it is insufficient.   While the internal combustion engine is controlled to operate at a predetermined rotational speed as the restriction, the pumping capacity shortage determining means determines that the pumping capacity is not exceeded when the required rotational speed exceeds the rotational speed of the internal combustion engine. The power output apparatus according to claim 2, wherein the power output apparatus is a means for determining that it is insufficient.   The power output device according to any one of claims 1 to 3, wherein the output limiting means is means for prohibiting output of power from the electric motor. The power output device according to any one of claims 1 to 4,
The working fluid is a fluid that also functions as a lubricant,
A power output device comprising: a lubricant supply means capable of supplying a working fluid that has not been used for the operation of the power transmission means among the working fluid pumped by the pressure feeding means to a mechanical portion of the power transmission means.   2. An electric power drive input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and capable of outputting at least part of the power from the internal combustion engine to the drive shaft by input and output of electric power and power. Thru | or 5. The power output device in any one of 5.   The power power input / output means is connected to three shafts of the output shaft, the drive shaft, and the third shaft of the internal combustion engine, and the residual power based on power input / output to any two of the three shafts. The power output apparatus according to claim 6, comprising: a three-shaft power input / output means for inputting / outputting power to / from one shaft; and a generator capable of inputting / outputting power to / from the third shaft.   The power drive input / output means has a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft, and the first rotor and the first rotor The power output apparatus according to claim 6, wherein the power output apparatus is a counter-rotor motor that relatively rotates the two rotors by electromagnetic action.   A vehicle on which the power output device according to any one of claims 1 to 8 is mounted and an axle is connected to the drive shaft.

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